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I'm planning to fly multiple cross country flights at or around 10,000' and want to keep up my speed. Even the 20b, as simple as it is, will lose HP at that altitude. I can always dial it back for economy, but it's nice to have the giddy up too!
Les Criscillo
Nurse, Pilot, Brewmaster, Maker
From: Rotary motors in aircraft <flyrotary@lancaironline.net> on behalf of Thomas Mann tmann@n200lz.com <flyrotary@lancaironline.net>
Sent: Friday, August 28, 2020 1:37 PM
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: [FlyRotary] Re: Turbos.........
I considered a 13B with a turbo and compared that (Weight & HP) to a NA 20B.
Pound for pound the was comparable for take-off and landing.
.... but what I kept coming back to was 'Why did you select the Rotary in the first place?"
The answer to that centered around the practically bullet proof simplicity of the design.
Why would you go to a power plant that is truly simple in design only to complicate it with a Turbo?
That's my logic path for selecting the 20B vs. a 13B-Turbo
Either power plant will kick butt in a Long-EZ.
T Mann
From: "James Whitehurst flyboyusvi@gmail.com" <flyrotary@lancaironline.net>
Sent: Friday, August 28, 2020 11:47 AM
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Subject: [FlyRotary] Re: Turbos.........
??? Above 10,000 ft? I couldn’t figure out how… so I just received my Borg Warner EFR9280 Turbos with water and oil cooled ctr aluminum housing. I know its more complex but I figure I’ll have the HP to 18,000’. Comments enjoyed? James whitehurst
Sent from Mail for Windows 10
As you can see on this dyno sheet much power is available where most folks like to run aircraft Rotaries.
The ports you see in that picture are designed to operate best at 9,400 RPM, at 250HP, however that is a 12-A engine.
2292 CCs vice 2900 CCs for a 13-B, so more power from a 13-B. So ports designed for best power at say 5,500 RPM would have a shorter top (Closing Point) and a smaller bridge opening.
I do not let any of the side seal ends to cross over the port so side seal damage is not a factor. So very nearly stock service life minus the wear you would expect from spending hours of operation at full throttle. With synthetic 2 cycle oil in the fuel and
in the sump I suspect (but do not know) about 500 to 1,000 hours. A hot compression check or a hot
leakdown test will tell the tail.........LEH
In a message dated 8/28/2020 7:31:58 AM Eastern Standard Time, flyrotary@lancaironline.net writes:
One word....Turbo normalizing. Ok that's two words, but that's my plan.
In your opinion, how reliable is a bridge port engine? At what RPM do you see the benefits?
From: Rotary motors in aircraft <flyrotary@lancaironline.net> on behalf of lehanover
lehanover@aol.com <flyrotary@lancaironline.net>
Sent: Thursday, August 27, 2020 9:34:07 PM
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Subject: [FlyRotary] Turbos.........
We don't need no stinking turbos.....when we can have 250HP bridge ports......
Lynn E. Hanover
221F435F53E049A19D53606B9AB3106F.png
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