X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-ma06.mx.aol.com ([64.12.78.142] verified) by logan.com (CommuniGate Pro SMTP 5.3.2) with ESMTP id 4124483 for flyrotary@lancaironline.net; Sat, 13 Feb 2010 23:12:51 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.78.142; envelope-from=SHIPCHIEF@aol.com Received: from imo-ma04.mx.aol.com (imo-ma04.mx.aol.com [64.12.78.139]) by imr-ma06.mx.aol.com (8.14.1/8.14.1) with ESMTP id o1E4C6sG001622 for ; Sat, 13 Feb 2010 23:12:06 -0500 Received: from SHIPCHIEF@aol.com by imo-ma04.mx.aol.com (mail_out_v42.9.) id q.c27.7a741b1f (45449) for ; Sat, 13 Feb 2010 23:12:00 -0500 (EST) Received: from smtprly-ma03.mx.aol.com (smtprly-ma03.mx.aol.com [64.12.207.142]) by cia-mc05.mx.aol.com (v127.7) with ESMTP id MAILCIAMC057-5c594b77780c191; Sat, 13 Feb 2010 23:12:00 -0500 Received: from webmail-d096 (webmail-d096.sim.aol.com [205.188.255.7]) by smtprly-ma03.mx.aol.com (v127.7) with ESMTP id MAILSMTPRLYMA037-5c594b77780c191; Sat, 13 Feb 2010 23:11:56 -0500 References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: N.A. Renesis to turbo Date: Sat, 13 Feb 2010 23:11:56 -0500 X-AOL-IP: 24.19.204.151 In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: shipchief@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CC7B42FB6AE195_8A50_1D165_webmail-d096.sysops.aol.com" X-Mailer: AOL Webmail 30746-STANDARD Received: from 24.19.204.151 by webmail-d096.sysops.aol.com (205.188.255.7) with HTTP (WebMailUI); Sat, 13 Feb 2010 23:11:56 -0500 Message-Id: <8CC7B42FB63BD72-8A50-EA42@webmail-d096.sysops.aol.com> X-Spam-Flag:NO X-AOL-SENDER: SHIPCHIEF@aol.com ----------MB_8CC7B42FB6AE195_8A50_1D165_webmail-d096.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" Thanks much David. If you posted some more pics and experiences on your site, I'd be sure to= read all of it! I'd probably copy a fair bit of it too! Scott -----Original Message----- From: David Leonard To: Rotary motors in aircraft Sent: Sat, Feb 13, 2010 8:32 am Subject: [FlyRotary] Re: N.A. Renesis to turbo Scott, SaWEEET installation. I can't wait to see that thing fly! =20 --=20 David Leonard Turbo Rotary RV-6 N4VY http://N4VY.RotaryRoster.net http://RotaryRoster.net On Sat, Feb 13, 2010 at 7:28 AM, Kelly Troyer wrote: Don, Curious what the A/R ratio of your "On Center" TO4 exhaust turbine housi= ng is ?............. Most of the recommendations from those of the group flying ahead or behind= the TO4 range from about .96 to 1.15 A/R ratio..............Will be interested in your= rpm/mp numbers when you get airborne................=20 --=20 Kelly Troyer=20 "Dyke Delta"_13B ROTARY Engine=20 "RWS"_RD1C/EC2/EM2=20 "Mistral"_Backplate/Oil Manifold=20 =20 -------------- Original message from shipchief@aol.com: --------------=20 Don, I'm just a bit ahead of where you want to go, but way behind on the rest= of the plane. I'm wingless in the garage at home, test running in the yar= d with the tail tied to a cedar tree. I'm building an RV-8 with a turbo 13b. I welded up my own exhaust manifold= mounting a Turbonetics 60-1 using an 'on center' TO-4 turbine housing. Th= e compresor faces forward and a cone shaped K&N filter is direct mounted= to the compressor housing. The exhaust is an S shaped 2.25" pipe that cro= sses in front of the firewall and exits out the center of the cooling air= exit (cowl flap area) parrallel to the sheet metal ramp. The pipe is supp= orted with a clevis to the engine mount plate (between the block and oil= pan) so it all moves in harmony with the engine/turbo, yet can grow a bit= from heat. So far the turbo muffles the engine fairly well.....but I have= not gone to War Emergency Power.....yet. I 'borrowed' David Leonards radiator advice, and mounted it under the chin= , making a fairly generous scoop, which I tested today. the oil cooler is mounted on the right side and uses the entire airflow fr= om the right cowl cheek opening. Separate air paths for radiator and oil= cooler helped solve my previous cooling failure. I ground ran for 20 minutes today, building up RPM as it warmed up, and th= e temps are stable. I chickened out and held at 3850 RPM for the last 5 mi= nutes, the highest I've gone yet. water temp stable @ 154F, Oil stable at= 172F. Tracy's engine monitor gives direct HP readout based on fuel flow,= so it varies as you adjust the mixture, but I ran up to about 50HP with= firm temperature control. This was very exciting for me becuase it's enou= gh power that the fuselage is starting to buck and shake like there might= be some power there, and promises of more. I have not done anything with the left cowl cheek opening yet. Air enterin= g here goes right to the tubo air filter, and washes over the fuel injecto= rs, turbo assembly, and spills out the bottom with the heated radiator air= . To keep from choking the heated radiator air, I'm thinking of making a duc= t to carry the left cheek air out the left side of the cowl, where I could= mount an intercooler. I've trial fitted a stock Mazda intercooler here,= I would need to remake the air tubes into/out of it. The important part= of this is cooling the fuel system and isolating the turbo heat from anyt= hing it could damage. Dave warned me of this early on, and I have not forg= otten it. You can see my progress at: http://gallery.eaa326.org/members/semery/ Constructive comments are always welcome! Scott PS, I'm working very hard to keep this simple and light. Weight adds up fa= st! =20 ----------MB_8CC7B42FB6AE195_8A50_1D165_webmail-d096.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
Thanks much David.=
If you posted some more pics and experiences on your site, I'd be sur= e to read all of it!
I'd probably copy a fair bit of it too!
Scott



-----Original Message-----
From: David Leonard <wdleonard@gmail.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sat, Feb 13, 2010 8:32 am
Subject: [FlyRotary] Re: N.A. Renesis to turbo

Scott,
SaWEEET installation.  I can't wait to see that thing fly!
 
--
David Leonard

Turbo Rotary RV-6 N4VY
http://N4VY.Rota= ryRoster.net
http://RotaryRoster.n= et


On Sat, Feb 13, 2010 at 7:28 AM, Kelly Troyer <keltro@att.net><= /SPAN> wrote:
Don,
  Curious what the A/R ratio of your "On Center" TO4 exhaust&nbs= p;turbine housing is ?.............
Most of the recommendations from those of the group flying ahead or= behind the TO4 range
from about .96 to 1.15 A/R ratio..............Will be interested in= your rpm/mp numbers when
you get airborne................ 
--=20

Kelly Troyer
"Dyke Delta"_13B ROTARY Engine
"RWS"_RD1C/EC2/EM2
"Mistral"_Backplate/Oil Manifold



 
-------------- Original message from shipchief@aol.com: --------------

Don,
I'm just a bit ahead of where you want to go, but way behind on the= rest of the plane. I'm wingless in the garage at home, test running in th= e yard with the tail tied to a cedar tree.
I'm building an RV-8 with a turbo 13b. I welded up my own exhaust man= ifold mounting a Turbonetics 60-1 using an 'on center' TO-4 turbine= housing. The compresor faces forward and  a cone shaped K&N filt= er is direct mounted to the compressor housing. The exhaust is an S shaped= 2.25" pipe that crosses in front of the firewall and exits out the center= of the cooling air exit (cowl flap area) parrallel to the sheet metal ram= p. The pipe is supported with a clevis to the engine mount plate (bet= ween the block and oil pan) so it all moves in harmony with the engine/tur= bo, yet can grow a bit from heat. So far the turbo muffles the engine fair= ly well.....but I have not gone to War Emergency Power.....yet.
I 'borrowed' David Leonards radiator advice, and mounted it under the chin= , making a fairly generous scoop, which I tested today.
the oil cooler is mounted on the right side and uses the en= tire airflow from the right cowl cheek opening. Separate air paths for rad= iator and oil cooler helped solve my previous cooling failure.
I ground ran for 20 minutes today, building up RPM as it warmed up,= and the temps are stable. I chickened out and held at 3850 RPM for the la= st 5 minutes, the highest I've gone yet. water temp stable @ 154F, Oil sta= ble at 172F. Tracy's engine monitor gives direct HP readout based on fuel= flow, so it varies as you adjust the mixture, but I ran up to a= bout 50HP with firm temperature control. This was very exciting for me bec= uase it's enough power that the fuselage is starting to buck and shake lik= e there might be some power there, and promises of more.
I have not done anything with the left cowl cheek opening yet. Air en= tering here goes right to the tubo air filter, and washes over the fuel in= jectors, turbo assembly, and spills out the bottom with the heated radiato= r air.
To keep from choking the heated radiator air, I'm thinking of making= a duct to carry the left cheek air out the left side of the cowl, where= I could mount an intercooler. I've trial fitted a stock Mazda intercooler= here, I would need to remake the air tubes into/out of it. The impor= tant part of this is cooling the fuel system and isolating the turbo heat&= nbsp;from anything it could damage. Dave warned me of this early on, and= I have not forgotten it.
You can see my progress at: http://gallery.eaa326.org/members/semery/=
Constructive comments are always welcome!
Scott
PS, I'm working very hard to keep this simple and light. Weight adds= up fast!

 





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