X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from zixvpm1.fdic.gov ([167.176.6.41] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTPS id 4429768 for flyrotary@lancaironline.net; Fri, 13 Aug 2010 12:49:49 -0400 Received-SPF: pass receiver=logan.com; client-ip=167.176.6.41; envelope-from=brogers@fdic.gov Received: from zixvpm1.fdic.gov (ZixVPM [127.0.0.1]) by Outbound.fdic.gov (Proprietary) with ESMTP id 383EA940701 for ; Fri, 13 Aug 2010 12:49:12 -0400 (EDT) Received: from mail.fdic.gov (mail.fdic.gov [10.30.1.5]) (using TLSv1 with cipher DHE-RSA-AES256-SHA (256/256 bits)) (No client certificate requested) by zixvpm1.fdic.gov (Proprietary) with ESMTP id AD9A59406FD for ; Fri, 13 Aug 2010 12:49:11 -0400 (EDT) Received: from ([151.174.14.14]) by mail.fdic.gov with ESMTP id 5502665.1855594; Fri, 13 Aug 2010 12:49:08 -0400 Received: from DALEXC100P.PROD.FDIC.GOV ([172.26.81.152]) by dalexc001p.PROD.FDIC.GOV with Microsoft SMTPSVC(5.0.2195.7381); Fri, 13 Aug 2010 12:49:08 -0400 X-MimeOLE: Produced By Microsoft Exchange V6.5 Content-class: urn:content-classes:message MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----_=_NextPart_001_01CB3B07.71F2B554" Subject: RE: [FlyRotary] Re: Turbo Questions Date: Fri, 13 Aug 2010 11:49:06 -0500 Message-ID: <1F44A251F397E444B05E240B8688AB7907BE52C3@DALEXC100P.PROD.FDIC.GOV> In-Reply-To: X-MS-Has-Attach: X-MS-TNEF-Correlator: Thread-Topic: [FlyRotary] Re: Turbo Questions Thread-Index: Acs6XyOTtWiLqzgTShKrvhoZGM9tyQAp4xWg References: From: "Rogers, Bob J." To: "Rotary motors in aircraft" X-OriginalArrivalTime: 13 Aug 2010 16:49:08.0041 (UTC) FILETIME=[7267DB90:01CB3B07] This is a multi-part message in MIME format. ------_=_NextPart_001_01CB3B07.71F2B554 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Kelly,=20 =20 I do not know which wheel is in my turbo. I expect the larger wheel (68 mm) to turn a little more slowly, since it has a larger surface area to absorb the exhaust, but it should not make much difference. Either one should be OK. The Turbonetics people can probably explain the performance differences between the two wheel sizes. =20 Bob =20 ________________________________ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Kelly Troyer Sent: Thursday, August 12, 2010 3:44 PM To: Rotary motors in aircraft Subject: [FlyRotary] Re: Turbo Questions =20 Bob, Thanks much for the info.................Just one more question..............Info from "Turbonetics" says the 1.15 a/r turbine housing is limited to the F1-65 mm or F1-68 mm turbine wheel....... Do you have info as to what turbine wheel was installed in your 60-1 turbo ??.............. =20 Thanks Again, =20 Kelly Troyer "Dyke Delta"_13B ROTARY Engine "RWS"_RD1C/EC2/EM2 "Mistral"_Backplate/Oil Manifold=20 =20 =20 ________________________________ From: "Rogers, Bob J." To: Rotary motors in aircraft Sent: Thu, August 12, 2010 1:39:26 PM Subject: [FlyRotary] Re: Turbo Questions Kelly, =20 I limit my takeoff power to no more than 42 " of manifold pressure ("MP"), usually just 40" . At altitudes of 5,000 feet and above, I generally run no more than about 36 " MP (15 GPH) and 180 knots. Engine RPM is about 5,800. The turbo is capable of considerably more boost than this, but I have to watch engine water and oil temps at higher power settings. I do not want to run more than 200 degrees on oil or water and prefer 180 degrees. I can maintain these temps (even on hot days) with cowl flap settings from closed to full open as long as I keep the power settings at or below those described above. One day, I climbed to 11,000 feet and my GPS groundspeed (with a slight tailwind) was 213 knots. MP was 36", RPM 6,000. I have a 68" diameter x 84 pitch Prince P-tip fixed pitch prop coupled to the RWS 2.17/1 reduction unit. =20 Bob ------_=_NextPart_001_01CB3B07.71F2B554 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Kelly, =

 

I do not know which wheel is in my = turbo.  I expect the larger wheel (68 = mm) to turn a little more slowly, since it has a larger surface area to absorb the = exhaust, but it should not make much difference.  Either one should be OK.  = The Turbonetics people can probably explain the performance differences = between the two wheel sizes.

 

Bob

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Kelly Troyer
Sent: Thursday, August = 12, 2010 3:44 PM
To: Rotary motors in = aircraft
Subject: [FlyRotary] Re: = Turbo Questions

 

Bob,

  Thanks much for the info.................Just = one more question..............Info from "Turbonetics"
says the 1.15 a/r turbine housing is limited to the F1-65 mm or = F1-68 mm turbine wheel.......

  Do you have info as to what turbine wheel = was installed in your 60-1 turbo = ??..............

 

Thanks Again,

 

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

 

 

From: "Rogers, Bob J." <BRogers@FDIC.gov>
To: Rotary motors in = aircraft <flyrotary@lancaironline.net>
Sent: Thu, August 12, = 2010 1:39:26 PM
Subject: [FlyRotary] Re: = Turbo Questions

Kelly,

 

I limit my takeoff power to no more than 42 “ of manifold pressure (“MP”), usually just 40” = .  At altitudes of 5,000 feet and above, I generally run no more than about = 36 “ MP (15 GPH) and 180 knots.  Engine RPM is about = 5,800.  The turbo is capable of considerably more boost than this, but I have to = watch engine water and oil temps at higher power settings.  I do not want = to run more than 200 degrees on oil or water and prefer 180 degrees.  I = can maintain these temps (even on hot days) with cowl flap settings from = closed to full open as long as I keep the power settings at or below those = described above.  One day, I climbed to 11,000 feet and my GPS groundspeed = (with a slight tailwind) was 213 knots.  MP was 36”, RPM 6,000.  = I have a 68” diameter x 84 pitch Prince P-tip fixed pitch prop coupled to = the RWS 2.17/1 reduction unit.

 

Bob

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