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Yes, I used the Jet-Hot 2000 coating,
shown at this link. http://www.jet-hot.com/headercoatings.html I think that it is very effective to reduce
heat in the engine compartment.
It is only applied at the Oklahoma City facility.
Bob
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net]
On Behalf Of Kelly Troyer
Sent: Tuesday, August 17, 2010
3:02 PM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Turbo
Questions
Did you have your turbine housing and exhaust
pipe coated with heat resistant
coating and if so what and where ??.............
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: Mon, August 16, 2010
10:57:22 AM
Subject: [FlyRotary] Re: Turbo
Questions
Kelly,
There is one pretty good picture of the
turbo installation (before radiator baffling) on our EAA Chapter 1246 website
at:
http://www.eaa1246.org/projectsnplanesdisplay.asp?id=10&pic=190.
Because the oil drains from the turbo into a sump that is lower than the oil
pan, I must use an electric pump to transfer the oil back into the engine oil
pan. Attached is a view from the front, which shows the hoses and tubing
from the turbo compressor to the intercooler and back to the intake
manifold.
Bob
From: Rotary motors in aircraft
[mailto:flyrotary@lancaironline.net] On
Behalf Of Kelly Troyer
Sent: Monday, August 16, 2010
10:02 AM
To: Rotary
motors in aircraft
Subject: [FlyRotary] Re: Turbo
Questions
I am waiting on a clarification from
"Turbonetics" as to what size turbine wheel
would turn the least rpm as altitude increases.............I
know the turbine housing
a/r ratio is a big factor effecting turbine rpm as we
climb but it is not clear to me
how the turbine wheel diameter and trim factor
in.............Air density lessens with
altitude but I am not smart enough to know if the
larger or smaller turbine wheel
will have the highest rpm because of this factor as we
climb ??.........
Perhaps I am being anal about this but and you are
probably correct that that the
effect of a 3mm diameter difference between the
two turbine wheels is slight and
probably inconsequential...........If any of our
multi-talented group members would
like to shine some light on this please jump in here
!!..........
On another note do you happen to have any photos of
your 13B/turbo installation
during construction that you would care to share with the
group ??..........You have
a beautiful (to Rotorheads) and well thought out
installation which from your report
is working very well and I am sure others of the group
would like to plagiarize.....<:)
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: Fri, August 13, 2010
11:49:06 AM
Subject: [FlyRotary] Re: Turbo
Questions
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
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 ??..............
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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