|
|
Bob, John and All,
Well I have bit the bullet and made my decision for a turbo............After much research, talking to Bob
and John and conferring with a "Turbonetics" dealer I have ordered a TO4E-50 trim (compressor wheel),
wet bearing housing, big shaft "Q" trim (F1-68mm) turbine wheel and 1.15 a/r ratio turbine housing.........
The decision what size turbine wheel and a/r ratio housing was based on the fact that the f1-68mm
turbine and 1.15 a/r housing causes less exhaust back pressure than the smaller wheel (bigger hole) and
will increase rpm less as you increase altitude as opposed to the F1-65mm wheel plus the 1.15 a/r ratio
housing will slow rpm increase for the same reason............
The decision to go with the 50 trim compressor wheel (Like John) verses the 60-1 wheel (Like Bob) was
based the "Flow Maps" of both wheels and my uneducated opinion that the 50 trim wheel would be running
in a more efficient area of the flow map base on the "Air Consumption Chart" (lbs per min) of the 1.3L 13B
that I submitted to the group in a previous post.............Of course for all practical purposes there is probably
little discernible difference between any of these turbo configurations mentioned.............
At least I have livened up the forum for a while !!............FWIW..................<:)
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: Tue, August 17, 2010 5:20:49 PM
Subject: [FlyRotary] Re: Turbo Questions
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 |
|