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Kelly,
Let us all know how well it goes for you in the
real world application. I can't help but feel we are trying to fit a square peg
in a round hole with Turbo application to Aviation needs.
Personally for myself, as I have stated before, I
feel that I would use remote mounted turbo, like some cars use (to reduce
the heat and flow speed to the turbo) and feed it from a bypass off the exhaust
pipe. The by-pass could be controlled manually, for (when required)
application. A wastegate does the same thing but the exhaust is taken right
up to the turbo and carries the heat with it. I think this would go a long way
in controlling heat and over spinning issues.
However you need the necessary room to make this
possible.
George (down under)
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
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