REFLECTOR: DH engine vs. Velocity Beauty
Alex Balic
alex157 at pwhome.com
Tue Feb 14 19:52:36 CST 2006
Hi Rene,
The only problem that I see with any supercharger application is the fact
that the ratio of SC RPM to Engine RPM is fixed- this is fine for vehicles
that operate at or near the same density altitude (boats, cars) , but for
aircraft, you then need to dump most of the output air at low altitude,
progressively using more and more until the supercharger 's full output is
utilized at some high altitude- just seems to be a waste of energy/fuel for
most operations- the turbo is throttled constantly to provide the required
manifold pressure at all altitudes up to its full output (waste gate closed)
- but you are right, it is a big source of heat- I have mine just under the
pilot side NACA where it will get plenty of cooling air.. the big advantage
of superchargers over turbos is the lack of pressure lag, but since we are
not usually stomping on the throttle, it should not make much difference
Alex
_____
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Rene Dugas
Sent: Monday, February 13, 2006 5:36 PM
To: 'Velocity Aircraft Owners and Builders list'
Subject: RE: REFLECTOR: DH engine vs. Velocity Beauty
Has anyone tried the Ford Supercharger from I believe a Mustang on a
Velocity? It is belt driven and without the heat from a Turbo.
Rene'
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Richard J. Gentil
Sent: Monday, February 13, 2006 12:25 PM
To: Velocity Aircraft Owners and Builders list
Subject: Re: REFLECTOR: DH engine vs. Velocity Beauty
Steve,
If altitude is an issue, then you might want to change your search for your
second choice from an IO-XXX to a TIO-XXX which would solve any altitude
problems you have. ;-)
Richard
Steven Oakley wrote:
Thanks Richard, looks like the IO-390-X will be a good 2nd choice for me.
Steve, my reason for being interested in the DH is that home elevation is
5000MSL, and having 100% power for take-off and upto 16K is a real bonus.
For my SEFG kit I ordered the large fuel caps as an option to allow for
flexibility. Do you happen to know if the production Deltahawk fitting will
use the NACA roof ducts or is it still going to use the bottom air scoop? Do
they have a firewall package available at the moment?
I am sure a lot of these questions will have been ironed out by the time I
come to make a firm engine choice, but I plan on keeping all options open
from the start.
Steve.
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of wooden at alltel.net
Sent: Monday, February 13, 2006 6:18 AM
To: Velocity Aircraft Owners and Builders list; Velocity Aircraft Owners and
Builders list
Subject: Re: Re: REFLECTOR: DH engine vs. Velocity Beauty
I have ordered the DH and just got off the phone with their office. They
originally indicated that my inverted engine would be delivered in February,
but now they have put off the delivery date until May at the earliest. I
believe it is the best engine for the Velocity, and I am willing to wait
until they get it right.
Steve Wooden
From: "Richard J. Gentil" <mailto:richard at naples-air-center.com>
<richard at naples-air-center.com>
Date: 2006/02/13 Mon AM 07:07:15 CST
To: Velocity Aircraft Owners and Builders list <mailto:reflector at tvbf.org>
<reflector at tvbf.org>
Subject: Re: REFLECTOR: DH engine vs. Velocity Beauty
Steve,
I was looking at the 200hp DH engine but I ended up opting for the
IO-390-X with the Klaus' LSE Dual Plasma III CDI with Hall Effect Module.
My two reasons where:
1. Proven design with a long history.
2. A couple of hundred hours less construction time vs the DH.
Richard
Steven Oakley wrote:
I am also interested in a DH engine, it does occur to me that the
model of velocity they are using for testing has no NACA scoops on
the top and was possibly an older velocity that had a different
Engine airflow system. I am hoping that with the proposed "velocity
produced firewall kit" that a way of using the NACA scoops on the top
of the fuselage would be found that would give sufficient cooling,
also that engine alternatives will be available to reduce the need for
cowl mods.
Anyhow I hope they have thought about this, bat as an alternative I
could go for the superior XP360 or the IO-390X or even something
else, who knows what will hit the streets in the next 3 or so years.
Steve.
-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org]
On Behalf Of Keith Hallsten
Sent: Sunday, February 12, 2006 9:49 PM
To: 'Velocity Aircraft Owners and Builders list'
Subject: RE: REFLECTOR: DH engine vs. Velocity Beauty
The DeltaHawk "A"-series or "inverted V" will fit in the standard
cowl designed for an IO-360. That will take care of the top cowl
modification.
However, it is not yet available. In all likelihood, this will be an
option by the time you need an engine.
The consideration of the cooling scoops is a tougher problem. It's
in the very nature of compression-ignition engines that they run
hotter and have more significant cooling requirements. See, for
example, the air intake for the C-182 STC installation of the SMA
SR305-230 turbo-diesel. It's HUGE.
>From what I know, you will need a big scoop to keep a diesel happy.
(The
original SMA was liquidated last year after losing $millions$ trying
to solve the technical and marketing problems of putting their
turbo-diesel into planes. The engine is coming back to market under
SAFRAN Group, see www.smaengines.com. So far, it looks like
DeltaHawk is having better luck!)
Keith Hallsten
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