REFLECTOR: Need for speed

Tue May 21 11:48:24 CDT 2013

Might be interesting to see what 15.5 pounds in that location will do to your W & B. Seems like it will require some adjustments up front. 

Kurt

-----Original Message-----
From: Geoff Gerhardt <geoff.gerhardt at gmail.com>
To: Velocity Aircraft Owners and Builders list <reflector at tvbf.org>
Sent: Tue, May 21, 2013 8:29 am
Subject: Re: REFLECTOR: Need for speed

You guys would be surprised how simple the Forced Aeromotive supercharger is.  The turbine is run off a belt (a modified starter ring drive is supplied that can drive both a alternator and the supercharger).  Intake air is scat ducted into the SC, compressed air is ducted to the fuel servo.  Boost is managed by throttle position - a redline MAP of 30" is used, the throttle is used to manage this.  As far as heating goes, while there is some heat generated by the compression of the air, this is relatively minimal compared to the heat generated by a turbo that experience the exhaust gas heat.

On Tue, May 21, 2013 at 8:50 AM, Mark Magee <edjonesbrady at gmail.com> wrote:

Geoff,
I second Richard's comments and add that TN, TC and SC significantly increases the complexity of an aircraft. The main point being Richard's, are your hops long distance enough to gain the efficiency at altitude, and are you willing to be on O2 while at altitude. Finally google aircraft turbocharger charge air cooling. Volumes have been written on this special topic. Superchargers as well heat the charge air, not quite as much yet still an issue. 

Mark B. Magee
N34XL

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Watch, stand fast in the faith, be brave, be strong. Let all that you do be done with love. 1COR 16:13-14

On May 21, 2013, at 6:46 AM, Geoff Gerhardt <geoff.gerhardt at gmail.com> wrote:

Guys,

Ok, in my pursuit for more speed, I have narrowed down on two mods.  Definitely will be changing my exhaust - I'm working with Clinton at Custom Aircraft on this.  He is quoting some pretty big numbers (+18HP) for switching from the standard Velo exhaust (2x2-1) where each cylinder is battling the other to a 4-4, we'll see.  I am looking forward to better cooling as I won't be adding pressure to the lower cowl with the exhaust hole cutouts (pretty big on mine), and exhausting out the cowl will create a lower cowl pressure to draw cooling air out.

Now, for the big speed increase, turbo or supercharging (normalization).  I'm exploring a couple options there.  There's a guy close by who has a complete RaJay turbo normalization system for an IO-360 off a Mooney.  Its been rebuilt.  He says its a very simple system, manual wastegate. I still haven't got a price from him, tho, and I expect it will be $20K+, tho.  The other option is supercharging.  I talked to the guy from Forced Aeromotive yesterday.  Their system sounds pretty bulletproof and simple and provides 8000' of TN.  That is, at 8000', you still have 30", flying at 10,000' would be like flying at 2000' without it - you get the idea.  It has no wastegate, the manifold pressure has a redline of 30" that you're not supposed to exceed, so at a low elevation field, you would not take off with full throttle, just advance it to 30".  As you climb, just keep nudging it up to maintain 30".  It is a nice, simple install and costs ~$10K.  Apparently, you can climb like a bastard with it, and can expect >15kts increase at cruise.  I'm leaning more towards it than the turbo.  The one big advantage to the supercharger is that it has a pretty cool air charge (unlike the turbo that, even with an intercooler, the air produced is hot).

Any thoughts?  Anyone had experience with turbo/supercharging an IO-360?

Geoff

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