REFLECTOR: Need for speed

[Geoff Gerhardt]

You guys would be surprised how simple the Forced Aeromotive
supercharge<http://www.forcedaeromotive.com/homebuilt.htm>r
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
> Sent from IPhone 4S
>
> 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<http://www.forcedaeromotive.com/homebuilt.htm>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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