Oscar and gang, First, I really appreciate all the input about turbos, and the added information concerning their installation. Second, as a CFI the story concerning the overboosting is why we harp on use of checklists (the aircraft wasn't configured correctly in the event of a go-around), and the FAA regs require for certified aircraft a manifold pressure gauge, and pressure relief valve to monitor and hopefully prevent a catastrophic overboost situation. Our discussion of the need for checklists is also reinforced by this story, and their use. I do not want to make light of someone else's misfortune, but especially when flying is NOT your main pursuit, there is alot to be learned from someone else forgetting to configure for landing. The same applies to a complex aircraft, not having props forward, gear down, etc... I am interested in using the turbo for altitude compensation only, and plan to incorporate opening the wastegate below a certain altitude (whichever one shows in testing to be the point that the engine is most effected beyond) as part of a descent checklist, and not use the turbo for any flight operations below say 3000 - 5000 feet depending on manifold pressure, and density altitude day. If done correctly, controlling the turbo is no more difficult than keeping up with a constant speed prop. It is all according to what you are used to... Just my opinion...
Colin Rainey KR2(td) crain...@cfl.rr.com Sanford, Florida FLY SAFE!!!!
