I believe there's an OXYGEN requirement above a certain altitude. -------Original Message-------
From: KRnet List-Post: krnet@list.krnet.org Date: 03/08/04 17:05:06 To: Ron Eason; KRnet Subject: Re: KR>Turbocharging a KR I understand the theory and mechanics of turbocharging. What I don't know is if a Turbo KR can or is certified to fly at 17500 or higher(there is always the problem of aircraft limitations). Joe ----- Original Message ----- From: "Ron Eason" <r...@jrl-engineering.com> To: "KRnet" <kr...@mylist.net> Sent: Monday, March 08, 2004 3:51 PM Subject: KR>Turbocharging a KR > Here is some thoughts. > The Advantages of Turbo-Normalizing > > > > Normally aspirated engines suffer from reduction of manifold pressure as > they climb, which pilots compensate for by pushing in the throttle. At > about 7,500 feet the engine runs "out of throttle". As the altitude > increases, the manifold pressure decreases and the plane slows. Flying > higher becomes more and more inefficient. > > With a turbo-normaling system providing sea level air pressure for > combustion all the way to high altitude, the loss of power and speed is > delayed until reaching "the critical altitude". With the my Turbo system, > critical altitude is 20,000 feet, or so. Advantageously, the air speed > increases as the skin friction of thinner air density decreases. High > altitude capability allows the pilot the choice of: > > a.. Topping the weather > b.. Avoiding turbulence > c.. Maintaining terrain clearance over mountains > d.. Seeking more favorable headwinds > e.. Catching tail winds > f.. More enjoyable clear air and sunshine > g.. Navigation and communications is better --- longer line of sight > h.. Obstacle clearance and mountain turbulence, generally 10,000 ft in the > East and 16,000 feet in the West. > i.. Safety advantage of altitude: 12,500 to 17,500 have least traffic > j.. Added safety in an emergency from greater glide time. Area for > landing increases as the square of the range > At 6,000' glide is about 7 minutes, 12.5 miles > > At 12,000' glide is about 14 minutes, 25 miles > > At 18,000' glide is about 21 minutes, 37.5 miles > > > Faster speeds mean less engine time, less avionics time and the probability > of less maintenance > > Faster speeds mean greater range with the same amount of fuel > > High flight makes available smoother ride, colder air -- less icing risk > > [ I am also using fuel injection and ECU to manage the timing and > pre-detonation problem.] > > That's my thoughts. > > KRron > > > > > > > > ----- Original Message ----- > From: "joe" <feg...@earthlink.net> > To: <brian.kr...@engalt.com>; "KRnet" <kr...@mylist.net> > Sent: Monday, March 08, 2004 5:16 PM > Subject: Re: KR>Turbocharging a KR > > > > What gains, useful load; cruise spd etc does turbo give you(also > operating > > altitude) > > Joe > > ----- Original Message ----- > > From: "Brian Kraut" <brian.kr...@engalt.com> > > To: "Orma Robbins" <o...@aviation-mechanics.com>; "KRnet" > <kr...@mylist.net> > > Sent: Monday, March 08, 2004 3:20 PM > > Subject: Re: KR>Turbocharging a KR > > > > > > > Dan Diehl did some good articles on turbocharging the VW. I can't > > remember exactly where I saw them. I think it was in some of the old KR > > newsletters that are available online. Anyone remember exactly where the > > articles were? > > > > _______________________________________ > to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net > please see other KRnet info at http://www.krnet.org/info.html _______________________________________ to UNsubscribe from KRnet, send a message to krnet-le...@mylist.net please see other KRnet info at http://www.krnet.org/info.html
