I don't know what a KR with a turbo can do, but I did have mine with a normally aspirated 2180VW at about 920 pounds at 11,500 and still able to climb at 400 FPM.
---------- Original Message ---------------------------------- From: "joe" <feg...@earthlink.net> Reply-To: KRnet <kr...@mylist.net> List-Post: krnet@list.krnet.org Date: Mon, 8 Mar 2004 16:06:35 -0800 >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 >
