Explain Turbo Normalized

[docmirror]

I doubt if an electric pump required for turbo use would pass FAA regs.

Dukes has a model of elec that is certified for aux use in some Bonanza turbos, but the engine driven is the primary. As for getting it through FAA, well since the carbed plane has no electric, that's a non-starter issue. It's gotta be mechanical off the acc pad. and if it's a diaphram pump, the atmosphere side of the diaphragm has to have differential pressure from the turbo box too, so the diaphragm is equalized. Like I said, been there, done that, got the greasy shirt.

For giggles, look at the setup for the VW on the Sonex turbo. I would go just like that except use a float carb certified for the engine already since it's a TN application. Maybe a slightly larger throat diameter for more breathing up high.

http://www.sonexaircraft.com/research/aeroveeturbo.html

 

[Henning]

Oh yes you do. Descent with the flapper vane open, throttle part closed, on the pressure box leaves non-turbo operated. No adiabatic thermal rise, and little thermal transfer rise, it would be easy in cold weather(mountains, where I want it) to get carb ice on decel. I've been through this with a pencil half a dozen times. Blow through and carbs and airplanes just is a big hassle.

Don't care a whit about turbo lag in a plane.

If the flapper vane is open, carb heat is available, that's one.

 

[Henning]

For anything experimental, I would use MPI.