Have you decided what Primer you're going to use?
-Marc
As you know, or should know, Vans strongly discourages turbo charging. Down low, there’s little gain. Up high, a turbo might inadvertently exceed Vne, which Vans specifies as a true airspeed.
Is this because of flutter? Do you know if flutter is known to be a significant issue in the RV10 or has it just never been tested?
Is this because of flutter? Do you know if flutter is known to be a significant issue in the RV10 or has it just never been tested?
I've read through the article reposted by Desert Rat and it makes a compelling case. Bottom line is that TAS limits can't be violated.
However, speed is not the only reason for a turbo. My mission profile will involve flights in the Pacific NW westward over the Cascades and eastbound over the Rockies. Destinations include high plains locales like Laramie, Cheyenne, & Fort Collins as well as stops to the west (like the mother ship - KUAO).
In the winter, it would be great to have the option to climb out of inadvertant ice instead of just descending. Not looking for FIKI - just insurance.
Also, density altitudes are getting higher these summers...particularly in the high plains.
For me, the takeaway is...if you turbo, be careful up high - fly smart and consider TAS and flutter when you set your power. Just the same as you would be in a turbocharged 182 or Bonanza, right?
Thoughts? I'm not an aero engineer, so I could be missing something...(be bold but humble).
I've read through the article reposted by Desert Rat and it makes a compelling case. Bottom line is that TAS limits can't be violated.
However, speed is not the only reason for a turbo. My mission profile will involve flights in the Pacific NW westward over the Cascades and eastbound over the Rockies. Destinations include high plains locales like Laramie, Cheyenne, & Fort Collins as well as stops to the west (like the mother ship - KUAO).
In the winter, it would be great to have the option to climb out of inadvertant ice instead of just descending. Not looking for FIKI - just insurance.
Also, density altitudes are getting higher these summers...particularly in the high plains.
For me, the takeaway is...if you turbo, be careful up high - fly smart and consider TAS and flutter when you set your power. Just the same as you would be in a turbocharged 182 or Bonanza, right?
Thoughts? I'm not an aero engineer, so I could be missing something...(be bold but humble).
+1I do most of my long x-c's at 14 or 15K and easilly get 165 Ktas at a bit over 9 GPH. Pretty sure I could easilly get 170 if I threw more gas at it and have all confidence that I would still be getting close to 165 at 18000' That is with a stock 540 and should leave plenty of margin to get over the rockies, at least on moderate wind days. Climbing out of ice at those altitudes is a different matter. Ice at 14K is no small risk, as usually the layers are pretty thick and wide spread up there. Not sure I would go on top of ice at those altitudes. Big risk, small gain.