Revmaster R-2100D Turbo high altitude Expereince?


bin.echo <bin.echo@...>
 

Does anyone here have experience with the Revmaster R-2100D Turbo in a Q2 at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been warned by a local pilot the Revmaster is probably not adequate for the altitude here. I'm wondering if a turbo charger might at least make up for the horse power lost at the engine due to altitude. It would not make up for the density altitude of course. But I'm wondering if getting peak HP out of this motor at all altitudes would be enough to overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)


Bartholomew Hanson Fisher
 

I can tell you first hand my tri q200 had no problem flying through there at gross made a fuel stop three years ago on what I remember to be a vary long runway on a vary hot day
Sent on the Sprintģ Now Network from my BlackBerryģ

-----Original Message-----
From: "bin.echo" <bin.echo@...>

Date: Thu, 01 Oct 2009 01:35:26
To: <Q-LIST@...>
Subject: [Q-LIST] Revmaster R-2100D Turbo high altitude Expereince?


Does anyone here have experience with the Revmaster R-2100D Turbo in a Q2 at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been warned by a local pilot the Revmaster is probably not adequate for the altitude here. I'm wondering if a turbo charger might at least make up for the horse power lost at the engine due to altitude. It would not make up for the density altitude of course. But I'm wondering if getting peak HP out of this motor at all altitudes would be enough to overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)


Bruce Crain
 

VW's and turbos don't mix very well. Have not heard of anyone flying with one...for very long. I know they were produced but the extra heat is a big factor. I know there are guys lurking here with VW experience that could tell you more.
My TriQ200 has been through Gallup, NM Winslow, AZ. Belin, NM and did just fine. It did better before I rebuilt the engine and lost the high compression pistons.
Bruce


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Sam Hoskins
 

How many turbo Revmasters have flown?

Just curious.

Sam Hoskins
Murphysboro, IL

On Wed, Sep 30, 2009 at 8:35 PM, bin.echo <bin.echo@...> wrote:



Does anyone here have experience with the Revmaster R-2100D Turbo in a Q2
at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been warned by
a local pilot the Revmaster is probably not adequate for the altitude here.
I'm wondering if a turbo charger might at least make up for the horse power
lost at the engine due to altitude. It would not make up for the density
altitude of course. But I'm wondering if getting peak HP out of this motor
at all altitudes would be enough to overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)



Mike Perry
 

You might take this question over to the VW list, esp. questions about longevity of Turbo VWs. The problem with "getting peak HP out of this motor at all altitudes" is that VW heads have cooling trouble above 40-50 hp. There may be an answer for cooling problems someday but not currently.

You should look at Paul Spackman's posts in the archives. He had a Revmaster (non-turbo) in Casper WY, converted to a Jabiru 3300 and seems very happy. So there is an option if you start with the Revmaster and are not happy. Of course it costs $$$.

If you go VW/Revmaster keep it light!

Mike Perry

bin.echo wrote:


Does anyone here have experience with the Revmaster R-2100D Turbo in a Q2 at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been warned by a local pilot the Revmaster is probably not adequate for the altitude here. I'm wondering if a turbo charger might at least make up for the horse power lost at the engine due to altitude. It would not make up for the density altitude of course. But I'm wondering if getting peak HP out of this motor at all altitudes would be enough to overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)


Rene Robertson <q2robertson@...>
 

Roy Marsh's KR2S was flying with a Revmaster R-2100D Turbo and has some significant time on it with good success.  It has changed owners in the last couple of years but I know then engine/airframe went over 600 hours two years ago still with the Turbo on it. 
I don't know of any higher time Q2 Revmaster Turbo installs.  I actually bought a Revmaster Turbo engine in pieces two years ago to install in my Q2, but have put that on the shelf for now since I'm happy with my modified Revmaster peformance.  Anyone interested in my Turbo engine (in pieces) can contact me off list.
Rene
Q2 C-GTCA
1100 hours on Revmaster

--- On Wed, 9/30/09, jcrain2@... <jcrain2@...> wrote:


From: jcrain2@... <jcrain2@...>
Subject: Re: [Q-LIST] Revmaster R-2100D Turbo high altitude Expereince?
To: Q-LIST@...
Received: Wednesday, September 30, 2009, 10:52 PM


VW's and turbos don't mix very well.  Have not heard of anyone flying with one...for very long.  I know they were produced but the extra heat is a big factor.  I know there are guys lurking here with VW experience that could tell you more.
My TriQ200 has been through Gallup, NM  Winslow, AZ.  Belin, NM and did just fine.  It did better before I rebuilt the engine and lost the high compression pistons.
Bruce


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Darrell Daniels <log@...>
 

I have the Revmaster that Paul had and am going to put in my airplane with no changes. Have not done it yet because of my injury . the engine is 75 Hp. I have a friend who is going to help with this as soon as I can start walking and doing things. Darrell

----- Original Message -----
From: "Mike Perry" <dmperry1012@...>
To: <Q-LIST@...>
Sent: Thursday, October 01, 2009 10:33 AM
Subject: Re: [Q-LIST] Revmaster R-2100D Turbo high altitude Expereince?


You might take this question over to the VW list, esp. questions about
longevity of Turbo VWs. The problem with "getting peak HP out of this
motor at all altitudes" is that VW heads have cooling trouble above
40-50 hp. There may be an answer for cooling problems someday but not
currently.

You should look at Paul Spackman's posts in the archives. He had a
Revmaster (non-turbo) in Casper WY, converted to a Jabiru 3300 and seems
very happy. So there is an option if you start with the Revmaster and
are not happy. Of course it costs $$$.

If you go VW/Revmaster keep it light!

Mike Perry

bin.echo wrote:


Does anyone here have experience with the Revmaster R-2100D Turbo in a
Q2 at higher altitudes? I'm in Albuquerque (5352' MSL) and I've been
warned by a local pilot the Revmaster is probably not adequate for the
altitude here. I'm wondering if a turbo charger might at least make up
for the horse power lost at the engine due to altitude. It would not
make up for the density altitude of course. But I'm wondering if
getting peak HP out of this motor at all altitudes would be enough to
overcome the aerodynamic issues.

-Aaron
(Investigating Q2 ownership in Albuquerque)




------------------------------------

Quickie Builders Association WEB site
http://www.quickiebuilders.org

Yahoo! Groups Links




bin.echo <bin.echo@...>
 

Bruce,

Is that at Gross weight? What altitude were you able to achieve on your normally aspirated R-2100? (The high compression version) What clime rate are we talking about on take off from the high altitude air ports?

Keep in mind I'm asking about an R-2100 on a Q2. It has VGs but that still might not be enough to make up for the GU canard compared to the Q200.

Having owned one, a local pilot was very dubious about the ability of the R-2100 at to cut it at 6000 MSL + But perhaps there was something wrong with eh configuration of his engine? I'm trying to collect as many data points as I can here.

-Aaron
(Investigating Q2 ownership in Albuquerque)

--- In Q-LIST@..., "jcrain2@..." <jcrain2@...> wrote:

My TriQ200 has been through Gallup, NM Winslow, AZ. Belin, NM and did just fine. It did better before I rebuilt the engine and lost the high compression pistons.
Bruce


Mike Perry
 

Aaron:

If he says "Q200" or TriQ200" he (usually) means he has an O-200 engine.

Mike

bin.echo wrote:


Bruce,

Is that at Gross weight? What altitude were you able to achieve on your normally aspirated R-2100? (The high compression version) What clime rate are we talking about on take off from the high altitude air ports?

Keep in mind I'm asking about an R-2100 on a Q2. It has VGs but that still might not be enough to make up for the GU canard compared to the Q200.

Having owned one, a local pilot was very dubious about the ability of the R-2100 at to cut it at 6000 MSL + But perhaps there was something wrong with eh configuration of his engine? I'm trying to collect as many data points as I can here.

-Aaron
(Investigating Q2 ownership in Albuquerque)

--- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>, "jcrain2@..." <jcrain2@...> wrote:

My TriQ200 has been through Gallup, NM Winslow, AZ. Belin, NM and
did just fine. It did better before I rebuilt the engine and lost the high compression pistons.
Bruce


Bruce Crain
 

I have a Continental 0200A and the temp was around 45 to 55 F I believe. Don't remember the climb rate but did note that it was not very good and I had to work at getting around some peaks on the west end of the field at Gallup, NM. my wife and I were together with luggage so it was less than gross but not much.
Another factor in the equation is I have an MT Electric pitch prop so I can dial in higher rpm to get off and climb out. Big factor! I also built 228' wind and canard for more wing area. So we are perhaps comparing "apples to oranges".
Bruce

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bin.echo <bin.echo@...>
 

Wow yeah. Apples to Oranges. If you had a hard time climbing out I can see why I was warned about the Revmaster (and fixed prop) at this altitude. Your rig is pretty tweaked out by comparison.

Thanks for the info. It is very informative.

Are the longer wings a QAC endorsed variation or something you did on your own initiative?

-Aaron

--- In Q-LIST@..., "jcrain2@..." <jcrain2@...> wrote:

I have a Continental 0200A and the temp was around 45 to 55 F I believe. Don't remember the climb rate but did note that it was not very good and I had to work at getting around some peaks on the west end of the field at Gallup, NM.

Another factor in the equation is I have an MT Electric pitch prop so I can dial in higher rpm to get off and climb out. Big factor! I also built 228' wind and canard for more wing area. So we are perhaps comparing "apples to oranges".
Bruce


Mike Perry
 

Also remember, the TriQ has more drag than the original Q, whatever the engine and canard.

I think there was an article in an old newsletter about someone flying from California to Albuquerque to Denver to Wyoming and back to California. There was one line about "shipping our excess clothes back home" to reduce weight. I think it can be done but keep it lite. What do you weight? Your SO (if any)? You could be fine single place.

Mike Perry

bin.echo wrote:


Wow yeah. Apples to Oranges. If you had a hard time climbing out I can see why I was warned about the Revmaster (and fixed prop) at this altitude. Your rig is pretty tweaked out by comparison.

Thanks for the info. It is very informative.

Are the longer wings a QAC endorsed variation or something you did on your own initiative?

-Aaron

--- In Q-LIST@... <mailto:Q-LIST%40yahoogroups.com>, "jcrain2@..." <jcrain2@...> wrote:

I have a Continental 0200A and the temp was around 45 to 55 F I
believe. Don't remember the climb rate but did note that it was not very good and I had to work at getting around some peaks on the west end of the field at Gallup, NM.

Another factor in the equation is I have an MT Electric pitch prop
so I can dial in higher rpm to get off and climb out. Big factor! I also built 228' wind and canard for more wing area. So we are perhaps comparing "apples to oranges".
Bruce


Mike Dwyer <mdwyer@...>
 

Hey Bruce,
I saw a Dragonfly on the ramp in Santa Fe a few days ago. He's based there so call Sierra Aviation and see if you can get in contact with the owner. Dragonflys and Q2's are somewhat similar.
Mike Q200 N3QP
http://www.warnerair.com/q200


bin.echo wrote:

Bruce,

Is that at Gross weight? What altitude were you able to achieve on your normally aspirated R-2100? (The high compression version) What clime rate are we talking about on take off from the high altitude air ports?

Keep in mind I'm asking about an R-2100 on a Q2. It has VGs but that still might not be enough to make up for the GU canard compared to the Q200.

Having owned one, a local pilot was very dubious about the ability of the R-2100 at to cut it at 6000 MSL + But perhaps there was something wrong with eh configuration of his engine? I'm trying to collect as many data points as I can here.

-Aaron
(Investigating Q2 ownership in Albuquerque)


--- In Q-LIST@..., "jcrain2@..." <jcrain2@...> wrote:


My TriQ200 has been through Gallup, NM Winslow, AZ. Belin, NM and did just fine. It did better before I rebuilt the engine and lost the high compression pistons.
Bruce