Simviation Forum

Aug 26^th, 2006 at 12:27am

turbo_skylane Offline
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What kinda turbos would you put on a Piper Cherokee 180? What brands? specs?
Just looking for some information.

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Reply #1 - Aug 26^th, 2006 at 12:38am

The Ruptured Duck Offline
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You would not.

Turbos are most effective with high performance aircraft (200hp, constant speed prop).

I do not like turbocharged aircraft unless they are pressurized. Otherwise, its just more money to maintain, and it cuts the life of the engine greatly.

"If you would not be forgotten, as soon as you are dead and rotten, either write things worth reading, or do things worth the writing" -Ben Franklin&&&&"Man must rise above the Earth to the top of the atmosphere and beyond, for only thus will he fully understand the world in which he lives." - Socrates&&&&" Flying is a religion. A religion that asymilates all who get a taste of it." - Me&&&&"Make the most out of yourself, for that is all there is of you"- Ralf Waldo Emerson&&

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Reply #2 - Aug 26^th, 2006 at 12:40am

turbo_skylane Offline
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Thanks for the relpy

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Reply #3 - Aug 26^th, 2006 at 8:00am

Brett_Henderson Offline
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Insurance companies have the last say when it comes to engine life. As good as engines are these days; 2000 hours is the average TBO (time before overhaul).. for most GA aircraft... turbo-charged or not..

Since most, small GA aircraft that are turbo-charged,are turbo-normalized (turbo-charged not so much to increase HP, but to maintain sea-level MP up to higher altitudes) it really doesn't put that much wear on the engine. But it does increase operating costs...as turbo-chargers are an expensive part of the overhaul.

When you break it down to operating cost per mile.. Turbo-charging actually saves money.. You can get higher, faster.. and go faster once you're up there.

Duck is right.. There's no point in turbo-charging airplanes under 200hp .. and no point to it at all without a constant-speed prop..

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Reply #4 - Aug 26^th, 2006 at 8:26pm

The Ruptured Duck Offline
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Quote:

Insurance companies have the last say when it comes to engine life. As good as engines are these days; 2000 hours is the average TBO (time before overhaul).. for most GA aircraft... turbo-charged or not..

Since most, small GA aircraft that are turbo-charged,are turbo-normalized (turbo-charged not so much to increase HP, but to maintain sea-level MP up to higher altitudes) it really doesn't put that much wear on the engine. But it does increase operating costs...as turbo-chargers are an expensive part of the overhaul.

When you break it down to operating cost per mile.. Turbo-charging actually saves money.. You can get higher, faster.. and go faster once you're up there.

Duck is right.. There's no point in turbo-charging airplanes under 200hp .. and no point to it at all without a constant-speed prop..

I challenge you, to walk into 3 airport hangars and count the number of TC aircraft vs normally aspirated aircraft.

there is a good possibility that the majority of aircraft will be single engine cessnas 172/182

2000 hour TBO is a big feat for any turbo aircraft, even new ones.

"If you would not be forgotten, as soon as you are dead and rotten, either write things worth reading, or do things worth the writing" -Ben Franklin&&&&"Man must rise above the Earth to the top of the atmosphere and beyond, for only thus will he fully understand the world in which he lives." - Socrates&&&&" Flying is a religion. A religion that asymilates all who get a taste of it." - Me&&&&"Make the most out of yourself, for that is all there is of you"- Ralf Waldo Emerson&&

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Reply #5 - Aug 26^th, 2006 at 9:38pm

Brett_Henderson Offline
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Quote:

I challenge you, to walk into 3 airport hangars and count the number of TC aircraft vs normally aspirated aircraft.

there is a good possibility that the majority of aircraft will be single engine cessnas 172/182

2000 hour TBO is a big feat for any turbo aircraft, even new ones.

I'm not sure what you're challenging ? I never said otherwise.. All I said was that most small GA aircraft that ARE turbo-charged, are actually turbo-normalized.

I'm in an out of hangars every single day... and am a member of two flying clubs (22 planes total). Even with students beating up on them, most engines are just fine at 2000 hours.. But the insurance will be void if you fly them after that. We had a member pull his turbo-charged 210 out of the club because he didn't want replace the engine, and the club's insurance policy wouldn't let him lease it to us once it passed 2000 hours.

Edit: Make that 1800 hours.. That's the limit on the 210's engine.. Turbo or not..

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Reply #6 - Aug 27^th, 2006 at 3:16pm

Ivan Offline
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Piper Cherokee... wouldt try that

An-2 can have the turbocharger from a B-29, which gives max cruise altitude of FL320...

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Reply #7 - Aug 28^th, 2006 at 9:44am

The Ruptured Duck Offline
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Most GA aircraft are NOT turbocharged

"If you would not be forgotten, as soon as you are dead and rotten, either write things worth reading, or do things worth the writing" -Ben Franklin&&&&"Man must rise above the Earth to the top of the atmosphere and beyond, for only thus will he fully understand the world in which he lives." - Socrates&&&&" Flying is a religion. A religion that asymilates all who get a taste of it." - Me&&&&"Make the most out of yourself, for that is all there is of you"- Ralf Waldo Emerson&&

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Reply #8 - Aug 28^th, 2006 at 11:13am

Brett_Henderson Offline
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Quote:

Most GA aircraft are NOT turbocharged

I KNOW ! .. I NEVER said they were...

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