Today's Message Index:
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1. 12:22 AM - Re: A"REAL" Alternative 'engine' (Nielsenbe@aol.com)
2. 05:50 PM - Re: RV8A turbine engine (Doug Ritter)
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| Subject: | Re: A"REAL" Alternative 'engine' |
--> Engines-List message posted by: Nielsenbe@aol.com
wow cutting edge........ glad I wasted my time reading it
Message 2
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| Subject: | RV8A turbine engine |
--> Engines-List message posted by: Doug Ritter <d.d.ritter@verizon.net>
Thanks Gordon for your replay and thank you to all the other replies I have
received.
You are correct with the specs on the Allison B17C (420 shp) but what I
have in mind is the smaller 250 B15A or 15G at 317 shp with a fuel rate of
.697 lbs/shp/hr (apx 18-20 gph). If I convert the forward baggage of the
8A to a fuel tank I can get 20 gals more and if I pump the wing tanks into
it I can keep the CG in spec considering the less weight (180 lbs compared
to 386 for a dinosaur Lycoming). The length is the same, 45 inches but I
will still need to redesign the cowl to a nice taper. With extra fuel I
should get my range back plus. I don't want to push the RV beyond the
speed limit but that limit needs to be determined. Needless to say I don't
want to burst my eardrums by phoning Van's for advice. My mentor is the
Beach A36 conversion being done by Trade Wind Aviation
(http://www.tradewind-bonanza.com/index.html) although they are using the
B17C as you mentioned. As far as the cost is concerned - the helicopter
version (C18 or T63 700A military turboshaft) are as low as $10k with up to
1k TBO left and seem to be readily available. My problem is that I have
not been able to locate the turboprop version (B15) anywhere. They are the
same engine except one is turned upside down to the other and the plumbing
is a little different. But I would need the prop reduction gearbox that
bolts onto the shaft output. Any leads?
There are so many pluses and negatives to this turbine approach but my
desire is to climb like a screaming banshee, to fly at 18k over the
Rockiest, to be a sensation at air shows and have a hell of a lot of fun
in my little fighter plane. (I'm 59 going on 18)
At 08:17 PM 1/21/2004 -0500, you wrote:
>--> Engines-List message posted by: "Gordon and Marge" <gcomfo@tc3net.com>
>
>
>-----Original Message-----
>From: owner-engines-list-server@matronics.com
>[mailto:owner-engines-list-server@matronics.com] On Behalf Of Doug
>Ritter
>To: engines-list@matronics.com
>Subject: Engines-List: RV8A turbine engine
>
>
>--> Engines-List message posted by: Doug Ritter <d.d.ritter@verizon.net>
>
> I am dead-set on an
>alternative engine for my RV8A project that does not include an "old
>fashioned" gasoline piston engine. A small gas turbine is my number one
>
>choice, a piston diesel is second and a rotary is third. Two choices
>for
>the turbine are an Allison 250 series T63 (250 to 300 hp) and the newly
>under development ATP (Affordable Turbine Power 200+ hp) I have done a
>lot
>of product research and selected several vendors for the Allison at
>around
>$13k for a basic engine.
>Doug Ritter
>Alexandria, VA
>703-360-5219
>
>Doug: I can empathize with your desire for an alternative engine and
>agree that a small gas turbine has its appeal. I have no specific
>information on the Allison to which you refer but I do have some on the
>-B17C of 420hp. The weight is good but it is a bit long at 45". The
>killer is the fuel consumption: .657 Lbs/SHP/Hr at max power and .656 at
>369hp normal cruise. At 90% it is .670 and at 75% (277hp)it is .715.
>These are sea level numbers. With altitude the power tapers off and so
>does the fuel flow but the flow at taxi settings is very high. For
>example, at 12000' on a hot day the engine should produce 260hp and the
>fuel flow is nearly 170 lb/hr. Turbines come into their own at higher
>altitudes. My general impression is that as turbines get smaller the
>fuel specifics get worse. Perhaps others on the list can amplify on
>this.
>I have placed myself on the delivery list for a DeltaHawk diesel because
>it seems to be priced competitively, has good fuel specifics and
>excellent altitude performance. It remains to be seen whether
>deliveries will be made but I am optimistic. I think the rotary has a
>lot to offer but have not warmed up to it because of the sound and
>because of the throwaway lube system for the apex seals. Petty reasons
>I'm sure but they are mine and so far at least, I'm sticking to them.
>Affordable Turbine Power is a big question mark for me. At Oshkosh they
>said they had partnered with an aerospace company that mfr'd turbo pumps
>but their website says they are still seeking partners. The package
>looks good but we need to see it proven and produced. Time will tell.
>Good luck in your quest. If you get specifics on the T63 perhaps you
>could post them to the list.
>
>Gordon Comfort
>N363GC
>
>
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