---------------------------------------------------------- Engines-List Digest Archive --- Total Messages Posted Mon 01/26/04: 1 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 06:20 AM - Re: RV8A turbine engine (Scott Bilinski) ________________________________ Message 1 _____________________________________ Time: 06:20:55 AM PST US From: Scott Bilinski Subject: RE: Engines-List: RV8A turbine engine --> Engines-List message posted by: Scott Bilinski All I have to say is I wish you the best of luck getting this all to work. I was going down the same road as you until I called the insurance companies, they would not even talk to me, I ended up with a Lycoming. 08:48 PM 1/22/04 -0500, you wrote: >--> Engines-List message posted by: Doug Ritter > >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" >> >> >>-----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 >> >> 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 >> >> > > Scott Bilinski Eng dept 305 Phone (858) 657-2536 Pager (858) 502-5190 do not archive