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1. 04:21 AM - Re: Re Turbine RV-10 (Linn Walters)
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| Subject: | Re: Re Turbine RV-10 |
Hmmm ...... R2800 (spooling up), a P-51, and a P-38 with the blowers
going ..... each has a unique sound. All turbines sound alike!
Sorry, couldn't resist.
do not archive
The turbine 10 is hangared at Deland FL, just around the corner from the
Gin Mill restaurant. Stop by for a burger and then go see the 10.
Linn
On 4/27/2015 10:42 PM, Danny Riggs wrote:
> Nothing is as hot as the sound of a turbine spooling up and the
> wafting aroma of kerosene!
>
> ------------------------------------------------------------------------
> Date: Mon, 27 Apr 2015 15:40:08 -0700
> Subject: Re: RV10-List: Re Turbine RV-10
> From: rv10rob@gmail.com
> To: rv10-list@matronics.com
>
> Sounds really cool:
> https://www.youtube.com/watch?v=51lideX9bUw
>
> On Sun, Apr 26, 2015 at 10:04 AM, Jim Combs <jiminlexky@gmail.com
> <mailto:jiminlexky@gmail.com>> wrote:
>
> i was incorrect. it is 240 Hp based on TP-100 web site. I don't
> have my Sport aviation yet.
>
> Jim C
>
> Do not Archive
>
> On Sat, Apr 25, 2015 at 5:49 PM, Kevin Belue <kdb.rv10@gmail.com
> <mailto:kdb.rv10@gmail.com>> wrote:
>
> I'd like to see what the fuel flow is at 150kts. I doubt it
> changes much with speed changes....
>
> Sent from my iPhone
>
> On Apr 25, 2015, at 4:35 PM, Kelly McMullen <apilot2@gmail.com
> <mailto:apilot2@gmail.com>> wrote:
>
> Apparently you are calculating differently than whoever
> supplied Amy with data.
> From her article, 180 ft/lb torque = 241 shp + 9 hp
> exhaust thrust for 250 total. IIRC they were getting
> ~175kts on ~19gph. To get that speed on Lyc you likely
> would need to burn at least 13gph LOP for 75% power.
>
> On Sat, Apr 25, 2015 at 7:38 AM, Jim Combs
> <jiminlexky@gmail.com <mailto:jiminlexky@gmail.com>> wrote:
>
> The engine web page is here:
>
> http://www.pbsvb.com/customer-industries/aerospace/aircraft-engines/tp-100-turboprop-engine
>
> It's rated at 200 HP. These guys extended the fuel
> tanks at least one bay per side. Useful load is reduced.
>
> JimC
>
> On Sat, Apr 25, 2015 at 10:06 AM, Kelly McMullen
> <apilot2@gmail.com <mailto:apilot2@gmail.com>> wrote:
>
> You might right about the fuel burn..definitely
> more than the Lyc.
> It would be fun to fly with the quiet turbine and
> simplicity, as long as someone else was paying the
> bills.
>
> On Sat, Apr 25, 2015 at 6:47 AM, Bill Watson
> <Mauledriver@nc.rr.com
> <mailto:Mauledriver@nc.rr.com>> wrote:
>
> I just checked it out. Very cool... or hot or
> whatever.
>
> I thought the fuel burn numbers were more like
> 50%+ greater than the Lyc - expressed in GPH
> or MPG. But I might wrong there.
>
> Anyway, the turbines always get my attention
> because I live on a grass strip with a Jet-A
> tank (!!). Let's see, we sell the Lyc, modify
> the '10, mortgage the house... oh nevermind.
>
> The tale of the exhaust stack problem is
> interesting. Far beyond where they guys with
> the turbine RV-8 were with the cutoff stack. I
> think it was reviewed a year or two ago.
> Apparently it produced so much back pressure
> in the engine it couldn't achieve anywhere
> near full power.
>
> On 4/24/2015 11:57 PM, Kelly McMullen wrote:
>
> See Amy Laboda's report on the turbine
> powered RV-10 in this month's Kitplanes.
> 250 shp turboprop. It will out climb the
> Lycoming after the Lyc starts pushing temp
> limits. Especially because the engine is
> maybe 1/2 wt of the Lyc.
> But, initially it was losing 20+ knots in
> cruise the the Lyc. After they rectified
> the shape and angle of the exhaust pipes,
> they have it up to matching the Lyc in
> cruise. It only burns about 20-25% more
> fuel below 10K and maybe somewhat less
> into the lower flight levels. Not to
> mention the engine/prop combo cost as much
> as an entire, well equipped Lyc powered
> -10. But if you fly where avgas is
> unobtainable, makes sense.
> I was concerned it might be pushing the
> design flutter speed, but apparently it is
> sized to provide same power as Lyc. Seems
> like maybe the SMA 230 hp French diesel
> used in 182's would be easier to mount and
> fly, with Jet A or diesel fuel available
> everywhere. Might even beat the Lyc for
> fuel efficiency.
>
> On Fri, Apr 24, 2015 at 9:40 AM, Bill
> Watson <Mauledriver@nc.rr.com
> <mailto:Mauledriver@nc.rr.com>> wrote:
>
> Watson <Mauledriver@nc.rr.com
> <mailto:Mauledriver@nc.rr.com>>
> at
>
>
> The engine is the most complex part of
> our experimental planes. 'Anybody' can
> build a Van's kit whether a QB or a
> pre-hole punched kit. 'Anybody' can
> mount a Lycoming on the front and most
> of us could maintain it. NO ONE has
> come up with an alternative engine
> solution that the rest of us can buy
> at any price point, that performs
> better and longer than what we can buy
> from Lycoming. Many people have tried
> and are trying. I hope for success
> but don't plan on it.
>
>
> *
>
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> <http://www.avg.com>
> 04/24/15
>
>
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> --
> Rob Kochman
> RV-10 Flying since March 2011
> Woodinville, WA
> http://kochman.net/N819K
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