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  #191  
Old 07-19-2019, 09:01 AM
Mudfly Mudfly is offline
 
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Thanks for the update Dave. Good luck with your meetings with the airframe manufacturers. Hopefully they?ll be receptive to ideas that will help ?future proof? their airplanes which, in the long run, will be good for general aviation future overall. Hint hint....Jet A is the future😎
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  #192  
Old 07-19-2019, 03:42 PM
49clipper 49clipper is offline
 
Join Date: Dec 2006
Location: Belleville
Posts: 305
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Dave,

What kind of CS speed prop will be required on the turbine? Will a standard cs prop used on a recip work, or does it take something special? I realize they would normally have beta thrust, but other than that? Just wondering about the added cost of the prop.
Jim
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  #193  
Old 07-19-2019, 03:59 PM
breister breister is offline
 
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Location: Atlanta, GA
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Quote:
Originally Posted by 49clipper View Post
Dave,

What kind of CS speed prop will be required on the turbine? Will a standard cs prop used on a recip work, or does it take something special? I realize they would normally have beta thrust, but other than that? Just wondering about the added cost of the prop.
Jim
I suspect any hydraulic prop capable of handling 200hp would work. No piston power pulses, a 200 hp prop would probably be overengineered but why change what works.

Beta thrust would probably be extra complication since the prop governor would have to be smart enough to increase pitch to increase rpm in beta, opposite of what they normally do. And, really, when do you need beta thrust for any 200 hp aircraft? Don?t feel bad, I was the wonk asking for bleed air...
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  #194  
Old 07-19-2019, 06:06 PM
Turbine Aeronautics Turbine Aeronautics is offline
 
Join Date: Aug 2018
Location: Adelaide, South Australia
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Quote:
Originally Posted by 49clipper View Post
Dave,

What kind of CS speed prop will be required on the turbine? Will a standard cs prop used on a recip work, or does it take something special? I realize they would normally have beta thrust, but other than that? Just wondering about the added cost of the prop.
Jim
We are currently assessing propellor options. It is likely that not any cs prop system will work. Our engine may need a system that can alter the blade angle at a fairly high rate. Traditionally, turbines are slow to wind up from idle then when a certain % rpm is achieved they literally take off. We need to ensure that we use a prop system that is matched to our engines.

For safety reasons, we will only recommend some specific systems that we have tested on our engines. We hope that folks will heed our recommendations.

Dave
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  #195  
Old 01-23-2020, 10:47 AM
breister breister is offline
 
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Quote:
Originally Posted by Turbine Aeronautics View Post
We are currently assessing propellor options. It is likely that not any cs prop system will work. Our engine may need a system that can alter the blade angle at a fairly high rate. Traditionally, turbines are slow to wind up from idle then when a certain % rpm is achieved they literally take off. We need to ensure that we use a prop system that is matched to our engines.

For safety reasons, we will only recommend some specific systems that we have tested on our engines. We hope that folks will heed our recommendations.

Dave
Hey Dave, <SNIP> any news to report for the past 4 months?

Last edited by rv7boy : 01-23-2020 at 11:00 PM. Reason: Please follow the rules for posting.
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  #196  
Old 01-23-2020, 03:14 PM
Turbine Aeronautics Turbine Aeronautics is offline
 
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Originally Posted by breister View Post
Hey Dave, <SNIP> any news to report for the past 4 months?
Hi Bill,

We have commenced prototyping of components, some of which will undergo individual testing and others which will be going straight into the prototype engine. It is very exciting for me to see some hardware after many years of design.

One of the most important components of our engine is the recuperator. This is the technology that will have the single highest influence on achieving the necessary fuel efficiency for our engine. We have what we believe to be the optimum recuperator design for our engine but what we need to do is test that design to enable a correlation between the theoretical performance determined by analyses and actual performance determined on a test rig. We have fabricated 3 recuperator test sections; two of our earlier designs along with our latest design. During February, we shall be testing all 3 test sections and will compare the actual performance against the theoretical performance. Once we have the correlation for each configuration, we will then be able to determine with more accuracy whether we need to redesign in theory, in order to achieve the actual performance required for the engine. I am looking forward keenly to seeing those results.

The rest of the engine design looks like a piece of art to me. It has been amazing seeing it come together. I need to give my engineering team full credit for their dedication to our project, I am extremely fortunate to have such a talented team. We have had around 15 engineers working on the program, some of who have come out of the Pratt & Whitneys, Honeywells, Allied Signals etc. and they are now working on a project where they are not constrained by conventional thinking and have the opportunity to both suggest and implement innovative ideas.

Due to the lead time required to produce components, we are still a few months away from assembling and running the engine but mid-year is an achievable target. We are confident of running the engine before Oshkosh and we are pretty excited to have reserved a booth at Oshkosh this year where we intend to display for the first time. Actual hardware that is, not vapourware. The booth is within about 50 yards of the Vans display so access will be easy for those visiting the Vans booth. We intend to have an actual engine on display. Naturally, this is all predicated on maintaining our current development timeline, but we are confident of doing so. However, I need to place the usual caveat for a development program and that is that delays do happen....

We have been developing a new website and we just launched a new holding page. The full website will go up around May but will coincide with first engine runs. Through the new site, we will be launching a more public profile. As I have mentioned previously, we have been trying to maintain a low profile so as to manage expectations. There are always delays in a highly technical development program like ours so we only want to start our concerted marketing campaign, once we have a high degree of certainty that we can deliver within a specific timeframe. We are not too far from that point.

Our first customer will be installing his engine in his new-build RV14 so an RV will be one of the first aircraft to fly with our engine. You can rest assured that we will start a thread on this forum about that aircraft when it happens.

So, it'll be fairly quiet for the next six months from the news perspective while we prototype components, assemble the prototype engine and get it on to the test stand. From the technical perspective, me and my team will be extremely busy!! I know that readers of this forum are Vans fans, but I sure can't wait to put a 200hp turbine on the front of my new-build Lightning Bug which is the reason I started this venture in the first place 9 years ago. I'm looking forward to leaving those Legacies in my wake!!

Last edited by rv7boy : 01-23-2020 at 11:01 PM. Reason: Rules infraction in mother post.
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  #197  
Old 01-23-2020, 08:19 PM
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rv6ejguy rv6ejguy is offline
 
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Exciting stuff Dave. Thanks for the update. Hope the testing go smoothly with no big surprises- except good ones!
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  #198  
Old 01-23-2020, 10:58 PM
Turbine Aeronautics Turbine Aeronautics is offline
 
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Quote:
Originally Posted by rv6ejguy View Post
Exciting stuff Dave. Thanks for the update. Hope the testing go smoothly with no big surprises- except good ones!
Thanks Ross.

We are not naive enough to believe that testing will proceed without any hiccups. But what we will do is the same as what we have done when design issues have arisen. We identify the root cause, we identify solutions, we select the best option, we implement the solution then re-test. Our team is both patient and determined. We also want to "do it right", because that will benefit everyone involved from the design team through to the customers.
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  #199  
Old 01-24-2020, 06:20 AM
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rv6ejguy rv6ejguy is offline
 
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Sounds like you have a very experienced engineering team. That bodes well for your success.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 439.3 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi2.htm


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  #200  
Old 01-24-2020, 03:00 PM
NewbRVator NewbRVator is online now
 
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Location: CA
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Can?t wait. Turbine power!!!
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