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TurbAero

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About TurbAero

  • Rank
    Member
  • Birthday 16/07/1961

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  • Aircraft
    Experimental
  • Location
    Adelaide
  • Country
    Australia

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  1. Hi Ted, We had our interior done by Nick’s interior guy. It took a loooong time to get done and required a fair bit of pestering to get done. But once in the aircraft, we were very happy with the results. We have been thinking of a 10” and 7” for our panel. We would like all the bells and whistles so autopilot etc. We have not yet settled on Garmin or Dynon but are leaning towards the G3X suite. If you get any video from the first flight, please post it on Nick’s Facebook page if you are on Facebook. If you can put it here as well, I’m sure there will b
  2. Hi Ted, Our Lightning is sitting patiently in our workshop, waiting for us to complete the development of our turboprop engine so that it can be installed. We are delaying the installation of a panel until we have settled on what avionics package to use with our engine. I shall be looking forward to seeing your aircraft in it’s finished state and in particular, to get your feedback on its flying qualities and performance when fitted with the -340. I wish you and your test pilot all the best for the maiden flights. Dave
  3. Thanks Ken. It’s nice to get some positive press and supportive feedback while we are all working our backsides off to get the product developed, tested and into the market. It is no small feat to get to where we are now. The challenges in many areas including developing cutting edge technology, finding the right people for our team, funding etc. have all been enormous and I feel extremely proud of what our team has achieved to date. Where we are in our program today after 3 years would have taken Pratt and Whitney 7 or 8 years and $50m. We have
  4. Would you consider a 4 seat experimental rather than certificated? I know of an aircraft with a 210ktas cruise on an IO360 engine. <$100k. Apparently a little more work to have it flying (not sure how much...). If a benign Comanche 400 is a bit too much, this slick aircraft may be also. It’s a White Lightning.
  5. I am aware of a rare Comanche 400. It is well cared for but is currently undergoing a major refit and service. Please PM me if this might take your fancy. I can speak with the owner if you are interested to gauge his interest to potentially sell.
  6. Kasper, you have my immediate admiration for being a fan of the Bug and it's a pity that you were let down by RFW. I've got 2 x 2si engines that have been taken out of Bugs adorning a hangar floor in the US. When I've finished my resurrection of the Bug (a side project of passion for me), I'll offer you a new kit that will be fully COD so you can't get burned. You could then put a -120 or -200 into it! As for your 5 criteria above, our aim for the -120 is to meet all those criteria but with a much better SFC. A target of 300g/hp/hr is pretty close to where we hope to end up with the -12
  7. Unfortunately at the moment, I cannot go into specific detail around our technology and materials etc because we are in the process of patenting and protecting our IP. I guess what I can say is that we are aiming for a TBO north of 2000 hours for these engines and the technology and materials used in the model aircraft engines does not come close to offering the dependability and robustness required by our engines. For an engine that may operate in snow or desert sand storms and everything in between, we need to utilise durable materials. FYI, an AL compressor wheel does not meet the struct
  8. As an addendum, my engineers are exceptionally keen to complete the detailed design of the 120hp turboprop (the preliminary design work has been completed). They are super excited about what they can do with that engine. Of course, the -120 will be more appropriate to the majority of the aircraft operated by participants of this forum although with a price tag likely between the Rotax 914 and Rotax 915, it will be more suitable for those that have a high utilisation rate for their aircraft where the economic benefits will be evident, or for those that want the other turbine benefits and can
  9. Kyle, There are a few ways to improve fuel efficiency for a gas turbine engine: 1. Increased pressure ratios 2. Increased temperatures 3. Recuperation 1 and 2 generally result in the need for multi-stage compressors and potentially multi-stage turbines (cost and complexity), the need for different and exotic materials (cost!!) plus there are considerable design issues to be overcome by increasing these parameters. The improvement in efficiency offered by these options is not brilliant. 3 however allows, and indeed requires a lower pressure ratio that can comfortably be accommod
  10. Just the one compressor. The pressure ratio needs to be low because of the recuperator. Dave
  11. Thanks everyone for your comments of support. To appease the masses, let me assure you all that the design is being done in metric units but I figured the demographic of many readers here i.e. us old buggers, might visualise inches more easily. To ease the stresses of the metric viewers, I can add the following and rest assured, I shall quote metric figures in future: Length - around 930mm Width - around 420mm Dave
  12. For those who have not seen it, here is the latest rendering of our prototype engine. The production engine will likely differ but shouldn't differ by too much. Diameter is around 17" and length is around 36" (intake to prop flange). The spinner shown has a 12" diameter for reference.
  13. Following on from last nights post, I am now posting under a new username that I shall use when posting about the TurbAero engines. Please let me start by providing some additional background on the project then provide the latest on the project. I would like to start by saying that the development of a clean sheet design for a cost-effective fuel-efficient small gas turbine engine is a seriously major undertaking. The expertise required to develop the required technology, the timeframe to conclude such a development program and the cost to do so are likely to be a number of the reason
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