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  #31  
Old 03-18-2008, 05:40 PM
Aviator Aviator is offline
 
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Location: Hixson, TN ( Chattanooga)
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Which again makes the Subaru very interesting!
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  #32  
Old 02-05-2009, 01:17 AM
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helodriver helodriver is offline
 
Join Date: Dec 2008
Location: Georgetown, Texas
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Flying turbines at work everyday the youtube video on this caught my eye and did a quick search. Janes had a small write-up.

Terry


http://www.janes.com/articles/Janes-...ed-States.html
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  #33  
Old 02-05-2009, 07:08 AM
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N395V N395V is offline
 
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Location: Mendon South Carolina
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Well according to their website they still expect to fly in 2007 which is also their last update.

http://innodyn.com/

Maybe my great great grandson will eventually get to put one on an airplane.
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  #34  
Old 02-06-2009, 08:28 AM
jeff122670 jeff122670 is offline
 
Join Date: Jun 2006
Location: Colorado Springs, CO
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well i guess the honeymoon is over.

looks like Innodyn is out of business. i tried calling them and their numbers are disconnected.

looks like vaporware is just that..........VAPORware...

Jeff
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  #35  
Old 02-15-2009, 09:42 PM
dicer dicer is offline
 
Join Date: Jul 2008
Location: seattle wa
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So does anyone know the typical fuel burn of something like a 737?
And a BSFC not a TSFC?

I have read a difference of 30 to 40% between a Jet and turbo prop, is that about right?
I'd say with modern engineering a PRT diesel recip would beat the pants off any thing in the commercial sky right now especially since some years back the talk was moving away from Turbofans to strictly turbo props.

I think the biggest draw back to any turbine is the speed it runs at. And the massive centrifugal loads imposed by that. Then the vibrations and heat stresses, I'm suprized they do as good as they do. The gear sets that run accessories and prop reduction go through h..... with that speed.
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  #36  
Old 02-16-2009, 06:09 AM
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captainron captainron is offline
 
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Quote:
Originally Posted by jeff122670 View Post
well i guess the honeymoon is over.
Jeff
If you spent any money with them, then at least you got the part of the honeymoon that you probably look forward to the most..........
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  #37  
Old 02-16-2009, 08:10 AM
Scott Hersha Scott Hersha is offline
 
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Location: Cincinnati, OH
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I think the original B-737 with the small by-pass P&W JT-8's burned around 3000 lbs/hr per engine at typical cruise speed and altitude (FL350). I'm pretty sure it had a version of the same JT-8 I flew in the DC-9, 727, and DC-8. The later high by-pass GE or CFM engines got about 30% better fuel efficiency. On our DC-8's cruise fuel consumption went from 12,000 lbs/hr (3,000 X 4) to around 9,000 lbs/hr with the CFM 'Dolly Parton' engines. On average jet A weighs 6.7 lbs/gal. I never saw it filled, but when filled the DC-8 carried 159,000 pounds of Jet A. As a comparison, our 767-ER's also carried 160,000 lbs. and burned slightly more fuel per hour (10,000 or so) on two engines rather than four.
The Innodyne is miniature but the sound of it sucking fuel can be heard - from quite a distance!!!

Scott
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  #38  
Old 02-16-2009, 08:12 AM
breister breister is offline
 
Join Date: Dec 2006
Location: Atlanta, GA
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Quote:
Originally Posted by dicer View Post
So does anyone know the typical fuel burn of something like a 737?
At what point in the flight profile? Takeoff, or cruise?

I shoulda looked when my friend let me at the controls of the 737-200 simulator. Gross weight was about twice a fully loaded Phantom, so I'll guess that fuel burn at takeoff was also about twice for 24,000lbs / hr / engine, or about 7,300 gallons / hr / engine.

Someone here will know more precisely. At cruise at 36,000' the newer turbofans are about as efficient as a turboprop, and fuel burn would be around 15-20% of full-throttle takeoff (again a rough guess).
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  #39  
Old 10-02-2010, 09:07 AM
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Bubblehead Bubblehead is offline
 
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Quote:
Originally Posted by captainron View Post
If you spent any money with them, then at least you got the part of the honeymoon that you probably look forward to the most..........
Ron - that was beautifully stated!

Here's a link to an interesting and technical thread on using this turbine in a Cub. About 1/2 way down someone very involved in turbine design posted a ton of great information on the problems. It's interesting reading.

http://www.supercub.org/phpbb2/viewtopic.php?p=79429
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  #40  
Old 10-02-2010, 12:41 PM
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DCat22 DCat22 is offline
 
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Quote:
Originally Posted by Bubblehead View Post
Ron - that was beautifully stated!
1.5 years ago?

New thread here though: http://www.vansairforce.com/communit...ad.php?t=63228
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