VansAirForceForums  
Home > VansAirForceForums

- POSTING RULES
- Donate yearly (please).
- Advertise in here!

- Today's Posts | Insert Pics

  #1  
Old 03-31-2014, 02:31 PM
airguy's Avatar
airguy airguy is offline
 
Join Date: Oct 2006
Location: Garden City, Tx
Posts: 5,145
Default Turboprop 10?

http://www.aopa.org/News-and-Video/A...prop-RV10.aspx

Anybody else have any info on this? The idea is very appealing, I notice the article clearly states early on that Van's is not participating on the project (not surprising). Flight testing is apparently about to start, which puts it in "real project" category versus vapor-ware like the Innodyne (and others). Fuel burn will be high but for a large part of the world fuel cost/availability would make that a net plus.
__________________
Greg Niehues - SEL, IFR, Repairman Cert.
Garden City, TX VAF 2020 dues paid
N16GN flying 700 hrs and counting; IO360, SDS, WWRV200, Dynon HDX, 430W
Built an off-plan RV9A with too much fuel and too much HP. Should drop dead any minute now.

Last edited by airguy : 03-31-2014 at 02:55 PM.
Reply With Quote
  #2  
Old 03-31-2014, 05:53 PM
rocketman1988 rocketman1988 is offline
 
Join Date: Jun 2010
Location: Sunman, IN
Posts: 2,189
Default

That is really cool. Saw another company doing the same at OSH last year. Unfortunately, the engine/prop combo cost exceeded the cost of the airframe...by a LOT...
__________________
Bob
Aerospace Engineer '88

RV-10
Structure - 90% Done
Cabin Top - Aaarrghhh...
EFII System 32 - Done
297 HP Barrett Hung
ShowPlanes Cowl with Skybolts Fitted - Beautiful
Wiring...

Dues+ Paid 2019,...Thanks DR+
Reply With Quote
  #3  
Old 03-31-2014, 06:37 PM
billgill billgill is offline
 
Join Date: Jul 2005
Location: Lee's Summit, MO
Posts: 99
Default Saw it taxiing at

DeLand Florida.

Was planning to try to talk with them, but lost track of time.
Reply With Quote
  #4  
Old 04-01-2014, 08:14 AM
JDRhodes JDRhodes is offline
 
Join Date: Feb 2008
Location: Taylorsville, GA
Posts: 748
Default Don't get it

I've never understood the appeal of a turbine engine on an unpressurized sport plane, other than a wow factor / novelty.

The airframe is still Vne limited and the fuel flow on turbines at the low altitudes that RV-type airplanes can fly is outrageous compared to a piston engine.

I understand the turbine on something like a twin otter or an ag plane, where there aren't any pistons in the needed HP range, but there's no way that there is any real advantage of a turboprop in a RV vs a Lycoming.

Disclaimer - I know nothing specific about the TP installation referenced in the article.
__________________
Jeff Rhodes - Taylorsville, GA
RV-9, 7 - going fast
BC-12D - going slow
jrhodes@v1salesmgt.com
Reply With Quote
  #5  
Old 04-01-2014, 08:25 AM
FlyArmy FlyArmy is offline
 
Join Date: Aug 2011
Location: AZ
Posts: 186
Default

Quote:
Originally Posted by JDRhodes View Post
I've never understood the appeal of a turbine engine on an unpressurized sport plane, other than a wow factor / novelty.

The airframe is still Vne limited and the fuel flow on turbines at the low altitudes that RV-type airplanes can fly is outrageous compared to a piston engine.

I understand the turbine on something like a twin otter or an ag plane, where there aren't any pistons in the needed HP range, but there's no way that there is any real advantage of a turboprop in a RV vs a Lycoming.

Disclaimer - I know nothing specific about the TP installation referenced in the article.
Guessing if you lived in a place where you couldn't get avgas, or it was prohibitively expensive, and the diesel technology wasn't an option, the appeal might seem more apparent. I don't think this turbine is necessarily targeted at the US market where avgas is abundant and (somewhat) affordable.
Reply With Quote
  #6  
Old 04-01-2014, 10:04 AM
Low Pass's Avatar
Low Pass Low Pass is offline
 
Join Date: May 2006
Location: Houston
Posts: 2,012
Default

Quote:
Originally Posted by JDRhodes View Post
I understand the turbine on something like a twin otter or an ag plane, where there aren't any pistons in the needed HP range, but there's no way that there is any real advantage of a turboprop in a RV vs a Lycoming.....
Ability to run almost any hydrocarbon as fuel would be very appealing to me. Then there's the powerplant reliability. And it would be very cool!
Reply With Quote
  #7  
Old 04-01-2014, 10:20 AM
bill@fusion4.net's Avatar
bill@fusion4.net bill@fusion4.net is offline
 
Join Date: Feb 2011
Location: Suwanee, GA
Posts: 415
Default 155 lbs

At 155 lbs installed, and it does not look like they extended the cowl, or not by a whole lot like the one that has been at OSH for years not flying, I wonder what they are doing to put some more weight in the nose. Guess dual batteries in the cowl would help. Also Projected to have 120 gal of fuel.... that is an expensive fill up.

With it only being a 240hp turbine, it is not so overpowered as others as well.
__________________
Bill Thomasson
RV-10 - Flying - Phase II. 99.8% done... it's never really done!
http://sites.google.com/a/fusion4.net/rv10/
Suwanee, GA.
Reply With Quote
  #8  
Old 04-01-2014, 10:59 AM
sailvi767 sailvi767 is offline
 
Join Date: Sep 2010
Location: Charlotte NC
Posts: 1,167
Default

How much fun would a RV8 be with that engine!

George
Reply With Quote
  #9  
Old 04-01-2014, 11:05 AM
majuro15's Avatar
majuro15 majuro15 is offline
 
Join Date: Feb 2013
Location: Charlotte, NC
Posts: 659
Default

I'm interested in this as a second option to the IO-540. At the rate that 540s are getting hard to find used and the higher and higher cost of new ones, this could be a doable project if reliability and compatability proves they are on par. Not to mention the fuel issue and price of 100LL (and/or replacement later on). This is what experimental aviation is all about! I'll put oxygen in my plane anyway, be happy to get up to 18K and do 200knts IAS but 300knts GS!!!
__________________
www.N1017H.com
Tim Huneycutt, Capt, NCANG
PC-12 Pilot
N1017H RV-10 Flying 2019
EAA #: 1106970
2020 VAF Dues Paid!
Reply With Quote
  #10  
Old 04-01-2014, 03:27 PM
N427EF N427EF is offline
 
Join Date: Oct 2005
Posts: 1,516
Default

Quote:
be happy to get up to 18K and do 200knts IAS
Let's see:

200kts IAS at 18000 feet with an altimeter setting of 29.92 and a balmy 20F

True airspeed 272 kts = 313 MPH or roughly 80MPH over Vans published Nne.
Something to think about!

It is experimental and looks and sounds like fun. I too have always been intrigued by a turbine version RV.
__________________
Ernst Freitag
RV-8 finished (sold)
RV-10 Flyer 600 plus hours
Running on E10 mogas
Don't believe everything you know.
Reply With Quote
Reply


Thread Tools Search this Thread
Search this Thread:

Advanced Search
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 06:56 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.