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03-03-2019, 10:18 AM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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That's pretty good and will be a game changer in the market if the numbers prove out in flight testing.
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03-03-2019, 01:41 PM
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Join Date: Jun 2010
Location: Sunman, IN
Posts: 2,189
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But
But at what price point?
__________________
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+
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03-03-2019, 02:09 PM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Looks like they're aiming for Lyc 360 type pricing. We'll see how that ends up when they come to market.
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03-03-2019, 02:35 PM
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Join Date: Nov 2008
Location: Shreveport, LA
Posts: 1,002
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Quote:
Originally Posted by rv6ejguy
Looks like they're aiming for Lyc 360 type pricing. We'll see how that ends up when they come to market.
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that would be really enticing.
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03-03-2019, 03:21 PM
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Join Date: Jun 2010
Location: Sunman, IN
Posts: 2,189
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We will see
That is a pretty tall order. I hope they can achieve it...
__________________
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+
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03-03-2019, 04:09 PM
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Join Date: Nov 2016
Location: Navarre, FL
Posts: 385
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They would be the first to achieve such a low price point for a new engine with that capability. The helo guys have been buying T-62's and variants for a while at low prices, but nothing comes close until you step up to a PT6A-20 which can be had ~$80k. Though that exceed the HP we would need on an RV I thought long and hard about it for one of my projects. However the 32 gal/hr at cruise figure well exceeded the practicality of such.
Would really love to see this engine work out.
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Shane
RV-6 IO-360 Angle valve, G3X touch
Murphy Moose M14P flying
Aero Engineer, A&P
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03-04-2019, 04:38 AM
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Join Date: Aug 2018
Location: Adelaide, South Australia
Posts: 37
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Updated estimations following the most recent design work have the price point in the region of $50k so we are now above the new IO360 in purchase cost. That is more than we would have liked but given the benefits of such an engine, we believe it still represents good value.
The minimal routine maintenance and the projected longer TBO, combined with the lower projected cost of overhaul should result in a lower hourly cost to run the engine than the LyConti?s. And then there are the (in general) cheaper fuels...
Dave
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03-04-2019, 05:37 AM
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Join Date: Jun 2010
Location: Sunman, IN
Posts: 2,189
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Good
I really hope you can keep it in that ballpark...it would certainly make a nice alternative to the 50+year old, $50k+ engines we are stuck with now...
__________________
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+
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03-04-2019, 06:16 AM
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Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,766
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Quote:
Originally Posted by Turbine Aeronautics
Updated estimations following the most recent design work have the price point in the region of $50k so we are now above the new IO360 in purchase cost. That is more than we would have liked but given the benefits of such an engine, we believe it still represents good value.
The minimal routine maintenance and the projected longer TBO, combined with the lower projected cost of overhaul should result in a lower hourly cost to run the engine than the LyConti?s. And then there are the (in general) cheaper fuels...
Dave
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Valid points however it's really best not to project TBOs before even a single example has gone that many hours running in the real world...
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03-04-2019, 11:41 AM
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Join Date: Dec 2006
Location: Atlanta, GA
Posts: 1,231
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Quote:
Originally Posted by rv6ejguy
I don't think you'll see a non-flat rated 200hp turbine produce 150 hp at 17,500 feet. Turbo normalize the Lycs and you'd get some good speeds and fuel flows running LOP.
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I started with this:
"However, our 200hp engine is being optimised for a 180hp cruise at 10,000'"
I guesstimated 150hp up to about 15,000', with normal lapse rate thereafter. As I said, my napkin math may be far off!
A turbine is not exactly like turbonormalized piston, but as you pointed out they are generally flat rated (due to heat in the hot section) up to some altitude and then lapse the same as a normally aspirated. TA is saying they still generate 180hp @ 10,000', so 150hp per engine @ 15,000' is not a bad guess, and incidentally is the same horsepower as two normally aspirated IO 360 200 hp motors @ 75% power. With two engines, that is 300hp@15k'; normal lapse should drop you down to ~65% power @ FL250. You are looking at less horsepower but also less induced drag as you get closer to L/D (max) so IAS should drop slightly but TAS should continue to increase a bit. The general formula usually applies until you approach high Mach numbers, when induced drag begins to rise despite low IAS.
Again the caveats - my recollections are 35 years old, and this ain't no Phantom! 
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