larry_cox@ima.connections.com wrote:
larry_cox@ima.connections.com wrote:
Tracy Crook wrote:
Big Snip
I would like to track this machine just to see how the Ross drive
holds up with that kind of work load.
I always enjoy your input !!!!!!!!!!!
Larry Cox
Work load? What's the big deal here. I thought we were talking about a < =
150 HP turbine here. Not a lot of power and virtually no torsional
variation. This should be a minimal test of the gear drive, not worst
case. Did I miss something?
Tracy Crook rws@altavista.net
Web site: http://www.rotaryaviation.com
Good points.
30K RPM ???
Paul Lamar
.
Larry Cox wrote:
Tracy,
* Maybe you missed the rpm's?
According to the article in the W. FLYER the Ross drive
reduces the turbine shaft rpm from *66,000 to *2,200, which to
me seems to be asking a lot of the gears and bearings in that
small of a package, regardless of the hp. It seems like the
heat would be terrific? Maybe the turbine does have a built in
reduction unit ( as mentioned by Jeff or Paul ), in front of
the Ross drive, that reduces the rpm to 6,000, but the article
does not mention one, and it seems like this potentially existing
unit would face the same heat dissipating challenge as the Ross.
* Also maybe a little more about the 8E fuel and performance:
According to the article, the turbine 8E rate of climb is
2,500 ft/min, and it cruises at 172 mph ( wing span has been
reduced from 35 ft to 23 ft ) and the *fuel consumption runs
from *12 to *16 gals/hr. It has a fuel capacity of 54 gals
( 16.2 gals in each wing ) and a 19 gal fuselage tank, which
give it a range of 3 hrs 45 min. and about 600 miles.
If anything close to accurate, these numbers would indicate to
me that this is a reasonable airplane that cannot or should not
be laughed off as a crack pot idea. If this turbine engine can
be installed for the same cost as a 150 hp Lyc. and Tracy thinks
the reduction drive is a " piece of cake " ( the questionable link
in my mind ) then it would seem to be an excellent idea. If
( as Bill Freeman says ) the workmanship and hardware were good,
then this would be an excellent airplane for my location and flying
needs. I would however leave the wings long and sacrifice the speed
and range in favor of take off and landing performance. My average
fuel and maint. costs would be substantially reduced.
Actually, I can't afford a T62 turbine, or the 0-360 / 0-320 Lyc,
which would cost the same, and that's one of the reasons why I'm
going with the 13B and the Ross drive. Another reason is that I
think a 13B has the potential to be better than a Lyc and is about
1/2 to 2/3 rds of the way to a turbine at about 1/4 th to 1/3 rd
of the cost.
The article also says that the Luscombe Foundation in
Phoenix holds that 8E type certificate and the 150 hp
supplemental type certificate, but does not mention any plans
to certify or put the turbine 8E into production.
What about the heat factor, Tracy ????, Jeff???, Paul???
Larry Cox Delta Junction, AK
Thanks for re-formating it Larry. Looks great.
Paul Lamar
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