Don Dunbar wrote:
Hi Steve,
Well I have purchased a Mustang 2 with the airframe complete.
I am looking to the powering of this airframe.
I have a new 13B turbo which is for my Cozy4 which is under
construction but
feel this has too much power for the Mustang 2.
What have you used in your plan and what hints do you have.
What reduction unit did you use.
Do you have any photos I can view.
Regards Don
Basically, my engine is set up per Tracy's conversion manual circa 1997.
Its '86 non-turbo, with EC1. There doesn't seem to be a lot of vertical
space in the cowl for the under-engine radiator. I chose to curl the
exhaust under the engine and move radiators to under the seats. Even then,
I had to cut the water pump neck down for clearance, and create cowl bumps
for the stock oil filter and dynamic chamber.
The radiators are the stacked plate-type oil coolers that have been
disparaged on the list for vibration problems when used as oil coolers in
the engine area. My mounting should expose them to much less vibration.
The ducts themselves are the diverging wall/radiator/converging wall style,
but the design pre-dates the "bell shape" divergence that has become the
consensus of the list. I'll try to find a picture of them. I now realize
my cooling system is not the state-of-the-art design, but I've waited for
completion of the airframe to revisit cooling. I'm just starting testing
the engine with the prop on it, so I will soon see if the engine will
overheat in ground runs. Fortunately, my cooling system is pretty modular,
so changes shouldn't be all that hard to make.
THe PSRU is of my own design, and I posted some details of it many months
ago. Basically, it's based on the C6 gear set and uses a 2.5" hollow
THomson shaft for the prop shaft. All bearing are taper-roller type, and
massively over sized. THe gearbox does not require pressurized oil as
journal bearings do, so there is no oil connection to the engine. THere is
a small electric gear-pump to recirc the oil and provide oil to the sun
gear. I can re-post my drawings and description if desired.
I haven't completed a final weight and balance with aircraft scales yet, but
using digital bathroom scales I am substantially lighter (950 lbs.) than I
had estimated. Also , the airplane is tail-heavy, despite the cessna
nosegear and fast-back fairing. I should have made the engine mount longer,
in hindsight.
If it were me, and I had the turbo 13B, I'd use it. I might consider
keeping the radiators in the wings, but I'd put the exhaust out through the
left side of the cowl. Weight may not be a problem with the turbo, and you
can always close the throttle a little if it's too much power (too much
power... hehe). Turbo should make for real good high altitude performance--
Where can you put the oxygen bottle?
Hope this helps.
STeve Rosine
99% done, 10% to go.
Here are a couple of more gifs and pictures related to Steve's
PSRU.
Paul Lamar
The AirCraft Rotary Engine NewsLetter. Powered by Linux.
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