"Hi,
Thank you very much for your interest in our products. We believe
that our G-230TS is well suited to the RV-10. As a matter of fact,
the RV-10 is on our 3-model long top-priority list for a firewall-
forward package. Our G-230TS compares as such to a Lycoming IO-540-D
(Mistral data not final, based on present engine configuration):
Model T/O
power Max. cont.
power Height Width
Length Weight
IO-540-D 260 HP @ SL, 230 HP @ 3500' 260 HP @
SL, 210 HP @ 6000' 24.46'' 33.37'' 38.42
381 lb (basic dry weight)
G-230TS 230 HP up to 10,000' 210
HP up to 15,000' 19.1'' 26.5 `'
39.1'' * 291 lb **
* : will probably be reduced to approx. 36'' by relocating the main
alternator
** : including transmission, main alternator, starter and dual
electric fuel pumps
Please refer to http://www.mistral-
engines.com/ProductDescriptionSheet.pdf for more detailed
specifications of our models.
You can see that, at sea level, our engine will give you 30 HP less
than the Lycoming on take-off at sea level (but it weighs ~90 lb
less, as we'll see later). From 3500' on up, the G-230TS has the
edge. At maximum continuous power, the Lycoming has a power output
advantage up to 6000', then the situation reverses : the IO-540 is
down to <180 HP at a typical cruise altitude of 10,000', and down to
<150 HP at 15,000'. The G-230TS keeps its maximum continuous power
of 210 HP all the way up to 15,000' (subject to final turbo
specifications).
Cruise BSFC of the G-230TS is 0.47lb/hp.hr (possibly a bit lower, we
are working on it). It translates into 12.5 GPH at a typical 160 HP
cruise power setting. This fuel consumption was measured using 87-
octane unleaded mogas. Fuel consumption with 100LL avgas is slightly
better but has not been measured since we brought the latest
improvements.
The G-230 TS weighs ~90 lb less than the IO-540. It is considerably
more compact. In particular, its width and turbine-like shape allows
the construction of a sleeker, more aerodynamic cowling.
Above all, the rotary engine concept, with 90% fewer moving parts (no
valves, no pushrods, no connecting rods, no camshaft, not even a
crankshaft, etc), is considerably more reliable, smoother, cheaper to
maintain and longer-lasting than any reciprocal piston engine. Its
few potential failure modes are progressive, never catastrophic (some
calls them « gracious »), allowing the plane to safely get to the
nearest airport, or maybe even to limp home.
As of today, we expect the first client deliveries of the G-230TS in
June 2005. The first airworthy jet-fuelled engine is still 18 months
away from first flight. Expect the first client deliveries of the K-
230TS (K for kerosene) in late 2006. You don't need a different tank
for Jet A, unless you have rubber bladder tanks. Only the material
used for seals and fuel lines must be adapted to the different fuel.
Don't hesitate to contact me for further information or to go into
more specifics, should you be interested.
Yours sincerely,
Francois Badoux, CEO
MISTRAL Engines SA
37, ch. Jacques-Philibert de Sauvage
CH-1219 Geneva
Switzerland
Tel: +41-22-797 4323
Fax: +41-22-797 4359
Mobile: +41-79-210 5925
email: f.badoux@mistral-engines.com
Web: www.mistral-engines.com "
The Rotary Engine NewsLetter. Powered by Linux.
ACRE NL web site. http://home.earthlink.net/~rotaryeng/
Copyright 1998-2004 All world wide rights reserved.