BTW
This lightweight thing could be otherwise interesting, but on current
concept work i am after FAI records on C-1, C-1c and C-1d classes.
What will be needed is +1000 Hp, <.44 SFC and +300 TBO, on < 440 lb
package. Short speed and all climb records can be done with less, but
long flights require this all - high power, high efficiency and
mechanical reliability.
When this is a reality and installed on suitable airframe, only records
left standing are those of cargo (B-29) and distance (Rutan voyager).
(The Bear will fall with twin R26)
Actually, it would be more sportsmenslike to ask FAI to open a new class
"Rotary" between piston and turboprop.
Otherwise world records might become quite monotonous reading...
Enough groundless bragging, now back to work :)
Cheers,
Petri
Thanks for all that stuff Petri.
No problem. Useful information helps to get the stuff done.
You will need turbo compound to see .44 BSFC with a rotary :)
Let me know how far along you get with that and I will
pop over in the summer time to take a look :)
Sure. From concept work you can always make some nice paper aircraft :)
This needs test engine, right accessories and plenty of dyno time =>
money. Then the big engine with all the special components, and last but
not least, a record-breaking airframe => some serious money.
Maybe i could marry some :)
About concept so far:
- 2-rotor P-port renesis could be enough to validate the design.
- CR of 11 will be just ok for racing fuels. (110-120 MON)
- If suitable Comprex charger could be bought from somewhere, there will
be less concern of thermal loads. That will then be used as HP stage.
- Compound turbine is better to place as IP stage due to thermal loads.
- On high altitude missions a turbo LP stage will be third.
- Airframe is likely a "lear-fan-meets-starfighter". Contraprop or not.
- Single R26TC could be the first target, for 1000-1750 kg class. (C-1c)
- If combination gearbox seems to be feasible, then twin R26TC on
original design for C-1d class (<3000 kg MTOW).
- If not, then push-pull conf. Pfeil/Do-335, A500, possibly Avanti, or
maybe "just try not to die at takeoff accident on that cool-looking
lightning conf."
Configurations for different records:
Speed, restricted altitude:
- Just HP stage. Heavy water-methanol injection.
Speed, free altitude, 15/100/500 km:
- HP and LP stages. W/M, possibly with NOX. IP?
Speed, 5000 km and over:
- HP, IP, LP, spray on climb.
Climb, low:
- Just HP stage, W/M, water-spray-assisted IC and radiator cooling
Climb, high:
- HP, LP, W/M, NOX, spray, and IP compound too if it can face the music..
Speed, around the world (>37 500 km):
- +300 TBO minimum. Two pilots, should fly at least 4000 km (longest
leg: LAX-Hawaii). With all possible tricks to press the SFC down and TBO up.
Distance, without landing:
- Single engine on cruise, single pilot, extra fuel, all the tricks.
Here's too an excel file attached (Airspeed_1.xls) that can be played
with for some speed estimates.
700 hp is added to illustrate why DG-1 likely didn't make more than 400
mph. It's drag area is likely between 1.5 and 1.6 ft2, so you need
substantially higher hp to compete with big iron.
Hope that comma decimal used here doesn't mix things up. If it does, let
me know and i try to fix it.
According to Doug the Mistral turbo is ideal for turbo compound
using a Rotrex (Denmark) gear box.
>
> Paul Lamar
Yes, these could be just the right size to test the concept with
2-rotor. For R26TC these need to be upscaled.
Cheers,
Petri
Yep I forgot about it being a four rotor.
--
Paul Lamar ...No rotor no motor.
Paul
Yes ideal if the extra torque is applied on flywheel side.
What I am reading about Mistral doesn't seem too promising though.
They have the right to decline dealing with the homebuilt market though
and I can understand that having to spend lots of time for technical
support effectively eliminates their profit.
Too bad. I have utmost respect for their design philosophy.
Regards
Doug Fir (now in Nepal)
So you have the Internet in the wilds of Nepal now? :)
Paul Lamar ...No rotor no motor.
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