We hired Nils Castillo, a local Motec dealer, to wire the TTC
aircraft. Nils had extensive experience wiring off road racers
with the Motec systems.

What we did not realize was the wiring pin numbers were stored in
the M800 memory. We wasted a couple of months because we did not
know that. Jim Mederer told us nothing about that. My guess he
assumed we knew that. So did the Motec rep. If we had known that we
would have powered up the M800 months ago.

After you get power to the M800 you must load the pertinent file
into your Windows PC.

The attached spread sheet file contains  the wiring data.

A couple more days and we will be ready to run the engine at low
power. I will shoot a video and up load it to You Tube.

Paul Lamar



Paul,  you make me feel normal. I usually blunder in to find the
instructions after.  Looks good and hope to hear the beast run.

Neil.


I am going to attempt to do a you tube video with a walk around
hangar tour comparing the TTC engine with a PT6 turbo prop plane
we have as an introduction.

And then  insert the TTC run up video segment.

Paul Lamar


Can't wait for the PT6 comparison, Rotary comparison, We run a
PT6-27 in the Turbo Beaver, CF-OES

Steve Carlisle

What is the fuel burn Steve? What HP level do you cruise it at ?

Some of the data I have is 650 HP for five minutes and 500 HP
continuous. 227 US gallons with a range 767 statue miles.  That is
3.38 miles per gallon.

Max cruise speed is 202 MPH. So 767 miles by 3.79 hours. 227
divided by 3.38 is  60 gallons an hour.  Diesel fuel is about 7
pounds per gallon or 420 pounds of fuel per hour.  That translate
to a BSFC of  420 divided by 500 HP or .84 BSFC.

http://www.wipaire.com/myaircraft/dehavilland/DHC2_MK1/modifications.php#bossbeaver

A turbo 3 rotor could make 500 HP all day long with a worst case BSFC
(full rich, not leaned) of .65 BSFC. Leaned it is .47 BSFC or about
half the fuel burn of a PT6.. A turbo compound version would drop
the fuel burn to below .4.

The turbo 3 rotor wins hands.  The cost of a PT6 is well above
$200,000 as I recall. One can build a lot of turbo 3 rotors with
stock Mazda rotor housings and stock Mazda rotors for $200,000. The
weight is likely to be half of  the weight of a PT6. The turbo is
off the shelf as is the necessary oil and water pumps.  A PT6 gear
box could be used.

However the 3 rotor is not certified (yet) so you cannot take paid
passengers.

BTW My son, James Paul Lamar, has lots of hours in twin otter's
with PT6's. What is your fuel burn JP?

Paul Lamar

Paul, I just get to play with it every once in a while. It is
"thirsty" as they say. No matter how heavy it gets loaded, it just
laugh's !!! The turbine in it now as installed about a year ago,
Canada Surplus accidentally listed 3 for auction, I think it was
purchased for 230 thousand, CDN. Apparently wrong stickers and the
pencil pushers sold them off, OOPPPPPS ! The Rotary project is
exciting.

Steve  Carlisle

We have a Czech copy in  the hangar but it is non certified.
Experimental aircraft only. I think the crop dusters may have
protested the FAA and got it approved for use on crop dusting
aircraft. I am not sure about that. It is a good and reliable engine.


The Mazda Wankel in four rotor form and ceramic apex seals
would give it a real run for the money. Some engine manufacturer
needs to wake up and get it certified. Mistral almost did it but
were hungup by by Mistrail's insisting on EFI. The FAA does
not like EFI as it is too hard for them to read the source code
and figure out what happens when. Mistrial should have used
an aircraft carburettor. Something the FAA understands.
Lycoming has been trying for years to get EFI certified.

Paul Lamar

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