12

https://www.youtube.com/watch?v=ueI4xhgTGv8


Paul Lamar


Paul, I got 2 minutes , 13 seconds. That is very impressive. What
now?

Steve Carlisle

We need a better prop. A six blade ground adjustable Warp drive
would do it I think. We could up the 60 Hg boost with a better prop
and get 30% more thrust according to two different sources. Wider
blades or more blades. Back in WW II that was discovered by the
builders of the P47. Mentioned in a book called P-47 Thunderbolt
Combat Missions by Jonathan Bernstein.

Rarely do you get the right prop when you order a fixed pitch prop
from the few fixed pitch prop makers left. We have known this for 20
years. That is why I recommend a ground adjustable prop. There are
about half a dozen prop makers now making ground adjustable props
based on the warp drive hub. Including venerable Sensinich.

Other than that I don't know.  They have some problems with the oil
pressure. I made some suggestions and Dan got angry and refused to
do anything about it. I am getting the impressions that they are not
really committed to this.

Russ is senile if not  Alzheimer's. The last time I saw him about 2
years ago in Oz he was not coherent.

His son is now in charge of paying the bills. He is not a rotor head
and thinks people are influencing his father to waist money on silly
automotive based technical  projects.

When I first met Russ about 5 or 6 years ago here in California we
did not talk about setting any records or anything like that. He was
just another rotor head. He had been on the news letter for a long
time. Then I saw him in Oz and he invited us to stay at his
apartment. I still had no indication he was going to do this
project.


Then I found out he had contracted Racing Beat to do this project. I
then started to upload messages about it on the newsletter so if you
kept all those it would be well documented.

He hired an engineer to manage it. I visited Racing beat and the
engine was far along. Russ had bought a Harmon rocket and it was out
in a hangar in Corona airport. The prop was at Racing Beat. Kind of
premature to buy a prop IMHO. Turned out the HP specs on the prop
were wrong. Too weak so to speak.

Then the project arrived at SZP to my surprise. I then got involved.
There were conflicts with the gear box configuration, coupling  and
other engineering problems. The engineer was fired and we changed
the gear box configuration and I designed an effective coupling.

Then there were problems with the turbo and the waist gate. The
turbo looked like it came out of somebodies junk box. They bought a
new turbo and I redesigned and reconstructed  the junk waste gate to
a manual control. I was not getting paid. I volunteered to help.

Dan then successfully flew the air plane in Cal City. Then they
brought it back to SZP and Dan flew it here. Dan was not comfortable
flying it in SZP because it was not surrounded by land suitable for
forced landings. Then Dan flew it to Oxnard a safer location.

There were a lot of problems with the wiring. Dan installed a lithium
iron battery and that failed by shorting out killing the voltage the
voltage to the Motec so the engine refused to start. Dan used all
white wire with no markings and no schematic. It took many hours for
me to sort that out. Don't do that. At least use colored or labeled
wire for different things.

Now we discovered we have oil pressure problems. There is a low cost
 fix but Dan got angry for some strange reason  and did not want to
do it when I suggested  them. I am not really sure what is going on
now.

Here is the problem with the oil pickup. You can see the oil pressure
drop in the Video. It is on the lower right part of the screen. I
think the pump is cavatating. Nils agrees. You can see that in the
Motec data logging as a scratchy line.

Here are my suggestions for fixing the problem.

I think that stupidly long six inch diameter  sump tank came from
Racing Beat's junk box  along with the turbo and the  waste gate :-)
 I just wanted to cut it off and weld on a flat plate bottom.

Paul Lamar

If I read things correctly, the oil pump on the TTC engine runs at
crankshaft speed.
I have never heard of running an external gear type engine oil pump at
crankshaft
speed.  Most pump manufacturers recommend 50-60% of crank speed for the
pump but not over 70%.

I would bet my lunch money that this is probably causing problems on the TTC
installation.  I wouldn't be surprised to see that the oil in the tank is
badly foamed
by the time the pressure starts dropping.  I would also suspect that a
pressure
transducer at the pump inlet would show a negative pressure at full engine
RPM.
A slight negative pressure at the pump inlet will cause aeration of the
oil. This is sort of a "self energizing" situation and only gets worse with time.

This negative inlet pressure situation is not uncommon and shows up on many
coolant pumps, too.  Clear lines on an instrumented engine in a test cell
will give a visual indication of what's going on with either the oil or water systems.

The design of the pump pickup in the tank and the pickup designs in the engine
sump can greatly influence cavitation as can sharp bends in the suction
side of
the cooling system.

Gary Knutson


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