A aviation & planes forum. AviationBanter

If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below.

Go Back   Home » AviationBanter forum » rec.aviation newsgroups » Owning
Site Map Home Register Authors List Search Today's Posts Mark Forums Read Web Partners

A36 Bonanza turbo prop



 
 
Thread Tools Display Modes
Prev Previous Post   Next Post Next
  #30  
Old January 2nd 04, 07:08 PM
external usenet poster
 
Posts: n/a
Default

On Fri, 02 Jan 2004 05:37:58 GMT, "Mike Rapoport"
wrote:


I think (guess) that they were looking for somewhat better performance than
a turbocharged piston Bonanza across the existiong flight envelope, but not
to extend that envelope too far in either speed or altitude. If they put an
engine into the airplane that would make 300hp at FL310, they would probably
have to completely re-flight-test the airplane.


You seem to have hit the nail on the head, intentionally or
accidentally. A turbo-normalized or turbo-supercharged engine in an
A-36 should have no issues with delivering 75% of rated TO hp well
into the teens.

Again, it has admittedly been several years since I did the research
for a prospective customer (for whom $$ was by no means an issue), but
the power "curve" of the 250 was less than desirable when compared to
a turbo piston-pounder.

Specific fuel consumption was approximately 1/3 higher, with the
additional fuel storage neccessary to retain "acceptable" range
capabilities.

There are many existing aircraft types that have been "re-engined"
with powerplants drastically exceeding the original installations. In
a lot of cases, no "flight-test"-ing is required, nor is it needed.
Engine operating limitations are changed so as not to exceed the
original levels.

I would certainly agree that testing would need to be performed if
increasing the usable hp-thrust rating.

I am a little confused by your post as well. An engine can only make its
thermodynamic horsepower at sea level and ISA, so you are below that at any
flight altitude.


I apologize if I wasn't clear, or it may be a case of
miscommunication. It's likely when looking at "newer" t-prop aircraft
you will notice that the gas generator is likely capable of exceeding
airframe limitations at max thermo-hp.

Hence, at altitude it has no problems producing a very high percentage
of "max take-off" power. I'm sure you know this.

They are few and far between, but there are A-36's flying around with
350 hp turbo-supercharged Lycoming engines. Aside from the differences
in initial rate of climb, I would be willing to bet the the overall
performance numbers would be more than comparable to the turbine
conversion.

The guy I spoke to that had one could only lament the fact that he had
to burn 22-25 gph in cruise...

Regards;

TC

snip

 




Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump

Similar Threads
Thread Thread Starter Forum Replies Last Post
Right prop, wrong prop? Wood prop, metal prop? Gus Rasch Aerobatics 1 February 14th 08 10:18 PM
Ivo Prop on O-320 Dave S Home Built 14 October 15th 04 03:04 AM
Turbo prop AT-6/SNJ? frank may Military Aviation 11 September 5th 04 02:51 PM
IVO props... comments.. Dave S Home Built 16 December 6th 03 11:43 PM
Early Bonanza or Apache? Brinks Owning 11 July 16th 03 06:01 PM


All times are GMT +1. The time now is 02:13 PM.


Powered by vBulletin® Version 3.6.4
Copyright ©2000 - 2025, Jelsoft Enterprises Ltd.
Copyright ©2004-2025 AviationBanter.
The comments are property of their posters.