I agree that the PSRU is the biggest issue with any auto conversion due to r
esonance issues, and why I would not buy a Viking, as Egenfeller is not an e
ngineer and is continually developing his installations at his customer's ex
pense. I still awaiting a gearbox faliure due to Viking 100% reliance on a c
hopped up Mercedes rubber coupling.
I chatted with the Aeromomentum folks at last years Osh, and will watch to s
ee how his gearbox solution holds up over the longer term.
The neatest pipedream I could figure would be add diesel to the wings in add
ition to the main tank and throw in one of these .... can you say smoooooooo
oth?
https://www.turb.aero/ta120tp-turboprop
I'll be watching closely to see how they deal with the materials science dem
ands of a turbine. Their efficiency isn't bad for a TP .... using regen to h
elp.
Im planning on chatting with the principles of the company at Osh to see wha
t their plans are. Would that be too cool though?
Failing all the above, my stretch goal will be the 915is .... I wonder what k
ind of performance numbers the Europa would get with this...
Cheers,
Pete
> On Jul 15, 2017, at 7:15 PM, GTH <gilles.thesee@free.fr> wrote:
>
>> Le 15/07/2017 =C3- 20:34, Robert Borger a =C3=A9crit :
>>
>> You can buy all the necessary elements for a successful engine installati
on and be flying quickly or you can spend years (decades?) trying to develop
them yourself.
>
> Hi Graeme and all,
>
> It is very difficult to develop a reliable and successful PSRU with a 4 cy
linder engine.
> If this new engine had succeeded, no doubt they would mention it with prid
e. The fact that they just casually talk about it might indicate they did no
t spend much time designing and developing it.
> Be prepared to help develop the engine and its reduction unit as well.
> --
> Best regards,
> Gilles
> http://contrails.free.fr
> http://lapierre.skunkworks.free.fr
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