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Was just talking to the engine builder and the answer to one question also answered another -
The reason that the engine will have two turbos is that they are set up sequentially - the first one operates as a turbo normaliser to 500 rpm above cruise rpm. Once the throttle is opened past that point for takeoff/climbout the second turbo kicks in to more power.
That also explains the fuel efficiency at cruise - only a small turbo is operating to provide turbo normalisation. Hope this makes sense!
On 4/09/2019 11:21 am, Kent Bedford kbedford@alphalink.com.au wrote:
Kind of strange how it worked out, but when we made a small change to the design that gave a tangible benefit we suddenly found ourselves with room for an extra 40 gallons on top of what we already had - 90 gallons should be enough for range to be governed by bladder size instead of fuel tank size.
On 4/09/2019 6:08 am, Charlie England ceengland7@gmail.com wrote:
On 9/3/2019 2:31 AM, Kent Bedford kbedford@alphalink.com.au wrote:
...if someone has an about 450hp four rotor + turbo engine with effective cooling, and resolves the torsional vibration and resonance issues (which will partly be resolved by having four rotors anyway), are there any other foreseeable likely or possible issues that may need to be overcome to successfully operate it with a good 500hp-rated PSRU like a Ballistic or similar?
Figuring out where to put the fuel, unless you're talking about a time-to-climb record attempt or Reno racer. Any usable a/c at that power level may require your own refinery.
Charlie
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