X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 26 May 2011 12:39:33 -0400 Message-ID: X-Original-Return-Path: Received: from qmta08.emeryville.ca.mail.comcast.net ([76.96.30.80] verified) by logan.com (CommuniGate Pro SMTP 5.4c3j) with ESMTP id 4995205 for lml@lancaironline.net; Thu, 26 May 2011 11:32:01 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.30.80; envelope-from=davelink2001@comcast.net Received: from omta18.emeryville.ca.mail.comcast.net ([76.96.30.74]) by qmta08.emeryville.ca.mail.comcast.net with comcast id oE8o1g0091bwxycA8FXQKb; Thu, 26 May 2011 15:31:24 +0000 Received: from sz0052.ev.mail.comcast.net ([76.96.26.104]) by omta18.emeryville.ca.mail.comcast.net with comcast id oFXQ1g00P2ElvHY8eFXQVk; Thu, 26 May 2011 15:31:24 +0000 X-Original-Date: Thu, 26 May 2011 15:31:23 +0000 (UTC) From: davelink2001@comcast.net X-Original-To: Lancair Mailing List X-Original-Message-ID: <87360944.865936.1306423883912.JavaMail.root@sz0052a.emeryville.ca.mail.comcast.net> In-Reply-To: <768397940.865879.1306423859816.JavaMail.root@sz0052a.emeryville.ca.mail.comcast.net> Subject: Re: Piston vs turbine? MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_865935_1219216774.1306423883911" X-Originating-IP: [76.21.67.141] X-Mailer: Zimbra 6.0.5_GA_2431.RHEL5_64 (ZimbraWebClient - SAF3 (Win)/6.0.5_GA_2427.RHEL4) ------=_Part_865935_1219216774.1306423883911 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: 7bit Upper flight levels? Unless you qualify through a very expensive program (RVSM) you will be limited to FL290 and below. Dave. ----- Original Message ----- From: "swaid rahn" To: lml@lancaironline.net Sent: Thursday, May 26, 2011 4:31:06 AM Subject: [LML] Re: Piston vs turbine? Hello All, I have a LIV-P in my shop that we are converting to turbine. It had a Engineair V8 ( the owners had over 85 thousand in the V8 firewall fwd installation) that we removed and we are installing a -6 Garrett. The performance numbers look very promising. The garrett is one of the most fuel efficient turboprops and it has a high altitude compressor. This one makes 715 Shaft HP up to 31 thousand feet. I expect our fuel burn to be around 26-27 gal/hr at the flight level cruise. The engine weights 360 lbs and we are using a 3 bladed Hartzell prop. We are building our own firewall fwd installation. We are using a 32 gal belly tank and a baggage comp. tank with 160 gal.+ fuel. We bought this engine for about 2/3 the price of a new TSIO-550 Continental. It has over 1000 cycles remaining until the next event, which could be 1500+ hours depending on how many hours per flight. (1.5 hr x 1000 cyc.= 1500hr). We should see 330-340 KTS true airspeed an the upper flight levels. This installation will be a little different from the other Garrett installations. We will have about the same money in the components for this turbine as the Continental installation package from Lancair. I know this all sounds too good to be true so we will have to wait and see if I can back up the above claims. Swaid Rahn N753M (LIVP-T Walter) N606CF LIVP-T Garrett in progress. On Wed, May 25, 2011 at 6:59 PM, paul miller < paul@tbm700.com > wrote: And not to forget the Orenda V-8 program that was actually installed in King Airs. I recall the Canadian government backing that venture and Elliott Aviation installing with an STC but after a brief appearance at OSH I never saw them again. I suspect some money was lost in that program too. Paul Legacy On 2011-05-25, at 1:44 PM, Frederick Moreno wrote: See Thielert's experience. -- Swaid L. Rahn Indigo Aviation, Inc. 940 Mock Road Springfield, Ga. 31329 Cell 912.655.0966 ------=_Part_865935_1219216774.1306423883911 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: 7bit

Upper flight levels? Unless you qualify through a very expensive program (RVSM) you will be limited to FL290 and below.

Dave.

----- Original Message -----
From: "swaid rahn" <indigoaviation@gmail.com>
To: lml@lancaironline.net
Sent: Thursday, May 26, 2011 4:31:06 AM
Subject: [LML] Re: Piston vs turbine?

Hello All,

I have a LIV-P in my shop that we are converting to turbine. It had a Engineair V8 ( the owners had over 85 thousand in the V8 firewall fwd installation) that we removed and we are installing a -6 Garrett. The performance numbers look very promising. The garrett is one of the most fuel efficient turboprops and it has a high altitude compressor. This one makes 715 Shaft HP up to 31 thousand feet. I expect our fuel burn to be around 26-27 gal/hr at the flight level cruise. The engine weights 360 lbs and we are using a 3 bladed Hartzell prop. We are building our own firewall fwd installation. We are using a 32 gal belly tank and a baggage comp. tank with 160 gal.+ fuel.

We bought this engine for about 2/3 the price of a new TSIO-550 Continental. It has over 1000 cycles remaining until the next event, which could be 1500+ hours depending on how many hours per flight. (1.5 hr x 1000 cyc.= 1500hr).

We should see 330-340 KTS true airspeed an the upper flight levels.

This installation will be a little different from the other Garrett installations.

We will have about the same money in the components for this turbine as the Continental installation package from Lancair.

I know this all sounds too good to be true so we will have to wait and see if I can back up the above claims.

Swaid Rahn

N753M (LIVP-T Walter)

N606CF LIVP-T Garrett in progress.

On Wed, May 25, 2011 at 6:59 PM, paul miller <paul@tbm700.com> wrote:

And not to forget the Orenda V-8 program that was actually installed in King Airs. I recall the Canadian government backing that venture and Elliott Aviation installing with an STC but after a brief appearance at OSH I never saw them again. I suspect some money was lost in that program too.

Paul

Legacy

On 2011-05-25, at 1:44 PM, Frederick Moreno wrote:

See Thielert's experience.

--
Swaid L. Rahn
Indigo Aviation, Inc.
940 Mock Road
Springfield, Ga. 31329
Cell 912.655.0966

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