what we REALLY need is an AFTERBURNER :-D
http://www.skypipe.de/index.php?site=turbinen
Note the X80NB (i dont speak German)
that would be SWEET :-)
Ben
On 27/06/2009, at 8:18 AM, Mike Borgelt wrote:
At 01:00 AM 27/06/2009, you wrote:
Mike,
I really hope they are successful - I hate 2 strokes. How many
Capronis are there around the world? You would think after 25 years
there would be heaps!
Don't know how many of the jet they built but a now deceased friend
of mine owned 3 all at the same time once! He was very enthusiastic
about them even with the limitations but Mike Burns has fixed the
problems which had to do with engine installation and a couple of
other things and got much better performance.
The interesting thing is that the better the thrust to weight ratio
less fuel is needed for a launch because there is a certain amount
just to stay in level flight. Having a greater rate of climb means
you use fuel for a shorter time. The problem is that as the T/W
increases you get the best rate of climb airspeed increasing and it
rapidly gets to over 130 knots.
The performance numbers on engines you can buy right now are at www.amtjets.com
. Complete with fuel consumption graphs etc. Two of the Titan
engines should self launch a 600Kg glider quite adequately.
For a blue sky look at the future www.bladonjets.com . They haven't
replied to my email of a week ago.
The ASW20 tri jet uses 3 23.5 Kg thrust engines for say 70 Kg thrust
and a fuel burn of 2.4 litres a minute at full power. Performance
seems more than adequate. It could use 2 of the 40 Kg Titans for
80Kg and a simpler fully retractable installation and 2.8 litres a
minute at full power or just derate the engines to avoid the 130KIAS
best rate of climb speed.
On the AMT website is a link to the commercial sustainer project
using the 23.5 Kg engine. Mostly in German but some in English. This
is the engine in the 2cxa sustainer so obviously somebody thinks
this is a good idea and has adequate performace. The fuel
consumption is much higher than with a 2 stroke turbo but it still
compares well with a car retrieve.
Would you rather burn the fuel in the jet while avoiding an
outlanding or in the car round trip after doing one?
Mike
I have heard more like 30L per launch to get enough static thrust
but since I have not seen one and there are NO production self
launching jets I will have to wait until I see yours!
Stats on the Schempp 2cxa sustainer are a joke, the rate of climb
and fuel usage of yours will have to be better than theirs!
Best of luck,
Tom
--- On Thu, 25/6/09, Mike Borgelt <mborg...@borgeltinstruments.com>
wrote:
From: Mike Borgelt <mborg...@borgeltinstruments.com>
Subject: Re: [Aus-soaring] jets
To: "Discussion of issues relating to Soaring in Australia." <aus-soaring@lists.internode.on.net
>
Received: Thursday, 25 June, 2009, 9:21 AM
At 10:53 PM 24/06/2009, you wrote:
> Been flying jets over 20 years - real reliable ones
> been hearing about glider jets last 15 years or so - still
haven't seen one!
> will not take to hacksaw for some time yet I reckon!
>
> for a serious comp pilot the weight loss on launch will restrict
it to retrieve.
Well I got quite a few hours in one in 1984 and again a few more in
1993. That was the Caproni A21 jet.
Mike Burns has made the Caproni engine installation work much
better. Ask Ingo, he reckons it's great and he hasn't liked piston
motorglider because of their unreliability.
As for the weight loss on launch, Tom, 4.8 litres of jet fuel
weighs 4 kilograms. I'm sure you know the mass of your glider to
much better accuracy than that every time you take off.
On a 600 Kg glider 2/3 of one percent.
Mike
Borgelt Instruments - manufacturers of quality soaring instruments
since 1978
phone Int'l + 61 746 355784
fax Int'l + 61 746 358796
cellphone Int'l + 61 428 355784
email: mborg...@borgeltinstruments.com
website: www.borgeltinstruments.com
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phone Int'l + 61 746 355784
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cellphone Int'l + 61 428 355784
email: mborg...@borgeltinstruments.com
website: www.borgeltinstruments.com
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