18 Apr 2024, 07:13 [ UTC - 5; DST ]
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 13 Nov 2019, 23:38 |
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Joined: 06/24/18 Posts: 16 Post Likes: +3
Aircraft: bonanza
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Username Protected wrote: I just noticed how little rotation angle it can achieve before striking the ventral tail. Yikes. If it does get produced I can't imagine how many tails strikes they're going to have... According to the patent (figure 1C) there will be a tail wheel: A tail wheel gusset 30 may be connected to the bottom surfaces of the rear bulkhead 25 and elevator bulkhead 34 to provide ventral fin and propeller protection from a tail strike due to over rotation during takeoff or landing. A wheel extension arm 31 and wheel 32 are rotatively affixed to one end of the gusset 30. An actuator unit 33 is affixed to the bottom surface of the nose cone 24 between the gusset 30 and the end of the cone 24 such that the wheel extension arm 31 and wheel 32 can be extended during and retracted during flight.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 00:59 |
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Joined: 07/02/13 Posts: 3127 Post Likes: +2979 Location: Stamping Ground, Ky
Aircraft: twin bonanza
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Username Protected wrote: I wonder how they will solve the descend to breathable altitude issue? On the piaggio, the original design spec was to go to fl450 but they couldn’t meet the descend to breathable altitude test (I don’t recall what the time was, 6 min maybe). Even with two big turbines at flight idle, you pick up a head of steam going downhill.
There is no question in my mind planes can be radically more efficient than present. Just hard to make economics work to get it there. I don’t think emergency descent times will matter. When I was in the Air Force, a pressure suit was required above FL500. Lose the cabin at 65k, even with O2 on, you are pretty much dead iirc. Something about partial pressure of O2 even at 100% being too low to remain conscious. 65,000 feet isn't just a higher version of 41000 feet.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 01:04 |
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Joined: 12/07/17 Posts: 7035 Post Likes: +5807 Company: Malco Power Design Location: KLVJ
Aircraft: 1976 Baron 58
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Username Protected wrote: I wonder how they will solve the descend to breathable altitude issue? On the piaggio, the original design spec was to go to fl450 but they couldn’t meet the descend to breathable altitude test (I don’t recall what the time was, 6 min maybe). Even with two big turbines at flight idle, you pick up a head of steam going downhill.
There is no question in my mind planes can be radically more efficient than present. Just hard to make economics work to get it there. I don’t think emergency descent times will matter. When I was in the Air Force, a pressure suit was required above FL500. Lose the cabin at 65k, even with O2 on, you are pretty much dead iirc. Something about partial pressure of O2 even at 100% being too low to remain conscious. 65,000 feet isn't just a higher version of 41000 feet.
Gonna need at least a pressure demand mask to stay conscious much above 450.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 01:13 |
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Joined: 07/02/13 Posts: 3127 Post Likes: +2979 Location: Stamping Ground, Ky
Aircraft: twin bonanza
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I dont think pressure demand will be enough. You need a pressure suit much above 50. Not sure the pax will like that.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 02:59 |
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Joined: 11/03/08 Posts: 14563 Post Likes: +22916 Location: Peachtree City GA / Stoke-On-Trent UK
Aircraft: A33
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Username Protected wrote: Is there any reason to think a liquid cooled diesel won’t work up high?
Is there any reason to think a propeller will work at mach whatever?
Would jato help? (Seriously). Like for climbing 5000>25000 Diesels struggle mightily at altitude. Efficiency goes in the crapper and a restart will be impossible. We make major modifications to diesel powered equipment to make them function and start at the highest terrestrial altitudes - mid teens.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 12:47 |
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Joined: 02/20/18 Posts: 182 Post Likes: +164 Location: 3N6
Aircraft: 17-30A Super Viking
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Username Protected wrote: Is there any reason to think a liquid cooled diesel won’t work up high?
Is there any reason to think a propeller will work at mach whatever?
Would jato help? (Seriously). Like for climbing 5000>25000 Diesels struggle mightily at altitude. Efficiency goes in the crapper and a restart will be impossible. We make major modifications to diesel powered equipment to make them function and start at the highest terrestrial altitudes - mid teens.
Agree that diesel performance drops off rapidly at altitude.
In the case of the SMA the turbo is turning in the ballpark of 16,000 RPM and it does not turbo-normalize in this application. Performance dropped off at the same rate as the O-470 engine it replaced.
I read this somewhere, and I can't find the source now, but SMA tested relight at 14,000 feet after 2 or maybe even 5 minutes after shutdown without issues as part of the flight testing for the STC.
We only once had our SMA shutdown after a prolonged descent at idle power. The engine cooled down too much briefly ran rough and flamed out. Relight was attempted immediately and was instantaneous. This is one drawback of an air-cooled diesel engine. The operating procedures call for not descending at idle power for that reason.
Someone mentioned heat as a big issue earlier. Spot on as cooling the oil during climbs was critical with the SMA. At altitude it became more difficult to keep the oil cool in climbs and you could push up to oil temp redline very quickly. This was something they were working on addressing in the second generation design.
These were some quirks that I believe were unique to the SMA design, and I've never flown behind the water cooled alternatives or read up on their procedures or limitations.
Now cold weather SMA starts? Ugh! It would start fine, but the battery was hard pressed with the high compression given the cold. It was critical that the battery was kept well charged.
I have seen a DA-62 fire up immediately in cold weather. I take it that the water cooling helps a lot.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 13:00 |
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Joined: 08/26/15 Posts: 9542 Post Likes: +8779 Company: airlines (*CRJ,A320) Location: Florida panhandle
Aircraft: Travel Air,T-6B,etc*
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Username Protected wrote: Someone mentioned heat as a big issue earlier. Spot on as cooling the oil during climbs was critical with the SMA. At altitude it became more difficult to keep the oil cool in climbs and you could push up to oil temp redline very quickly. This was something they were working on addressing in the second generation design. Did that engine have a fuel-oil heat exchanger as an oil cooler? It seems like an obvious solution, but I realize it's not quite as simple as a magic wave of my hand and asking why they didn't use one.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 14:47 |
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Joined: 01/30/09 Posts: 3353 Post Likes: +1961 Location: $ilicon Vall€y
Aircraft: Columbia 400
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Username Protected wrote: Is there any reason to think a liquid cooled diesel won’t work up high? Diesels struggle mightily at altitude. Efficiency goes in the crapper and a restart will be impossible. We make major modifications to diesel powered equipment to make them function and start at the highest terrestrial altitudes - mid teens.
I think you could probably keep it running, with enough supercharging. But a restart is gonna be really hard at altitude. (and Jeff would know a lot better than me).
Curiously - the Germans flew diesel bomber/recon aircraft, the Ju86P and R, in WWII as high as 47,000 feet. The JU86 was deployed operationally in several war fronts.
https://www.historynet.com/luftwaffes-h ... diesel.htm
Jumo 207 diesel engine:
https://airandspace.si.edu/collection-o ... sel-engine
Last edited on 14 Nov 2019, 16:46, edited 1 time in total.
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Post subject: Re: Otto Aviation Celera 500L Flew This Week Posted: 14 Nov 2019, 15:03 |
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Joined: 02/20/18 Posts: 182 Post Likes: +164 Location: 3N6
Aircraft: 17-30A Super Viking
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Username Protected wrote: Someone mentioned heat as a big issue earlier. Spot on as cooling the oil during climbs was critical with the SMA. At altitude it became more difficult to keep the oil cool in climbs and you could push up to oil temp redline very quickly. This was something they were working on addressing in the second generation design. Did that engine have a fuel-oil heat exchanger as an oil cooler? It seems like an obvious solution, but I realize it's not quite as simple as a magic wave of my hand and asking why they didn't use one.
No it did not though that idea sounds good. There was an intercooler and oil cooler each on opposite sides of the lower cowling and fed via separate ducts.
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