Well, we're on to the layup of the wing spars and these are now the last of the main parts that remain to be laid up. Soon it will be time to begin assembling the wings and the fore plane.
Peter have you thought any more about getting direct measurements of thrust ? All your engine work (and talking with engine guys At Oshkosh) is really got me thinking what an incredible challenge you have stepped up to. I am sure you realized this a long time ago. Anyway, direct thrust measurement would be cheap, easy and immensely useful. I posted the concept a few months ago. Put the stand on rollers (could be simple as lifting and sliding 2 pipes under stand perpendicular to the crank). Tie the stand to the building or floor anchor, put a load cell in line. Tie a safety chain to a separate point, we don’t want the engine pulling itself off the dock, haha.
Roland Tamaccio .... haha that air frame may have some aerodynamic challengers! But in the end thrust determines takeoff dist, and thrust determines speed. Can’t optimize what we don’t measure.
Great work as always and thanks for taking the time to produce these videos! Just wondered why (apart from it looks amazing), why the doors aren't hinged on the vertical so they open forward rather than up? No need for struts (but wouldn't look quite as cool). Is it due to the geometry that they would hit the fore-planes swinging forward or some other interference issue?
Peter - Always amazed at your work! Your biggest headache seems to be the doors. Did you ever get in contact with David in Indianapolis about his design on a plug type door? It would be a challenge to design, but if it can be done it would solve a lot of problems.
Hey Peter, re the door struts, what about just removing them and use a fixed strut to hold them open (like that broom in the video) for the prototype? Punt door improvements for now, you’ve got a lot on your plate already ;-)
Unfortunately you don't know how much effort it requires to lift the doors when you're on the inside trying to get out. We need the struts, believe me!
I realize the focus right now is on the prototype of the Diesel GT, but so you have any ballpark math on what the performance of the PT6 version would be like in comparison to that? I've been very curious about that.
Running at 3800+ rpm is off the map, your Pistons speed is out running the fuel burn on diesel. Maybe jet-A is different? 2800-3200 max is where you need to be. On the high side. Collecting fuel burn data at 3.8k rpm is not very useful.
Kyle Goldston Interesting assursion regarding “useful” rpm range. Can you share the basis for this, I saying you are wrong neccassarily? Audi diesel v6 experience, I am no Audi expert but have seen some diesels rev a bit? Remember this is not prop rpm.
