Neat video, awesome plane. It's very strange to see an engine spitting flames at full power, the EFI must be dumping a phenomenal amount of fuel into the engine to keep it cool.
Okay, thats s'posed to be my engine choice. Thank you for this upload. Having viewed, I think we may have to heat shield the plug leads or wrap the exhaust. Because those pipes glow Chevy Red at 70% and the plug leads and other lead insulation polymers are all going to be trapped together with the pipes underneath the cowl at some point. What I really want to know is if the Helmholtz Resonator noise cancelling principle is a thing for light aircraft. Because aircraft generally run at specific engine output rates: idle, cruise 60%, cruise 75%, and max cruise. It'd seem an easy set of engine drone frequencies to spot and calculate noise cancelling resonators for specific output rates like those. With the speed of sound dropping at altitude, if it were significant then some staggered plates in the resonator chambers might reflect doppler shifts to the longer sound wave freq's - spaced for drone freq's at 8k feet, 12k feet, 16k feet (the typical GA cruise altitudes, anyway). In any case, continual engine noise drone is something I would prefer to address with noise cancellation. Just my thoughts.
Do a bit of research before you wrap the exhaust. I flew Navajos with TIO/LTIO-540s for 2500 hours. At night in the chieftains (350hp), you can see the exhausts glowing all the time, and they got blue/white on takeoff. I couldn't tell you max EGT anymore, it was well over 15 years ago, but cruise EGT WAS 1350 if the engine was rigged nicely. We never had the exhaust wrapped, if you wrap the exhaust it transfers heat to either the head, or farther down the line which in this case would be the turbo, which you want to be able to cool, or you'll get coaking. Just a thought.
Nice airplane and engine. Hopefully all the heat from the exhaust headers and turbo won't cook anything or cause a fire. Lots of heat under there. Great run up and video. Be safe and happy flying.
Well there’s thousands of them out there flying everyday. Quite positive there will be heat shields/baffles involved as on the factory installed engines, but you’d be surprised how much they are left open for airflow cooling. Our 421C turbos will glow red all the time. You can see it through the fins on the cowling. Given there is only one on each engine and it’s in the rear. There’s a lot of pluming and other things nearby and never an issue. Although cool, it is a little disconcerting watching it glow red out there on the wing surrounded by fuel.
@@tomasnokechtesledger1786 Propwash only will give many dead air zones on motor and exhaust. Cowling and baffling in cowls force a higher and more beneficial amount of air across key areas of motor and exhaust system. Do a runup with cowling off and check cylinder temps on an inline motor. Not only will you see a temperature difference between each cylinder, you will also see a temperature differential between the forward and rearward part of each cylinder even though EGT's read nearly identical. This can lead to devastating results if performed often. Wrapping a sling around the fuselage as a means to assist in keeping airplane stationary is foolhardy at best as well. He would have been wiser to wrap slings around rear landing gear.
@@tomasnokechtesledger1786 Torque doesn't mean anything, you can use gearing to make as much torque as you want. With a PSRU geared to 2,575 rpm, the 911 Turbo S engine would produce over 1,300 lb-ft of torque.
@@PistonAvatarGuy Yeah, go fly with that contraption. I prefer a Big bore 540 cubic inches Lycoming in front of me. It doesn't need a gear box, but if you put one,imagine the torque with the engine running at 3500 rpms!. Go to race wars and leave the airport to Real Men.
@@tomasnokechtesledger1786 If this is the 375 hp version of the TEO-540, it only makes 765 lb-ft of torque. More power = more torque at a given rpm. If you were to put a gearbox on this engine, the output rpm would be too low to be useful for driving a normal propeller. By "real men" do you mean men who know nothing about engines?
Neat video, awesome plane. It's very strange to see an engine spitting flames at full power, the EFI must be dumping a phenomenal amount of fuel into the engine to keep it cool.
Incredible that it was able to drag itself and the car or was chained to a few inches at full power. That's a hell of a lot of drag to overcome!
I was waiting for that tailcone to go. Low pitch is that.
Okay, thats s'posed to be my engine choice. Thank you for this upload.
Having viewed, I think we may have to heat shield the plug leads or wrap the exhaust. Because those pipes glow Chevy Red at 70% and the plug leads and other lead insulation polymers are all going to be trapped together with the pipes underneath the cowl at some point.
What I really want to know is if the Helmholtz Resonator noise cancelling principle is a thing for light aircraft. Because aircraft generally run at specific engine output rates: idle, cruise 60%, cruise 75%, and max cruise. It'd seem an easy set of engine drone frequencies to spot and calculate noise cancelling resonators for specific output rates like those.
With the speed of sound dropping at altitude, if it were significant then some staggered plates in the resonator chambers might reflect doppler shifts to the longer sound wave freq's - spaced for drone freq's at 8k feet, 12k feet, 16k feet (the typical GA cruise altitudes, anyway). In any case, continual engine noise drone is something I would prefer to address with noise cancellation. Just my thoughts.
Do a bit of research before you wrap the exhaust. I flew Navajos with TIO/LTIO-540s for 2500 hours. At night in the chieftains (350hp), you can see the exhausts glowing all the time, and they got blue/white on takeoff. I couldn't tell you max EGT anymore, it was well over 15 years ago, but cruise EGT WAS 1350 if the engine was rigged nicely. We never had the exhaust wrapped, if you wrap the exhaust it transfers heat to either the head, or farther down the line which in this case would be the turbo, which you want to be able to cool, or you'll get coaking. Just a thought.
That red glow is normal for a turbocharged Lycoming 540. The exhaust on the Piper Navajo's TIO-540's will glow red at normal cruise power.
Nice airplane and engine. Hopefully all the heat from the exhaust headers and turbo won't cook anything or cause a fire. Lots of heat under there. Great run up and video. Be safe and happy flying.
Well there’s thousands of them out there flying everyday. Quite positive there will be heat shields/baffles involved as on the factory installed engines, but you’d be surprised how much they are left open for airflow cooling. Our 421C turbos will glow red all the time. You can see it through the fins on the cowling. Given there is only one on each engine and it’s in the rear. There’s a lot of pluming and other things nearby and never an issue. Although cool, it is a little disconcerting watching it glow red out there on the wing surrounded by fuel.
That's almost a full race's amount of stress and it looks good. I'm sure Chiwami is watching somewhere.
Is he related to the Dick Ogg that had to ditch the Pan Am 377 in the Pacific???
I thought it was better to run the engine with the cowl and baffling to keep it cool. Cool engine though!
Yep that propwash is enough to give cooling pressure on the baffles.
@@tomasnokechtesledger1786 Propwash only will give many dead air zones on motor and exhaust. Cowling and baffling in cowls force a higher and more beneficial amount of air across key areas of motor and exhaust system. Do a runup with cowling off and check cylinder temps on an inline motor. Not only will you see a temperature difference between each cylinder, you will also see a temperature differential between the forward and rearward part of each cylinder even though EGT's read nearly identical. This can lead to devastating results if performed often. Wrapping a sling around the fuselage as a means to assist in keeping airplane stationary is foolhardy at best as well. He would have been wiser to wrap slings around rear landing gear.
@@Jeff.W74 I was thinking the exact same thing about the sling. Not exactly wisdom at its best there.
Not a 320.
MX304 You win! It’s a TEO-540
Turbocompressor ? Nice
8uyhuk
Porscha on steroids. 6:40
On steroids? Even the bottom of the 911 lineup has more power than this aircraft.
@@PistonAvatarGuy hahaha, look ar their torques. 🤪
@@tomasnokechtesledger1786 Torque doesn't mean anything, you can use gearing to make as much torque as you want. With a PSRU geared to 2,575 rpm, the 911 Turbo S engine would produce over 1,300 lb-ft of torque.
@@PistonAvatarGuy Yeah, go fly with that contraption. I prefer a Big bore 540 cubic inches Lycoming in front of me. It doesn't need a gear box, but if you put one,imagine the torque with the engine running at 3500 rpms!. Go to race wars and leave the airport to Real Men.
@@tomasnokechtesledger1786 If this is the 375 hp version of the TEO-540, it only makes 765 lb-ft of torque. More power = more torque at a given rpm. If you were to put a gearbox on this engine, the output rpm would be too low to be useful for driving a normal propeller. By "real men" do you mean men who know nothing about engines?