Fuel efficiency

Q: Does fuel efficiency improve with altitude?

A: Yes

Inverted flight

Q: Will the engine operate if the aircraft is inverted?

A: The engine will have an inverted flight capability, as long as the aircraft's fuel system can ensure a fuel supply to the engine fuel pumps while inverted. The engine's oil system will offer a limited inverted flight capability (yet to be specified).

Engine control

Q: How is the engine controlled?

A: Our in-house developed "Power Control Unit" will be a full authority digital engine controller that provides an integrated engine and propellor control, as well as being a data acquisition device to enable an engine to participate in the Health and Usage Management System (HUMS) preventative maintenance program that will be offered by TurbAero. The PCU will offer single lever control for the pilot.

Start sequence

Q: What is the typical start sequence for the engine?

A: 1. Start master switch on
    2. Press the start button
    3. Monitor the start sequence until the engine stabilizes at idle power

Bleed air supply

Q: Does the engine offer a bleed air supply for anti-icing or pressurization?

A: No (for the reason that we wanted to contain costs and keep the first version of the engine simple)

Q: Will bleed air supply be an option in the future?

A: It may be but we have no firm plans to offer a bleed air source at this time.

Oil

Q: What type of oil will it use?

A: Mobil Jet Oil 2 or Aeroshell 500

TBO

Q: What is the TBO?

A: This has still to be determined as a result of testing, but our target is a minimum of 2,000 hours initially, increasing as soon as possible to 3,000 hours.

Fire suppression

Q: Is there a fire suppression system available for the installation?

A: TurbAero does not offer a fire suppression system for the engine. That system may be developed by the builder at their discretion.

Intake requirements

Q: What are the intake requirements for the engine?

A: An air intake is required for the engine itself, as well as an oil cooler intake.

Q: Does the intake require a filter of any type?

A: Yes, a filter will be necessary, but the type will be stipulated by TurbAero. It will likely be similar to a high-performance motor car engine intake filter.

Icing conditions

Q: Will the engine be approved for flight in icing conditions?

A: No

Avionics

Q: What avionics are compatible with the engine?

A: We are designing the system to be compatible specifically with the Garmin and Dynon suite of displays.

Propellers

Q: What sort of propellors can it use (electric or hydraulic or fixed pitch)?

A: Electric or hydraulic constant speed only at this point. 

Q: Can a prop spacer be used on the engine?

A: Yes, up to 4".

Piston to turbine conversion

Q: What will I need to convert my airplane from a piston to a turboprop?

A: 1. All firewall forward components including engine, engine mount, accessories, intake plenum
    2. Possibly a new engine cowling to fit the turbine installation
    3. Possible reseal of fuel tanks
    4. New propellor system
    5. Possibly new engine instruments (EFIS)
    6. Additional emergency battery
    7. Possibly the addition of a fuel header tank
    8. Recalculate the empty CG and move items as necessary to make the empty CG fall within a specified range.

Fuel

Q: Is there a recommended fuel for TurbAero turboprops?

A: Yes, Jet A

Pusher configuration

Q: Can the engine be used in a pusher aircraft?

A: Yes. The engine is suitable for both pusher and tractor installation configurations. Indeed, some of our customers are Velocity owners/builders.

Starting at altitude

Q: Up to what altitude can it be started in the air?

A: 20,000'

Aerobatic aircraft

Q: Is the engine suitable for aerobatic aircraft?

A: Yes, but there will be limitations on the amount and duration of g forces that the engine may be subjected to.