Aardem powered concept

Homebuilt Aircraft & Kit Plane Forum

Help Support Homebuilt Aircraft & Kit Plane Forum:

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
An Aardema V1200 powered record-attempt/air-racer. I think this engine could make 4,000 hp for short sprints. This is a configurational exercise; it is a highly modular airframe based on a strong, welded and heat treated cockpit cage that follows race car practice (top fuel cars crash at 300+ mph...), has a tube truss for the rest of the fuselage structure that is sized for air loads. The wing can be changed with the aircraft sitting on it's gear, and could be wood, composite, bondo faired metal, etc., the engine is also modular in that the PSRU is attached via a welded tube truss (which has been mentioned before by TFF, or was it Toobuilder...) so that the engine can move fore/aft while the propeller stays in place or the prop can move fore/aft while the engine stays in place, the fuselage skin is made up of light composite panels which can be removed easily either to get at the innards or to be replaced with a different aerodynamic shape. There are no flaps, the landing gear rectracts backward into the fuselage much like a Cessna 210 but the legs are articulated and have OTS coil-over shocks (an idea that FritsW has mentioned on the forum...), the wing drawn here is 86 sqrft and at a weight of 3800 lb and pulling 4g @ 450 mph would operate at a lift coefficient of 0.34 (I also had drawn a larger wing the would have had a Cl of 0.22 in that condition...), [this] wing's AR is 7.867, touchdown speed would be about 120 mph with this small wing (the reason for the tri-gear), a drag chute could be added if needed. I really think the Aardema is the best engine for this type of airplane, but I think you could get a Merlin in there, and even an R2800 or possibly even an R3350 (changeable fuselage skins...). What I have drawn here is 31.68 ft long so it is almost the same length as a Mustang, but much lighter and with about a third of the wing area.

I hope someone's doing something like this already but I just wanted to put my 2c worth in about how it ought to be done. Feel free to comment, say it'll never work, etc:

V1200record_racer.jpg
 

BJC

Well-Known Member
HBA Supporter
Joined
Oct 7, 2013
Messages
14,021
Location
97FL, Florida, USA
Interesting ... wish that someone with access to all the specialists necessary to make it happen would do so.

Note that Reno Unlimited racers must weigh at least 4,500 pounds.


BJC
 

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
Interesting ... wish that someone with access to all the specialists necessary to make it happen would do so.

Note that Reno Unlimited racers must weigh at least 4,500 pounds.


BJC
Yeah, something like this doesn't get done by one person. And I wish they would get rid of the 4500 lb rule, but it probably wouldn't be difficult to add 1500 pounds to my estimate. Minimum weight would be nice for a speed record attempt, though. The Reno rules are kind of at odds with that.

Here's a 3350 powered version; no trouble making the weight with this one:

biggulp.jpg
 
Last edited:

BoKu

Pundit
HBA Supporter
Joined
Aug 15, 2013
Messages
2,969
Location
Western US
I would end the steel truss at the aft end of the cockpit, and make the aft fuselage out of carbon.
 

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
I would end the steel truss at the aft end of the cockpit, and make the aft fuselage out of carbon.
I thought about that because it seems like it makes sense, but then I thought it might be helpful to be able to change the shape of the fuselage aerodynamically, or for different engines. This way, you could try subtle changes in shape that might make a worthwhile difference, but is it really that helpful? Structurally, the full composite aft fuselage would probably be stiffer and lighter, so maybe I'll change the drawing to delete the aft truss. There are a lot of other things that aren't decided in there, like the cooling system...
 

Topaz

Super Moderator
Staff member
Log Member
Joined
Jul 29, 2005
Messages
14,752
Location
Orange County, California
Yeah, something like this doesn't get done by one person. And I wish they would get rid of the 4500 lb rule, but it probably wouldn't be difficult to add 1500 pounds to my estimate.
Look on it as an opportunity. Put the ballast in the wings, where it will have minimal impact on the rest of the structure. You could end up as close to the 4500# rule limit as possible.
 

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
Why no flaps?
Simplicity, aerodynamic cleanliness, it only has to do one thing (go fast) and the airports it will operate at will be long and paved and out in the desert, the wing is quickly removed so it will be trailered to the event location - but mainly aerodynamic cleanliness. Am I wrong, though? I'm open to reason...
 

lr27

Well-Known Member
Joined
Nov 3, 2007
Messages
3,822
It depends on how well you do the flaps. If you have some requirements for takeoff and landing distances, flaps will let you do it with a smaller wing.

Aircraft for record attempts will probably have different wings than for racing around pylons. Greater span for pylons, most likely, to minimize induced drag in the turns.
 

cheapracer

Well-Known Member
Log Member
Joined
Sep 8, 2013
Messages
6,411
Location
Australian
There must be a truck or marine diesel engine with the capabilities of at least a basic Merlin engine.

I know Caterpillar have a C series available for racing that's 1500hp, and would be direct drive. Must be a few others for the European truck racing series.
 

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
There must be a truck or marine diesel engine with the capabilities of at least a basic Merlin engine.

I know Caterpillar have a C series available for racing that's 1500hp, and would be direct drive. Must be a few others for the European truck racing series.
That's an interesting idea, but wouldn't they be heavy for the power? Can they make 3 to 4,000 hp? Have you seen the Aardema-Braun engine? The guy in the first (below) video did mention aircraft; it is currently slated for use in unlimited hydroplane racing and what I read in the 25 dollar engine magazine was that they had an order from one team for two engines to be used during the 2017 season - the builders of the engine should learn a lot (they already know a lot...) about the capabilities of the engine and its systems from the coming campaign:

[video=youtube;yuA3tiPpUso]https://www.youtube.com/watch?v=yuA3tiPpUso[/video]
 
Last edited by a moderator:

cheapracer

Well-Known Member
Log Member
Joined
Sep 8, 2013
Messages
6,411
Location
Australian
When I read these threads I immediately start imagining how I could afford to actually replicate the article in question.

Saying that almost every member of this forum could not afford that is fact, so I look to realistic alternatives, it's just what I do.

Here's a do'able item for the homebuilder, join a couple of Chev LS* engines together, in this case double LS7's and 16.0 litres.

781152851705357460.jpg
 

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
I wasn't getting all huffy or nothin', I just didn't know if you had seen the Aardema or not. And I know what you mean about finding affordable alternatives, I try to think that way too. But the whole speed record/Reno racer thing is so big that I gave up doing it myself without a whimper - I love to think about it though.

On the joined LSs, is there any backlash problem when connecting them by the gear train? It's not like one end of a shaft connected solidly to another - would the teeth be banging together, or would the forces be relatively low? 16 liters * 150 hp/liter = lots.
 

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
I would end the steel truss at the aft end of the cockpit, and make the aft fuselage out of carbon.
Wow. It takes me a while to catch on, sometimes (or most of the time). No reason why a carbon aft fuselage couldn't be made as a direct replacement for the truss structure, and the detachable outer panels could still be there, as per current race car practice; they usually have a carbon inner structure with replaceable/update-able outer panels. Which leads me to the next question: why not make the pilots crash cage/tub from carbon as well? In fact, the basic airframe could have "optional" major components made from a variety of materials and these components could all have the same attach points and be interchangeable so that the "kit" could be all things to all racers. I see a possible business opportunity for someone far more capable than me...
 

Autodidact

Well-Known Member
Joined
Oct 21, 2009
Messages
4,513
Location
Oklahoma
I wonder if full span flaperons, coupled to the elevator, could keep the propeller aligned advantageously with the relative wind in a 4 g turn?
 
Top