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  1. #1

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    Thrust Figures For Norvel .049 and .061

    What kind of thrust figures are possible are possible with these 2 engines? What size of props are they capable of turning?
    Thanks
    Nick

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    RE: Thrust Figures For Norvel .049 and .061

    Norvel .061 - with a 6 x 2 prop, using 25% nitro, I get like 17 - 18 oz. But I have a bent piston rod. Some say up to 20 oz.

    I do not know about .049.

  3. #3
    ptulmer's Avatar
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    RE: Thrust Figures For Norvel .049 and .061

    Nick,
    I'd have to say it depends... I'm running a cox 5x3 "rubber ducky" on my .061 and getting about 17oz. I'm using 35% Norvel fuel with the oil brought up to about 22% The rpms get up to 22k static. Probably close to 25k dynamic. Needless to say, my delta screams!
    With the same combo the .049 would get about 13-14oz thrust.
    Coming soon to a grass field near you...

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    RE: Thrust Figures For Norvel .049 and .061

    Thanks guys.
    Nick

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    RE: Thrust Figures For Norvel .049 and .061

    I have several of these engines and use them to fly different types of planes. The thrust they produce is totally dependent upon the prop installed. Prop diameter and pitch as well as efficency effect thrust greatly.

    With the right pitch and diameter these engines will indeed turn 25,000 RPM but thrust will be down because their torque peak is at about 17-18,000. That prop is not exerting the resistance necessary to load the engine. It will make the engine spin fast and possibly make a small plane fly fast but will not produce the most thrust. A prop that will not allow the engine attain close to 17,000 rpm is lugging the engine an is not producing maximum thrust. Trimming the diameter of the blade just enough to allow the engine to hit its torque peak should increase thrust.

    The airfoil and rigidity of the prop blades are the other major factors. A thin airfoil has less wind resistance than a thick one but usually a thick airfoil has more lift. The efficency (resistance vs lift) controls if the increase iin RPM will yield more lift which translates to thrust.

    The correct diameter/pitch/efficency combination may or may not produce the most thrust depending if the blade flexes out of spec under load. Flexable props are wonderful on planes with no landing gear or in crashes. In demanding applications more rigid ones are always preferred.

    It would take some prop testing to find what is the maximum thrust of these engines with the available props. Your question as stated is much like "With 120v power supply how hot will my hot plate get?"

    I get enough thrust from my .061 norvel to fly a 52" span high drag airframe at a 45 degree climb indefinately. With the same engine but a different prop of different manufacture, but the same diameter and pitch, the plane hasn't enough thrust to maintain level flight.
    Straighten up and fly right!

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    RE: Thrust Figures For Norvel .049 and .061



    Does anyone know what the fuel consumption on these type engines is?


  7. #7
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    RE: Thrust Figures For Norvel .049 and .061

    Highamperage, you already posted one question about fuel consumption. There's no need or point to dragging back a 7 year old thread that isn't related to your question.
    Witty saying to be plagarized shortly.....

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    RE: Thrust Figures For Norvel .049 and .061


    ORIGINAL: MikeSell

    I have several of these engines and use them to fly different types of planes. The thrust they produce is totally dependent upon the prop installed. Prop diameter and pitch as well as efficency effect thrust greatly.

    With the right pitch and diameter these engines will indeed turn 25,000 RPM but thrust will be down because their torque peak is at about 17-18,000. That prop is not exerting the resistance necessary to load the engine. It will make the engine spin fast and possibly make a small plane fly fast but will not produce the most thrust. A prop that will not allow the engine attain close to 17,000 rpm is lugging the engine an is not producing maximum thrust. Trimming the diameter of the blade just enough to allow the engine to hit its torque peak should increase thrust.

    The airfoil and rigidity of the prop blades are the other major factors. A thin airfoil has less wind resistance than a thick one but usually a thick airfoil has more lift. The efficency (resistance vs lift) controls if the increase iin RPM will yield more lift which translates to thrust.

    The correct diameter/pitch/efficency combination may or may not produce the most thrust depending if the blade flexes out of spec under load. Flexable props are wonderful on planes with no landing gear or in crashes. In demanding applications more rigid ones are always preferred.

    It would take some prop testing to find what is the maximum thrust of these engines with the available props. Your question as stated is much like ''With 120v power supply how hot will my hot plate get?''

    I get enough thrust from my .061 norvel to fly a 52'' span high drag airframe at a 45 degree climb indefinately. With the same engine but a different prop of different manufacture, but the same diameter and pitch, the plane hasn't enough thrust to maintain level flight.
    So what is all the hype about getting these engines up to 30K for pylon racing? If you are 12k past the torque curve, what is the benefit ?

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    RE: Thrust Figures For Norvel .049 and .061

    Yeah Iposted this first and then decided to creat a new topic.Didn't realize it was so old, sorry.

  10. #10
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    RE: Thrust Figures For Norvel .049 and .061

    SunnyFlyer09,

    Speed! Unless you can make your own props, that is.
    Coming soon to a grass field near you...

  11. #11
    Mr Cox's Avatar
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    RE: Thrust Figures For Norvel .049 and .061

    The main reason, I guess, is that maximum power is produced at higher revs than the maximum torque...

  12. #12
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    RE: Thrust Figures For Norvel .049 and .061

    If you intend to pylon race flying fast is your concern not thrust, torque or horsepower. Your plane and your purpose dictate the right engine prop combination. Fuel consumption will go up with rpm along with wear. A high drag plane like a Clancy Lazy Bee flies slow and requires more thrust. A larger prop turning at 17K will produce more thrust, lower fuel consumption, and less wear. That little low drag delta will love a small prop turning 30k. What plane do you fly?
    Straighten up and fly right!

  13. #13

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    RE: Thrust Figures For Norvel .049 and .061


    ORIGINAL: SunnyFlyer09


    ORIGINAL: MikeSell

    I have several of these engines and use them to fly different types of planes. The thrust they produce is totally dependent upon the prop installed. Prop diameter and pitch as well as efficency effect thrust greatly.

    With the right pitch and diameter these engines will indeed turn 25,000 RPM but thrust will be down because their torque peak is at about 17-18,000. That prop is not exerting the resistance necessary to load the engine. It will make the engine spin fast and possibly make a small plane fly fast but will not produce the most thrust. A prop that will not allow the engine attain close to 17,000 rpm is lugging the engine an is not producing maximum thrust. Trimming the diameter of the blade just enough to allow the engine to hit its torque peak should increase thrust.

    The airfoil and rigidity of the prop blades are the other major factors. A thin airfoil has less wind resistance than a thick one but usually a thick airfoil has more lift. The efficency (resistance vs lift) controls if the increase iin RPM will yield more lift which translates to thrust.

    The correct diameter/pitch/efficency combination may or may not produce the most thrust depending if the blade flexes out of spec under load. Flexable props are wonderful on planes with no landing gear or in crashes. In demanding applications more rigid ones are always preferred.

    It would take some prop testing to find what is the maximum thrust of these engines with the available props. Your question as stated is much like ''With 120v power supply how hot will my hot plate get?''

    I get enough thrust from my .061 norvel to fly a 52'' span high drag airframe at a 45 degree climb indefinately. With the same engine but a different prop of different manufacture, but the same diameter and pitch, the plane hasn't enough thrust to maintain level flight.
    So what is all the hype about getting these engines up to 30K for pylon racing? If you are 12k past the torque curve, what is the benefit ?

    Because pylon racing is about going fast, not accelerating fast.


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