Wishful thinking?

[Spin]

I was doing a bit of digging around earlier, reading up on the subject of alternative powerplants for aircraft. I came across the following article the aero-news page; I find it incredibly frustrating that many of these engines which appear to show so much promise, ultimately haven't delivered. Ask anyone who had an aircraft grounded for months in the Thielert debacle what they think of alternate powerplants (then duck!)

 

Me, I want a 100-120hp diesel that will run on Jet A1, uses an automotive base for the sake of cheaper spares, weighs the same as or less than a 912 and is about the same dimensions, TBO 1500 hrs initially, costs about what a Jabiru 6 cyl does ...... I'm not holding my breath though.

 

 

Remember this was written 6 years ago;

 

004 Year In Review: Engine Technology Advances In 2004

 

Fri, 31 Dec '04

 

Something New... Finally

 

By ANN Contributor Christopher J. Armstrong

 

New engines are finally becoming available for experimental and certified aircraft that use modern materials and production techniques for greater strength with lighter weight. Most feature digital engine management systems for fuel injection and ignition timing providing better performance and economy. Several of the new engines are compression ignition diesels, which allow the use of the much less expensive diesel or jet A fuels.

 

The Bombardier V-220 and V-300T are liquid cooled 120 degree V-6 regular gasoline engines. They are all aluminum for lighter weight, with Nikasil plated cylinders for durability. They have integrated 3:1 reduction drives which allow higher engine rpm while keeping propeller tips subsonic for quiet, efficient operation. The V-220 is 220 HP and weights 419 pounds. The turbocharged V-300T produces 300 horsepower and weights 463 pounds. They use fully redundant Engine Management Systems with Full Authority Digital Engine Controls to achieve 0.420 and 0.412 lb/hp-hr fuel burn respectively.

 

FMI: www.vaircraftengine.com

 

The Thielert Centurion 1.7 is a 1.7 liter,135 hp inline 4 cylinder turbocharged diesel with direct injection. The Centurion 1.7 weighs 295 pounds and achieves a astounding BSFC of 0.35 lb/hp/hr in part due to it's high, 18 to 1 compression ratio.

 

Certified installations are available for many common training aircraft like Cessna 172, Piper PA28 and Diamond DA40 and two are used in the Diamond DA Twin Star. The new CENTURION 4.0 is a 4 liter V8 that weighs 625 pounds and produces 310 hp with an 18.5 to 1 compression ratio and has also achieved it certification. Both engines develop constant maximum power to maximum altitude, have integral propeller reduction drives with 1.69 to 1 ratio and support hydraulic constant speed variable pitch propellers.

 

FMI: www.centurion-engines.com

 

DeltaHawk continues to develop their V-4 Turbo Diesel in 160 and 200 hp models. The DH-160V4 weighs 327 pounds and has achieved 0.39 lb/hp/hr specific fuel consumption, very respectable for a 2 cycle engine. Upright, inverted and vertical versions have been run. They are currently flying the DH-160V4 on a Velocity RG These engines are direct drive, and achieve maximum power at a propeller friendly 2700 rpm. A pad for a hydraulic constant speed propeller governor is provided.

 

 

 

 

 

FMI: www.deltahawkengines.com

 

Mistral Engines flew their G-230-TS-b1A turbo-supercharged 230 hp, 328 pound rotary engine on a Piper Turbo Arrow III for the first time on March 27, 2004. The engines are based on Mazda 13-B engine components with plans to produce all custom components in the future. Mistral developed a 2.8235:1 ratio 6-pinion planetary gear propeller reduction drive. The normally aspirated G-190-A1B engine develops 190 and weighs 291 pounds.

 

FMI: www.mistral-engines.com

 

Ecofly has developed and integrated the engine from Daimler Chrysler's SMART car into an aircraft engine. It is now flying in B&F Technik FK Light Aircraft's FK9 SMART. Mercedes-Benz designed this 82 hp, 0.7 liter, 3 cylinder turbo motor to be light (132 pounds in car trim), compact, quiet and very efficient. The all aluminum engine has dual ignition and an intelligent turbo charging system that develops rated horsepower to over 8000 feet and "overboosts" to develop additional power at low rpm.

 

The new version from the Smart Roadster has more power output over the whole rpm range. Flight tests of the FK9 Smart showed better performance then a Rotax 912 equipped FK9 in both climb and cruise. Cruise speed at a mild 4300 rpm is 111 mph burning less than 2.6 gallons/hour. Bosch fuel injection system eliminates carburetor icing and gives the engine great fuel efficiency. Ecofly's conversion of the engine incorporates a toothed belt reduction drive of 2.1 to 1 and includes a centrifugal clutch that engages the propeller at 1300 rpm. The package is very quiet measuring only 54 dba during JAR certification testing. The installed weight is 11 pounds more then that of the 912s. The Brabus tuned 101hp, 7000 rpm version is being tested and will be available if it is found satisfactory.

 

FMI: www.ecofly.de/english.htm

 

The Innodyn turboprops (formerly ATP) continued development with models ranging from 165 to 255 horsepower. They have two engines flying in an RV-4T and RV-6AT.

 

FMI: www.innodyn.comindex.html

 

Some light aircraft engines that were announced or are early in development to watch for 2005 include:

 

Masquito Aircraft is developing the M2.6l Aero Engine for use on their helicopter. It is a 120 hp engine weighting 110 pounds (excluding exhaust, fuel pump and oil.)

 

FMI: www.masquito.be

 

Masschi Motor Company has started design of the Masschi 105. They project this very small (16" wide and high and 25" long) 105 hp engine to weigh only 101 pounds ready to run. It is a 4 cylinder horizontally opposed engine that appears to achieve its compact width by using an side valve configuration. The valves are directly operated by the cam shaft in the block, opening and closing ports that are located in a combustion chamber alongside the cylinder. Also called flathead or L-head engines, they tend to have low compression ratio and low volumetric efficiency but are simple, compact and light weight. It is being developed for use in LH aviations new all composite light aircraft.

 

FMI: www.lhaviation.com

 

ULPower Aero Engine's 90 hp, 150 pound UP260i is a 4 cylinder horizontally opposed, direct drive engine with pushrod actuated overhead valves. It has electronic, variable timing ignition and multipoint fuel injection. ULPower is currently Dyno testing the prototype.

 

FMI: www.ulpower.com

 

The AeroTwin being developed for the Airscooter II ultralight helicopter is a two cylinder inline, turbocharged 4 stroke that develops 65 horsepower while weighing 95 pounds. It uses two belt driven overhead cam shafts, with 2 valves per cylinder and electronic fuel injection and ignition. The engine uses titanium for connecting rods and the crankshaft, and composites materials to achieve the low weight. The reduction drive is a 18.5 pound gearbox with 3 ratios available 2.136, 2.000 and 1.875. The engine is designed for both vertical or horizontal operation and the cylinder head is designed to allow it to be rotated 180 so that intake and exhaust positions can be optimized for pusher or tractor use.

 

FMI: www.aerotwinmotors.com, www.airscooter.com

 

Mark Beierle, designer of the Earthstar line of aircraft is developing the Rad-Cam R8600. The R8600 (8 cylinders, 600cc displacement), is a 2 cycle, cam driven radial engine. The cam drive provides two power strokes per cylinder per revolution, for 16 small power pulses per crankshaft rotation. The shape of the cam provides for a long dwell time at top dead center to improve combustion efficiency. Improvements over the first prototype case ported with reed valves, longer stroke, built in intake manifold with impeller and a pressurized oil system. This engine is designed to put out 60 hp @ 3000 rpm and should weigh in at 65 lbs ready to run. The prototype engine has been airborne for a few quick hops in an Earthstar ultralight.

 

 

[Guest burbles1]

I recognise only ULPower as having survived ... so far.

 

 

[dazza 38]

Top Thread Spin.I was looking at Superior engine web site yesterday.Apparently they have been bought out by a chinese Company because they nearly went bankrupt.Never new that or herd anything about them being in trouble.

 

 

[Spin]

Superior Air Parts, Dazza? Interesting direction for the Chinese, especially considering the Continental deal recently as well. I've got mixed emotions about this; on the one hand prices may improve, although I do wonder where the volume that the Chinese normally aim for, is going to come from. On the other hand, they are rather better at cutting corners than they are at innovating so I'm not sure how that is going to fit into an aviation context.

 

Another one that has survived from the list I posted above, is Ecofly who have recently begun advertising locally.

 

 

[dazza 38]

HI Carl, I was looking at the XP-320, comparing it to the Lycoming 0-320, for the RV 4. I like the options with the Xp, how you can build it to your requirements or more too the point thay will send the engine out with the options you require.Thats the beauty of the experimental Cat.