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.
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.
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.
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.
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.
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.
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.)
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.
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.
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.
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.
ANN's Daily Aero-Linx (04.13.24)
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