Lycoming, Continental and Rotax
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Will be interested to see how the new GA mini Partenavia / Tecnam goes with it's 2 x Rotax 912's 100 HP's. They are quoting some ridiculously low fuel burn figures. A good aircraft to keep an eye on. Would be interested to see how it goes with single engine operations with 4 POB at MTOW @ 100 HP max for 5 minutes.
Interestingly Cessna tried the Rotax for their new Skycatcher 162, but went back to the Continental to stick with what they know. Then again probably not a bad idea considering 'everyone knows the Continental' in the GA world and adding a water cooled Rotax might have been a bad idea.
Interestingly Cessna tried the Rotax for their new Skycatcher 162, but went back to the Continental to stick with what they know. Then again probably not a bad idea considering 'everyone knows the Continental' in the GA world and adding a water cooled Rotax might have been a bad idea.
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XXX
If that's the case I can imagine there will be some "high time" Guzzles that have suddenly increased in value!
*High time Guzzle was anything over 2500hrs
If that's the case I can imagine there will be some "high time" Guzzles that have suddenly increased in value!
*High time Guzzle was anything over 2500hrs
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Originally Posted by Jabawocky
Lycoming IO-540D4A5 rated at 260 hp...
and here was I erroneously believing all the I-prefixed 540's were 300hp! Live & learn, live & learn... what are they likely fitted to Jaba? I've spent a helluva lot of time behind/beside the vanilla O-540's (260hp) of various variants and have a helluva lot of respect for them. A damn fine engine IMO.
Thinking the IO-540 would have to be damn near as bullet-proof, surely! Only developing the 260hp, presumably still a max RPM of 2700, should be a good mill! From what I've read of it just now, it doesn't seem to be reamed at all...
Interested in others opinions of the mill..
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That's right Bendo, or Hiratio or whoever you are posting as on the day... 
Apparently all the 152's out there have gone up in value in anticipation of RA-Aus getting 760 kg's. The word is, between 2 months and 2 years before it happens.
Apparently all the 152's out there have gone up in value in anticipation of RA-Aus getting 760 kg's. The word is, between 2 months and 2 years before it happens.
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Stall speed for RA-Aus must be less than or equal to 45 knots dirty, so at 43 knots the 152 fits in easily.
Interesting question though in that you'd have to assume that with 760 kg's would come a stall speed upgrade.
Eg a J230 Jab airframe is currently 600kg's and stalls at 45 knots, however capable of 700-750 kg's, but the stall speed would be higher, say 48 knots so an increase would be desireable and that's just a good example of an affected aircraft.
Interesting question though in that you'd have to assume that with 760 kg's would come a stall speed upgrade.
Eg a J230 Jab airframe is currently 600kg's and stalls at 45 knots, however capable of 700-750 kg's, but the stall speed would be higher, say 48 knots so an increase would be desireable and that's just a good example of an affected aircraft.
Caught ya drift CTR!
Yeah, I'd like to try an IO550 in the FTDK!
Looks good on paper! I tried to buy VistaNav last year but they won't sell it outside the US cause they say they don't have the database to cover Oz.
Have also tried the TrueMap software - don't waste ya money!
Dr
Hey Doc, so the I0550 is the way to go in V35B too?
have you come accross/got VistaNav - any good?
Have also tried the TrueMap software - don't waste ya money!
Dr
Last edited by ForkTailedDrKiller; 11th May 2008 at 14:02.
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I used to fly/hire an old PA28-140, 150 hp lyc O320 that just kept on going. Hate to think how many real hrs it had on it. The engine would rattle along all day & I mean rattle! I recall some years latter that the same A/C still had the same engine (not O/hauled) & still going strong with about the same eng time, must have been the tacho cable, just seemed to fall off most of the time probably!
Would be interesting to know how many 'bush' planes out there in 'squeal like a big boy' country that have engines a 'tad' over the recomended o/h time, not withstanding 'on condition'.
Lyc's the way to go & with WW2 technology why fix sumfin' that ain't busted?
CW
Would be interesting to know how many 'bush' planes out there in 'squeal like a big boy' country that have engines a 'tad' over the recomended o/h time, not withstanding 'on condition'.
Lyc's the way to go & with WW2 technology why fix sumfin' that ain't busted?
CW
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Thanks guys for all your informative posts, very interesting reading and its the type of discussion i was hoping for.
I think you nailed it on the head CTR with your quip re 30 year old (engine) design, will it take the Chinese entering the GA market or a bigger version of the Rotax (due to the phenomenal growth in LSAs and their forthcoming increase in MTOW) to spur the big two into updating their technology?
As the price of fuel heads north at a substantial rate of Knots, more technologically advanced (and emission sensitive) engines are required, why this hasn't happened yet beggars belief!
I guess it all comes down to the old saying "if it ain't broke...don't fix it!"
I think you nailed it on the head CTR with your quip re 30 year old (engine) design, will it take the Chinese entering the GA market or a bigger version of the Rotax (due to the phenomenal growth in LSAs and their forthcoming increase in MTOW) to spur the big two into updating their technology?
As the price of fuel heads north at a substantial rate of Knots, more technologically advanced (and emission sensitive) engines are required, why this hasn't happened yet beggars belief!
I guess it all comes down to the old saying "if it ain't broke...don't fix it!"
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The J250 would meet the 45kts
Just at a guess if the RAA goes to 750 this would only apply to new a/c (or ex GA a/c already registered at the higher weight) rather than the 544/600 suddenly OK for 700.
Just at a guess if the RAA goes to 750 this would only apply to new a/c (or ex GA a/c already registered at the higher weight) rather than the 544/600 suddenly OK for 700.
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Clearedtoreenter,
Whoa there boy, you might want to check your pea shooter before you commit.
Now granted computers and a electronics have done wonders for the internal combustion engine, but lets not forget the basic mechanical principals all herald back to the "30's" and there is not much new under the sun.
The basic design of the Lyc's and Continentals (or Nentals as some wag put it) or Rotax and Jab's for that matter is pretty bloody good.
Check out the BSFC's against an auto engine, you might be surprised. A properly set up aero engine at .39lb/hp/hr against an automotive engine returning between .42 to 1.0. And there's your emissions answer as well.
I'll give you the mag comment, and even constant flow injection is a little dated, but it works surprisingly well considering, as do carby's if you just want to run an engine in a narrow rev range, as we do. As for push-rods, well it's not a bad way of doing business in a slow revving engine, and oil consumption is governed by laws which remain unchanged since the 30's and apply to your Corolla just the same.
Both Rotax and the Jabiru's return very close to the same fuel burn /hp as do Lyc's and Nentals, when set up by a proper mechanic.
As a thought process strap your Corolla engine into a boat and run it near flat out. How far do you think you'll get?
There's a surprising amount to be learned from the olden days of suck squeeze bang blow wisdom.
M
Whoa there boy, you might want to check your pea shooter before you commit.
Now granted computers and a electronics have done wonders for the internal combustion engine, but lets not forget the basic mechanical principals all herald back to the "30's" and there is not much new under the sun.
The basic design of the Lyc's and Continentals (or Nentals as some wag put it) or Rotax and Jab's for that matter is pretty bloody good.
Check out the BSFC's against an auto engine, you might be surprised. A properly set up aero engine at .39lb/hp/hr against an automotive engine returning between .42 to 1.0. And there's your emissions answer as well.
I'll give you the mag comment, and even constant flow injection is a little dated, but it works surprisingly well considering, as do carby's if you just want to run an engine in a narrow rev range, as we do. As for push-rods, well it's not a bad way of doing business in a slow revving engine, and oil consumption is governed by laws which remain unchanged since the 30's and apply to your Corolla just the same.
Both Rotax and the Jabiru's return very close to the same fuel burn /hp as do Lyc's and Nentals, when set up by a proper mechanic.
As a thought process strap your Corolla engine into a boat and run it near flat out. How far do you think you'll get?
There's a surprising amount to be learned from the olden days of suck squeeze bang blow wisdom.
M
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Ahh I'm a Pratt man myself!
Yeah my O320 sounds good and never breaks... but that's no fun...
Give me 14 130Cu" pistons all working in blessed harmony with a blower any day
Yeah my O320 sounds good and never breaks... but that's no fun...
Give me 14 130Cu" pistons all working in blessed harmony with a blower any day
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They use oil? 
Nothing like getting home after a hard half hours flying, taking off the white shirt and seeing a
"GREAT BIG BLACK DRIP of P&W love" down your back...
Still, the sound of 48" makes up for it!
Nothing like getting home after a hard half hours flying, taking off the white shirt and seeing a
"GREAT BIG BLACK DRIP of P&W love" down your back...
Still, the sound of 48" makes up for it!