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#11
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question about engines
Morgans wrote: The higher HP is a major reason, since you rarely see flat engines with HP ratings of more than a bit over 300 HP. There are many radial engines that are much larger than that. Lycoming built a 12-cylinder opposed engine. I don't think it ever went into production. There's a picture of it he http://www.prime-mover.org/Engines/Images/lyco1230.jpg The home page for a bunch of interesting engines, including Lycoming auto engines: http://www.prime-mover.org/Engines/Pictures.html Dan |
#12
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question about engines
wrote Lycoming built a 12-cylinder opposed engine. I don't think it ever went into production. There's a picture of it he http://www.prime-mover.org/Engines/Images/lyco1230.jpg The home page for a bunch of interesting engines, including Lycoming auto engines: http://www.prime-mover.org/Engines/Pictures.html That is why I typed the following since you rarely see flat engines with HP ratings of more than a bit over 300 HP. Note the word rarely. -- Jim in NC |
#13
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question about engines
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#14
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question about engines
Oil cooled? Not familiar - these are air cooled engines. Yes they do depend on oil flow for some cooling - and they also depend on fuel flow for some degree of cooling - but they are essentially air-cooled engines. GF Ok,ok, I'm crying uncle.... Really guys, I do understand how the engines work on the planes I fly. Radial engines, on the other hand, I can only dream of getting to make that kind of noise. I was just trying to draw a distinction (with my poor wording) between the two types so that I could ask my question, and from what I had previously understood, the radial engines could often fly home clooled by air if they lost oil. This, as compared to a C182, which doesn't cool very well without it's oil..... You guys are a great source of info-thanks for your comments, and teaching me a few new things! -Jamie |
#15
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question about engines
Cirrus wrote:
Oil cooled? Not familiar - these are air cooled engines. Yes they do depend on oil flow for some cooling - and they also depend on fuel flow for some degree of cooling - but they are essentially air-cooled engines. GF Ok,ok, I'm crying uncle.... Really guys, I do understand how the engines work on the planes I fly. Radial engines, on the other hand, I can only dream of getting to make that kind of noise. I was just trying to draw a distinction (with my poor wording) between the two types so that I could ask my question, and from what I had previously understood, the radial engines could often fly home clooled by air if they lost oil. This, as compared to a C182, which doesn't cool very well without it's oil..... You guys are a great source of info-thanks for your comments, and teaching me a few new things! -Jamie Oils primary function is lubrication, not cooling. I'd be very surprised if a radial engine could "fly home" if it lost its oil. The bearings would seize from localized heating long before the rest of the engine overheated. Matt |
#16
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question about engines
Check out http://www.geocities.com/Pentagon/Qu...0/engine9.html
a real radial. I've seen these running with the top of a cylinder blown off and the only way to tell it was BMEP was a little low and you could see it on the ingnition analyzer. The biggest reason we all fly jets is without all those zillions of reciprocating parts they are a hundred times more reliable. |
#17
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question about engines
The biggest radial engine topped out about 5000 cubic inches
and 4,000 horsepower in the late 1940. They were also about 3,000 to 5,000 pounds in weight with a prop installed. Turbine engines are much lighter in weight and have 15,000 to 75,000 eshp in thrust, jumbo airliners and freighter are only possible with the jet. "Don" wrote in message ... | Check out http://www.geocities.com/Pentagon/Qu...0/engine9.html | a real radial. I've seen these running with the top of a cylinder | blown off and the only way to tell it was BMEP was a little low and | you could see it on the ingnition analyzer. | | The biggest reason we all fly jets is without all those zillions of | reciprocating parts they are a hundred times more reliable. |
#18
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question about engines
Turbine engines are much lighter in weight and have 15,000 to 75,000 eshp in thrust, jumbo airliners and freighter are only possible with the jet. I tend to agree with you but - http://www.globalaircraft.org/planes...bemaster_ii.pl To get the size they are now you are correct, but the turbine engine wasn't invented to build large aircraft. I think it was kerosene for $.08 when they were paying $.15 for 140 octane and greatly reduced maintenance costs that caused the airlines to park their DC-7s and Connie's. Cost of operation drives everything in the airlines. Cheers |
#19
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question about engines
"Greg Farris" wrote Meanwhile - I've seen KingAir conversions replacing the PT6's with water-cooled V8's!They make all kinds of claims for performance improvements. Cool! Got any links? -- Jim in NC |
#20
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question about engines
That and the smooth ride that passengers liked.
"Don" wrote in message ... | | | Turbine engines are much lighter in weight and have 15,000 | to 75,000 eshp in thrust, jumbo airliners and freighter are | only possible with the jet. | | | I tend to agree with you but - | http://www.globalaircraft.org/planes...bemaster_ii.pl | | To get the size they are now you are correct, but the turbine engine | wasn't invented to build large aircraft. I think it was kerosene for | $.08 when they were paying $.15 for 140 octane and greatly reduced | maintenance costs that caused the airlines to park their DC-7s and | Connie's. Cost of operation drives everything in the airlines. | | Cheers |
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