If this is your first visit, be sure to check out the FAQ by clicking the link above. You may have to register before you can post: click the register link above to proceed. To start viewing messages, select the forum that you want to visit from the selection below. |
|
|
Thread Tools | Display Modes |
#31
|
|||
|
|||
Continental O-200 ?
"Peter Dohm" wrote in
: I noticed in another post that the Continental O-200 is back in new manufacture again. I was the OP, and now see that I can't seem find any specs. They have a phone number posted for additional information on each engine/series and I do plan to follow up. Peter I thank you for passing on the info. best news since christmas. Stealth Pilot I gave them a call today at the number shown on their web site by clicking through to http://tcmlink.com/engines/index.cfm?lsa=yes and learned that: 1) The "old" O-200 is still in production and still available new. 2) The new engine is expected to be called IO-200, and Planned to be available some time next year Planned to be certified for LSA under FAR Part 33 Has a target weight under 200 pounds Has a terget TBO of 2000 hours Other improvements should include crossflow heads, revised oil sump, and electronic ignition. At present, they really don't have much posted on their web site in the way of specifications, but a phone call will reach a live person and they plan to display at shows as the development proceeds. All in all, I am very impressed, and the time frame is perfoect for a project that I really can not even start for at least six months to a year. There is just nothing else that I can do that I believe can really compete on both weight and reliability. I can not find where I thought that I had seen a weight of 170 pounds, but even 200 pounds is still the lowest weight for 100 horsepower that I know of that I would trust over terrain containing sharks, alligators, or jagged rocks. Peter Jabiru 3300... 170lbs complete, LSA certified. -- -- ET :-) "A common mistake people make when trying to design something completely foolproof is to underestimate the ingenuity of complete fools."---- Douglas Adams |
#32
|
|||
|
|||
Continental O-200 ?
I noticed in another post that the Continental O-200 is back in new manufacture again. I was the OP, and now see that I can't seem find any specs. They have a phone number posted for additional information on each engine/series and I do plan to follow up. Peter I thank you for passing on the info. best news since christmas. Stealth Pilot I gave them a call today at the number shown on their web site by clicking through to http://tcmlink.com/engines/index.cfm?lsa=yes and learned that: 1) The "old" O-200 is still in production and still available new. 2) The new engine is expected to be called IO-200, and Planned to be available some time next year Planned to be certified for LSA under FAR Part 33 Has a target weight under 200 pounds Has a terget TBO of 2000 hours Other improvements should include crossflow heads, revised oil sump, and electronic ignition. At present, they really don't have much posted on their web site in the way of specifications, but a phone call will reach a live person and they plan to display at shows as the development proceeds. All in all, I am very impressed, and the time frame is perfoect for a project that I really can not even start for at least six months to a year. There is just nothing else that I can do that I believe can really compete on both weight and reliability. I can not find where I thought that I had seen a weight of 170 pounds, but even 200 pounds is still the lowest weight for 100 horsepower that I know of that I would trust over terrain containing sharks, alligators, or jagged rocks. Peter Jabiru 3300... 170lbs complete, LSA certified. -- -- ET :-) "A common mistake people make when trying to design something completely foolproof is to underestimate the ingenuity of complete fools."---- Douglas Adams Agreed, and it is also inherently very smooth, has a low frontal area, and rivals most models of the Lycoming O-235 for maximum power--although that last is subject to a lot of variables due to propeller disk area and may have a different safety margin. A local chapter member has one in a Sonex and it fits that airframe like a hand in a perfectly fitted glove. It also ranks high amoung the engines that I like personally for some airframes, but there are caveats. It appears that some LSA aircraft may also be flown night and IFR, in US airspace, limited by the lesser of the pilot qualitications and the aircraft operating limitations. If you're curious, start with a look at http://www.newplane.com/amd/amd/601_SLSA/LSA_rule.html and http://www.sportpilot.org/news/051013_ifr.html and also try a Google search using the argument "FAA Part 33 LSA" but without the quatation marks. Peter I know that "LSA aircraft" reads like something from The Department of Redundancy Department, but couldn't decide how else to write it. |
#33
|
|||
|
|||
Continental O-200 ?
Stealth Pilot wrote: snip Except for a very esoteric and crowd-unappealing, masturbatory sport of F1 air racing no one is going to turn a O-200 at these RPMs. So you are talking smack. so I gather you find Formula 1 aircraft too hot to handle and the engines too difficult to understand. I find F1 air racing a misnomer in the extreme and a snoozefest. I go to Reno to see warbirds, big warbirds with big engines. When those annoying gnats are out there I am at the casinos or doing other interesting things like watching girls in cherries dresses do the paddleball thing at Mia's. |
#34
|
|||
|
|||
Continental O-200 ?
Stealth Pilot wrote: snip totally clueless nonsense brown eyes. aircraft have a pressure plenum. almost no aircooled aircraft engine are free cooled engines. everything with a cowling uses the very effective technique of the pressure plenum. I'd suggest you learn about them. Stealth Pilot The pressure plenum using ram air works at a given narrow range of power settings, airspeeds and outside temperature. Ever see what happens when a turbo Bonanza pilot at cruise pulls the power back and puts the nose down into the yellow arc? CRACK!!!!! go the jugs! PFM, although they had other problems, figured correctly that a blower with well-designed thermostatic controls worked a lot better. You couldn't shock cool one. The old Connies, DC7s, etc. did very well with sophisticated cowlings and high delta heat air cooled cylinder heads. But they were not aerobatic, had a flight engineer just to run the power plants, like a submarine, and the only sudden descents they dealt with were if they had a cabin depressurization. If that happened they didn't bitch that loudly at swapping out all four before the next flight-they swapped engines all the time at the ramp with passengers watching in those days. If the massive death count of the Bonanza tells us anything, besides that Beech management should have been shot at sundown on the ramp off Webb Rd, it' s that single pilot IFR needs single lever power control. |
#35
|
|||
|
|||
Continental O-200 ?
Bret Ludwig wrote:
Stealth Pilot wrote: snip totally clueless nonsense brown eyes. aircraft have a pressure plenum. almost no aircooled aircraft engine are free cooled engines. everything with a cowling uses the very effective technique of the pressure plenum. I'd suggest you learn about them. Stealth Pilot The pressure plenum using ram air works at a given narrow range of power settings, airspeeds and outside temperature. Ever see what happens when a turbo Bonanza pilot at cruise pulls the power back and puts the nose down into the yellow arc? CRACK!!!!! go the jugs! PFM, although they had other problems, figured correctly that a blower with well-designed thermostatic controls worked a lot better. You couldn't shock cool one. The old Connies, DC7s, etc. did very well with sophisticated cowlings and high delta heat air cooled cylinder heads. But they were not aerobatic, had a flight engineer just to run the power plants, like a submarine, and the only sudden descents they dealt with were if they had a cabin depressurization. If that happened they didn't bitch that loudly at swapping out all four before the next flight-they swapped engines all the time at the ramp with passengers watching in those days. If the massive death count of the Bonanza tells us anything, besides that Beech management should have been shot at sundown on the ramp off Webb Rd, it' s that single pilot IFR needs single lever power control. Stupid, stupid, ignorant person. |
#36
|
|||
|
|||
Continental O-200 ?
Jerry Springer wrote: snip Stupid, stupid, ignorant person. Yes you are, as you insist on proving repeatedly. Go back to your freak show on TV you load. |
#37
|
|||
|
|||
Continental O-200 ?
|
#38
|
|||
|
|||
Continental O-200 ?
Bert Ludwig wrote:
Jerry Springer wrote: snip Stupid, stupid, ignorant person. Yes you are, as you insist on proving repeatedly. Go back to your freak show on TV you load. Pudwig, the things you write here over and over show that you are an ignorant person. You are not smart enough to build your own airplane and find fault with anyone that does design and built airplanes. What a pathetic life you must live. You are not even smart enough to quote enough of the previous message so people well know what you are talking about. As I said YOU are a stupid, stupid person. |
#39
|
|||
|
|||
Continental O-200 ?
Peter Dohm wrote: I noticed in another post that the Continental O-200 is back in new manufacture again. I was the OP, and now see that I can't seem find any specs. They have a phone number posted for additional information on each engine/series and I do plan to follow up. Peter I thank you for passing on the info. best news since christmas. Stealth Pilot I gave them a call today at the number shown on their web site by clicking through to http://tcmlink.com/engines/index.cfm?lsa=yes and learned that: 1) The "old" O-200 is still in production and still available new. 2) The new engine is expected to be called IO-200, and Planned to be available some time next year Planned to be certified for LSA under FAR Part 33 Has a target weight under 200 pounds Has a terget TBO of 2000 hours Other improvements should include crossflow heads, revised oil sump, and electronic ignition. Sounds like the cylinders are similar to the IO-240 and the 6-cylinder IO-360, which are cross-flow engines. Which bore? I'm in agreement with you that an engine with these numbers is a winner, except that what with the high prices of the experimental IO-240 and the experimental O-200, one would expect the IO-200 to bear a hefty price-tag. |
#40
|
|||
|
|||
Continental O-200 ?
wrote in message ps.com... Peter Dohm wrote: I noticed in another post that the Continental O-200 is back in new manufacture again. I was the OP, and now see that I can't seem find any specs. They have a phone number posted for additional information on each engine/series and I do plan to follow up. Peter I thank you for passing on the info. best news since christmas. Stealth Pilot I gave them a call today at the number shown on their web site by clicking through to http://tcmlink.com/engines/index.cfm?lsa=yes and learned that: 1) The "old" O-200 is still in production and still available new. 2) The new engine is expected to be called IO-200, and Planned to be available some time next year Planned to be certified for LSA under FAR Part 33 Has a target weight under 200 pounds Has a terget TBO of 2000 hours Other improvements should include crossflow heads, revised oil sump, and electronic ignition. Sounds like the cylinders are similar to the IO-240 and the 6-cylinder IO-360, which are cross-flow engines. Which bore? I'm in agreement with you that an engine with these numbers is a winner, except that what with the high prices of the experimental IO-240 and the experimental O-200, one would expect the IO-200 to bear a hefty price-tag. That's how it sounds to me as well, and I do expect that hefty price tag. With the aid of a Google search, I was able to find a list of partial specs at http://www.tcmlink.com/producthighlights/ENGTBL.PDF which shows all of the older engine sizes O-200 through IO-360 having the same stroke, with the O-200 and O-300 having a smaller bore. Therefore, the bore and stroke of the O-200 and O-300 makes the most sense; and even suggests the possibility of an IO-300 in the future. (Remember that you read it here first.) BTW, I forgot to mention in the earlier post that I was also told that they are designing a new oil sump integral with the crank case. The O-300 has had that forever and it does facititate a very sleek cowling. There is a good justification for an FAR Part 33 certified engine and FAR Part 35 certified propeller in that, as I understand it, an appropriately equipped LSA can have Night and IFR within its operating limitations when flown by a qualified pilot and can still be flown Day VFR by a Sport Pilot. Peter |
Thread Tools | |
Display Modes | |
|
|
Similar Threads | ||||
Thread | Thread Starter | Forum | Replies | Last Post |
Hard Starting Cold Continental Engines | M.E. Borner | Owning | 16 | December 6th 05 04:13 AM |
Continental IO-520A operating data? | Michael | Owning | 7 | November 26th 04 08:38 PM |
Continental A65-8 engines on EBAY | [email protected] | Aviation Marketplace | 0 | November 16th 04 04:30 AM |
Continental Airlines Complaint - A Newspaper article | John B. | Piloting | 40 | October 21st 03 04:07 PM |
Continental IO-360 question | Jeff P | Owning | 0 | September 21st 03 08:03 PM |