AeroDrives
NEW POWER PLANT CONCEPTS FOR GENERAL AVIATION
adapted from an article by Heinrich Hemker
Several manufacturers have taken the challenge and are developing new engines for single and twin-engine General Aviation aircraft. Apart from some European manufacturers, US companies have in the recent past been especially ambitious and are working on promising projects. Still, while the US partners are getting financial and technical support from a NASA program, most of the European manufacturers are developing at their own risk.
Summary
The USA has obviously understood that aviation is not a luxury but an economical factor with positive effects for the future. Their is no doubt about the seriousness of the initiatives.A similar initiative will be necessary in europe if the Europeans should not be left in the role of the paying customer in a few years.
Rotax
The Austrian company Bombardier Rotax GmbH is the leader of the engine manufacturers in the 100hp range. The Rotax 912 has become the byword for a light aircraft engine: More than 4500 units of the air-cooled 912 and 914 have been delivered since 1990. The 914F, a turbocharged version with 115 hp take-off power, was certified last September. Rotax expects a sales volume of 1200 four-cylinder engines for 1997.
Limbach
This company, based in Königswinter near Cologne has developed a new liquid cooled version with a take-off rating of 100 hp, the L2300EF. Limbach is working on type certification at since the end of 1996. The first flight of the new engine will supposedly be conducted in a powered glider called Taifun in February. The series production of the new engine has already started.
Zoche
Following a development period of more than 12 years Zoche's Aero-Diesel is now in the midst of the certification process. Two air-cooled direct injection variants are under development: ZO 01A, a four-cylinder radial (140 hp), and the ZO 02A, an eight-cylinder radial consisting basically on two 01 engines with 45° offset, rated at 300 hp.Michael Zoche's engine concept offers several advantages. The engines are extremely light (123 kg for the 300 hp engine) and use less fuel. Also, the vibration level is very low. The engine control via just one lever is simple and the design gives a high reliability: Carburetor icing, problems with the ignition system or vapor lock are unknown to a diesel engine.
Zoche expects that the engine to be certified in 1997.
MDB
MDB Flugtechnik AG, based at Bleienbach in Switzerland, have designed an entirely new engine. The development of the MDB FM 2600 began in the beginning of the nineties, first flight was accomplished in January of 1995.The FM 2600 is a four-cylinder opposed engine with a cubic volume of 2,6 liters, the non-turbocharged version generating 160 hp. A gear reduction is reducing the propeller speed to 1700 rpm, resulting in an extremely low noise emission level.
Mid-West
The British company Mid-West Engines Ltd. has taken up the Wankel engine concept because of its advantages, such as a low vibration level, small dimensions and low weight. Still it only managed to receive a type certification (JAR-E) for its AE100R rotary engine (85 hp) only last year. The engine weighs only 55 kg and, according to the manufacturer, uses approximately 15 liters of fuel per hour.
Toyota
The Japanese car manufacturer Toyota developed the FV4000 in cooperation with Hamilton Standard. The FV4000, a V8 engine rated at 360 hp that is based on the engine of the Lexus. The engine is controlled by a FADEC (full authority digital engine control) developed by Hamilton Standard. The engine is equipped with two turbochargers and intercoolers supplying the maximum continuos power up to 18000 feet. The FAA certified the engine in February of last year and production certification was granted on December 16. Both companies will conduct intense market studies before making a decision about the production.
Orenda
The Canadian manufacturer Orenda wants to create an entirely new performance category. The company is developing a series of piston engines in the power range from 500 to 750 hp. The OE-600 engine is a V8 with a capacity volume of eight liters, generating a take-off power of 600 hp and a max. continuos power of 500 hp.Orenda is aiming at the retrofit market since the costs for this piston engine are supposedly considerably lower than a turboprop propulsion. The US company Stevens Aviation is planning the modification of Beech King Air C90 and has already ordered 140 of the new engines. Other retrofit options include the Piper Cheyenne and Navajo, Cessna's 400 series and the Rockwell Twin Commander.Engine certification, originally planned for the end of last year was delayed due to material problems of the crank shaft. Orenda is now confident to receive certification in the second quarter of 1997.
TCM
A development that may generate a revolution in General Aviation was started in December of 1996. Teledyne Continental Motors was selected as part of the General Aviation Propulsion program (GAP) to develop a new piston engine. TCM received a three-year contract worth $9 million.TCM's concept is a liquid cooled two-cycle diesel engine with compressor. The Continental Supercharged Diesel 283 (200 hp) is designed to use jet fuel. A single-lever operation is to facilitate engine control, an integrated electronic which is diagnosis capable is supposed to improve operating characteristics and reliability. Remarkably, TCM plans to offer the entire propulsion system. Propeller and airframe manufacturer are included from the beginning into the development.
Williams
Williams International, which is based at Walled Lake, Michigan, is the second company that received a contract in the GAP program. Williams will develop a turbofan engine which is designed for single-engine four-seaters and twin-engine six-seaters with cruise speeds above 200 kts. NASA is contributing $37 million to the ambitious technology program (total volume $100 million). The FJX-2 will supposedly generate 700 lbs of thrust, also fulfilling all future emission and noise requirements. The flight test phase is scheduled to begin in 2000.
Summary
The USA has obviously understood that aviation is not a luxury but an economical factor with positive effects for the future. Their is no doubt about the seriousness of the initiatives.A similar initiative will be necessary in europe if the Europeans should not be left in the role of the paying customer in a few years.
adapted from an article from page 56 of FLUG REVUE 3/97
