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Corvair conversion engines - cracked crank link
Rich S. wrote:
"Peter Dohm" wrote in message ... Yes. I know that they do, and new design engines are notorious; as are design improvements, changes of supplier, etc. And they include plenty of reasons for loss of power not caused by the crankshaft! However, my concerns include, reliability, maintainability, and eventual replacement; and I think you understand my point. At this point, the Jabiru 3300 is the only engine that really looks to me like a promising replacement; and I really don't know its service record. However, albeit at a higher dollar price, its features seem to preserve: 1) similar or lighter weight, 2) similar or higher power, 3) six cylinder smoothness, 4) reasonably slow idle, and 5) similar dimmensions. Additional benefits are designed in dual ignition and an updraft intake system, similar to Lycoming and Continental, which should be more resistant to ice. Peter.......... Since you answered seriously, I will too. I can agree on the higher price and on #1-3 and #5. I don't understand #4 - do Corvairs idle unreasonably high? The dual ignition is good if the Jabiru 3300 truly has two stand-alone systems. The intake direction is irrelevant if the Corvair is fuel-injected or has a heated intake manifold. Updraft carbs are a lot better at preventing fire as well. The small Continentals will ice up if you look at them cross-eyed even with updraft intake. Rich S. The Lycoming approach, with the intake manifolds passing through the oil sump are less inclined to ice up. I'm sure they can be provoked, though. As for the Corvair's idle? I plain dunno. I have never seen a Corvair on an airplane - in person. ANd that kinda is the point here. The mounted pics I have seen are on a Pietenpol Air Camper, which needs the weight on the nose. On most other planes that's considered a Bad Thing (tm). On small short coupled airplanes, it might qualify as a Very Bad Thing (tm), which is obviously much worse. Now, I've only *seen* the Jabaru on a plane. Haven't flown one myself. But it does look like an engine of fine merit. Light and simple are high on my short list. Cost is there too, of course, but it has to take a place in line with the rest of the conflicting requirements. The Rotax 912 (which I have flown) is a really sweet set-up. There is the extra complication (and weight) of the liquid cooled heads. But it's probably not that big a deal on any two-seater. From what I've heard, the Jabaru/912 power ratings remind me of the old Continental A-65/Lycoming 145 days. Both were rated at 65 hp, but the Continental horses seem a little longer legged. I'd rank most VW power estimates as Shetland ponies... I suspect that most people expect a VW to put out like a Rotax, but it just doesn't work that way. In the end the final choice will depend on the airframe and the mission. On the Corvair question... As I said earlier the Great Plains crank on my 2180 i.e. a way massive hunk of pure confidence. Just the way an A-65 crank compares to other small 4 banger non-flying counterparts. So, why can't someone turn out a new Corvair crank - built to aircraft service requirements? The Corvair engine is a 4 bearing block, isn't it? There is no reason that you _have_ to have a Corvair crank is there? Richard Rich, Whatchit with that BWHAAAAAAaaaaa stuff. Scared the stuffings outta me. O thought Badwater was back and I was going to have to spell check my posts... |
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