Standards for H.P. corr. factors ??
"Morgans" wrote in message
...
"Charles Vincent" wrote
I will bet that many of the un-certified engines being marketed out
there
couldn't finish the endurance test without swallowing an exhaust valve.
Time for someone to trot out the GM stress test for new engines.
It makes the FAA tests look like a walk in the park.
Anyone got a copy of that handy?
--
Jim in NC
IIRC, the one who used to post that article was Corky Scott and it has been
quite some time since I have observed any posts from him. OTOH, I have
never been sure which manufacturer's stress test that may have been. A
frequent contributor to another NG, who was retired from one of the other
automobile companies, occasionally wrote in the same style as the article
that I recall; but that style may very well be generic to the industry.
However, I am glad that you brought the subject back up; because there are a
couple of points which I neglected to make in an earlier post in a branch of
this thread.
1) The certification test for aircraft engines really does apear to be
directly related to the actual use and performance of aircraft engines, as
installed, using real propellers and an acceptable simulation of real
aircraft cooling systems--with all of the efficiencies and inefficiencies
which all of that might imply.
2) The automotive engine stress tests could very well be exactly what the
name implies--Stress Tests. In other words, they may well be very carefully
designed tests to predict certian common warranty problems on new engine
models--as used in automobiles where they commonly operate between idle and
20% power, with occasional bursts of full power and occasional demands for
maximum power from cold engines. Based on that possibility, it would be
very usefull to know the engine coolant outlet *and* inlet temperatures and
flow rate as well as the oil outlet *and* inlet temperatures and flow rate
during the sustained high power run. (Remember that they have chillers on
line which probably have far more capability than the engines under test.)
There are a few other things I would like to know, specifically for any
engine which I might consider for conversion, such as any additional steady
speeds which might have been tested; but those temperatures and flow rates
would tell whether the engine showed any promise when using any plausible
cooling system in an aircraft.
There are still several automotive engines that I believe have a lot of
promise, and I would really enjoy such a project. However, it would save a
lot of effort if a few more data points happened to be published.
Peter
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