SECTION A-A
I SECTION A-A A J O COMBUSTION AIR PLENUM CO FUEL PUMP COOLING AIR IN OIL TANK \ \ \ INJECTOR COOLING AIR \ A COOLING AIR IN AFTERCOOLER COOLING AIR EXIT "_'- COOLING AIR EXIT DUCTED THRU TWO INLETS AFTERCOOLER FIGURE 4-1 SIDE VIEW TWIN INSTALLATION COOLING AIR INLET INJECTORS [TYP. 6 PLACES] AIR INLET LER _.AFTERCOOLER OIL ( AIR INLET AFTERCOOLER i FIGURE 4-2 FRONT VIEW TWIN INSTALLA TION COOLING AIR IN OIL COOLER COOLING AIR INJECTOR \ COOLING AIR EXIT OIL COOLER COMBUSTION _ INLET ,. -, --/-- _+-_--_ ' " / COOLER _ I L.AIR FILTER /" .I-- / ' I _ I "___ "', i i : i : I __7"_.-----_-: I t _ //" !ti COMBUSTION
', , /!_L h .... -i----_--q-_l I __-_-: :_/ I_l 'AIR PLENUM
I _"t_ : ' --"_' ..... ' '
i COOLING AIR i _--- -- t--£ _ __1 ---1- ' I itil
IPU 'PLENUM Iil --- , .__ ___l .... i..L_ _ _ r..._ _ ltlj-,- .......
I ' J "'-- m r .... , -----
I _"-7 I I ; '_----'- ./' OIL TANK r _ _ i I t _ -- -- --_-- -- - USABLE 4 GAL.
z i --17 ' _ _ EXP. SPACE 3 GAL. -i- - / AFTERCOOLER J _-_ COMBUSTION EXHAUST /
COOUNG A..,N AFT.COO'. - / -- 2 2
COOLING AIR EXIT AFTERCOOLER FIGURE 4-3 TOP VIEW TWIN INSTALLATION .ii FIGURE 4-4 SIDE VIEW SINGLE INSTALLATION m ..........................................................................................
:)LING AIR INLET COOLING AIR INLET AFTERCOOLER COOLING AIR INLET STARTI OIL COOLER f \ L\ I ', L\ ' " / [ .......... _-.-_-. _ l i . I _ / AFTERCOOLER- - _ I _ i _ _ /
\ '% -; .... _ -- _-_ OIL COOLER / /
T COMBUSTION EXHAUST FIGURE 4-5 FRONT VIEW SINGLE INSTALLA TION -'_l COMBUSTION AIR INLE___ /coo.,.o.,__ __!__--_i l]Ji...coo..
|AFTSRCOOLER--_'__T ER'_L"_--"_ ._ _ !_' ' _ i COOLINGAIRF_---/ i ,_l ---"_ 1:1' - ' ' I I'
HEAOANOCYL,.OE.____I , ilk._ _" I!'J_ _:/ '
,/l: _--J __ .... -_--_---_-_;---_-'_"
i - _-r ........... __ ....... =___ ...... - _'j_ COOLING-=[ _ ; -; , --,_ --It ......
COOLING AIR '_ "i-_ "_--_---- -!- _! ..... i r J _ HEAOANOCYLINDER L"-_tll _ '_ OIL COOLER "_// _'--_
/ O,LCOOLER -- _ L J ' f ........ I
/ "_ ', ..... ----T-,, ----, "-_ I ' i FIGURE 4-6 TOP VIEW SINGLE INSTALLATION 4.2 Aircraft Configurations Three view sketches of the airplanes are shown in the Figures 4-7 and 4-8. Following are some characteristics of both planes: 4.2.1 Twin Engine Airplane Figure 4-7 shows the twin engine aircraft. The sketch yields the following information: 1. Propeller Data Prop. diameter 2.057 m Prop. speed at take-off 2,345 rpm Tip speed at take-off 253 m/sec = .74a a = Velocity of sound = 20.06 x/_ m/sec (T in °K) At standard ambient temp. 15.5°C a = 20.06 _/273 + 15.5 = 341 m/sec Prop. speed at economy cruise 1,790 rpm Tip speed at economy cruise 193 m/sec Prop. ground clearance 330 mm 2. Sight Angles The pilot's sight angles for the twin are indicated by A and B (Figure 4-7). The centerline angle over the nose, A, as indicated is about 12 ° . If the airplane were lofted, the angle from the pilot's actual eye position would be about 18 ° which is considered more than adequate. The smallest lateral angle 8 is 10 ° .
This is also more than adequate, especially compared to some current piston engine twins with larger nacelles.
3. Aircraft Data Twin Engine Twin Engine Diesel Gasoline Airframe minus engine (a) kg 1,860 1,860 Engines (2) Figure 3-36 (b) kg 415 525 Empty weight (a) + (b) (c) kg 2,275 2,385 Payload (d) kg 726 671 Fuel load (e) kg 653 598 Useful load (d) + (e) (f) kg 1,379 1,269 Max. take-off weight (c) + (f) kg 3,654 3,654 Wing span m 13.05 13.05 Length m 11.89 11.89 Tail height m 3.87 3.87 Tail span m 5.09 5.09 Wing area m 2 22.39 22.39 \ /
\
FIGURE 4-7 TWIN ENGINE AIRCRAFT CONFIGURATION 4.2.2 Single Engine Airplane Figure 4-8 shows the single engine aircraft. Characteristics are: 1. Propeller Data: 2.134 m Prop. diameter 2,400 rpm Prop. speed at take-off 268 m/sec = .79 a Tip speed at take-off 1,800 rpm Prop. speed at economy cruise 201 m/sec Tip speed at economy cruise 356 mm Prop. ground clearance 2. Sight Angles The centerline angle over the nose for the single engine airplane, C, is 9 ° . This should correspond to actual pilot's viewing angle of about 12 ° . This is probably adequate, especially when compared to some of today's long nose single engine'aircraft.
3. Aircraft Data Single Engine Single Engine Diesel Gasoline Airframe minus engine (a) kg 667 667 Engine -- Figure 3-58 (b) kg 162 175 Empty weight (a) + (b) (c) kg 829 842 Payload (d) kg 340 333 Fuel load (e) kg 180 174 Useful load (d) + (e) (f) kg 520 507 Max. take-off weight (c) + (f) kg 1,349 1,349 Wing span m 11.16 11.16 Length m 8.66 8.66 Tail height m 3.14 3.14 Tail span m 3.78 3.78 Wing area m 2 17.74 17.74 C -- C": FIGURE 4-8 SINGLE ENGINE AIRCRAFT CONFIGURATION m .........
4.3 Aircraft Performance Evaluation The major tool used in the airplane design synthesis was a somewhat modified version of the synthesis method originally developed for the NASA GATE (General Aviation Turbine Engine) Study. (13)* The process was simplified for this purpose since take-off and cruise power could be specified as program inputs. The program is not accurate enough nor does it account for enough variables to actually design airplanes, but it is considered adequate to indicate trends in relative size and performance for airplanes theoretically equipped with different engines. The main point to bear in mind when looking at the results of the program is that the objective is to provide an indication of the differences in performance and cost between diesel and gasoline powered airplanes. The methods used in estimating throughout are no better than 5 to 10% accurate, but the uniform assumptions and methods used in all cases would make the resulting differences good indications of the trends to be expected. This is the proper objective for a conceptual investigation.
4.3.1 Program Input Data The data needed by th_ program can be put in three broad classifications: 1. Desired Airplane Mission Profile: A. Payload.
B. Range and speed at cruise altitude.
C. Take-off and landing distances.
Mission Profile: 298 kW Twin 149 kW Single Cruise speed km/hr 324 474 Altitude m 3,048 7,620 Range km 1,481 2,592 Payload kg 340 726 Take-off distance m 579 701 Landing distance m 369 677 Cruise power kW 149 243 Take-off power kW 149 298 2. Engine Performance Data: A. Take-off power.
B. Cruise power and fuel consumption at the specified cruise altitude.
C. Engine weight and geometry.
D. Propeller drive shaft speed for use in calculating propeller diameter and propulsive efficiency.
E. Induction airflows.
F. Cooling requirements.
The following tabulationgivesthe specific programinput data: 149 kW 298 kW Diesel Gasoline Diesel Gasoline BSFC g/kW-hr 228 268 213 286 Altitude m 3,048 3,048 7,620 7,620 Speed km/hr 315 315 444 444 Power % 100 75 81.5 75 Proposed rpm 2,400 2,300 The 298 kW develops full power up to 6,096 m. Above that altitude the power drops off in proportion to the ambient air density.
Engine weight data: 149 kW 298 kW Gasoline kg 175 262 Diesel kg 163 207 Difference kg 12 55 Cooling air estimates Engine cooling air requirements are used to calculate cooling air inlet areas, exit areas and momentum drag. Piston engine experience indicates that an v 1 - .4).
inlet velocity ratio between the inlet and free stream of.4 is desirable (v0 Similarly an exit velocity ratio of .3 is indicated (- Vex_ - .3).
Vo The inlet and exit areas are calculated using: A - area m2 V A - where V = airflow volume m3/sec V v = airflow velocity m/sec Airflow volume V is determined from the weight WA: WA = weight airflow kg/sec V - WA where d d= air density kg/m 3 Weight flow is determinedby the requiredheat rejection rates: e heat rejection rate kcal/sec
WA _ Q where spec. heat of air at constant pressure
Cp -- .24 kcal/kg/°C
Cp T
AT= temp. rise of cooling air across heat exchanger 55.6°C In calculating the cooling exit areas, a 4.4°C temperature rise was used in addition to the 55.6°C rise across the heat exchangers. This allowed for ram rise and radiation heating. Exit density used in calculating exit areas was determined by temperature ratio.
dex = exit densitykg/m 3 T Tex = exit temperature °K dex : d --where Tex d = density ambient air kg/m 3 T = temp. ambient air °K The change in momentum of the air flowing through the heat exchangers in the engine compartment induces a drag force on the airplane. This is best represented in terms of thrust power required to provide the cooling air flow. It is a function of the velocity of the airplane and the atmospheric conditions: TABLE XXIV Data for Cooling Air Duct Sizing and Cooling Air Momentum Drag Calculation 100% Power Cruise (Standard Ambient) (1) Gasoline Diesel Gasoline (1) Diesel Engine Type kW 149 149 298 298 Rated Power kW 149 112 298 224 Cruise Power km/h r 330 315 439 444 Speed Altitude m 3,048 2,134 6,096 7,620 kcal/min Cooling 252 363 403 255 Oil Cooler 390 -- 959 363 After Cooler 504 762 -- 762 Cylinders Engine Type Diesel Gasoline (1) Diesel (1) Gasoline Fuel Injectors -- -- 151 -- Total Heat Rejection kcal/min 1,146 1,125 1,513 1,380 Induction Airflow kg/sec .32 .14 .56 .23 Inlet Area cm 2 432 -- 593 -- Exit Area cm 2 701 -- 980 -- (2) Drag (thrust kW) 10.2 8.2 21.8 20.9 (3) Cooling f m 2 .030 .025 .037 .040 (1) Each Engine (2) At altitudes and speeds listed.
(3) Equivalent flat plate area for use at any altitude and speed.
Thrust power --_ W A Vo( Vo -Vex) kW Input data and the results of the calculations are shown in Figure 4-8.
It should be noted that the cooling data for the gasoline engine refer to 75% cruise power while the diesel data apply to 100% cruise power. For a fair comparison the gasoline data should have been 33% higher.
3. Aerodynamic Characteristics and Weight Data: These values are supplied by the program aerodynamicist using experience with the class of airplane being considered and the desired characteristics of the new design. These data include life and drag coefficients and the coefficients for an airplane weight calculation. Other values needed are tail size parameters, reserve fuel, air density, and constants used in take-off and landing distance calculations. Many of the constants and coefficients used are empirical. Some of the important values are shown in the following table: TABLE XXV Aerodynamic Constants and Coefficients (1) Single Engine Twin Engine Aircraft Aircraft C L Max. Landing 2.19 1.87 C L Max. Take-off 1.43 1.48 f Total Diesel (2) m 2 .30 .50 f Diesel-f-Gasoline Cooling: m 2 .0046 - .0033(5) Nacelle size m 2 _ .0084(5) Reserve fuel(6) hours .75 .82 _CD/ACL2 (3) .0655 .0597 _P Cruise(4) .85 .85
(1)Thedataare for diesel andgasoline airplanesof constant size.The
largerairplanesfor constant mission comparisonsare scaled up as
requiredfrom this basis.
(2)Equivalentflat plateareausedto calculate profile drag.
(3)Induceddragfactor.
thrust power (4) Propeller Efficiency = shaft power (5) Each engine.
(6) Includes allowance for climb, take-off and reserve.
In the case of the diesel twin, the drag was decreased by about 2% to allow for the smaller frontal and wetted area relative to the gasoline engine nacelle. The projected frontal area of the single engine airplane does not change since the cabin cross section stays the same.
The airplane size parameters obtained when the program is run using the above information include wing area, gross weight and fuel weight. Sets of data made up of inputs and resulting outputs allow synthesized airplanes of different sizes and with different engines to be" compared. The process is very simplified and is by no means a complete airplane design process but it does allow preliminary concepts to be evaluated side by side on the basis of the same set of assumptions.
4.3.2 Calculation Method 1. A trial airplane weight is selected.
2. Wing area required for landing is calculated using an empirical relation containing weight, wing lift and required landing distance.
3. Wing area required for take-off is calculated using an empirical relation containing weight, wing lift, power and required take-off distance.
4. Using the larger wing area from 2 or 3, cruise drag is calculated accounting for wing area, tail area, fuselage size, nacelle size and miscellaneous items.
5. Cruise power required is calculated to meet the speed requirement.
6. Fuel required to meet the range is then calculated.
7. Airplane weight is then calculated using an empirical relation accounting for fuel weight, payload, wing area and power.
8. The weight calculated in Item 7 is compared with the trial weight of Item 1. If different, a new trial weight is selected and the process repeated.
Using the data and methods described, hypothetical gasoline and diesel powered airplanes were synthesized and compared in two ways. In one case, the airframe was held constant and the mission profile was allowed to change when the power plant type changed. In the other case, the mission requirements were held constant _nd the airplane needed to perform that mission change d size as necessary to meet the mission requirements. These comparisons were made for both the single 149 kW engine and twin 298 kW engine airplanes.
4.3.3 Results of the Simulation Program The results of the aircraft performance simulation program are shown in the Tables XXVl and XXVlI.
Table XXVI shows the differences in aircraft performance for a fixed airplane size.
The fixed parameters are: • Max. take-off weight • Max. landing weight • Take-off distance • Landing distance • Stall speed • Wing area The advantages of the diesels with their high cruise power output and low fuel consumption can be readily seen in the basic parameters of range, speed, and payload.
TABLE XXVI Comparison Gasoline and Diesel Aircraft Engines Airplane Size Fixed, Variable Performance Single-Engine Single-Engine Twin-Engine Twin Engine Diesel* Gasoline* Diesel* Gasoline* Rated power kW/RPM 149/2400 149/2600 298/2300 (ea) 298/2267 (ea) Max. take-off weight (gross) kg 1349 1349 3654 3654 Max. landing weight kg 1349 1349 3654 3654 Standard empty weight kg 829 842 2275 2385 Useful load kg 520 508 1378 1269 Usable fuel f./kg 251/180 241/174 908/653 832/598 Payload (with full fuel) kg 340 334 726 671 Altitude--m/%power 30481100% 3048/75% 7620181.5% 7620175% Max. cruise speed km/hr 324 291 474 448 Range km 1481 1468 2592 1726 Altitude -- m/% power 3048175% 3048/75% 7620/81.5% 7620/75% Speed km/hr 289 291 474 448 Range km 1968 1468 2592 1726 Take-off distance (normal, OV. 15 m) m 579 579 701 701 Landing distance (normal, OV. 15 m) m 369 369 677 677 Stall speed (landing) km/hr 85 85 135 135 Wing area m 2 17.7 17.7 22.4 22.4 *All engines are turbocharged.
TableXXVIIshowsthe differencesin airplanesize for a fixed performance.
The fixed parameters are:
• Payload
• Max.Cruise Speed
• Range
The gasolinepoweredairplanesare bigger andconsiderablyless efficient.
TABLE XXVII Comparison Gasoline and Diesel Aircraft Engines Performance Fixed, Variable Airplane Size Single-Engine Single-Engine Twin-Engine Twin-Engine Diesel* Gpsoline* Diesel" Gasoline* Rated power kW 149 198 298 (ea) 414 (ea) Max take-off weight (gross) kg 1349 1525 3654 4981 Max. landing weight kg 1349 1525 3654 4981 Standard empty weight kg 829 973 2275 3140 Useful load kg 520 552 1378 1842 Usable fuel ,_/kg 251/180 294/211 9081653 1552/1116 Payload (with full fuel) kg 340 340 726 726 Altitude- m/% power 3048/100% 3048/75% 7620/81.5% 7620/75% Max. cruise speed km/hr 324 324 474 474 Range km 1481 1481 2592 2592 Altitude- m/% power 3048175% 3048/100% 7620/81.5% 7620/75% Speed km/hr 289 324 474 Range km 1968 1481 2592 Take-off distance (normal, OV. 15 m) m 579 564 701 Landing distance (normal, OV. 15 m) m 369 427 677 Stall speed (landing) km/hr 85 93 135 135 Wing area m 2 17.7 17.0 22.4 29.9 *All engines are turbocharged.
4.4 Operating Cost Estimates Production costs were estimated by assuming that new airplanes would be designed and equipped with the diesel engines and, alternatively, compatible gasoline engines.
Development, material and labor costs were chosen to be of roughly the correct magnitude, but are intended primarily to illustrate cost differences due to using diesel instead of gasoline engines. Operating cost estimates were made using figures obtained from current estimates of average operating costs.
4.4.1 Airplane Acquisition Cost Estimates The acquisition cost estimates were based on information from the airplane synthesis process. The airplane empty weights were the main parameters used with FY79 rates for labor, material costs and OEM engine costs. The estimating methods used are based on historical data and "learning curve" theory. An airframe weight was estimated from the operating empty weight. This was used with estimating data to get material weights to which material cost could be applied. Manhour per pound data were used to get labor content to which labor rates were applied. A production run of 6000 units was used to amortize assumed development costs and to locate factors on the learning curves. When a basic factory cost was summed up, assumed manufacturer's and dealer's mark-ups were applied. Costs were included for currently typical optional equipment and avionics selections. The final total represented a dealer's price tag figure for a typically equipped airplane. Both the single and the twin were considered to be all new designs. The same sets of reasonably realistic assumptions were used throughout so the results are quite adequate for looking at differences between gasoline and diesel airplane prices within the overall accuracy of this study. Acquisition price percentage changes from the diesel to the gasoline engine powered airplanes is shown on the cost summaries. See Tables XXVIII and XXX for the single and twin engine airplanes, respectively.
The factors used in calculating these costs are summarized in the Tables XXIX and XXXI.
TABLE XXVIII Cost Summary Single Engine Use 500 Hours/Year Equal Plane Performance Gasoline* Airplane Diesel Gasoline +11% -4% Acquisition cost Base 13.20 9.90 Fuel $/hr 8.54 .51 .38 Oil $/hr .43 Inspection & maintenance 2.59 2.59 Airframe $/hr 2.59 2.59 2.59 Engine $/hr 4.00 .30 .30 Propeller $ / hr .30 10.09 7.57 Engine exchange $/hr 4.28 2.40 2.40 Hangar rental $/hr 2.40 6.54 5.90 Insurance $/hr 5.90 38.22 Total DOC/Hr. $/hr 28.44 31.63 19110 Total per year $ 14220 15815 95550 Total for 5 years $ 71100 79075 * Bigger airplane required to do the same job as the diesel.
TABLE XXIX Main Operating Cost Factors Summary Single Engine Equal Plane Performance Factor Diesel Gasoline Gasoline Cruise speed @ 3048 m km/hr 324 291 324 Total cruise power output kW 149 112 149 BS FC g/kW/h r 228 268 268 Fuel density kg/,e .81 * .72 .72 Fuel cost $/,_ .20* .24 .24 Oil density kg/,_ .87 .87 .87 Oil cost $/_** 1.11 1.11 1.11 Engine exchange cost $ 12841 10604 14103t Time between overhauls hours 3000 1400 1400 *Jet fuel.
**Oil consumption is 1% of fuel consumption.
t$/Rated kWratio( 1§8 )from 149 kW gasoline engine.
TABLE XXX Cost Summary Twin Engine Use 1000 Hours/Year Equal Plane Performance Airplane Diesel Gasoline Gasoline* Acquisition cost Base - 3% +7% Fuel $/hr 26.79 42.30 58.69 Oil $/hr 6.98 1.53 2.13 Inspection & maintenance Airframe $/hr 9.20 9.20 9.20 Engine $/hr 13.80 13.80 13.80 Propellers $/hr 2.00 2.00 2.00 Engine exchange $/hr 19.82 34.84 48.34 Hangarrental $/hr 3.30 3.30 3.30 Insurance $/hr 6.18 5.99 6.59 Total DOC/Hr. $/hr 88.07 112.96 144.05 Total per year $ 88070 112960 144050 Total for 5 years $ 440350 564800 720250 Bigger airplane required to do the same job as the diesel.
TABLE XXXI Main Operating Cost Factors Summary Twin Engine EqualPlane Performance Factor Diesel Gasoline Gasoline Cruise speed @ 7620 m km/hr 474 448 474 Total cruise horsepower kW 501 447 620 BS FC g/kW/h r 213 286 286 Fuel density kg/,_ .81 * .72 .72 Fuel cost $/_ .20* .24 .24 Oil density kg/_. .94* * .87 .87 Oil cost $/,_t 6.34* * 1.11 1.11 Engine exchange cost $ 24775 20907 29008tt Time between overhauls hours 2500 1200 1200 *Jet fuel.
* *Synthetic oil.
tOil consumption is 1% of fuel consumption.
tt$/Rated kW ratio ( 414 ) from 298 kW gasoline engine.
The columns headed "gasoline" refer to the airplanes of equivalent size to the diesels but with these mission capability as indicated in the performance estimates. The "equal plane performance gasoline" column refers to the airplanes that will do the same missions as the diesels but are bigger and less efficient.
The cost summary pages show the considerable overall cost advantage of the diesel powered airplanes. Gasoline airplanes of equivalent size cost less initially but this advantage is not significant in view of the reduced mission capability and higher overall costs. The biggest factors in raising the gasoline airplanes operating costs are fuel and overhaul expense, as indicated.
4.5 Propeller Noise Estimates Propeller performance estimates were made to get some idea of the propeller sizes needed to realize a cruise propulsive efficiency of .85 for both the single and twin engine airplanes. These calculations indicated that a two-blade, 2134mm diameter, constant speed propeller will work for the single engine airplane. The propellers indicated for the twin are 2057mm three-blade. Estimates of 305m flyover noise predict values of 72 dB(A) for the single and 74 dB(A) for the twin. These compare favorably to the limits of 77.5 riB(A) and 80 dB(A), respectively. Limits are based on airplane weight as set out in FAR 36, Appendix F. A favorable correction factor can reasonably be expected, creating a greater margin relative to the limits. The correction factor is based on detailed take-off performance estimates that are beyond the scope of this study. Even without correction factors, the noise regulations appear to present no problem for the conceptual diesel airplanes.
5.0 CONCLUSIONS The study indicates that the diesel engine promises to be a superior powerplant for general aviation aircraft.
1. The diesel engine offers high cruise power at altitude and low fuel consumption. This will result in improved range, high cruising speed and more payload for a diesel engined aircraft.
2. The diesel powered airplane has a considerable overall cost advantage.
Gasoline airplanes of equivalent size cost less initially, but this advantage is offset by reduced mission capability and higher operating costs.
3. The diesel engine presents no installation problems. Although the radial configuration is different than current gasoline engines, the mounting to the airframe is essentially the same and requires no major airframe modifications.
4. The engine can run on diesel fuel and jet fuel.
5. The independent turbo loop provides these features: A. Easy cold and hot starts.
B. Can crank engine indefinitely.
C. Electric power available independent of engine operation (APU mode).
D. Reduced battery capacity.
E. Cabin cooling or heating available while aircraft is on the ground.
6. The radial cylinder configuration results in: A. Low engine weight.
B. Reduced engine friction.
C. Absence of piston inertia forces.
D. Compactness of the power package.
7. The two-stroke cycle feature results in: A. Weight reduction.
B. Improved reliability due to fewer parts.
C. Reduced frontal area.
8. Alternatesolutions areavailablefor the high risk technologies:
A. Limited cylinder cooling can be substituted for uncooledcylinderswhich
requirethe use of ceramiccomponents.
B. A conventionalcombustorcan be substituted for the catalytic combustor.
C. An enginedrivenalternatorcan replacethe high speed turbo driven
alternator.
6.0 RECOMMENDATIONS The program has shown the feasibility of the diesel engine as a powerplant for general aviation aircraft, the technologies which were applied to the engine designs are currently under development under various Government contracts but require more experience and adaptation to an aircraft engine. It is recommended that development programs be initiated starting with single cylinder test engines and leading to full scale multi-cylinder engines for test cell performance and testing and eventual flight experience.
7.0 LIST OF REFERENCES 1. P.H. Wilkinson, "The Performance of Modern Aircraft Diesels," SAE Transactions, Vol. 47, No. 5.
2. H. Sammons and E. Chatterson, "The Napier Nomad Aircraft Diesel Engine," SAE #320, 1954.
.
J. Dooley, "McCulloch is Developing Lightweight Aircraft Diesel," SAE Transactions, Vol.
79, No. 9.
4. R. Blaser, A. Pouring, E. Keating, B. Rankin, "The Naval Academy Heat Balanced Engine," Report USNA EW#8-76.
° J.R. Grundy, L.R. Kiley, and E.A. Brevick, "A VCR-1360-2 High Specific Output Variable Compression Ratio Diesel Engine," SAE Paper #760051.
6. D.F. Mowbray and M. Drori, "The CA V DP15 Fuel Injection Pump," SAE Paper #780163.
7. J.H. Stang, M.E. Woods, W.C. Geary, A.S. Williamson and W.A. Updike, "Development of an Adiabatic Diesel Engine," USATARADCOM, Report #12345.
.
M. Berchtold and F.J. Gardiner, "The Comprex, A New Concept of Diesel Supercharging," ASME Paper #58-GTP-16.
9. J. Melchior and T. Andre-Talamon, "Hyperbar System of High Supercharging," SAE Paper #740723.
10.
P.S. Patel and E.F. Doyle, "Compounding the Truck Diesel Engine with an Organic Rankine Cycle System," SAE Paper #760343.
11.
P.H. Schweitzer, "Scavenging of Two-Stroke Cycle Diesel Engines."
Publisher: The MacMillan Company, New York.
12.
H. List, "Der Ladungswechsel der Verbrennungskraftmaschine."
Publisher: Springer-Verlag, Vienna.
13.
W.A. Strack, "New Opportunities for Future Small Civil Turbine Engines -- Overviewing the GATE Studies," SAE Paper #790619.
APPENDIX A
APPENDIX A Bibliography ° J.F. Alcock, J.V.B. Robson and C. Mash, "Distribution of Heat Flow in High Duty Internal Combustion Engine," CIMAC, 1957.
.
M. Alperstein, G.H. Schofer and F.J. Villforth, "SAE "Texaco Stratisfied Charge Engine Multi-Fuel, Efficient, Clean and Practical, Paper 740563.
, F.L. Arnold and J.S. Prestley, "Hypereutectic AI-Si Casting Alloys Phosphorus Refinement," Modern Castings, March 1961.
4. C.F. Bachle, "Progress in Light Aircraft Engines,'.' SAE Transactions, Vol. 46, 1940.
° J.M. Bailey, "Multifuel Combustion System for High Performance Diesel Engines," SAE Paper 790 B, 1964.
° A.J.S. Baker, D. Dowson and P. Sterachan, "Dynamic Operating Factors in Piston Rings," JSME Conference, Tokyo, Nov.
1973.
7. I. Balint and L. Brinson, "Two-Stage Turbocharging and Intercooling," ASM E Paper 68 -- DG P-5, 1968.
8. H.W. Barnes-Moss, "Engine Design for the Future," SAE Paper 741130.
9. H.W. Barnes-Moss and WoM. Scott, "The High Speed Diesel Engine for Passenger Cars," SAE Paper 750331.
10.
S.G. Berenyi, "Variable Area Turbocharger Design, A VCR 1360 Engine," TCM/GPD Report, Contract DAAE 07-73-C-0292, April 1974.
11.
R. Bertode, T.W.E. Downes and I.D. Middlemiss, " SAE Paper "Evaluation of a New Combustion System for Diesel Emission Control, 741131.
12.
I.N. Bishop, "SAE Transactions, Vol.
"The Effect of Design Variables on Friction and Economy, 73, 1965.
13.
J.W. Bjerklie, E.J. Cairns, C.W. Tobias and D.G. Wilson, "An Evaluation of Alternative Power Sources for Low Emission Automobiles," SAE Paper 750929.
14.
G.P.Blairand W.L.Cahoon,
"Design and Initial Development of a High Specific Output 500 cc Single Cylinder
Two-Stroke Racing Motorcycle Engine," SAE Paper 710082.
15.
V. Bock and A. Ostergaard, "The Development of a High Pressure Charged 4-Stroke Engine," CIMAC, 1965.
16.
B. Brisson, E. Ecomard and P. Eyzat, "A New Diesel Combustion Chamber -- The Variable Throat Chamber," SAE Paper 730167.
17.
E.M.W. Britain, "Thermal Loading of Small High-Speed Two-Stroke Diesel Engines," Symposium Inst. Mech. Engrs., Birmingham, 1964, Paper #7.
18.
D. Broome, "Toward Higher Speeds and Outputs from the Small Diesel Engine," SAE Paper 730149.
19.
D.H. Brown, "Diesel Cylinder Heat Transfer Design Criteria," SAE Paper 249, 1957.
20.
W. Bryzik, "Adiabatic Diesel Engine," U.S. Army Tank Automotive R & D Command.
21.
J.F. Cassidy, "Electric Close-Loop Controls for the Automobile," SAE Paper 740014.
22.
E. Chatterton, "The Napier Deltic Diesel Engine," SAE Paper 632, 1955.
23.
D.L. Clason and W.H. Nahumck, "Performance Evaluation of a Versatile Two-Cycle Lubricant Additive, "SAE Paper 790080.
24.
R.W. Claus, J.D. Wear and C.H. Liebert, "Ceramic Coating Effect on Liner Metal Temperatures of Film-Cooled Annular Combustor," NASA Technical Paper 1323.
25.
H.R.M. Craig and M.S. Janota, "The Potential of Turbochargers as Applied to Highly Rated Two-Stroke and Four- Stroke Ehgines," CIMAC, 1965.
26.
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27.
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28.
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29.
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30.
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31.
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33.
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36.
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37.
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38.
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39.
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40.
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41.
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42.
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43.
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66. D.W. Hutchinson, "The Differential Gas Turbine," SAE Transactions, 1956.
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73. R.N. Katz and E.M. Lenoe, "Ceramics Technology," ERDA Meeting, Oct. 1976, Ann Arbor, Michigan.
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80. H.H. Macklin, "New Developments for Aluminum Engines," 4th National Die Casting Congress, Nov. 1966 81. W.P. Mansfield, "A New Servo-Operated Fuel Injection System for Diesel Engines," SAE Paper 650432.
82. W.P. Mansfield, D.W. Tryhorn and C.H. Thornycroft, "Development of the Turbocharged Diesel Engine to High Mean Effective Pressure Without High Mechanical or Thermal Loading," CIMAC, 1965.
83. W.P. Mansfield and W.S. May, "Diesel Combustion at High MEP with Low Compression Ratio, " SAE Paper 660343.
84. J. Marley, "Simplification of System Inputs and Outputs for MPU Control Units," SAE Paper 780123.
85. T. Matsumura, "Development of a Turbocharged Two-Cycle Aircooled Diesel Engine," SAE Paper 720783.
86. A.F. McLean and D.A. Davis, "The Ceramic Gas Turbine _ A Candidate Powerplant for the Middle and Long Term Future," SAE Paper 760239.
87. W.E. Meyer and J.J. DeCarolis, "Compression Temperatures in Diesel Engines Under Starting Conditions," SAE Transactions, Vol. 70, 1962.
88.
S.J. Miley, E.J. Cross, N.A. Ghomi and P.D. Bridges, "Determination of Cooling Air Mass Flow for a Horizontally, Opposed Aircraft Engine Installation," SAE Paper 790609.
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96.
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97.
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98.
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100.
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102. Private Pilot, 1967, "What's Ahead in Lightplane Powerplants? - - - And Now, Two Strokes."
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113.
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114.
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116.
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119.
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120.
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127.
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128.
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143.
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144.
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147.
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148.
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149.
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150.
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APPENDIX B
APPENDIX B Metric Conversion Factors From: To: Multiply by: kW 1.341 HP mm .0394 inch 61.024 in 3 liters t cu. dm kg 2.2046 Ib km .6214 mile kPa .145 psi m/sec 196.85 fpm .6083 HP/Ib kW/kg kW/cm 2 8.656 HP/in 2 kW/liter .022 HP/in 3 km .5401 nautical mile g/kW-hr .00164 Ib/HP-hr 62.453 Ib/fP kg/I kcal 3.9683 BTU N-m .7375 ft-lb MPa psi kcal/min-kW 2,959 BTU/min-HP m 3.2808 ft liter ,264 gallon kcal/kg 1.8 BTU/Ib kW 56.826 BTU/min lq3 3. Recipient's Catalog No.
1. Report No. / 2. Government Accession No.
NASA CR-3260 5. Report Date 4. Title and Subtitle April 1980
150 AND 300 kwLIG. VE OHT iESELAIRC FTENGINE
6. Performing Organization Code DESIGN STUDY Performing Organization Report No.
Author(s) Alex P. Brouwers 10. Work Unit No.
9.
Performing Organization Name and Address Teledyne Continental Motors 11. Contract or Grant No.
76 Getty Street NAS3-20830 Muskegon, Michigan 49442 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Contractor Report National Aeronautics and Space Administration 14. Sponsoring Agency Code Washington, D.C. 20546 15.
Supplementary Notes NASA Lewis Final report. Project Manager, Lloyd W. Ream, Engine Systems Division, Research Center, Cleveland, Ohio 44135.
16. Abstract This design study reintroduces the diesel engine as an aircraft powerplant. A methodical study was conducted to arrive at engine configurations and applicable advanced technologies. Two engines are discussed, a 300 kW six-cylinder engine for twin engine general aviation aircraft and a 150 kW four-cylinder engine for single engine aircraft. The description of each engine includes concept drawings, a performance analysis, stress and weight data, and a cost study.
This information was used to develop two airplane concepts, a six-place twin and a four-place single engine aircraft. The aircraft study consisted of installation drawings, computer gener- ated performance data, aircraft operating costs, and drawings of the resulting airplanes. The performance data show a vast improvement over current gasoline-powered aircraft. A second report, NASA CR-3261, covers a design, performance, and cost study of a 186 kW aircraft diesel engine applicable to single and twin engine aircraft. A 5 year program consisting of component development and single-cylinder and multicylinder performance and endurance tests of the 186 kW engine is covered in CR-3261.
18. Distribution Statement 17. Key Words (Suggested by Author(s)) I Unclassified - unlimited Aircraft diesel engine; Diesel aircraft engine; Ad- I STAR Category 07 vanced engines; Adiabatic diesel engine; Diesel with I independent turbocharger loop; High speed starter/ alternator for aircraft diesel; Two-stroke cycle air- I craft diesel; Radial diesel aircraft engine J 22. Price* 21. No. of Pages 20. Security Classif. (of this page) 19. Security Classif. (of this report) A07 Unclassified Unclassified * For sale by the NationalTechnical InformationService, Springfield, Virginia 22161 NASA-Langley, ]9_