C145 allowable rpm limits
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Good thinkin', Joe! Just keep thinkin' about how you can do things slower!N1478D wrote:Diesel engines have their horsepower at a much lower RPM than gasoline engines. Diesel trucks can start a big load with an engine at idle, while a gasoline engine has to rev up to generate the horsepower to move the load. Wonder if the new diesel aviation engines would make for better climbers?
'53 B-model N146YS SN:25713
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.
Well, I sure don't have to try to think slower! It just happens on it's own every year! Now, why did I walk in this room? Where are my glasses? I was going to . . .? But, once in the 170 things seem to sharpen up, seem to anyway! Might be the fountain of youth. It's probably more about the fun meter isn't related to the speed meter.
Joe
51 C170A
Grand Prairie, TX
51 C170A
Grand Prairie, TX
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I know this will throw fuel on a fire, but I have run my O-300 at cruise @2700 for years and will continue to when I need to cover a lot of ground in the least amount of time. Stats:
1948 O-300, 1400TT, 600 SMOH, Steel Cyl, 100 hrs /yr, chg oil(Exxon Elite)@ 25hrs, run 100LL w/ MMO added to oil and fuel every 2 tanks. Aggressive lean at low RPM's, EGT 1425 degrees at cruise. Have oil analyzed at each change, Compressions always in the mid 70's. Engine was O/H by Buldoc in Mpls. Master tech that did my engine has O/H hundreds of O-300's. He personally has not seen any additional wear from engines running at 2700 typical vs 2350 cruise. I have a climb prop installed that nets 2350 static (brakes held, no wind std temp 1000MSL) Fuel burn is around 9.0 overall. I prefer to run at 7500 Density Alt. This allows WOT and 2700 rpm. TAS is always 127 at that setting. My uncle has used the Cont O-300 engine to power pumps for over 30 years. They run continously in season at 2700 RPM. I am trying to guestimate the TBO, but it must be astronomical.
1948 O-300, 1400TT, 600 SMOH, Steel Cyl, 100 hrs /yr, chg oil(Exxon Elite)@ 25hrs, run 100LL w/ MMO added to oil and fuel every 2 tanks. Aggressive lean at low RPM's, EGT 1425 degrees at cruise. Have oil analyzed at each change, Compressions always in the mid 70's. Engine was O/H by Buldoc in Mpls. Master tech that did my engine has O/H hundreds of O-300's. He personally has not seen any additional wear from engines running at 2700 typical vs 2350 cruise. I have a climb prop installed that nets 2350 static (brakes held, no wind std temp 1000MSL) Fuel burn is around 9.0 overall. I prefer to run at 7500 Density Alt. This allows WOT and 2700 rpm. TAS is always 127 at that setting. My uncle has used the Cont O-300 engine to power pumps for over 30 years. They run continously in season at 2700 RPM. I am trying to guestimate the TBO, but it must be astronomical.
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I'm also curious about the O-300 powered pump. What's it pumping? Where? etc etc
About the only alternative installations I've heard of for aircraft engines is either GPU's (ie the Lycoming O-290G) or airboats. I saw a TV segment on a "snowplane" also, that used an engine/propeller set-up like an airboat.
Eric
About the only alternative installations I've heard of for aircraft engines is either GPU's (ie the Lycoming O-290G) or airboats. I saw a TV segment on a "snowplane" also, that used an engine/propeller set-up like an airboat.
Eric
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My neighbor built a snow plane when he was in highschool using an o435 for a motor. He's got some rather entertaining stories of it indluding when the battery got sucked through the prop during one of its first test runs. He used a loop of heavy chain for the brake, tossing it around one of the side skis. If he really needed a lot of brake for going down hill he would put a chain over each side ski, then apply throttle as needed.
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I stand corrected on the pump motor. It IS a contenental, but a water cooled variety that I just learned had many variations used on tractors, generators, pumps etc.
Contenental made an air cooled engine in US and Brittish tanks and APC's during WWI. It had an engine driven fan that neearly took up the entire rear top of the tank. It had problems with cooling, but was light weight and easy to repair in the field.
Sorry if I got anyone excited about pulling thier engine to water the lawn!
Contenental made an air cooled engine in US and Brittish tanks and APC's during WWI. It had an engine driven fan that neearly took up the entire rear top of the tank. It had problems with cooling, but was light weight and easy to repair in the field.
Sorry if I got anyone excited about pulling thier engine to water the lawn!
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Continental radial air cooled engines of 670 cu.in.were used to power tanks in WW2. These were basically the same as the aircraft engines with modifications to adapt them to the job, the most noticeable one being the splined output drive on the crankshaft. Many of the parts were used to overhaul aircraft engines, post WW2, because of their cheap surplus availability.
BL
Continental also made engines for milk trucks, and for a while, owned Divco, a milk truck manufacturer. It's a pretty cool looking truck. http://www.divco.org/divco%20history.htm
jc
jc
John
N2865C
"The only stupid question is one that wasn't asked"
N2865C
"The only stupid question is one that wasn't asked"
Yep, thousands of Cont. 670 tank engine cylinders/pistons/etc. were used to rebuild W-670 Stearman engines for cropdusters.
'53 B-model N146YS SN:25713
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention.
An originality nut (mostly) for the right reasons.
Does anybody know the allowable cruise rpm of the GO-300 from the 175? Is there any difference in the GO-300 and our engines other than the case and gear drive? There is a picture in one of the "170 books" of an experimental belt drive mounted on a C145/O300 that Cessna tried on a 170. What I am thinking is that prop speed more than engine rpm is what dictates max allowable rpm.
Another huge engine market for Continental has been the portable welder market. Paul
Another huge engine market for Continental has been the portable welder market. Paul
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