@eurofighter47 The white/blue aircraft at 1:35 is a Renegade Light Sport and 4:02 is the Kitfox. Aero-TV did a complete video on the Renegade that I will post as a video response to this piece.
Do not get me wrong I will be the first one to complain about the lack of advancement of technology in certificated aircraft engines, heck all of flying. The experimental market does have an edge on things there and if that is what you want then by all means get one. Having said that, when I climb into my plane with my kids and hit the skys there is a certain security I have knowing that what I have is rock solid reliable and FULLY tested. There is a lot to say about that and what really goes into getting these things approved. We all hear the sad news of people who through one minor modification of one part on their plane cost their lives and the lives of the passengers. Yea they arent new and they arent flashy but they get me home alive and happy.
What you are saying is 100 percent correct, when I started in aviation 20 years ago I was disappointed in the technology in aviation until I realized that most tech in aviation is written in blood, if you lose the alternator in your car the engine will only run as long as your battery last, when that dies your engine dies, magnetos do not require any electricity from the engine to operate and thats a good thing. To be dependent on an alternator for your engine to run is not smart especially in an aircraft.
+Mark Rigney men,we dont have any perfect engine in the world,men,everything has its own limit even gas turbine engine has its own limit men,it sounds like you are afraid of flying.
+John doe for now i havent yet work on aviation companies for some reason but,uhmmm in my own opinion they designed like an old school engine for some good reason,AIRCOOLED piston engine is much lighter than water cooled or liquid cooled engine. aircraft air cooled engine doesnt need those cooling techniques because the engine will always absorb lot of ram cooled air coming from the propeller so it is enough to cool down the engine,and aircraft carburetor is much more advance than the standard automobile carbs.
What the O-235 should have been in the first place. I couldn't care less about electronic ignition, but 240lbs dry for an O-235 vs 170lbs dry for an O-200 pretty much negates any performance gains.
A modern automotive engine puts all of these engines to shame. Not only are they far more reliable, but also require lower maintenance. The DA-40 and 42 use an older technology automotive diesel engine that is just as reliable as the best flat 4 and puts out the same power, but sips fuel and provides full power well into the mid-teens, where true airspeed is far better. Viking takes current production Honda gasoline engines and doubles up the electronics to provide peace of mind. These automotive based engines are just as reliable, provide cabin heat in winter/at altitude and have single lever operation simplicity. Aviation engine manufacturers will never change as long as the mindset of most owners remain in 1965. The same owners who demand the latest tech in their luxury cars and would not daily drive a 1965 car, yet they bet their lives on the same vintage tech in front of them at 8000 feet.
Roger that is also an idea from the past. The old heavy iron block engines are gone, relics of the pre-CAFE days when fuel mileage was an afterthought in automotive design. Almost all modern automobile engines are made of aluminium alloys. In addition, they are equal to or lighter for equivalent power levels than the certified aircraft engines. For example, the 260 HP IO-470 (7.7 L) used in many aircraft applications weighs in at about 425 lbs dry. There are any number of automotive engines that can match that power level from 2.0 L turbo four cylinders (~350 lbs) to 3.0 L to 3.6 L 6 cylinder engines (~400 lbs). All have lower dry weights than the IO-470. Even with accessories, radiators, coolant and oil added to them, the automobile engines still weigh less installed than the aircraft engines. The main thing stopping an updated engine from being certified is regulation. It takes months and millions of dollars to certify an engine today. The market numbers can't justify that time and expense to sell a few hundred engines. The latest version of the IO-470 was certified in 1967. Automobile makers produce engines in the millions, so to certify a new engine is easily justified and massive competition requires upgrades every few years to stay competitive.
Nothing wrong with a lycoming or continental. People who complain about fuel consumption don’t know how to lean properly. Also, comparing auto engine manufacturers claimed performance numbers to what you get from a certified engine,mis a lot like comparing your wife to selfies that chicks put on Instagram. Don’t get catfished by a 300-hp turbo-4 turbocharged mill that can’t make MTOP consistently without destroying itself.
@eurofighter47 The white/blue aircraft at 1:35 is a Renegade Light Sport and 4:02 is the Kitfox. Aero-TV did a complete video on the Renegade that I will post as a video response to this piece.
@Terryscustom The yellow aircraft shown at 4:02 is a Kitfox.
Amazing engine!
Do not get me wrong I will be the first one to complain about the lack of advancement of technology in certificated aircraft engines, heck all of flying. The experimental market does have an edge on things there and if that is what you want then by all means get one. Having said that, when I climb into my plane with my kids and hit the skys there is a certain security I have knowing that what I have is rock solid reliable and FULLY tested. There is a lot to say about that and what really goes into getting these things approved. We all hear the sad news of people who through one minor modification of one part on their plane cost their lives and the lives of the passengers. Yea they arent new and they arent flashy but they get me home alive and happy.
What you are saying is 100 percent correct, when I started in aviation 20
years ago I was disappointed in the technology in aviation until I realized
that most tech in aviation is written in blood, if you lose the alternator in
your car the engine will only run as long as your battery last, when that dies
your engine dies, magnetos do not require any electricity from the engine
to operate and thats a good thing. To be dependent on an alternator for your
engine to run is not smart especially in an aircraft.
+Mark Rigney men,we dont have any perfect engine in the world,men,everything has its own limit even gas turbine engine has its own limit men,it sounds like you are afraid of flying.
+John doe for now i havent yet work on aviation companies for some reason but,uhmmm in my own opinion they designed like an old school engine for some good reason,AIRCOOLED piston engine is much lighter than water cooled or liquid cooled engine. aircraft air cooled engine doesnt need those cooling techniques because the engine will always absorb lot of ram cooled air coming from the propeller so it is enough to cool down the engine,and aircraft carburetor is much more advance than the standard automobile carbs.
so they are learning from Rotax?
It's still a 1930s museum piece.
so they are learning from Rotax?
nice block
Very nice engine, can anyone tell me what is the airplane shown at 4:02 ?? Looks nice!!
It’s a KitFox S7 Super Sport
Very good , now HOW MUCH LESS $
Why don't you try the Porsche PFM then?
Horse power?
What the O-235 should have been in the first place. I couldn't care less about electronic ignition, but 240lbs dry for an O-235 vs 170lbs dry for an O-200 pretty much negates any performance gains.
What O-200 that you ever weighed is 170 lbs LOL YEAH RIGHT!!!!
A modern automotive engine puts all of these engines to shame. Not only are they far more reliable, but also require lower maintenance. The DA-40 and 42 use an older technology automotive diesel engine that is just as reliable as the best flat 4 and puts out the same power, but sips fuel and provides full power well into the mid-teens, where true airspeed is far better. Viking takes current production Honda gasoline engines and doubles up the electronics to provide peace of mind. These automotive based engines are just as reliable, provide cabin heat in winter/at altitude and have single lever operation simplicity. Aviation engine manufacturers will never change as long as the mindset of most owners remain in 1965. The same owners who demand the latest tech in their luxury cars and would not daily drive a 1965 car, yet they bet their lives on the same vintage tech in front of them at 8000 feet.
The big problem with automobile engines is weight!
Roger that is also an idea from the past. The old heavy iron block engines are gone, relics of the pre-CAFE days when fuel mileage was an afterthought in automotive design. Almost all modern automobile engines are made of aluminium alloys. In addition, they are equal to or lighter for equivalent power levels than the certified aircraft engines.
For example, the 260 HP IO-470 (7.7 L) used in many aircraft applications weighs in at about 425 lbs dry. There are any number of automotive engines that can match that power level from 2.0 L turbo four cylinders (~350 lbs) to 3.0 L to 3.6 L 6 cylinder engines (~400 lbs). All have lower dry weights than the IO-470. Even with accessories, radiators, coolant and oil added to them, the automobile engines still weigh less installed than the aircraft engines.
The main thing stopping an updated engine from being certified is regulation. It takes months and millions of dollars to certify an engine today. The market numbers can't justify that time and expense to sell a few hundred engines. The latest version of the IO-470 was certified in 1967. Automobile makers produce engines in the millions, so to certify a new engine is easily justified and massive competition requires upgrades every few years to stay competitive.
ZManMD The Rotax 915 iS absolutely puts this engine to shame. 13 lbs less installed weight and a 146 HP turbo, FADEC fuel injected.
Nothing wrong with a lycoming or continental. People who complain about fuel consumption don’t know how to lean properly. Also, comparing auto engine manufacturers claimed performance numbers to what you get from a certified engine,mis a lot like comparing your wife to selfies that chicks put on Instagram. Don’t get catfished by a 300-hp turbo-4 turbocharged mill that can’t make MTOP consistently without destroying itself.