blimpy
New member
A few idea have been rattling around in my head.
1. The Franklin was Certified to burn No Lead Fuel. Which I read is where avgas is headed, fast.
2. The Franklin is a modern "over square" design. Bore bigger than stroke.
3. Metalurgy and Manufacturing tolerances have come a long way since 1946.
4. There are high quality small manufacturing plants ( especially in Japan) looking for niche products to make.
Other countries, notably Korea and Taiwan are producing really high quality engines at low prices. And they do it
without stealing the proprietary design or holding the owners hostage as is done in China.
go ahead, wave the flag, but young americans haven't got a clue how to work anymore, and crummy is the new
gold standard. Sorry.
This might actually be the right time to raise capital to beat the big 2 ( slow stodgy) engine makers to
market with an ( already certified !) carbureted no lead aero engine.
:?: Of course there is so little market for new airplanes that this might be totally stupid. :?:
Maybe the only market is for PARTS. Much as I like the Czechs, they didn't make it go reliably.
I have no idea if the designs are still owned in CZ or who has them.
Tooling is another issue.
Doesn't take too much imagination to envision a franklin with computerized single port fuel injection
electronic ignition with programed spark advance, and whatever compression ratio suits the coming no-lead av-gas
Which looks like it will be nominal 92 octane.
These things could improve the specific fuel consumption so much, and so simply it makes you want to cry.
Maybe the parts count of a 6 cylinder weighs too heavily against it... compared to a 4 cyl 180hp Lycoming.
All this technology and more ( especially water cooling) are now common place in the LSA offerings.
The Rotax being by far the best of them.. if you don't mind screaming along at 5-6 thousand rpm.
Of course, that is where the efficiency comes from... as Honda motorcycle proved in the early 60's.
Managing a conservative piston travel with ultra short stroke, and high rpm.
all pipe dreams of a dying industry.
Packard had the right idea in the 30's with their diesel.
They stink... but are unbeatable for economy and range in aircraft.
building an alloy crankcase for the venerable Mercedes 5 cyl diesel was inspired,
but that thing is so VERY dirty and outdated with it's long stroke, and poor
emissions it's almost hopeless in the long term.
Nothing makes more horrible noise than an Air Cooled Diesel.
Despite the weight penalty, the close tolerances possible with water cooling
and not needing excess fuel for cooling... add up to big short and long term savings,
and longer engine life.
What's it all mean, Alphie ?
1. The Franklin was Certified to burn No Lead Fuel. Which I read is where avgas is headed, fast.
2. The Franklin is a modern "over square" design. Bore bigger than stroke.
3. Metalurgy and Manufacturing tolerances have come a long way since 1946.
4. There are high quality small manufacturing plants ( especially in Japan) looking for niche products to make.
Other countries, notably Korea and Taiwan are producing really high quality engines at low prices. And they do it
without stealing the proprietary design or holding the owners hostage as is done in China.
go ahead, wave the flag, but young americans haven't got a clue how to work anymore, and crummy is the new
gold standard. Sorry.
This might actually be the right time to raise capital to beat the big 2 ( slow stodgy) engine makers to
market with an ( already certified !) carbureted no lead aero engine.
:?: Of course there is so little market for new airplanes that this might be totally stupid. :?:
Maybe the only market is for PARTS. Much as I like the Czechs, they didn't make it go reliably.
I have no idea if the designs are still owned in CZ or who has them.
Tooling is another issue.
Doesn't take too much imagination to envision a franklin with computerized single port fuel injection
electronic ignition with programed spark advance, and whatever compression ratio suits the coming no-lead av-gas
Which looks like it will be nominal 92 octane.
These things could improve the specific fuel consumption so much, and so simply it makes you want to cry.
Maybe the parts count of a 6 cylinder weighs too heavily against it... compared to a 4 cyl 180hp Lycoming.
All this technology and more ( especially water cooling) are now common place in the LSA offerings.
The Rotax being by far the best of them.. if you don't mind screaming along at 5-6 thousand rpm.
Of course, that is where the efficiency comes from... as Honda motorcycle proved in the early 60's.
Managing a conservative piston travel with ultra short stroke, and high rpm.
all pipe dreams of a dying industry.
Packard had the right idea in the 30's with their diesel.
They stink... but are unbeatable for economy and range in aircraft.
building an alloy crankcase for the venerable Mercedes 5 cyl diesel was inspired,
but that thing is so VERY dirty and outdated with it's long stroke, and poor
emissions it's almost hopeless in the long term.
Nothing makes more horrible noise than an Air Cooled Diesel.
Despite the weight penalty, the close tolerances possible with water cooling
and not needing excess fuel for cooling... add up to big short and long term savings,
and longer engine life.
What's it all mean, Alphie ?
