On Monday, Nov 19, 2007, at 03:14 US/Pacific, nigel charles wrote:
> <nwcmc@tiscali.co.uk>
>
> This engine looks interesting especially as we may have a problem in
> the
> future using unleaded due to the increased level of ethanol in
> unleaded.
>
> The article quotes the Rotax 912 at 6.6gall/hr. This equates to
> 26.5litres/hr. The only time I see such a high fuel flow on my Rotax
> 912S is at full power. At cruise power I get 18litres/hr at 120kts.
Nigel,
Thanks for clarifying fuel burn...I noticed that 6.6 gph and it seemed
higher than what most Europas are using.
> We have yet to see a complete installed weight of the Gemini engine. I
> suspect that it
> will have a final weight penalty of at least 20lb over a Rotax.
What do you peg the installed weight of your 912S?
> Matching the engine to a prop might be an issue. In the past other
> engines have had torsional load problems which finally caused them to
> be
> impractical.
One of the links I posted was to the DieselAir Newsletter which
included the following comment:
> DieselAir Comment: The Gemini is obviously a pursuit of the British
> D-Air project: A scaled down Junkers Jumo diesel 2-stroke
> Opposite-Piston engine, which has been flying for many years on a
> Luscombe demonstrator.
If this is so, I would think the "torsional load" issue has been
addressed. Does anyone know anything about the "British D-Air project"?
> The Europa was designed around the Rotax. So far we have had at least
> 6 attempts to change to another engine. These include Subaru, Mid West
> rotary, Continental O-100, Wilksch, BMW and Jabiru. Only the Jabiru has
> succeeded to any meaningful degree.
> Let's hope the Gemini will prove to be different.
Amen to that!
For anyone interested, here's another link for additional info,
drawings, and dimensions (click on pdf files):
www.ppdgemini.com
Fred
A194
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