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I fly a Vans RV6 with a Hartzell CS prop and a Lycoming O-360. I like to cruise with the prop at 1800 rpm and manifold pressure at 22”. IAS is about 125krs and fuel flow about 5.8 gph. Very efficient. Less engine wear with lower friction and more time for complete combustion. Engine temps are lower. Noise is lower too.

The intake and exhaust are on the turbo, I think the super is in between, compressing the intake. The exhaust pipe can be used to create a motor jet Or just be used as an exhaust pipe. Transmission and propulsion system would go around the gear on front. So it's just a car motor, re arranged.

This is by far the best explanation of torque/rpm relation I've seen 👍

Torque is a function of Displacement and BMEP .... BMEP is somewhat generally limited by the fuel in question....and a turbo makes more power by effectively increasing the displacement.

Thanks!

Yes! 2 stroke engines are the future, namely, crossflow diesel with journal bearings because it's force induced 2 stroke engines. No valves, no scavenging loss, and no rebuilds, the only thing that would make it better is if it used expansion chambers to achieve resonance scavenging and used a lighter electric centrifugal blower for starting only, diesels have a narrow rpm band and are constantly WOT anyway, and idling is now a hate crime thanks to stop start.

These horsepower figures dont do them justice, which are usually taken at 2700ish rpm. Their torque figures were usually 50% higher!

Tremendous amount of engine for 2000 h p!

I would think the lack of low rpm torque would be less of a problem for vehicles that move throigh fluids vs direct contact. Incan totaly see how a gear drive would solve the lower torque for thos applocation. I auooose its more about torque at rpm not torque from low to mid or high rpm as in traction acceleration

So you basiclly have a 1960 's Detroit diesel truck engine.

Well before watching this video, I'd have believed the downwind turn myth. I just realized I've gotten a completely different understanding of how wind affects true airspeed and groundspeed over the past years two years I've learned flying. Now that I watched the video and thought about it, it does make sense that a downwind turn in general does not decrease true airspeed. However, it was not easy to change the understanding because I too used to think that your true airspeed decreases once you turn into tailwind, like proponents of the myth did. Anyway, thanks for the video and the clarification, it's important to learn sth. new in order to become a safer pilot 👍

Electric motors have a long way to go but you can't beat their reliability and low maintenance.

582 has a rotary valve. The 503 was piston port. Way better and simple. Rotax seems to think the el ring is a good idea. Haaa

Well done. TY

Us had higher obtain gas,many engins had 2 stage blowers; liquid cooled engine s had fault any hit in the radiator yourlanding soon...

The engine sounds like a great fit for many applications except for the most important ... the ridiculous price.

Any particular reason why 4 pistons in a star couldn't revolve on the same point on the crank shaft? such that the crank shaft is ultra short, light and strong. As would the engine "block" be. One piston arm rigid, the others attach with a roller joint. A radial engine but only 4 pistons. Maybe flattened a little like a tie fighter

But the harrier still has much highest exhaust speed than the GA plane, so why doesn't the GA plane have the same effect?

This is all new to me I'm trying to learn... Let me know if I'm understand this right. Will a reduction drive be the same as transmission in a car? So would the axle rpm be like the prop rpm then?

I think while your conclusion is most likely right your explanation for why JBD don´t increase thrust is wrong. It`s more about the distance to the wall/JBD making any effect negligible. If a wall was placed close to the exhaust the pressure at the exhaust would be higher, therefore increasing thrust

What about the surface area "exposed" to the high pressure zone? An helicopter, a propeller plane flying close to the ground and the harrier all have their entire undersides exposed to the high pressure zone, so that high pressure air has a large section of the aircraft to "push" against. On the other hand, if the high pressure zone is created behind the plane, that's a really small area that the air can't "push" against nearly as effectively.

If the longer-path/lower-pressure thing was true, the longer path would have more area. The reduction in pressure would be pressing on a larger area, so the total force would be the same.

Congratulations, Sir. Excellent video, good animations, perfect explanation. I'm subscribing.

I beieve the word you mean to use is "obsolete", not the word 'redundant'. Redundancy in a system or engine describes an asset not a detriment. Just saying. Great video and very informative and knowledgable, thanks a ton. Great photos as well. 😊

Another interesting offering!

Thanks for the video. On the Harrier, the front nozzles direct cold bypass air. The rear nozzles direct hot exhaust gases.

The bulkheads on the belly of the Harriers are here to trap some of the air cushion to enhance ground effect. If I remember correctly, early on, pilots noticed that the 2 gun pods made for much smoother handling during vertical takeoffs and landings, so these bulkheads were fitted when the gun pods were not in place.

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Helicopters are technically designated as "Rotary Wing" aircraft, and the shape of the helicopter rotors are more akin to a wing than a propeller. Hence, even the "Ground Effect" argument of being within half the wingspan of a "fixed wing" aircraft still holds true as you said as it is within half the rotor diameter ("wingspan" of a rotary wing) of the helicopter. I should also point out that the research on the Rolls Royce Pegasus engines that power the Harrier, Harrier II, and the Sea Harrier seems flawed. The Pegasus has 4 exhaust nozzles. The 2 forward nozzles are the "Cold" nozzles as they direct the Turbofan bypass air directly out of the aircraft. The 2 rear nozzles are the "Hot" nozzles as they direct the hot exhaust after the combustion section of the engine out of the aircraft. There is no real mixing of cold bypass and hot combustion exhaust as on the F414 engine used as the example. That is more true of the F=35B and its Pratt & Whitney F135 engine. The F135 has a PTO to drive the forward downward ducted fan of the F-35B, and the exhaust of the engine is similar to the F404 engine. However, air is also bled from the bypass to provide stabilizing jets on the starboard and port sides near the wing roots. To clarify, this is ONLY true on the F-35B which is the STOVL version of the F-35 series of aircraft. It should be noted that both the Harrier series, and F-35B STOVL aircraft do cause damage to the their landing pads if they exceed a certain amount of time hovering over their landing pad. The Royal Navy carriers operating the F-35B have designated landing areas for the aircraft, which are treated with a heat resistant coating within that area. Temperatures of the F135 engine is much higher than that of the Pegasus engine. BTW, propellers were once called "air screws" much like how propellers on boats & ships are referred to as "screws."

I know a guy with a Mazda rotary on a aircraft mustang 2. He regretted it.

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Most superstol landing you see are tailwheel first lol

@00:03, that looks familiar. C130 Later model, yet not 6 or 8 blades. I miss their Sigh. As a single shaft, they were nice powerplants.

Had a interesting aborted takeoff yesterday. Wind westerly, 90 deg to runway 10 kts. Elected to use 19 so wind was on right side. Lined up, aileron into wind, stick back, slowly up to full power. good directional control. However early in the takeoff, the windward (right) wing began to lift. So at this point I elected to abort takeoff. What I am wondering is perhaps I should have more quickly transitioned to forward elevator to get the tail up and the mains more firmly on the ground, preventing the rising windward wing getting any worse, before it had sufficient airflow to make the ailerons effective. The tail wheel is free castoring. So no steering advantage in the 3 point attitude. Also I had my normal, 1 notch of flap (20 deg). May be flapless would have been a better option, giving the aircraft more time to develop airspeed (and hence aileron authority) before getting light. So in summary. What I think I should have done (don't say use the into wind runway!) 1. select nil flap, 2. get the tail up ASAP and hence more weight on the mains (keeping in mind its not a steerable tailwheel, so no directional advantage having it on the ground), Ok guys and gals what would you do?

VW is a fine budget engine

Hi buddy something not many can explain to me why do designers of light aircraft and some Bush planes put Ailerons lower on wing and not strait. Is there a magic there like let the plane land like floating on landing like flaps is doing.

Could a v6 like this be dropped into a car, truck or van. Just curious

One raison to say it’s a good one ….l flow 800 hours without any problem

Great to just now learn about these engines! Very well done presentation sir !