Bladeslapper

Hi Slappers,
What are your thoughts of using the new (yet to be fully certified) CDR 285 instead of the lycoming in applicable machines which can be converted?
Not sure if the CD 155 is also available for rotory.
Obvious added bonus is the 200 series runs on both Avtur and High grade Road Diesels such as Caltex Vortex and the BP premium Diesel.
Thoughts and comments appreciated given that these engines and fuel types will ultimately have a major impact on remote operators of piston machines.

Anything that can run on jet will be very helpful for remote ops pistons.

How heavy is it? Compression ignition engines have a higher compression ratio than spark ignition engines & therefore need to be more robust in their construction. Weight is everything in aircraft, economies of fuel burn etc are irrelevant if you can’t carry a payload.

Dry weight 200kg, compression ratio 15.1

Regards,

They are approx 20lbs / 9kg heavier than a lycoming 540. Dry weight of a lycoming IO-540-AE1A5 is 199kg and it’s compression is 8.7:1
The CDR 285 is made by Continental The CDR-245 is a family of four-stroke 4-cylinder, air/oil-cooled, horizontally opposed, direct-drive piston aircraft engines with turbocharger and direct injection. The engine has a maximum continuous power of 245 hp @ 2200rpm in a rotorcraft application.

CDR-245 Rotorcraft Details

Model CDR-245

Cylinders 4
METO Power @ RPM 183 kW @ 2200 245 hp @ 2200
Bore x Stroke 126 x 100 mm 1.96 x 3.94 in
Displacement 4988 cm³ 302 cu.in
Dry Weight incl. asseccories 204 kg 450 lbs
Fuel Grade Jet-A, Jet-A1
Compression Ratio 17:1
Recommended TBO 2000 hrs or 12 years

http://continentalmotors.aero/uploadedF ... cSheet.pdf

Impressive power output and fuel consumption @ 42 Ltrs p/h.
No more sticking valves!
Maybe RHC could adapt them to fit R44 or might suit the next Guimbal offering.

https://www.verticalmag.com/news/diesel ... rbus-says/

http://www.teos-engineering.com/experie ... ft-engine/

Regards,

A good read of the article,

any excess weight of the engine can easily be mitigated by reduction in the necessary fuel load. The biggest issue as discussed would be dampening vibrations and a smooth power output. Personally I think this could be alleviated somewhat by having an 8 cylinder engine maybe.

Lets hope someone pushes on with this concept.

Probbo wrote:Impressive power output and fuel consumption @ 42 Ltrs p/h.
No more sticking valves!
Maybe RHC could adapt them to fit R44 or might suit the next Guimbal offering.

Anybody with any sense and awareness of the market will have been to see Mr Robinson and/or Mr Guimbal with a clean sheet of paper and asked, “What, sir, do you need in a power plant?”

Gimbal are doing a Diesel in their unmanned aircraft but yet to put into the G2 series. With the price and availability of Avgas it’s a wonder they are not pushing the diesel into manned craft first.

http://www.airbus.com/newsroom/news/en/ ... -uavs.html

http://www.navyrecognition.com/index.ph ... rator.html

Regards,

Heli76 wrote:Gimbal are doing a Diesel in their unmanned aircraft but yet to put into the G2 series. With the price and availability of Avgas it’s a wonder they are not pushing the diesel into manned craft first.

I haven't flown one for a number of years now, so I may be a little rusty, but I seem to recall the Lycoming LTS101 in the AS350's could run on diesel for either up to 25hrs or 50hrs in between 100hrly's. The only requirement was during the 100hrly that the engineers ran some sort of additive through the engine. Someone with an AS350 RFM can confirm for you (it's written in there).