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»| portlandon | Re: Packard Aero Record | #38501 | ||
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| Home away from home  | Thank you for posting this 55PackardGuy! Some of us were not aware of Packard's history of aviation diesel technology. Posted on: 2011/5/6 16:31 | |||
| 1955 Packard Four Hundred My Packard's project Blog | ||||
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| Owen_Dyneto | Re: Packard Aero Record | #38502 | ||
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| Forum Ambassador  | It was a 4-stroke diesel. Air induction was thru the same valve as the exhaust. They had clever engineers, even back then! Posted on: 2011/5/6 16:18 | |||
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| PackardV8 | Re: Packard Aero Record | #38503 | ||
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| Home away from home  | From the picture it appears to have only ONE valve per cylinder. An Exh. valve. So that would make it a 2 stroke diesel which means it had a blower too. I'm wondering if it fired 1-2-3-4-5-6-7-8-9. OR 1-3-5-7-9-2-4-6-8 like a gas radial. Posted on: 2011/5/6 16:14 | |||
| VAPOR LOCK demystified: See paragraph SEVEN of PMCC documentaion as listed in post #11 of the following thread:f | ||||
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| HH56 | Re: High temp adhesive | #38504 | ||
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| Forum Ambassador  | Put elements back in the ceramic and also repair the type heater switches where the elements are encased in ceramic for short protection. Needs to be high temp, non conductive and strong. The original stuff is white and looks like a ceramic or plaster paste which was poured in, wire embedded into half full groove and stuff hardened around the wire. Other type looks as if it was cast around the element. Posted on: 2011/5/6 16:03 | |||
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| Owen_Dyneto | Re: Packard Aero Record | #38505 | ||
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| Forum Ambassador | I'm really surprised about your not knowing about this - don't you have any Packard history books? Sure, it flew extensively and set quite a few endurance records. It was known as the DR-980 and among it's records was an endurance record not broken until 1980 - 84 hours and 33 minutes in flight on 481 gallons of fuel as noted in 55Packaryguy's post above. Robert Neal's "Master Motor Builders" has an entire chapter devoted to it. The reason the elimination of the ignition system was important wasn't weight, it was that it eliminated interference with radio transmission. Posted on: 2011/5/6 15:57 | |||
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| PackardV8 | Re: Packard Aero Record | #38506 | ||
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| Home away from home | I can't imagine the electrical ignition of a gas radial engine (even true dual ignition) would weigh anymore than the FI system for the diesel not to mention any weight of a blower if its a 2 stroke diesel. Then there is the enormous extra weight required for internal diesel parts such as crank and rods to take the 16:1 to 20:1 conpression. Did such an engine ever really fly???? Has there EVER been a Diesel (piston type) aircraft engine in service whatsoever??? Edit: the ONLY advantage i can come up with to run diesel in an aircraft would be weight savings of fuel but only for extremely long flights. Posted on: 2011/5/6 15:50 | |||
| VAPOR LOCK demystified: See paragraph SEVEN of PMCC documentaion as listed in post #11 of the following thread:f | ||||
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| PackardV8 | Re: High temp adhesive | #38507 | ||
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| Home away from home | It is not clear as to what u are trying to fix. Are u tring to fix the broken winding of the resistor or just trying to paste it back down to the ceramic???? Posted on: 2011/5/6 15:45 | |||
| VAPOR LOCK demystified: See paragraph SEVEN of PMCC documentaion as listed in post #11 of the following thread:f | ||||
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| HH56 | High temp adhesive | #38508 | ||
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| Forum Ambassador | Have been looking for something to repair rheostats and heater & light switches where the resistance element has separated from the ceramic. Found these products that look promising. Has anyone used them or can tell by the limited specs in the description which might work best. Possibly someone might have a recommendation for something else. I'm leaning toward the Rocksett for it's small size and cost but Autostic FC6 (their mid thickness brushable or spreadable adhesive) being thicker, might do better. The other is a casting type compound which might be similar to the stuff used on the elements which are encapsulated and suspended on the switches. I emailed their solutions dept but not being a company with a huge order, don't really expect an answer anytime soon if at all. http://www.flexbar.com/shop/pc/ROCKSETT-2-OZ-82p4019.htm http://www.flexbar.com/shop/pc/AUTOSTIC-FC-6-1LB-CAN-82p4011.htm http://www.flexbar.com/shop/pc/AUTOCRETE-1LB-JAR-82p4026.htm Posted on: 2011/5/6 14:15 | |||
| Howard | ||||
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| Owen_Dyneto | Re: Packard Aero Record | #38509 | ||
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| Forum Ambassador | JW, you've pretty much nailed it on the head, not a lot more to say. This engine program really isn't obscure, it's been well documented and written about many times over the years in hobby publications and PMCC published some elegant promotional pieces about it, I do have one somewhere and if it's not already in our library I'll try to locate it and send to Kev for scanning. Posted on: 2011/5/6 10:03 | |||
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| JWL | Re: Packard Aero Record | #38510 | ||
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| Home away from home  | Okay, I'll chime in on this one. The attractiveness of Diesel engines for aircraft is their elimination of a spark ignition system. This greatly simplifies the design. A problem with Diesel fuel is that it solidifies at cold temperatures that occur at cruising altitudes. To overcome this, a fuel heating system needs to incorporated adding a complicating factor to using this type of engine. Next? (o{I}o) Posted on: 2011/5/6 9:18 | |||
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