Pietenpol Aircamper

[Boet]

How about some pictures of the Pols with the Toyota diesel engine installations. I am most curious, and want to learn more...... Please??

[Oldtimer]

Boet,

I would post the pictures I received from Koenie Otto in Oudshoorn if only I knew how to get photo's of 1.8Mb and 2.1Mb small enough in size to fit onto Avcom's attachment size (100Kb).

Advice, anybody?

[mikeinPE]

Google "shrinkpic" and download the program. Its freeware & works very well.

[Oldtimer]

Toyota 2C Turbo Diesel Pietenpol Aircamper A La Coenie Otto of Oudshoorn, hope he doesn't mind!!

As Coenie told me a while ago when he sent me the photo's he believes he should have used the 3C Turbo instead as it is slightly lacking in power.

The fundi's out there should be able to say what HP the two engines deliver as I don't have the foggiest idea!

Mike, thanks for the nudge in the right direction.

Please go to http://www.avcom.co.za/phpBB3/viewtopic ... 75#p612103 for the rest of the pictures

I kept getting a DNS error while trying to load the pictures here.

[smallfly]

The 2ct is 62 KW and 123NM, don't remember the RPM though.

Just curious, where'd he go with the radiator ?

If you want more power from the 2CT, you may want to concider increasing the turbopressure,

wich will require recalibration of the pump for maximum efficiency, and maybe an intercooler.

The turbo pressure on these engines is a bit low, and lacks that "kick in the back"

associated with turboboost.

Look at the pressure pot on the turbo, it will have an arm on it wich goes to the valve in the turbine side,

this arm is adjustable, to increase or decrease pressure.

[Oldtimer]

Radiator is in a pod between the main undercarriage legs. On the complete plane picture it can be seen painted black.

I will see if I can find close up pic's of the radiator pod.

[Oldtimer]

Found one

[Ranger]

What concers me is that the flywheel has been replaced by a drive plate used in the automatic cars. This will definately be too light for a diesel motor and will cause the reduction belt to break prematurely due to torsional vibration.

[Oldtimer]

Ranger,

I'm sure your observation carries weight although they have two aircraft currently flying with the same configuration without any problems, yet!

I'l try and find out how many hours they have done in this way and whether they experienced any serious problems.

[smallfly]

Just a question on the under power issue,

I see you have a substansial reduction ratio,

can it be that you are simply be running out of usable RPM ?

[Oldtimer]

Smallfly,

I think I will have to convince Koenie to join up on Avcom to answer that question.

I will phone him tomorrow and put the question to him.

IMHO Ithink the ratio of reduction, size of prop and, more specific, the pitch of the prop might all have to be included into the calculation before making a final call.

I don't even know how many horses the 2CT engine puts out.

Ask me about the Corvair and I may just be able to give an honest answer.

[koenie]

Hi Guys

Let us try this. Johan de Graaf asked met to comment on the Piets with 2C turbodiesels.

It sounds a lot easier than it thinks.

The reasons for the diesels are simple. I wanted to be different and keep things as simple as possible. There are a less flammible fuel on board, electrics are simler, no plugs etc. A lot less that can go wrong.

The Pietenpol was designed to carry a heavy motor so the closest in my price range for an engine was a 2C turbodiesel which can still be bought for around R 5500.00. There are a lot of newer diesels from all the different car manufacturers available now that were not so freely available when we started building in 1998.

Horsepower according to the salespeople on the 2C motor is around 70 to 80 hp. With the reductiondrive there is enough power to cruise at 75 to 80 mph. I have flown her straight and level at 100 mph. Fuel burn still needs to be checked but an estemate is 6 - 8 l per hour. I will confirm that at a later stage.

The flywheel was a expensive little excersize as a previous person commented on. After 2 beltbreaks we fitted a flywheel and have no more problems. Luckily they did not break in the air.

There is a way around the static load test. It will cost the applicant R 1000.00 and a good motivation accompanied with the necessary application form sent to the SACAA for consideration. We went that route as we were finished with our build when they started demanding a load test and we were not going to destroy the integrity of the wing.

I will read through the rest of the comments and answer as many of them as I can.

Cheers

[Oldtimer]

Koenie,

Welcome here, and thanks for the input, I think there is a lot of interest out there with respect to alternative engines in aircraft.

You will have to give us some more technical spec, mods done to make it airworthy, reduction drive ratio's, belt size, costs involved from buying the engine to starting it with prop mounted, etc. etc. etc.

Hope you don't mind me placing your pictures here.

[Stephan van Tonder]

Most sites give the 3ct as 74kW@4200rpm 216Nm@2600rpm
Some others suggest 91 hp.

[justin.schoeman]

Thanks Koenie. That is some great info.

Do you have a rough idea how much the engine weighs?

Does anybody know what the differences between the 2C-T and 3C-T are? Is it as simple as reboring, and fitting the 3C pistons, or is it a substantial change?