General Aviation

Engines from Wheels & Wings Fly-In
Osceola, Wisconsin, September 8, 2012

Photos by Tim Wheat

McCulloch Model 4318 (Military designation: O-100)
Originally used as adrone engine.
Two-stroke, 4-cylinder opposed, 72 HP @ 4,100 rpm (some versions 84 HP @ 4,100 rpm),
3.1875" (81 mm) bore, 3.125" (79.4 mm) stroke, 99.7 in³ (1,635 cc) displacement, weight approximately 78 lbs (35.4 kg)
Chrome-plated aluminum bore, pistons probably deflector type (as opposed to Schnurle loop-scavenged), single ignition

Rotec R-2800
Australian design and manufacture for experimental use.
7 cylinders (as of 2012, 9 cylinder version, R-3600, based on the same cylinders, is also available), 110 HP @ 3,700 rpm
3.149" (80 mm) bore and stroke, 172 in³ (2,800 cc), weight approximately 225 lbs (102 kg) with accessories, 3:2 planetary gear reduction

McCulloch 4318

Rotec R-2800

Zane Cieslak’s Homebuilt Three-Cylinder Radial

Designed and built in 1933 to replace a Ford Model T in his homebuilt “Little Pal”, this engine is now displayed in the EAA Florida Air Museum in Lakeland, Florida. The engine is built of a crankcase from a 1917 LeRhone rotary, cylinders from a 1928 Anzani radial engine, a vast assortment of vintage automobile parts, and special parts machined and fabricated for this one-of-a-kind engine. It is displayed with the original 75-inch diameter Flottorp propeller. The engine was donated to the museum in 1995 by Zane’s son Bob Cieslak.

The engine develops 70 hp at 1,700 rpm, and was previously installed on “Little Pal 2”, a two place version of the original airplane that Zane and Bob, were building at the time of Zane’s death. Many hours were spent by the two of them taxiing the fuselage around with this engine.

Original Little Pal
Ford Model T Power

Original Little Pal
Zane Cieslak running the Model T Ford engine at full power in his front yard. One week before he made the first flight in 1930.

Little Pal 2 Firewall
Gray box in the center is the oil tank. On either side are Model A Ford coils (the engine had battery ignition, using a 1926 Nash dual ignition distributor). On the lower left is the oil filter. The gray box attached to the engine mount contained the generator cut-out and other electrical components.

Engine Left Side
Six screw-on caps were installed to cover crankcase holes where cylinders had been. This made it very easy to inspect the engine internally. The round exhaust manifold at the rear of the propeller was a special casting Zane made for this one-of-a-kind engine.

Running Little Pal 2
1985 Cooling Tests

Zane Cieslak's 3-Cylinder Homebuilt Engine
Now displayed at the Florida Air Museum.

Engines at AirVenture 2010

Photos by Tim Wheat

ULPower

UL260i

Engines at AirVenture 2009

Photos by Tim Wheat

SMA SR305-230
305 cubic inches (5 litres), 230 hp, 2,200 rpm, 12,500 ft ceiling (type certificate), air/oil cooled Jet A, A1 diesel, 4- cylinder, direct drive, direct injection, turbocharged, single lever control, 430 lb dry weight, 2,000 hr recommended TBO. (Formerly Renault- Moraine

SMA SR305-E Enhanced intercooled version
Same specs as -230, except 230 hp to 10,000 ft, ceiling raised to 20,000 ft, 460 lb dry weight

SMA SR305-230

SMA SR305-E

Centurion 2.01
21.5 cubic inches (1,991 cc), 135 hp (99 kW), specific fuel consumption 0.352 lb/hp-hr, dry weight 295 lb (134 kg) (Formerly Thielert)

Centurion 2.0S
Shown with air ducts. Same specs as 2.0 except 155 hp (114 kW)

Centurion 4.0
243.85 cubic inches (3,996 cc), 350 hp (257 kW), specific fuel consumption 0.350 lb/hp-hr, dry weight 600 lb (272 kg)

Centurion 2.0

Centurion 2.0S

Centurion 4.0

Rotax 912ULS

Photos by Tim Wheat
(crankshaft photos provided by Rotax)
Courtesy of Dean Vogel, Rotax Training, Lockwood Aviation, Sebring, FL

While this is a current-production engine, it is historic in the sense that it represents a significant shift in aircraft engine design. “…an aircraft engine designed by motorcycle engine engineers…” Its continuing popularity is a testament to its light weight, fuel economy and durability.

General specifications and features (reference sheet issue 1998-07-14 AC/FJ)
  ·  95 hp @ 5,500 crankshaft rpm, 100 hp @ 5,800 crankshaft rpm
  ·  (80 hp and turbocharged 115 hp FAR 33 versions are available)
  ·  Unleaded gasoline, 91 octane
  ·  82.6 in² (1.352 L), 3.31” bore x 2.40” stroke
  ·  Pressed-together plain bearing crankshaft
  ·  Liquid-cooled heads with gear-driven water pump
  ·  Air-cooled cylinders with Gilnisil® nickel-silicon plating on aluminum bore with same expansion coefficient as pistons
  ·  Dry-sump lubrication with crankcase oil scavanged back to tank using engine blow-by pressure
  ·  Dual electronic self-energized ignition systems with electronic advance
  ·  Dual altitude-compensating constant-velocity carburetors with start enrichment circuit
  ·  Integrated 2.43:1 ratio reduction gear with cam type damper and optional overload clutch
  ·  Integrated 250 W alternator