Docstoc

Continental_ Teledyne Continenta

Document Sample
Continental_ Teledyne Continenta Powered By Docstoc
					Continental1

Page 1 of 9

Continental, Teledyne Continental Motors, TCM, Rolls-Royce Part 1: Introduction and O-110 through OL300
This is the first part of the Continental engine compilation. All of the introductory material is contained here, as well as the compilations of the engines with smaller displacement, namely from the O-110 (A-40) through the OL-300. The second part of the Continental compilation, namely from the O-315 through the OL-1430 can be reached here.

Continental Motors Corporation, of Detroit, Michigan, was founded in about 1905. They were the world's largest manufacturer of automobile engines during the 1920's. In 1925, they bought the patent rights to the Burt McCollum monosleeve valve from British Argyll. They built, but didn't fly, a radial engine based on the patent in 1927. They built an unsuccessful liquid-cooled poppet-valve aircraft engine for the U.S. Army in 1927-1928, followed by an unsuccessful sleeve-valve radial aircraft engine for the U.S. Navy. None of the subsequent Continental aircraft engines had sleeve valves. Their first successful aircraft engine was the A-70 radial in 1928. It was developed into the very important W-670/R-670 families of radials beginning in 1934. Continental had a second plant, built during WWII, in Muskegon, Michigan. Their first horizontally-opposed aircraft engine was the A-40 described below. This was followed by many series of engines. Several of these engines continue to be produced today. Continental also began gas turbine development and production in 1951, when they received a license from Turbomeca in France for their small Marboré and Artouste engines, but that is beyond the scope of this compilation. Immediately prior to WWII, the Coventry Climax company in the UK obtained a manufacturing license from Continental (J41, J42). It is not known which Continental engine designs were included, but WWII intervened and no production was reported. Continental and Rolls-Royce of the UK announced an agreement in October 1960. It called for production and marketing by both companies in designated regions of the world. The agreement remained in effect until January 1, 1981. Not only were existing Continental designs built by RollsRoyce, but joint development of the O-240 and IO-368 was carried out by the two companies. This will be discussed in the descriptions of the appropriate engines. Rolls-Royce obtained separate US type certificates for production in their facilities. A totally new development endeavor by Continental alone began in 1965 and led to the Tiara series of engines with high rotational speeds. All engines in this family were geared down from the angular velocity of the crankshaft to 0.5 so that the propeller rotated at the same angular velocity as the camshaft. The engines were built with and without turbo-chargers. A manufacturing facility in Mobile, Alabama was built for series production, which began in 1972. Problems emerged in initial service, despite successful test experience with 46 pre-production engines (see O-366), and

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 2 of 9

production was soon terminated. Teledyne Technologies Inc. purchased Continental in 1969 and has operated it as a subsidiary with all of their piston engine operations located in Mobile. The engine company and its products are now referred to as Teledyne Continental Motors, or, TCM. More recent developments by Continental are the Voyager series of engines, which have liquid cooling for improved performance and reliability (see BGP for more information). The latest developments are the certificated production of piston aircraft engines with Full Authority Digital Electronic Control (FADEC), see item (3) in "Some Technical Observations" below. The TCM Web site is very comprehensive and provides specification sheets for all engine models in their current inventory at the TCM Home Page. The Engine Specification Sheets can be found from their Home Page by clicking on "Visitor Services" under the "Customer Center" heading. From there, you can click on "Engine Spec Sheets" and then scroll through the engine models to find the desired information. All models listed on the Web site are indicated below as being in current production. Some Technical Observations: (1) On many of their pre- and immediately post-WWII engines, Continental offered single-point fuel injection (in the throttle body) as an alternative to the carburetor. This was denoted in the engine designation with the suffix "J"; for example, the postwar A-65-8F had a Bendix-Stromberg NA-S3B updraft carburetor, which was replaced in the A-65-8FJ by an Ex-Cell-O A-42 fuel injector. Aircraft mechanics books of that era (e.g., W&F) describe these fuel-injection systems. The engines with this option included the A-50, A-65, A-75, A-80, C-75, C-85, C-90, E-185, and E-225. Later engines with direct fuel injection to each cylinder are denoted by the prefix I; e.g., IO-360. (2) During WWII, Continental began building geared engines. The first, apparently, was the C-140 version of the O-280, also known as the GO-280, which achieved 140 hp @ 3000 rpm of the engine crankshaft and was geared down to 0.62 (propeller rpm divided by crankshaft rpm), in this case to 1860 rpm of the propeller. (3) Teledyne Continental, through the Teledyne subsidiary (acquired in 1997) Aerosance Inc. of Farmington, Connecticut, has developed and is marketing their PowerLink™ Full Authority Digital Engine Control (FADEC), initially for the IOF-240 and IOF-550 discussed below in the compilation. They plan to obtain TCs and STCs for other Continental and Lycoming engines with the FADEC technology. Applications to various production aircraft will also have STCs. The cockpit mixture control lever is eliminated in the FADEC system, which offers computer monitoring and control of both the electronic ignition and the direct-port electronic fuel injection. Details are available at the Aerosance Home Page and in advertisements in current aviation magazines; e.g., Flying and Sport Aviation. (4) All families of Continental horizontally-opposed aircraft engines are listed in the table of Continental Engine Families. This table gives a compact reference to their chronological and technical development. A question arises as to the proper nomenclature for Continental HOAE with the "old" Continental system using general model type and horsepower as designators. The question is whether there should be a hyphen between the general model type and the horsepower; i.e., should the designation be A40 or A-40? The references to these engine designations in Jane's, Aircraft Yearbooks, Wilkinson, Aerosphere and the FAA records differ in format. Some even list identical models with a mix of both formats. In view of the differences among the sources, this compilation has chosen A-40, etc. as a consistent form of designation.

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 3 of 9

As an aid for those who are familiar with the traditional Continental designation system, the following Table of Equivalence is given so that the desired engines can be found easily: Manufacturer's Designation A-40 A-50, A-65, A-75, A-80 A-100 C-75, C-85 C-90 C-115, C-125, C-140 C-145 E-165, E-185, E-225, E-260 GAP Perkins Diesel Tiara 4-180 Tiara 6-260, 6-285, 6-320, T6-260, T6-285, T6-320 Tiara 8-380 Voyager 200 Voyager 300 Voyager 370 Voyager 550 Military Designation O-110 O-170 O-255 O-190 O-200 O-280 O-300 O-470 O-240 (2-S Diesel) O-201 (2-S Diesel) O-270 O-405 O-540 OL-200 OL-300 OL-370 OL-550

O-110 - - {3.125 / 3.625 / 111.2} Same stroke as O-170, O-190, O-255, O-280. 4cyl; A-40, A-40-2, -3, -4; 37hp@2550rpm-40@2575; 1931-1941; Wt = 144#; TC = 72 on 5/19/31, 7/28/33, 5/8/35, 8/17/36 - expired 11/1/41. Only single-ignition versions were available. Ae39; AY40,41; J5; J41toJ42; S; U&C; W41. Applications: Aeronca KC (CF); Heath Special, V Parasol, CNA-40 Center-Wing, LNA-40 Parasol; Piper J-3 Cub; Porterfield CP-40 Zephyr; Ross RS-1; Taylor E-2, J-2; Taylor-Young A; Welch OW5M. 4cyl; A-40-5; 40hp@2575rpm; 1937-1941; Wt = 156#; TC = 174 on 5/15/37 - expired 11/1/41. Only dual-ignition versions were available. Ae39; AY40,41; J41toJ42; S; U&C. Applications: Aeronca KC (CF); Johansen JA-3; Piper J-3C-40 Cub, PA-8 Skycycle; Porterfield CP40 Zephyr; Ross RS-1; Taylor E-2, J-2; Yutz Parasol Homebuilt.

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 4 of 9

O-170 -- {3.875 / 3.625 / 171.0} Same bore and stroke as O-255. Same stroke as O-110, O-190, O-280. This engine design was totally unrelated to the A-40 series except for the basic configuration. It was a more modern engine design, which remained in production for many years. 4cyl; A-50; 50hp@1900rpm; 1938-1946; Wt = 160-176#; TC = 190 on 1/27/38 - Models A-50-1 through -7 expired 11/7/41. Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available. Ae39toAe43; AY40,41; J41toJ42; S; W41toW46. Applications: Aeronca KCA, 50-C Chief, Tandem 50-TC; American Eaglecraft; Luscombe 50 (Model 8); Piper J-3C-50 Cub, J-4 Cub Coupe; Porterfield CP-50 Collegiate; Ross RS-1; Taylorcraft BC. 4cyl; A-65; 65hp@2300, 2350rpm; 1939-1970; Wt = 163-176#; TC = 205 on 2/2/39 - Models A-651 through -7 expired 11/17/41. Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available. Commercial A-65-8 was Military O-170-3; A-65-9 was O-170-5. Ae39toAe43; AMC; AY40,41,44,45,51,52,60; J41toJ66-67; S; APrg W60; Fahey AAF; U&C; W41toW70. Applications: Aeronca Chiefs 65-C, 65-CA, Tandems 65-TC, 65-TAC, O-58, L-3, 7AC Champion, 11AC Chief; Bogardus Little Gee Bee Homebuilt; Ercoupe 415-C; Interstate Cadet S-1-A; Jensen Sport; Luscombe 8A Silvaire, 10; Mooney M18C Mite; Pietenpol Air Camper; Piper J-3C-65 Cub, L-4, J-4A Cub Coupe, PA-17 Vagabond; Porterfield CP-65 Collegiate; Rearwin 165 Skyranger; Sorrell Colt Homebuilt; Swallow LT-65; Storey Special Homebuilt; Taylorcraft BC-65, BC-12-65, BC-12D, DC-65, L-2. 4cyl; A-75; 75hp@2600, 2650rpm; 1939-1946; Wt = 170-173#; TC = 213 on 5/11/39 - Models A75-1 through -6 expired 11/7/41. Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available. Commercial A-75-14 was Military O-170-7. Ae39toAe43; AMC; AY40,41; J41toJ42; U&C; W41toW46. Applications: Culver LCA Cadet; Luscombe 8C & 8D Silvaires; Piper J-4E Cub Coupe, J-5A Cub Cruiser; Porterfield 75-C; Rearwin 175 Skyranger; Stinson 105 (HW-75); Stits SA-1A Junior. 4cyl; A-80; 80hp@2700rpm; 1939-1946; Wt = 173-176#; TC = 217 on 7/21/39 - Models A-80-1 through -6 expired 11/7/41, remainder on 5/11/49. Single- and dual-ignition versions with carburetor or throttle-body fuel-injection were available.Commercial A-80-8 was Military O-170-1. Ae39toAe43; AMC; AY40,41; J41toJ42; U&C; W41toW46. Applications: Call-Air A; Culver LCA Cadet; Globe GC-1 Swift; Piper J-5A-80 Cub Cruiser; Rearwin 180 Skyranger; Stinson HW-80; Stits SA-3A Playboy.

O-190 -- {4.0625 / 3.625 / 188.0} Same bore and stroke as O-280.

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 5 of 9

Same bore as O-200, O-300. Same stroke as O-110, O-170, O-255. 4cyl; C-75; 75hp@2250, 2275, 2650rpm; 1943-1952; Wt = 177-182#; TC = 233 in c.1945. Fuel injection available. Ae43; AY44,45; J45-46toJ52-53; W44toW51. Applications: Ercoupe 415-C, -D, -H; Thorp T-11 Sky Skooter. 4cyl; C-85; 85hp@2550, 2575, 2750rpm; 1944-1970; Wt = 178-180#; TC = 233 in c.1945. Commercial C-85-8 for the L-16A was Military O-190-1. AMC; AY44,45,51,52,60; J45-46toJ65-66; S; W44toW70. Applications: AeroFlight Streak 85 (AFA-1); Aeronca 7BC (L-16A) & 7DC Champions, 11BC Chief, 11CC Super Chief, 12AC Chum; All-American Ensign 10-A; Cessna 120, 140; Commonwealth (Rearwin) 185 Skyranger, Trimmer; Culver V; Emigh A-2 Trojan; Ercoupe 415-E, F, -G; Fleet 80; Funk B-85-C; Globe GC-1A Swift; Luscombe 8E Silvaire; Taylorcraft 19.

O-200 -- {4.0625 / 3.875 / 200.9} Same bore and stroke as OL-200, O-300, OL-300. Same bore as O-190, O-280. Same stroke as O-240, O-360. The C-90 name was dropped by 1979; until then both C-90 and O-200 sometimes were listed simultaneously. This engine also was built by Rolls-Royce under the 1960-1980 agreement. The official military designation was O-205, apparently to avoid confusion with the pre-existing Franklin O-200. 4cyl;C-90, O-200; 90hp@2475rpm-100@2750; 1947-present; Wt = 184-190#; TC = 252 c.1947 & R-R TC = 3IN on 4/2/63. Commercial C-90-8 for the L-16B and L-18B was Military O-205-1. AY51,52,60; J52-53to present; S; W48toW70. Applications: Aeronca 7CC (L-16B) & 7EC Champions; Cessna 140, 150; Champion 7EC Traveler, 7FC Tri-Traveler, 7JC Tri-Con, 7ECA Citabria, 402 Lancer; Emigh A-2 Trojan; Helton (Culver) Lark; Luscombe 8F Silvaire, T-8F Observer; Piper PA-18-90 (L-18B) Super Cub; Thorp T-211. 4cyl;TSIO-200-2; 145hp@3600rpm; 1962-1963; Wt = 239#; TC = none. This version incorporated a turbocharger mounted on the airframe. W62-63. Applications: None found.

OL-200 -- {4.0625 / 3.875 / 200.9} Same bore and stroke as O-200, O-300, OL-300. Same bore as O-190, O-280. Same stroke as O-240, O-360. 4cyl; Voyager 200, IOL-200; 110hp@2750 rpm; 1986-1991; Wt = 194#; TC = none. One of the liquid-cooled & fuel-injected (IOL) Voyager series of engines; it was based on the O-200.

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 6 of 9

BGE; BGP; J86-87toJ90-91. Applications: Used in Rutan/Yeager Voyager Round-the-World Flight (12/14-23/86) as the cruise engine (pusher) with an O-240 as the assist engine (tractor) for take-off and climb.

O-201(2-S Diesel) -- Perkins Diesel This is probably a two-stroke cycle engine developed in conjunction with the Perkins Diesel Co. of the United Kingdom. The technology has been developed further with the OL-240(2-S Diesel) GAP engine described below. BGP, J98-99toJ99-00. Applications: None found.

O-205 See O-200. Original military designation of the O-200, apparently to avoid confusion with the Franklin O-200 in military usage.

O-240 -- {4.4375 / 3.875 / 239.7} Same bore and stroke as O-360. Same stroke as O-200, OL-200, O-300, OL-300. The O-240 was originally designed and run by Continental, but concentration on Tiara development led to completion of development by Rolls-Royce after 1968 under the 1960-1980 agreement . FAA certification obtained by R-R in 1971. Sold and marketed in Europe by R-R; supposedly marketed by Continental in US, but not listed in contemporary Jane's. The IO-240 version was developed and marketed in the 1990s by Continental after dissolution of the R-R agreement and the IOF-240 followed in 2000. 4cyl; O-240; 130hp@2800rpm; 1971-1981; Wt = 246#; R-R TC = 11EU on 7/7/71. RR version with carburetor. BGP; J69-70toJ80-81. Applications: Rutan Voyager (tractor engine for assist in take-off and climb). 4cyl; IO-240; 125hp@2800rpm; 1993-present; Wt = 246#; TC = 7SO on 9/29/95. Continental version with fuel injection; this is the standard TCM engine available at present for sport and trainer aircraft. BGP; J93-94to present. Applications: American Homebuilt John Doe; Stoddard Hamilton Glastar. 4cyl; IOF-240; 125hp@2800rpm; 2000-present; Wt = 255#; TC = 7SO on 12/6/00. Version of IO-240 with Full Authority Digital Engine Engine Control (FADEC) - first Continental engine to receive TC with FADEC. Aerosance Web Site and FAA Web Site. Applications: None found.

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 7 of 9

OL-240(2-S Diesel) -- {4.25 / 4.25 / 241.2} This engine is an important new development funded jointly by TCM and NASA under the Advanced General Aviation Transport Experiments (AGATE) consortium. The 1996 General Aviation Propulsion (GAP) initiative led to this engine, a turbocharged compression-ignition (Diesel) type designed to run on direct injection of Jet-A fuel. It will run at a constant 2200 rpm with noise reduction and fuel efficiency as major design goals. Another design objective is a weight similar to that of a 360 cu.in. four-stroke cycle gasoline engine; i.e., about 300# (see Continental O-360, Franklin O-350, and Lycoming O-360). Perkins Diesel Co. (see Continental O-201) presumably played a role in its development. 4cyl; GAP; 200hp@ 2200rpm; 1996-present; Wt = ~300#; TC = none. SA6/00; TCM Web site under News Turbocharged, direct-drive, liquid-cooled, two-stroke diesel engine. Applications: Cessna 337 testbed (planned)

O-255 -- {3.875 / 3.625 / 256.5} Same bore and stroke as O-170. Same stroke as O-110, O-190, O-280. 6cyl; A-100; 100hp@2350rpm; 1945-1947; Wt = 249-250#; TC = 241 on 10/11/45. J47; S; U&C; W46toW47. Applications: Applegate & Weyant Dart GC; Rice Special Homebuilt; Rotor-Craft XR-11 (XH-11) Dragonfly.

O-270 -- {4.875 / 3.625 / 270.6} Same bore and stroke as O-405, O-540 Tiaras. This was the four-cylinder Tiara. 4cyl; 4-180; 180hp@4000rpm; 1970-1973; Wt = 264#; TC = none. Fuel-injected and geared to 0.5. J70-71toJ72-73; S; W70. Applications: None found.

O-280 -- {4.0625 / 3.625 / 281.9} Same bore and stroke as O-190. Same bore as O-200, OL-200, O-300, OL-300. Same stroke as O-110, O-170, O-255. 6cyl; C-115; 115hp@2350rpm; 1945-1951; Wt = 252-286#; TC = 236 on 11/7/45. AY44,45; J45-46toJ50-51; S; W45toW51. Applications: None found.

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 8 of 9

6cyl; C-125; 125hp@2550rpm; 1945-1952; Wt = 252-286#; TC = 236 on 11/7/45. AY44,45,51,52; J45-46toJ53-54; W45toW52. Applications: AeroFlight Streak 125 (AFA-2); Baumann Brigadier 250; Call-Air A-3; Globe GC-1B Swift; Grumman G-65 Tadpole; Hockaday Comet; Meyers MAC-125. 6cyl; C-140; 140hp@3000rpm; 1945-1946; Wt = 298#; TC = none Geared to 0.62 as the GO-280. AY44,45; J45-46: W45toW46. Applications: None found.

O-300 -- {4.0625 / 3.875 / 301.4} Same bore and stroke as O-200, OL-200, OL-300. Same bore as O-190, O-280. Same stroke as O-240, O-360. This engine was also built by Rolls-Royce under the 1960 agreement. Versions of the O-300 are still listed on the TCM Web site, despite not being listed in the referenced printed literature since about 1973. 6cyl; C-145, O-300; 145hp@2700rpm; 1947-present; Wt = 268#; TC = 253 on 12/5/47 & R-R TC = 4IN on 4/2/63. Last listing as C-145 was in J55-56; first as O-300 in J56-57. AY51,52; J49-50toJ72-73; S; W48toW70. Applications: Aeronca 15AC Sedan; Baumann Brigadier B-290; Cessna 170 through 170B, 172 through 172H Skyhawk; Maule M-4; Meyers MAC-145; Taylorcraft 15A Tourist; Temco TE-1A. 6cyl; GO-300; 175hp@3200rpm; 1957-1973; Wt = 312-318#; TC = 298 on 12/6/57 Geared to 0.75 AY60; J57-58toJ72-73; S; W62-63toW70 Applications: Cessna 175 Skylark

OL-300 -- {4.0625 / 3.875 / 301.4} Same bore and stroke as O-200, OL-200, O-300 Same bore as O-190, O-280 Same stroke as O-240, O-360 6cyl; Voyager 300, IOL-300; 170hp@2700rpm; 1987-1991; Wt = 291#; TC = none One of the liquid-cooled, fuel-injected (IOL) Voyager series of engines; it was based on the O-300. BGP; J86-87toJ90-91 Applications: None found

Continental: Part 2 (from O-315) CONTENTS

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003

Continental1

Page 9 of 9

Updated 11/8/02

http://users.adelphia.net/~aeroengine/Continental1.html

8/7/2003


				
DOCUMENT INFO
Shared By:
Categories:
Tags:
Stats:
views:243
posted:12/21/2009
language:English
pages:9