V Aircraft Engines' Bambardier V300T powered Murphy SR3500
"Moose" is scheduled to fly during the manufacturer's show case
flights on Sunday, August 1 at the AirVenture Airshow in Oshkosh
(WI)
By ANN Contributor Christopher Armstrong
V Aircraft Engines is
the North American distributor for Bombardier V-6 aircraft engines.
Their demonstrator aircraft, a Murphy SR3500 "Moose" 4 place
taildragger, is powered by their V300T 300 horse power turbocharged
engine. The demonstrator was flown in (burning just about 10
GPH over one particular six hour leg) and is on display at
AirVenture.
The V220 and V300T programs began in 1996 when Bombardier
decided to develop engines for the certified aircraft
market. The engines were initially intended to provide 200
horsepower naturally aspirated and 280 horsepower
turbocharged. When the engines performed better than expected
during initial testing power was raised to the 280 and 300
horsepower of the current engines. The engine's high performance is
achieved using technology and materials that were unavailable when
the traditional horizontally opposed engines were developed.
The 120 degree V-6 engine configuration is a smaller, lighter
engine that can fit into lower drag cowlings. The ignition sequence
is symmetrical, with each cylinder firing 120 degree after the
previous cylinder resulting in very smooth power delivery which
reduces vibration. A balance shaft on the bottom of the
engine is used to further reduce vibration. The straight, pin-type
crankshaft journals used in the V-6 results in a shorter and
stiffer crankshaft which reduces the possibility of torsional
vibration.
The engines use dual channel engine management systems (EMS)
with full authority digital engine control (FADEC). When compared
to the fixed timing of magnetos and the fuel vaporization and
mixture control of carbureted or mechanical, low pressure fuel
injection, The FADEC provides greater power and efficiency without
requiring constant monitoring by the pilot.
This EMS manages propeller pitch and other elements of engine
operation not usually controlled by the EMS in piston aircraft
engines. The EMS automatically provides an optimum fuel mix by
constantly measuring the manifold pressure, ambient pressure,
engine speed and throttle positioning, and calculating the
appropriate fuel injection timing for each cycle and cylinder.
The control and monitoring done by the EMS directly reduces
pilot workload, resulting in easier, safer, more efficient flight.
The EMS collects engine parameters to be shown on Multi-Function
Displays (MFDs) and Primary Flight Displays (PFDs). The EMS
records engine data so that rapid and efficient computer
diagnostics can provide error and fault codes.
Troubleshooting traditional engines usually requires disassembly
and examination of the engine or engine components.
Traditional aircraft engines require leaded AVGAS. The EMS
allows the option of using automotive gas safely and efficiently in
the Bombardier V220 and V300T. Automotive gas is significantly
less expensive then AVGAS, and the less toxic unleaded fuel is
better for the environment and for those who have to handle it.
The use of a Propeller Speed Reduction Unit (PSRU) reduces
propeller noise while allowing the engine to spin faster, producing
more power. PSRU's add weight and complexity compared to
traditional direct drive engines. When properly designed a PSRU can
be as durable as the engine to which it is connected. A muffler is
integrated into the exhaust system. These features make the V
Aircraft Engines quieter then traditional aircraft engines. The V
Aircraft Engines meet the stringent piston aircraft noise
regulations found in Europe.
V220 and V300T engines are subject to less damaging thermal
shock than traditional air-cooled aircraft engines. V Aircraft
Engines operate at nearly constant temperatures, quick performance
and altitude changes do not put any thermal stresses on the engine.
Operation with leanest fuel preparation for the best fuel
efficiency reduced emissions, especially carbon monoxide
automotive-type cabin heating, which means no carbon monoxide in
the cockpit. With all the advanced technology designed into these
engines, they have several advantages over traditional engines.
When these engines are certified they will give airframe
manufacturers significant performance advantages over old
technology engines.
V Engines Specifications |
V220 |
V300T |
Description |
120 degree V6 cylinder; 4 stroke; liquid cooled; gasoline;
integrated gearbox |
120 dgree V6 cylinder; 4 stroke; liquid cooled; gasoline;
integrated gearbox |
Stroke |
70 mm (2.76 in.) |
70 mm (2.76 in.) |
Bore |
97 mm (3.82 in.) |
97 mm (3.82 in.) |
Displacement |
3104 cm (189 cu. in.) |
3104 cm (189 cu. in.) |
Performance max. cont. |
164 kW (220 hp) @ 6000 rpm |
224 kW (300 hp) @ 6000 rpm |
Fuel |
Unleaded EN228 Regular grade (min. MON83 / RON91)
or AVGAS 100LL
Spec. fuel consumption |
@ best cruising |
265 g/kWh - 0.420 lb/hp-hr |
260 g/kWh - 0.412 lb/hp-hr
|
Torque
|
min. 260 Nm @ 5000 rpm |
min. 359 Nm @ 5000 rpm |
Prop. direction |
clockwise |
clockwise |
Weight dry |
190 kg |
210 kg |
Compression |
10.8 |
9 |
Gear ratio |
3:1 |
3:1 |