Most GA piston singles are powered by either Lycoming or Continental engines.
The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products".
What are some of the differences between the designs used by the two manufacturers, and what practical implications do those choices have for pilots?
Lycoming engines have the camshaft above the crankshaft, and Continental engines have the cam below the crankshaft. This seems to keep the Conti cams better oiled and therefore less susceptible to corrosion.
Inspired by a discussion in chat. Most GA piston singles are powered by either Lycoming or Continental engines. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". What are some of the differences between the designs used by the two manufacturers, and what practical implications do those choices have for pilots?
What is the difference between technical consumption and fuel drain in a fuel calculation system? Both of them reduce the amount of block fuel of aircraft. I assume technical consumption is not equal with trip fuel usage?!
As a follow up to "What is the measurement system used in the aviation industry?" which specified about measurement units during operations, another question that comes to my mind is: are there differences used in tools for maintenance and repairs for aircraft produced in different countries? Although things have been standardized these days, in the automotive industry you still get differences in the types of tools that are required for repairs. For example, the old British cars such as Land Rover or MG used imperial spanners until not long ago (3/8, 5/16 etc) whereas other cars used more
, they're pretty similar anyway—they're even both the same ATC type (P28A)—but they aren't the same model. Here's the catch: Form 8710, the "Airman Certificate and/or Rating Application", asks... plane was fine, and I can't find any Part 61 regulations that are specific to experience in one make/model aside from adding an experimental aircraft as part §61.63(h)(1), which is what I assume...I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my
256 KEA" seems to terminate on either 27 DME KEA or RDL 187 ATV. But then what? There is a 20 DME ATV on the next leg that spoils everything. CD (or Course to DME) is not a specific route over the ground so the previous turn won't be able to intercept it. I could either omit the CD part or insert another CR (course to radial) before the CD leg but then I'm not doing what the map says, I improvise...I am building my own ATC simulator and for that purpose I need to include several instrument procedures. I have a problem with that particular one: My problem is on KEA transition, the leg between
What design considerations go into the decision between conventional tails and T-tails? Functionally the horizontal stabilizer/stabilator are the same in both cases, providing negative lift, the elevator control and a method for pitch trim. What are the differences though? As far as I am aware the T-tails I have flown have T-tails for avoiding propwash (PA-44) or aft engine placement (EMB-145). Are there other reasons for having a T-tail? What are the aerodynamic consequences a pilot needs to be aware of with a T-tail (e.g. avoiding hard de-rotation on touchdown, issues at high AOA
There are two main types of supplementary oxygen devices in light aircraft: Cannula: Oxygen mask: What are the major differences between these two devices? Is one more suitable for specific siutations than another, or is it just a matter of personal preference?
When it comes to operating an aircraft, what are the practical differences between a turbocharged engine and a supercharged engine? I'm aware of the mechanics - turbochargers being exhaust-driven, while superchargers are mechanically driven - so I'm looking for the differences in how pilots need to treat the systems: Do power settings need to be set differently? Are temperatures more... operational differences that would be meaningful for pilots to know. Similarly, what are the ownership implications of any differences? Does one cost more to maintain than the other due to the way
What are the main structural design software packages that are used by the most of the aircraft manufacturers. There are a number of software packages but which one is widely accepted and used for the structural design of the aeroplane.
the fuselage and tail (with its rudder and elevator)? Twins generally have their engines on the wings, and the tail is no longer directly behind it, does that mean the choice of a pull-engine is not as advantageous? If there isn't an inherent disadvantage, why are pusher configurations so rare? If there is one, why do they exist at all? Disregarding designs where the choice is obvious, like powered parachutes where you simply don't want a propeller in your face The Convair B36 is one notable multi-engine aircraft with engines in pusher configuration, as is the Piaggio Avanti. Single engine