Europa Flyer

December 2001 / February 2002

 

"WAM-CITEC - Turbine Fuelled Light Aircraft Engine"

"In January 1996 the new Wilksch-CITEC* diesel aircraft engine ran for the first time in two cylinder form. The first flight was achieved on 21 November 1997 in a Piper 13 The three cylinder 'WAM-120" engine achieved its first flight on 31 December 1999 in Europa G-WWWG. Several Development Partners are working on installations for the WAM 120 including the Europa "Classic" and XS (monowheel), Thorp T211, Jodel D11 series and Dr1050, Pelican-PL, Long-EZ and Vans RV-9.

The first production batch of the WAM-120 engines is scheduled for shipment at end 2001 The WAM 120 launch price is £10,000 (+VAT). Delivery positions can be secured with a £500 deposit.

Preliminary Engine Details: The WAM-120, is a 120HP unit that offers an exciting new alternative to the Lycoming O-235 Continental IO-240 and Rotax 914. It will run on turbine fuels and will be turbo-charged for good hot/high power and altitude performance.

Operating Cycle: Diesel scavenged 2-stroke (* = Compression Ignition Turbo Exhaust Charged)

Cooling: Liquid cooled with integral heat exchanger (radiator)

Oil System: Pressure fed system with wet sump

Electrical System: 12 volt Starter and Alternator (3OAmp nom.)

Prices/details are subject to change without notice."

 

"Flight Testing the WAM Diesel Europa at 100 hp

10 October 2001 John Brownlow

"Over the 5th and 9th October six test flights were made with the aim of assessing cooling efficiency with the new engine, now equipped with a MTV-6D 157 - 106 propeller, and at higher power settings than were available with the earlier prototype engines and different propellers. Sixteen test flights have now been completed since 2nd January 2001. The new hydraulic MT propeller was fitted in anticipation of the production WAM-120 and its integral oil feed to the propeller and governor mount pad. Until the new engine is available the MT is being used as a ground adjustable.

The punch of the new engine was immediately apparent on opening the throttle for take off on the damp and rather soft grass at Bicester. Timed climbs were made averaging 800ft / min - respectable for a Europa with a fixed pitch propeller, and at an all up weight of around 1250 lbs. A timed climb was also made from brakes off to 3000 ft in 5 min 10 sec. The propeller pitch had been ground adjusted to give 2500 rpm in the climb at 80 KIAS.

With the Europa stabilised in level flight at 2000 ft and 2650 rpm, 120 KIAS was maintained comfortably, and the oil and coolant temperatures were both well within normal operational limits. This setting equates to around 70% power with the present 100HP rating. As has been the case during the whole test programme, the engine ran very smoothly with a low level of cockpit noise After gathering the test data I had no worries about burning up a litre or so more diesel with some low fast passes to provide some more video clips which will no doubt appear on WAM's web site shortly.

In summary, this latest batch of test flights clearly demonstrated the excellent progress being made with the WAM120. Future power increases and a return to a VP propeller promises exciting performance in up-coming test flights."

 

"Europa / Diesel G-WWWG Air to Air Photographic Sortie by JB"

"The morning of Tuesday 23 October turned out to be ideal for the Europa Diesel to make her debut before Ed Hicks' camera operated from a Cessna Skyhawk flown by Neil Plumb, and as we had all waited for some time for good air to air photographic weather the pressure was on! With the briefing completed, and good radio communication established, we took off at midday and I joined the Skyhawk in the number three position. Together we climbed through a convenient gap in the main cloud layer to 4000' where there was a wonderful cloudscape - surely Ed would be pleased with this and had brought plenty of film?

Flying formation using a diesel engine was a first for me, and there were a number of questions in my mind. Would the response to throttle be comfortable? Would the engine handle like a piston or a jet or something in between? How would the diesel engine itself stand up to almost continuous small throttle movements for an hour or so, after all it was a prototype? How would the engine temperatures, and oil and fuel pressures respond? So far during the test programme I'd been able to keep a beady eye on them continually, but on this trip only the occasional glance would be possible. Would there be any unusual torque reaction with power changes that might upset position keeping? I need not have been concerned. The engine performed perfectly. Response to throttle was good - rather more like a jet than a piston. The slip ball stayed in the centre as if locked as power was changed - proving there were no unpleasant torque effects, and all the Ts and Ps settled comfortably in the middle of the operating range for the entire sortie. The Europa is, of course, an easy aeroplane to fly in formation. Trim changes with speed alterations are minimal, the ailerons are crisp and only need finger and thumb treatment to make small lateral alterations of position. Similarly, nearly instant pitch response generated by the all- flying tail plane makes precise vertical positioning a doddle, and fore and aft positioning was absolutely no problem with the WAM-CITEC diesel providing precise power changes with tiny movements of the throttle. So really the only problem was the soft ground on return to Bicester.

In short, I'm confident that the Wilksch diesel will give pilots no problems when flying in formation."