Introduction: Theory and Operation, 9
Chapter 1, Nomenclature, 11
Chapter 2, Input, 15
Chapter 3, Output, 24
Chapter 4, The Events, 31
Chapter 5, Induction Valve and Port Timing, 35
Chapter 6, Bore and Stroke, 39
Chapter 7, Rods, Ratios and Mr. Desaxe, 41
Chapter 8, Induction Systems, 48
Chapter 9, Cylinder Scavenging, 65
Chapter 10, Pistons and Cylinders , 73
Chapter 11, Combustion Chambers, 85
Chapter 12, Design Wrap-up:
Chapter 13, Essential Accessories, 104
Chapter 14, Running it Right, I: Preparing to Start, 110
Chapter 15, Running it Right, II:
Chapter 16, Running it Right, III:
Chapter 17, Running it Right, IV: Engine Break In, 124
Chapter 18, Running it Right, V: Setting the Idle, 131
Chapter 19, Cleaning and Maintenance, I, 135
Chapter 20, Cleaning and Maintenance, II: Internal Components, 139
Chapter 21, Cleaning and Maintenance, III:
Chapter 22, Cleaning and Maintenance, IV: When are the parts worn out?,
Chapter 23, Cleaning and Maintenance, V: Reassembling the Engine,
A typical reaction to the gentle suggestion, "It's time to look at theory," is met with a scowl and a turned-up nose by enthusiasts of varied backgrounds. Even authors back away from the suggestion as if they were about to step on a rattlesnake.
As an operator of modern glow engines, theory probably isn't at the top of your priority list. However, wouldn't it be gratifying to have the knowledge to answer confusing issues concerning engine operation - without consulting the local "expert"? Wouldn't it be fulfilling to discuss the pros and cons of controversial topics, such as fuels, glow plugs and engine-performance graphs, in an intelligent manner? Understanding basic theory gives you the capacity to achieve these operational objectives.
Theory is not to be avoided, but used as a tool that can prevent you from making uninformed, costly, and sometimes embarrassing mistakes. The correct theory of engine operation hasn't always been available to the model airplane enthusiast. I can remember one very heated technical discussion at the 1961 Nationals. A well-known modeler was showing off his new bar-stock (homemade) engine, which, he proudly stated, "has a heavy piston." His theory: the heavy piston would have more momentum (force times velocity) than a lightweight version, therefore it would provide more torque (twisting force) and be able to turn more propeller pitch. All this sounded logical to those present - until the engine literally shook his model to pieces from the vibrations. Today, it's universally accepted that pistons and other reciprocating parts should be kept as light as strength requirements will allow. In the case of the heavy piston, inertia, impulse, change in momentum, the law of conservation of momentum and the square relationship between inertia and shaft speed are all important - not just momentum.
The history of engine technology shows us that correct theory - or any theory - was the exception rather than the rule.
The alternative to learning basic theory is to throw money at the problem. Purchasing a new engine every time you burn one up will get expensive. Don't worry; you're on the right track. The contents of this book will help keep you from experiencing what NASA calls a "catastrophic event." Besides, when you've finished, you'll know what to do with that little bottle of caloric the manufacturer supplies, free of charge, with each new engine.
Chapter 1, Nomenclature, 11
Chapter 2, Input, 15
Chapter 3, Output, 24
Chapter 4, The Events, 31
Chapter 5, Induction Valve and Port Timing, 35
Chapter 6, Bore and Stroke, 39
Chapter 7, Rods, Ratios and Mr. Desaxe, 41
Chapter 8, Induction Systems, 48
Chapter 9, Cylinder Scavenging, 65
Chapter 10, Pistons and Cylinders , 73
Chapter 11, Combustion Chambers, 85
Chapter 12, Design Wrap-up:
Chapter 13, Essential Accessories, 104
Chapter 14, Running it Right, I: Preparing to Start, 110
Chapter 15, Running it Right, II:
Chapter 16, Running it Right, III:
Chapter 17, Running it Right, IV: Engine Break In, 124
Chapter 18, Running it Right, V: Setting the Idle, 131
Chapter 19, Cleaning and Maintenance, I, 135
Chapter 20, Cleaning and Maintenance, II: Internal Components, 139
Chapter 21, Cleaning and Maintenance, III:
Chapter 22, Cleaning and Maintenance, IV: When are the parts worn out?,
Chapter 23, Cleaning and Maintenance, V: Reassembling the Engine,
A typical reaction to the gentle suggestion, "It's time to look at theory," is met with a scowl and a turned-up nose by enthusiasts of varied backgrounds. Even authors back away from the suggestion as if they were about to step on a rattlesnake.
As an operator of modern glow engines, theory probably isn't at the top of your priority list. However, wouldn't it be gratifying to have the knowledge to answer confusing issues concerning engine operation - without consulting the local "expert"? Wouldn't it be fulfilling to discuss the pros and cons of controversial topics, such as fuels, glow plugs and engine-performance graphs, in an intelligent manner? Understanding basic theory gives you the capacity to achieve these operational objectives.
Theory is not to be avoided, but used as a tool that can prevent you from making uninformed, costly, and sometimes embarrassing mistakes. The correct theory of engine operation hasn't always been available to the model airplane enthusiast. I can remember one very heated technical discussion at the 1961 Nationals. A well-known modeler was showing off his new bar-stock (homemade) engine, which, he proudly stated, "has a heavy piston." His theory: the heavy piston would have more momentum (force times velocity) than a lightweight version, therefore it would provide more torque (twisting force) and be able to turn more propeller pitch. All this sounded logical to those present - until the engine literally shook his model to pieces from the vibrations. Today, it's universally accepted that pistons and other reciprocating parts should be kept as light as strength requirements will allow. In the case of the heavy piston, inertia, impulse, change in momentum, the law of conservation of momentum and the square relationship between inertia and shaft speed are all important - not just momentum.
The history of engine technology shows us that correct theory - or any theory - was the exception rather than the rule.
The alternative to learning basic theory is to throw money at the problem. Purchasing a new engine every time you burn one up will get expensive. Don't worry; you're on the right track. The contents of this book will help keep you from experiencing what NASA calls a "catastrophic event." Besides, when you've finished, you'll know what to do with that little bottle of caloric the manufacturer supplies, free of charge, with each new engine.
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