Customer Care
FAQ
 
Question: What is the bore/stroke ratio? 
 
Answer: The engine has a fairly oversquare bore/stroke ratio (98mm x 70mm) in order to keep piston speed low, as well as fairly short con rods. The short rods give higher piston acceleration which helps in good cylinder filling early on the intake stroke. Narrow and light piston/ring components tolerate high acceleration well.
 
Question: Is the engine also suitable for operation in helicopter applications? 
 
Answer: Whilst the company is focussing initially on fixed wing applications only, the engine is ideal for helicopter operation. With specific engineering changes to match the application, it can also be adapted to be mounted in any orientation, and can be optimised to provide high power and torque at constant speed as required in rotary wing applications.
 
Question: Why is the ADEPT Airmotive not a compression ignition (diesel) engine? 
 
Answer: Although diesel has certain advantages with regards to fuel consumption and economy, we don’t believe that compression ignition technology is best suited to GA applications. Among the reasons for this are: 
  • Poor relationship between torque and power
  • Diesel engines have to be heavier to contain higher bearing loads
  • Diesel engines have poor power to weight ratios
  • Engine vibration which requires heavy mounting systems to dampen.
  • High mechanical loading on propellor due to harsh combustion process of compression ignition engines.
  • Satisfactory power generation generally requires high turbo boost with related reliability problems.
  • Diesel fuel weighs more than gasoline
We can meet the fuel consumption targets by using an efficient, lightweight and smooth running gasoline engine.
 
Question: Are ADEPT planning to Type Certify the V6 engine range?
 
Answer: Initial engine sales are into the non type Certified (Experimental) market. ADEPT is planning to Type Certify the 280N and 320T models. Design and Manufacturing Processes at ADEPT have been established in line with international certification standards.
 
Question: What aircraft will be using the ADEPT engines? 
 
Answer: Our 320HP engines have been fitted to the high performance Ravin 500 aircraft, as well as the extremely practical Vliegmasjien C-Wolf amphibian bush airplane. Typical Non-Type-Certified applications that our engineering team are geared to integrate our model range to are Velocity, Express, Zenair, Foxtrot, RV-10, Lancair and Glasair airframes. We are also in direct contact with a number of OEM aircraft manufacturers for the fitment if the ADEPT engines to their airframes. Once we enter into the Type Certified market, typical installations will be to Cessna 206/210, Cessna 182, Piper Commanche, Airvan, Maule, Beechcraft Bonanza, Aerostar airframes.
 
Question: What advantages do the ADEPT range of engines have over the traditional “Lycontasaurus” type engines? 
 
Answer: The ADEPT motor uses absolutely current engine technology, and therefore will be extremely economical and reliable. The ADEPT motor offers affordable acquisition and maintenance costs, and is compatible with a variety of readily available fuels.
 
Question: What is the expected TBO of the ADEPT engine? 
 
Answer: TBO is being determined during the monitored flight test programme. Targeted TBO is 2500 hours.
 
Question: What is the advantage of a 120° V6? 
 
Answer: It is a compact design offering high efficiencies, light weight, low vibration levels and high structural integrity leading to long engine life.
 
Question: Does the ADEPT motor rev higher than existing engines – and does this not lead to rapid engine wear?
 
Answer: Current technology gasoline engines are most efficient at higher RPM than the RPM range at which the traditional type engines usually operate. The ADEPT engine’s average piston speed is in fact lower than that of conventional GA engines due to the optimum bore/stroke ratio used.
 
Question: The ADEPT engine uses a PSRU – are these units not a potential source of problems? 
 
Answer: The ADEPT PSRU is a thoroughly engineered unit. It is an integral part of the engine structure. The PSRU reduction ratio has been selected to provide low noise, and complete absence of annoying and dangerous harmonics. Robust gear forms, and more than adequate bearing areas, will ensure durability. The unit also incorporates a cush drive in order to protect the rest of the engine from prop strikes.
 

 

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