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This is the power plant that is currently driving David's red night fly Eagle II. It is an
O.S. .20 FP that has been converted to diesel. You
would not know it from looking at this image (or by looking at the engine for that matter),
but this engine has flown over 100 hours. One of the advantages to using diesel is that
it is possible to log this many hours on a single engine. Diesel engines run cooler and
do not accumulate much external build-up (i.e. no varnish), not to mention they are far
more dependable and fuel efficient than a comparable glow engine. How many glow engines
have you seen with 100 hours of flight time behind them?
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This is the truly amazing O.S. .26 4-stroke engine that David converted to diesel, even
after being told by many that it couldn't be done. I know it is truly amazing, because
I have a nearly identical engine that he converted to diesel for me, and my plane can fly
longer than I can on only 4 oz. of fuel. And talk about quiet! Nothing beats a 4-stroke
diesel, in my opinion. It will not die, it idles at super low RPM, has lots of power, and
is extremely fuel efficient. And, my favorite part of all these diesel engines, is that
there is no glow plug or related hassles to mess with! By the way, the engine in this
image is on David's green Eagle II.
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David sent this image to me in April of 1999 when he was developing the prototype for his
new alternator design. He has since received his patent pending status on the device.
The alternator delivers much more electrical power than its predecessor, the generator
(seen in the images above). This is an O.S. .40 FP, converted to diesel, and I believe it
is installed on the Extra Special shown on page 8. If it isn't, it will no doubt make an
appearance on a plane somewhere in David's collection, soon.
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This is the beast that is destined to take the Flyin' King (a.k.a. The Chameleon) into the
starry sky. It is an O.S. .60 FP, complete with a polyphase alternator
(patent pending) designed
to provide electrical power to all on-board systems, such as the receiver, the multi-color
lighting system, the color video camera and video transmitter. Static tests of the engine
and alternator performance were very impressive, and extra measures had to be taken to keep
the cement block that the engine was mounted on from climbing up the incline of the
driveway where the tests were performed. No doubt the engine has power to spare. Of
course, it runs on diesel!
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Here is an added bonus. This is an O.S. .40 4-Stroke
engine that David converted to diesel. It is almost (or perhaps is) more impressive than
the .26 diesel 4-stroke, above. I do not know what David's plans are for this engine, but
I am certain that whatever it drives, it will fly for a long, long time. Just like all
his other planes.
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Movin' on up! The latest addition to the diesel 4-stroke collection: an O.S. 70 FS! I bought one for
myself that I hope to put on a "new" plane that I am building (have been trying to build
for several years). I'm hoping I can get David to convert it to diesel for me. I haven't
seen this engine run, yet, but I have a sound file that I listen to that has inspired me.
Click here or click on the  play button, below,
to hear it for yourself.
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