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“Explore the SAE John Johnson Awards for Outstanding Research in Diesel Engines, honoring exceptional contributions in diesel engine research and development. Learn about the award’s criteria, benefits, and past recipients who have advanced the field through innovative experimental and modeling research.

Established in 2001, this award annually recognizes an SAE member whose work has furthered innovation in the manufacture, design and improvement of engine technology for ground, air or space vehicles. The award honors Max Bentele for his contributions to the field of mobility engines and his encouragement for others to innovate and promote advances in the area. ...The award honors Max Bentele for his contributions to the field of mobility engines and his encouragement for others to innovate and promote advances in the area. The award is designated for engineers who have at most been out of school for ten years, who have made a major contribution through a new idea, concept, innovation or application which provides a recognized improvement in engine technology and which has been verified through proof of concept demonstrations. ...The award is designated for engineers who have at most been out of school for ten years, who have made a major contribution through a new idea, concept, innovation or application which provides a recognized improvement in engine technology and which has been verified through proof of concept demonstrations. It is intended to recognize the global nature of the SAE and the breadth of the mobility community that it serves.

How Honda’s Grand Prix motorcycle program in the 1960s created the world’s most advanced IC engines.

This SAE Aerospace Recommended Practice (ARP) recommends design and test criteria for reusable shipping and storage stands for aircraft engines. An optional hard cover (enclosure) is also specified.

This specification covers the requirements for format and outline of contents of operating instructions in published form or in manuscript form suitable for publication.

INVESTIGATIONS of the lubrication of both reciprocating and turbojet aircraft engines are reported here. For reciprocating engines, the major goal has been to do away with the necessity of applying large quantities of preheated air to start the engines. ...For reciprocating engines, the major goal has been to do away with the necessity of applying large quantities of preheated air to start the engines. This is being done through the development of appropriate equipment and improvement of starting techniques. ...The problem has not been so severe for turbojet engines. In fact, oils of low pour point plus the adoption of the closed-circuit oil system are expected to eliminate any need for heating the lubrication systems of jet engines.

Some successful applications include: Aircraft engine combustor development rig tests (aviation jet fueled) Stationary source combustor development rig tests (natural gas and diesel fueled) Afterburning military engine tests (aviation jet fueled) Internal combustion aircraft engine diagnostics (AVGAS fueled) Each application may be characterized by very different measured emissions levels (parts per million versus percent by volume) but this common approach solves the same basic combustion chemical equation. ...SAE Aerospace Recommended Practice ARP1533 is a procedure for the analysis and evaluation of the measured composition of the exhaust gas from aircraft engines. Measurements of carbon monoxide, carbon dioxide, total hydrocarbon, and the oxides of nitrogen are used to deduce emission indices, fuel-air ratio, combustion efficiency, and exhaust gas thermodynamic properties. ...The emission indices (EI) are the parameters of critical interest to the engine developers and the atmospheric emissions regulatory agencies because they relate engine performance to environmental impact.

INDIRECT or liquid-cooled aircraft engines fit into the picture of future aircraft types better than do the direct or air-cooled engines, the authors contend. ...INDIRECT or liquid-cooled aircraft engines fit into the picture of future aircraft types better than do the direct or air-cooled engines, the authors contend. As reasons for their belief they draw attention to the small frontal area of this type; the heat capacity of the liquid in equalizing temperatures; and greater freedom in cylinder design because large heat-transfer surfaces are unnecessary. ...Rolls-Royce has been producing liquid-cooled aero engines for 23 yr, they announce, and has concentrated a large staff on installation problems. One of the results of this work, they report, has been the development of the interchangeable powerplant in which the engine-mounting auxiliaries and bulkhead form a complete detachable unit.

Included in the paper are discussions of the trends in fuel injection, compression-ignition engines, co-axial propellers, liquid-cooled engines, engine types, sleeve-valve engines, lubrication, and the relative progress in the development of American and European engines. ...NUTT outlines the recent progress in the development of aircraft engines by a brief review of the progress made during the past 10 to 15 years. He explains some of the design details which have aided in this progress. ...Included in the paper are discussions of the trends in fuel injection, compression-ignition engines, co-axial propellers, liquid-cooled engines, engine types, sleeve-valve engines, lubrication, and the relative progress in the development of American and European engines. Although this Country is not lagging in its technical ability to produce high-output engines, the author cautions that we must continue to provide adequate funds and personnel if we are to maintain a satisfactory position in the industry.

has been the cry dinned into the ears of the designer of wartime products; consequently, this report on new materials for aircraft engines is particularly timely. “The tremendous demands of war production,” the authors say, “have now revealed our resource shortages, and in our efforts to build war and transport machines it has become necessary to take conservation measures with some elements in particular and with all materials in general.”

A number of aircraft engine irregularities are avoidable because they are the direct result of abrasive materials in the engine. ...A number of aircraft engine irregularities are avoidable because they are the direct result of abrasive materials in the engine. The paper describes the types and sources of abrasives involved. The patterns of failure in different types of plain bearings are shown, as well as the effects of airborne and “built-in” abrasives on pistons and piston rings. ...The applicability of this work to other types of engines is also discussed.

IF the gains in production of light aircraft made in recent years are continued at the same rate, the light plane and engine industry can be expected to at least double 1939 volume, Mr. ...The introduction of fuel injection (replacing carburetion) in light aircraft engines has been a major development of the year, Mr. Bachle asserts, and gives a detailed description of the injection equipment adopted. ...He tells how the output of one engine originally developed for a 50-hp unit had been increased to 80 hp, to put it into the latter type.

It is shown that while small engines should be capable of a larger output per square inch of piston area, in practice the reverse is the case. ...It is also shown that small engines should, in general, operate at a higher efficiency than large ones. A promising line of attack for improving the lubrication of small engines is indicated. ...A promising line of attack for improving the lubrication of small engines is indicated.

All engines have limits to the maximum power which may be obtained. This may be dictated by the power transmission capability of the engine and gearbox or physical limits on rotational velocity and temperature to restrict turbine blade creep to an acceptable level. ...This may be dictated by the power transmission capability of the engine and gearbox or physical limits on rotational velocity and temperature to restrict turbine blade creep to an acceptable level. ...A solution has been to develop an electronic limiter, which controls the fuel control governing pressure (Py) of a conventional mechanical fuel control in order to meet the design limits of the engine. This paper will describe one such limiter developed by Avelex for aerobatic turboprop engines.

In horizontally opposed engines, the carbureter is usually mounted on the oil pan underneath the engine, despite the objections that the carbureter interferes with the streamline of the undercooling and, if a retractable nose wheel is used, the most suitable location brings the nose wheel into the cowl where the carbureter is located. ...THE effect of the aircraft-engine intake system on the design of other engine components is here related by Mr. Doman, who applies his findings particularly to a series of 4¼ x 3½ horizontally opposed aircooled engines. ...Doman, who applies his findings particularly to a series of 4¼ x 3½ horizontally opposed aircooled engines. Valve sizes were varied to obtain the maximum size of inlet valve without appreciable restriction of the flow through the exhaust valve, and at the same time that would provide a strong bridge in the cylinder head between the valve openings.

RAPID development and widespread use of aircraft fuels of high knock rating make advisable a study of the best means of utilizing these fuels for high specific power output. ...The effects of (1) high mean effective pressures and (2) high crankshaft speeds on the detail design of the engine are analyzed. The conclusion is reached that, in order to obtain a balanced design of minimum weight for extremely high specific output, it is advisable to use both speed and high mean effective pressures.

Inasmuch as the mechanical efficiency of a single-cylinder is lower than that of a multi-cylinder engine, the horsepower and mean-effective-pressure figures used were obtained from those observed by adding the difference between the friction loss of the single-cylinder test-engine and that of a modern first-class aircraft engine. The considerations that enter into the internal cooling of valves are discussed, including the requirements of a medium for filling the valves that would prove satisfactory. ...Inasmuch as the mechanical efficiency of a single-cylinder is lower than that of a multi-cylinder engine, the horsepower and mean-effective-pressure figures used were obtained from those observed by adding the difference between the friction loss of the single-cylinder test-engine and that of a modern first-class aircraft engine. ...Trouble might also arise from excessive fluid-pressure set up within the head when the engine is started because of the melting and expanding of the filling in the head while that in the stem is still frozen.