Has anyone look at DLC for Diamond-like coatings for aluminum side plates. I am sure it is expensive but I don not know how it would compare to other coating particularly silicon nitride flam spraying.

 

http://www.bekaert.com/bac/Products/Diamond-Like%20Coatings.htm

http://www.bekaert.com/bac/Products/Diamond-like%20coatings/Automotive%20Engine%20Parts.htm

 

http://www.bekaert.com/bac/Products/Diamond-like%20coatings/Racing%20Engine%20Parts.htm

DYLYN^® PLUS VALUES THAT CAN BE OBTAINED

• Coating thickness varies from 1 to 5 µm
• Deposition temperature < 180°C / 356°F

Coefficient of friction	0,05 - 0,10	Steel-ball-on-disc test (dry): 10N, 0.17 m/s, 25°C (77°F), 50% RH and 100,000 cycles
Hardness (GPa)	15 - 25	Nano indentation
Adhesion - Lc2 Value (N)	> 25	Scratch test: constant load on HSS (M2) substrate
Adhesion - HF Value	1 - 2	Rockwell C on HSS (M2) according to VDI 3198
E-modulus (GPa)	150 - 250	Nano indentation

 

 

 

 

http://www.azom.com/details.asp?ArticleID=623

 

Properties of Diamond-Like Coatings

Amorphous (a-C) and hydrogenated amorphous carbon (a-C:H) films have high hardness, low friction, electrical insulation, chemical inertness, optical transparency, biological compatibility, ability to absorb photons selectively, smoothness, and resistance to wear. For a number of years, these economically and technologically attractive properties have drawn almost unparalleled interest towards these coatings. Carbon films with very high hardness, high resistivity, and dielectric optical properties, are now described as diamond-like carbon or DLC, table 1.

Table 1. Properties of diamond and DLC materials.

 

Engine Applications

The coatings may well find their biggest application in enhancing properties of general wear parts. For example, it was hoped that the coating of cams and cam followers with DLC in Formula 1 motorbike engines would produce an increase in power of 0.5-1bhp. The resulting power increase was 8bhp, which in racing terms is enormous.

 

 

 

 

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of George Lendich
Sent: Friday, May 13, 2005 5:43 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: Aluminum side housings

 

 

> George Lendich wrote:

> 

> >>We were discussing aluminum side and intermediate housings a couple of

> >>weeks ago.  A figure of somewhere around 15lbs per housing in weight

> >>savings was thrown out.  The exact figure isn't as important the fact

> >>that several Delta builders have had to stack approximately that much

> >>weight in the tail to get the proper W&B.

> >>

> >Ernest,

> >Surface treatments are problematic- no real cost effective treatment as

yet.

> >Composite( aluminium and steel) housings don't save that much weight, I

> >forget the exact figures but will save about 30 lbs, at best. A hell of a

> >lot of work ( and cost) to get that 30 lbs.

> >

> >

> >

> 

> I tend to agree with you, George, but you have to balance the work

> required to remove 30lbs from the engine against the work required to

> remove 30lbs from my slim figure*.  I won't even consider aluminum sides

> until I do a (semi) final weight and balance.  If it comes down to

> aluminum housings or more junk-n-da-trunk, the debate will be wide open

> again.

> 

> (The humor will be apparent when you get to the email where Ed tells me

> that I'm a little stout for his RV 8*)

 

Ernest,

Don't get me wrong I'm actually working on aluminium housings as we speak -

however the truth of the exercise is fully evident when costs and weights

are real, rather than anticipated. Machining anything is a hugely expensive

part of any development and there's a lot of machining in end housings.

 

Hey I'm on the diet too, but firewall forward weight is my main concern, for

C of G requirements.

George ( down under)

 

 

 

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