I.A.R. K14-1000A

[greybeard]

I would like to know some more detail about this powerplant, in addition to known takeoff power (1025 cv), like maximum continuous power, cruising power, relevant RPMs and MAPs. Thank you!

 

[Hardrada55]

My (contradictory) notes say:
IAR-1000 A1: (aka IAR K14 1000A); 1140hp @ TO, 996hp @ 2390rpm @ TO; 1100hp@2390rpm@2600m; 1040hp sustained power
I do not vouch for the accuracy of my notes.

 

[greybeard]

My (contradictory) notes say:
IAR-1000 A1: (aka IAR K14 1000A); 1140hp @ TO, 996hp @ 2390rpm @ TO; 1100hp@2390rpm@2600m; 1040hp sustained power
I do not vouch for the accuracy of my notes.

Thanks, but they are, more or less, the same contradictory figures I'm founding on the internet. Moreover, they are limited to take off (or maximum rated power). Nothing about climb and combat as well as cruising.

 

[Simon Thomas]

Engine type	IAR 14 K IV c 32
Engine power at take-off	960 HP
Take-off speed	2300 t/m
Intake pressure at take-off	935 mm
Engine power at altitude	1000 HP
Speed at altitude	2300 t/m
Intake pressure at altitude	850 mm
Climb recovery height	3200 m
Level recovery height	4500 m
Reduction ratio	2/3

Empty engine weight

approx. 720 kg.

Translation above is from page below, found at this website: Notița tehnică ediția a II a 1943 - IAR 80 FLY AGAIN
I suspect "recovery height" should be read as "full throttle height"

From this page of the same website ( Motorul IAR K 14 - controverse - IAR 80 FLY AGAIN ) it states:

Minutes no. 1331 of 24 Nov. '39 showed that the 1000A engine passed the acceptance tests and was homologated. The first 25 IAR 1000A engines were delivered between Sept. 1939 – April 1940. Officially named 14KIVC32, the engine had a nominal power of 1000 HP, with a speed of 2300 rpm at 3200 m altitude.​

 

[Simon Thomas]

From the same site. Interesting two row with cam rings for both rows at the front.

 

[Bretoal2]

From the same site. Interesting two row with cam rings for both rows at the front.

Typical Gnome & Rhône design.

 

[Bretoal2]

I suspect "recovery height" should be read as "full throttle height"

"Altitudinea (inaltimea) de restabilire" may be translated "rated altitude (height)", i.e., the altitude up to which the nominal or rated manifold pressure can be maintained.

During a climb ("urcare"), the airplane speed is low and there is virtually no RAM effect. In level flight ("palier"), the higher speed creates extra manifold pressure, and the rated altitude is higher.

Note that the IAR KIV c32 designation indicates the rated altitude (32 = 32 x 100 m = 3,200 m), just as Italian engines - example : Piaggio IX RC 35, has a rated altitude of 3,500 m.

 

[greybeard]

Great news, thanks! According to tables on page 26 and following of the "Technical note", it looks that there are four regimes (2300 RPM @ 850 mmHg, 2100/700, 2050/650, 1950/600) plus sort of boost (2300 RPM @ 935 mmHg limited to 3' - see pg. 47 of next document). They could be respectively climb & combat, max continuous, cruising, economical cruising, takeoff & emergency.

 

[Bretoal2]

Great news, thanks! According to tables on page 26 and following of the "Technical note", it looks that there are four regimes (2300 RPM @ 850 mmHg, 2100/700, 2050/650, 1950/600) plus sort of boost (2300 RPM @ 935 mmHg limited to 3' - see pg. 47 of next document). They could be respectively climb & combat, max continuous, cruising, economical cruising, takeoff & emergency.

This corresponds to German standards from these times, which established 4 different power curves:
- startleistung
- steig und kampfleistung
- höchste dauerleistung
- reise-sparleistung
i.e. :
- Takeoff power
- Climb and combat power
- Maximum continuous power
- Cruising economical power

All these established without RAM effect.

 

[greybeard]

Actually, it seems that the IAR engine has a fifth power, something like "erhöhte notleistung".