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Date: Wed, 01 Jun 2011 07:42:37 -0400
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Subject: Re: [LML] Re: L-IV Choice of Engine
From: Colyn Case <colyncase@earthlink.net>
In-Reply-To: <list-4999321@logan.com>
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References: <list-4999321@logan.com>

Ted,

I think you make some reasonable arguments about the design.
The missing part is the interaction of the design and the environment it =
operates in.
Isn't that what AD's are about?  =20

Colyn


On May 31, 2011, at 1:41 PM, Ted Noel wrote:

> Swaid,
>=20
> Your comments below are part of what drives me nuts in this =
conversation. A fuel line failure is NOT an engine issue. It is a =
systems issue that applies to every aircraft that ever flew (except =
electrics). Thus, using it as a condemnation of a one-off application is =
not germane to the topic.
>=20
> Electronic ignition systems are as reliable as the day is long. Solid =
state electronics generally last longer than whatever they're stuck in. =
And I have redundant computers, with automotive exhaust oxygen sensors =
to let me get the induction and ignition maps exactly right.
>=20
> LS-1 coils at 1 per plug are as reliable as the day is long. Millions =
of cars have proved that, and there's no high-altitude issue, because of =
their construction.
>=20
> Automotive injectors are incredibly reliable, and I've got two sets, =
user selectable, so if my wiring fails to one, the other will work. =
(BTW, I expect to select alternate injectors and computers on a calendar =
basis, so all will be known-good all the time.)
>=20
> The engine internals are designed to be able to run all day at 7,000 =
RPM, but I'm rev-limiting to 3,500. I can't imagine needing more than =
the 600 hp I make at that speed. The hydraulic roller lifters should =
have no problem, since billions of them run forever with no problems.
>=20
> Where do we have concerns? The gearbox. It was designed with the help =
of Timken's helicopter people to run at 1,000 HP continuously. It has =
separate lubrication and oil cooling, with a full suite of sensors. It =
also has three helical cut gears so that it has 3.4 teeth engaged at all =
times, unlike spur gear setups with 1 tooth engagement. The thrust =
bearing is designed for 1,000 HP.
>=20
> Garrett turbochargers and wastegates are reliable as the day is long, =
and run on Continentals and Lycomings every day.
>=20
> Have I missed something? Maybe. The designer is very experienced, and =
Don Goetz flies behind a Continental he prepared. He's designed =
everything from stationary power generator engines to Indy race engines =
to aircraft engines for DARPA. I think he's answered a lot of questions. =
Did he miss anything? Maybe. That's what testing is for. But as for the =
internals, any speed shop can repair the engine for a lot less than your =
Lyconental. The only part that isn't field repairable is the gearbox.
>=20
> Do I have a risk of failure? Yes. Do you? Yes. The prime difference =
between us is that Lyconental failures are better known from a large =
statistical database. Mine are somewhat predictable, but don't have the =
experience yours have.
>=20
> I expect to start testing today. News when available.
>=20
> Ted Noel
> N540TF
>=20
>=20
> *****
>=20
> "Don't try to fool yourself into thinking Converted V8's are ANYWHERE =
as safe as certified aircraft engines. You also have all of the unproven =
systems to make the engine run as additional failure points. We had a =
Vesta V8 in a RV-10 almost kill a Pilot and his daughter in Ridgeland =
S.C. It had a cockpit fire (total loss) on the taxiway after landing and =
they almost did not get out alive. It was only a fuel line but he lost =
years of effort and thousand of dollars, he was extremely lucky it could =
have been worse! "
>=20
> --
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