Today's Message Index:
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1. 09:44 AM - Re: Re: Fuel Return Line Location? (Bill Watson)
2. 08:44 PM - Re: Fuel Return Line Location? (Rocketman1988)
3. 08:59 PM - Re: Re: Fuel Return Line Location? (Kelly McMullen)
Message 1
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| Subject: | Re: Fuel Return Line Location? |
I've wanted to craft a note with my thoughts on the alternative engine
issue but Ben, perhaps unintentionally, captured the essence of it, or
at least some quotable talking points. So here goes...
On 4/22/2015 11:01 PM, Ben wrote (edited):
> My experimental just had it's 11th bithday.... Over 500 hours and
> 100,000 + miles of safe flight.. That equals to 4 plus times around
> the earth at the equator, and it NEVER has had a off airport emergency
> landing and still running perfectly.... All the time running a V-8
> Ford ( ALTERNATIVE) engine in it...
Congrats and Well Done!! That's a very cool machine.
My experimental is coming up on it's 4th with roughly the same hours and
miles of safe flight. All the time running a stock experimental
Lycosaur. I wouldn't have imagined any other result at this point.
> I am dumber that a fence post and I pulled it off..... So far,....The
> day is still young though....
Hardly! I don't know you but would guess you are brighter than most of
us on this forum. I KNOW you are knowledgeable and talented when it
comes to engines if for no other reason than your experience with your
'alternative' engine. You seem totally up to the task. It's a
dangerous fallacy to think any other of us are up to the task of
experimenting safely and productively with alternative engines, even if
the objective is nothing more than a bit of intellectual stimulation and
personal transportation.
The engine is the most complex part of our experimental planes.
'Anybody' can build a Van's kit whether a QB or a pre-hole punched kit.
'Anybody' can mount a Lycoming on the front and most of us could
maintain it. 'Many' of us could modify a kit and mount someone's
alternative engine kit on the front. "A few" of us could trouble shoot
and maintain it successfully. "Very few" of us are up to the task of
developing an alternative engine for an airplane. NO ONE has come up
with an alternative engine solution that the rest of us can buy at any
price point, that performs better and longer than what we can buy from
Lycoming. Many people have tried and are trying. I hope for success
but don't plan on it.
> To quote a movie line... " A man has to know his limitations"
Like any endeavor, some people engaged in the pursuit are not up to the
task. The problem with alternative aircraft engine work is that a failed
engine can hurt and kill very easily. The bar is a bit lower for
alternative fuel systems and ignition systems but a failed engine can
hurt and kill just as easily.
So, to be completely honest, my desire is to try and discourage as many
people as possible from experimenting around with alternative engines
and alternative engine systems, especially around the RV 'family
cruiser' 10. Hopefully, only those with enough knowledge, experience
and talent will persevere and fewer acquaintances will get hurt or die
trying.
Bill "hoping I'm up to the task of maintaining my Lycosaur" Watson
Message 2
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| Subject: | Re: Fuel Return Line Location? |
You know, I had typed a substantial reply but I decided that it just isn't worth
the time. People all have opinions and it is darn near impossible to change
them, therefore, this whole thread is sort of a moot discussion.
This discussion is actually kind of ironic. If everyone settled for "the way it
has always been done", would there even BE the EAA? Obviously, Van thought
there were better ways to do things...what about Rutan? Building an airplane
out of foam and fiberglass? That's just nonsense...
Granted, these guys were not your average Joes but the point is they DIDN'T stay
with the status quo. They redefined it. Only time will tell what or who the
next big thing will be..it's going to be interesting.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=441274#441274
Message 3
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| Subject: | Re: Fuel Return Line Location? |
See Amy Laboda's report on the turbine powered RV-10 in this month's
Kitplanes.
250 shp turboprop. It will out climb the Lycoming after the Lyc starts
pushing temp limits. Especially because the engine is maybe 1/2 wt of the
Lyc.
But, initially it was losing 20+ knots in cruise the the Lyc. After they
rectified the shape and angle of the exhaust pipes, they have it up to
matching the Lyc in cruise. It only burns about 20-25% more fuel below 10K
and maybe somewhat less into the lower flight levels. Not to mention the
engine/prop combo cost as much as an entire, well equipped Lyc powered -10.
But if you fly where avgas is unobtainable, makes sense.
I was concerned it might be pushing the design flutter speed, but
apparently it is sized to provide same power as Lyc. Seems like maybe the
SMA 230 hp French diesel used in 182's would be easier to mount and fly,
with Jet A or diesel fuel available everywhere. Might even beat the Lyc for
fuel efficiency.
On Fri, Apr 24, 2015 at 9:40 AM, Bill Watson <Mauledriver@nc.rr.com> wrote:
>
>
> The engine is the most complex part of our experimental planes. 'Anybody'
> can build a Van's kit whether a QB or a pre-hole punched kit. 'Anybody'
> can mount a Lycoming on the front and most of us could maintain it. NO ONE
> has come up with an alternative engine solution that the rest of us can
> buy at any price point, that performs better and longer than what we can
> buy from Lycoming. Many people have tried and are trying. I hope for
> success but don't plan on it.
>
>
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