Dave,
Not trying to come across with anything likened to
hostility... Please read the whole thread on these
issues, It goes back for almost a week now....
I've decided, because this issue seems dear to so
many out there, to write a Aero Engine vs. Auto Engine
Manifesto of sorts, I plan on formatting this document
on a part by part comparison of the differences
between the 2 types of engines, and how those
differences dramatically impact us, the KR builder
community.
In short, to reply directly to your comments Dave:
When you are comparing the automobile engine
application to an Aero engine application, you must
consider the differences in environments that these
engines are: designed for, fabricated in and operate
in.
Comparing mileage that's allegedly "trouble-free" is
of no importance, because:
1. It doesn't have to operate in the same operating
conditions. and
2. The impact of the engine failing while in service
is without the life threatening, dire circumstances or
predicament that an aero engine faces. i.e. If the
auto engine fails, the operator coasts to the side of
the road.
Systems like redundant, independent ignition systems
are a minimum safeguard for a powerplant used in this
context.
Now for the rest of the KRNetters who have been
following this over week-long thread on Engines, I
know many of you are just chomping at the bit to hit
the Reply key. Please resist the temptation to do so,
and be patient, as I am woking on this document fairly
dilligently. The reason why I have decided to take on
this task is in hopes that with my experience and
background will benefit this community.
I also feel that I am somewhat? qualified to do such
a task because:
1.) I served as an US Army Helicopter:
a.) Turbine Engine Mechanic
b.) Crew Chief
c.) Flight Test Mechanic
d.) Aircraft Systems Technician
2.) I served as an US Army Fixed Wing:
a.) Crew Chief
b.) Maintenance Platoon Sergeant
3.) After the Service I was:
a.) Heavy Duty Line Mechanic
b.) Cylinder Head Machinist
c.) Race Engine Builder
4.) After I finished my Degree I worked in:
a.) Hydraulics, Rotors and Controls at MDHC
b.) Controls Design on the MD520 Notar, MDX -
MD900 Explorer at MDHC
c.) Aircraft Structural Design on the Swearingen
SJ-30, including the engine installation.
d.) Aircraft Jet Engine Design, PW4000. I
designed a Hollow Titanium First Stage
Compressor Blade for the 777 (48,000 thrust
engine)
e.) Aircraft Structural Design on the F/A-18
C,D, E & F models, Main Landing Gear Pod
Redesign Team on the C-17. Horizontal
Redesign Team for the C-17. McDonnell
Douglas Phantom Works Design Engineer.
f.)Powertrain Design engineer for GM
Powertrain's High Feature V-6 engine.
g.)Senior Project Engineer for 2nd & 3rd Row
Seating for the Trailblazer, Envoy and
Bravada Program.
h.)Lead Structural Design Engineer for Boeing
Integrated Defense Systems back in Phantom
Works.
Considering that I have worked pretty much every
conceivable perspective of this topic. I'm probably,
maybe just a little qualified to author such a
document? If not, is there another individual who
would be willing to take on a task of this magnitude?
--- David Lininger <kb0...@positech.net> wrote:
We drive our cars up and down mountains with single
ignition systems and don't think anything about it,
but put that same engine in an airplane at the same
altitude and we think we need dual ignition.
=====
Scott Cable
KR-2S # 735
Wright City, MO
s2cab...@yahoo.com
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