Lycoming crankshafts

I don't know about anyone else, but Lycoming's latest dirty trick with the
crankshafts sure would leave a bad taste in my mouth, if I owned one. I
would not want to consider any purchase with a Lycoming in it.

What good is part tracing, ore to finished part? I thought that was meant
to protect from these kind of problems occurring?

I would think a class action law suite would sure be in order, for all of
the people it must involve.

Hasn't Continental pulled some crap like that in the recent past, also?

It sure gives me a lot of faith in certified aircraft engines. Not.

If another company were to step up with a new technology engine, with
replacement STC's for most all of the popular spam cans, they would clean
house.

Drive yet another nail in the coffin of GA. :-((
--
Jim in NC

"Morgans" wrote:


Hasn't Continental pulled some crap like that in the recent past, also?

Yes. Not to mention continuing to sell cylinders made of tempered cottage
cheese and denying there's a problem.

It sure gives me a lot of faith in certified aircraft engines. Not.

If another company were to step up with a new technology engine, with
replacement STC's for most all of the popular spam cans, they would clean
house.

We can only hope. The obstacles are enormous.

--
Dan
C172RG at BFM

"Dan Luke" wrote

We can only hope. The obstacles are enormous.

Indeed.

Speaking of that, did you see DeltaHawk is saying 18 months for release to
the public? How long have they been saying that? Years? Decades?
--
Jim in NC

"Morgans" wrote in message
...

"Dan Luke" wrote

We can only hope. The obstacles are enormous.

Indeed.

Speaking of that, did you see DeltaHawk is saying 18 months for release
to
the public? How long have they been saying that? Years? Decades?
--
Jim in NC

As long as they say 18 months to release they are covered forever. :-)

"Dave Stadt" wrote in message
et...


We can only hope. The obstacles are enormous.

Indeed.

Speaking of that, did you see DeltaHawk is saying 18 months for release
to
the public? How long have they been saying that? Years? Decades?
--
Jim in NC

As long as they say 18 months to release they are covered forever.
:-)

Rather like GAMI stating on their web site, regarding their PRISM
electronic ignition, "FAA STC certification expected soon". That page hasn't
really changed in four years.
http://www.gami.com/prism.html

("Dan Luke" wrote)
If another company were to step up with a new technology engine, with
replacement STC's for most all of the popular spam cans, they would clean
house.

We can only hope. The obstacles are enormous.


Let's see if we can't squeeze three threads out of today's AvWeb. :-)

http://www.deltahawkengines.com/
Delta Hawk diesel engines

http://www.avweb.com/eletter/archives/avflash/602-full.html#191852
The American Diesel, Still Struggling For Air

"DeltaHawk, a small company based in Racine, Wis., has been working for
about a decade to develop a diesel engine for GA aircraft -- the only such
engines being built in the U.S., the company says. The engine first flew
back in May 2003 in a Velocity RG, and since then has been making the rounds
of trade shows as R&D continues. A few of the 200-hp engines have been built
for experimental aircraft, but the company says it is still at least 18
months away from having an FAA-certified engine, and money problems are
slowing down the process. With a little luck, the company hopes to sell more
than 3,600 of the engines in 2010. The company will be exhibiting its
technology at Sun 'n Fun, coming up in Lakeland, Fla., April 4-10."


Montblack
Kurt Manufacturing will be machining the components for DeltaHawk. KM is
down the road from me, maybe five miles.

Isn't this the one that run's on JP and therefore won't need a lot of
new infrastructure to support?

Read someplace that both L & C were looking at developing a new
generation engine. Could the DeltaHawk have them worried?

Big John
`````````````````````````````````````````````````` ````````````````````````````````

On Mon, 27 Mar 2006 23:45:10 -0600, "Montblack"
wrote:

("Dan Luke" wrote)
If another company were to step up with a new technology engine, with
replacement STC's for most all of the popular spam cans, they would clean
house.

We can only hope. The obstacles are enormous.


Let's see if we can't squeeze three threads out of today's AvWeb. :-)

http://www.deltahawkengines.com/
Delta Hawk diesel engines

http://www.avweb.com/eletter/archives/avflash/602-full.html#191852
The American Diesel, Still Struggling For Air

"DeltaHawk, a small company based in Racine, Wis., has been working for
about a decade to develop a diesel engine for GA aircraft -- the only such
engines being built in the U.S., the company says. The engine first flew
back in May 2003 in a Velocity RG, and since then has been making the rounds
of trade shows as R&D continues. A few of the 200-hp engines have been built
for experimental aircraft, but the company says it is still at least 18
months away from having an FAA-certified engine, and money problems are
slowing down the process. With a little luck, the company hopes to sell more
than 3,600 of the engines in 2010. The company will be exhibiting its
technology at Sun 'n Fun, coming up in Lakeland, Fla., April 4-10."


Montblack
Kurt Manufacturing will be machining the components for DeltaHawk. KM is
down the road from me, maybe five miles.

"Big John" wrote in message
...
Isn't this the one that run's on JP and therefore won't need a lot of
new infrastructure to support?

Read someplace that both L & C were looking at developing a new
generation engine. Could the DeltaHawk have them worried?

At this point in time DeltaHawk poses a threat to no one. They have been in
development since before there was dirt and don't seem to ever get close to
having a viable product.

("Dave Stadt" wrote)
At this point in time DeltaHawk poses a threat to no one. They have been
in development since before there was dirt and don't seem to ever get
close to having a viable product.


[They do have a real engine flying in a real airplane.]

http://www.deltahawkengines.com/orders00.shtml
Placing Orders For Engines

"The FAA Certification planning process is underway."
[This surprised me - "planning"?]

"Although work remains on many tasks, we are confident that it will be
accomplished through the continued and by now perhaps legendary persistence
of Team DeltaHawk."
["Legendary persistence" ...a.k.a. 'Around longer than dirt' by Dave]

"Deposits are being used to plan for the initial production volume and model
mix."
[More "planning".]

"Ordering Terms and Conditions are included on the Order Form."
[Hey, The Eclipse was (only) $750K back in '97 or '98, IIRC. That's 9 years
ago, now.]


Montblack

("Big John" wrote)
Isn't this the one that run's on JP and therefore won't need a lot of new
infrastructure to support?

Read someplace that both L & C were looking at developing a new generation
engine. Could the DeltaHawk have them worried?


DeltaHawk Q & A website:
http://www.deltahawkengines.com/questi00.shtml

Q: So, what fuels are acceptable for use in your engine?
A: Acceptable fuels are Jet A, Jet A1, JP5, JP8, D1 and D2, which are all
kerosene based. The high naphtha fuels (JP 4 and Jet B) are not suitable.

Q: Can jet fuel and diesel be mixed in the fuel tank (for example, when
changing fuel used as temperature changes), or should one fuel be chosen and
used forever.
A: Yes, the fuels can be mixed.

Q: Could you use heating fuel in your engine? I know this is not legal, but
in a pinch could this be done?
A: It would not be recommended but if done, certainly use a lubricity
additive.

Q:You have mentioned a using a lubricity additive when using Jet A. What is
this additive and how much is used?
A: Although it may not be necessary, we think it is good insurance to use
it. The product is usually added at the rate of one pint per 120 gallons
(~1,000 to 1), and costs about $4.75/pint (~ 4 cents per gallon). With the
new pumps, ½ the normal rate is probably adequate for "insurance" purposes.
This protects the injector moving parts and the pump piston. When we supply
engines, the specification and source will also be supplied. Any diesel
shop carries it.

Q: How can you make do with only a single engine control lever? Don't you
need to adjust mixture at some high altitude?
A: At a high altitude (above 18,000 ft) the fuel should be trimmed back.
This can be done either by the pilot, based on indicated altitude and a
chart provided by DeltaHawk, or automatically by an aneroid device (pressure
altitude sensor). Either way, it is the single lever, the fuel lever (or
"throttle"), which is being adjusted.


Montblack