Lycoming iE2 FADEC Engine.....whats happening.
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peterh337
I concurr with most of your post however, the bit I bolded for you is simply not true. I regularly run engines at higher than 75% power, 85+% even and the CHT's are very good indeed, at times as low as 300-310F and at worst 330F. In fact this is cooler than a full rich takeoff. They are done at high power settings Lean Of Peak.
If you wish to run ROP and waste fuel go for it, but if you have CHT problems in a CONFORMING engine then there is a baffle issue.
Otherwise yes a full fadec system is really like having an automatic beer can opener. Cool gadget but really what does it do for the money?
Cars....another problem altogether and why they have BSFC's that are usually worse than our old Lycosaurus and CMI's.
There is a big difference which is that engine management is hardly rocket science and during 99% of the average flight one never touches the engine controls.
If you had to fiddle with an engine every 5 minutes and/or it needed a PhD, there would be a market for electronic controls. But one doesn't, which is why there isn't.
The Lyco/Conti engines are heat dissipation (CHT) limited at anytime over about 75% of max rated HP, and are heat dissipation limited below that if the airflow is not enough, so a FADEC controller isn't going to be able to do much beyond running them rich during those phases... which is exactly what we do.
There are also so many complete muppets working in GA companies that I would not trust them to design a FADEC which lasts 1/10 as long as my 3 control cables
If you had to fiddle with an engine every 5 minutes and/or it needed a PhD, there would be a market for electronic controls. But one doesn't, which is why there isn't.
The Lyco/Conti engines are heat dissipation (CHT) limited at anytime over about 75% of max rated HP, and are heat dissipation limited below that if the airflow is not enough, so a FADEC controller isn't going to be able to do much beyond running them rich during those phases... which is exactly what we do.
There are also so many complete muppets working in GA companies that I would not trust them to design a FADEC which lasts 1/10 as long as my 3 control cables
If you wish to run ROP and waste fuel go for it, but if you have CHT problems in a CONFORMING engine then there is a baffle issue.
Otherwise yes a full fadec system is really like having an automatic beer can opener. Cool gadget but really what does it do for the money?
Cars....another problem altogether and why they have BSFC's that are usually worse than our old Lycosaurus and CMI's.
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I concurr with most of your post however, the bit I bolded for you is simply not true. I regularly run engines at higher than 75% power, 85+% even and the CHT's are very good indeed, at times as low as 300-310F and at worst 330F. In fact this is cooler than a full rich takeoff. They are done at high power settings Lean Of Peak.
Sure one can cruise at 100% power - 165kt IAS for me, and loads of airflow.
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Originally Posted by Jabawocky
Cars....another problem altogether and why they have BSFC's that are usually worse than our old Lycosaurus and CMI's.
Cars need to conform to very strict emission standards, whereas aircraft don't. I haven't seen an aircraft with even a catalytic converter, let alone any specific design feature, such as increasing fuel flow to lower the combustion temperature to maintain NOx emissions within limits, etc. Primary objective in an aircraft engine is reliability, but for a car engine, reliability is not such a concern (as long as it lasts until the end of warranty), but the COx, NOx and diesel particles emissions - and of course fuel consumption - are of much greater significance.
Try to achieve modern emission standards with 60-years old Lyco/Conti design and then compare BSFC. You're in for a shock.
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Certified FADEC
This is a big task.
To certify a closed loop digital engine control - power control to Do178C level A and Do160 and Do254 is not a trivial undertaking.
Particularly when it is intended as a generic controller.
In the volumes likely to be sold, the controller might well cost more than the engine.
Tough job.
Charlie
To certify a closed loop digital engine control - power control to Do178C level A and Do160 and Do254 is not a trivial undertaking.
Particularly when it is intended as a generic controller.
In the volumes likely to be sold, the controller might well cost more than the engine.
Tough job.
Charlie
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Rotax recently certified their 912is -> 912isc with fully electronic and redundant fuel injection system and engine management system. EASA Certifies Rotax 912 iS
Maybe Lycoming needs to be purchased by a chinese company (like many other US GA companies) to move ahead...
Jacques
Maybe Lycoming needs to be purchased by a chinese company (like many other US GA companies) to move ahead...
Jacques
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A FADEC will deliver more power on takeoff than just manually setting at full rich. Full rich is NOT full power.
Also a FADEC system provides a lot of diagnostic data and reams of digital data. We once told a customer which plug, bottom cylinder 4 was loose. Someday warranty will be based on FADEC history data.
And yes a great pilot who understands his engine can run it just as well, while doing a thousand other cockpit task, but those pilots are few and far between. Exceptions taken for this forums readers.
A FADEC system will help prevent over heating by enriching the mixture to a cylinder that is overheating. The TCM system could adjust the mixture for each cylinder independently, a different mixture for each cylinder giving a very smooth running engine.
Also a FADEC system provides a lot of diagnostic data and reams of digital data. We once told a customer which plug, bottom cylinder 4 was loose. Someday warranty will be based on FADEC history data.
And yes a great pilot who understands his engine can run it just as well, while doing a thousand other cockpit task, but those pilots are few and far between. Exceptions taken for this forums readers.
A FADEC system will help prevent over heating by enriching the mixture to a cylinder that is overheating. The TCM system could adjust the mixture for each cylinder independently, a different mixture for each cylinder giving a very smooth running engine.
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On the Lycoming iE2-tt540 powered Evolution EVOP-350 website max cruise 28GPH 230KTAS, economy cruise 16GPH 200KTAS.
I'm going to assume the max cruise FADEC setting is very ROP (hopefully, assuming Lycoming's computer programmers are not the same mob that have been promoting 'best power' all these years)
Also the economy cruise, given say an 8:1 compression ratio (too generous?) looking at around 75% power if it was LOP
So it doesn't add up quite, what % power is 28GPH?
Anyone able to shed some light?
I'm going to assume the max cruise FADEC setting is very ROP (hopefully, assuming Lycoming's computer programmers are not the same mob that have been promoting 'best power' all these years)
Also the economy cruise, given say an 8:1 compression ratio (too generous?) looking at around 75% power if it was LOP
So it doesn't add up quite, what % power is 28GPH?
Anyone able to shed some light?
