Thanks; that is why I believe that Lycomings will continue to be the default HBA engine in the 180 -300 HP range, at least until someone develops a proven, complete, FWF package that is no heavier than an equivalent HP Lycoming.Almost nobody gets their auto conversion right the first time on all counts without some mods being done. I know of a couple that worked really well from the get go but all the others soaked up a lot of time changing things to get it all working well. Engineers and gearheads have the best success rate. Lay people, the worst, as you'd expect. For a fair number, they have no real success and waste lots of time and money trying to make it work. Many never do and eventually give up to install a traditional aero engine.
It may take more than a FWF package to change the dominance of conventional air-cooled aircraft engines. You can only stuff so much under a cowl designed for an air-cooled engine. To take full advantage of automotive conversions I think is going to require aircraft designed from the start with a water cooled system in mind.at least until someone develops a proven, complete, FWF package
I think the important consideration here is not that the Lycoming will ever be replaced in our lifetime, but that builders who have the ability and determination can actually build a reasonably inexpensively alternative engine successfully. Many people can struggle thru the learning curve of building a home built even though they have minimal skills. They are able to do that because information on how to do it is everywhere......along with lots of support.Thanks; that is why I believe that Lycomings will continue to be the default HBA engine in the 180 -300 HP range, at least until someone develops a proven, complete, FWF package that is no heavier than an equivalent HP Lycoming.
Congratulations on your success ! That is the kind of story that can inspire others . Its nice to see that an alternative engine can be so successful. Maybe others can learn from your experiences.I joined this forum several years ago but never followed it until about a month ago when I happened to noticed it on my favorites list.
Thank you Ross for your kind words. To update you, our Glasair/Subaru now has 787 hours. As for racing, we have competed in 22 SARL air races. We are undefeated in our class and hold the class speed record of 261.60 MPH. The slalom type race courses are about 150 miles long and have four to ten turns. The finish line is back at the start line. When we broke the speed record, the course had seven turns, three were energy killing turns of about 160 degrees. BTW my wife insists on riding in every race … she loves to race and has been the big push in my finding and reducing drag in the quest for higher speeds.
Why would an E/AB owner ever need to do this? Inspectors don't sign off that it is 'safe to fly' but only that the work performed was done to the proper standard. E/AB owners can do 100% of the work on an AC they built. The only 'if' is the Repairmans certificate for the annual condition inspection.Someone shows up at the inspectors place of business with a USED engine they installed in a homebuilt and wants the inspector to say this engine and the airplane its in are perfectly safe to fly.....and sign his name on something saying so.
My CAPS LOCK fears no one lol (in this case CAPS LOCK is a direct quote, as my keyboard has its all caps). This is not AOL (this is an abbreviation, not me trying to emphasis anything), caps are used in electronic writing to emphasize a point. If you think I'm yelling then enjoy being triggered. I generally use bold highlight key points in quoted text.I suggest you do a bit of your own homework and study the difference between a type certificate and an airworthiness certificate. Then maybe file the top off of your caps lock button.
You really should read some NTSB crash reports and explain to me how these meticulously maintained engines still fail.The reason certified engines have a good reputation for reliability is because they are inspected every year and most problems are discovered before they fail.