Jeff Spitzer wrote:

Bill Freeman wrote:

Jeff,

Good job. Looks nice, assume the Rotaxs were just for
airframe development while you designed and developed
the 'real' engines.

I wish.  Right now we have no customer for the diesel.
The Air Force is happy with the Rotax.
The Navy was seriously interested in Predators
early-on and may still come around but right now the engine is going
nowhere fast.

How are you injecting the fuel?
Jet A or diesel?

Electronic common rail custom designed for this engine.  Either.

Assume opposed piston is to get the
highest piston compression and expansion.

Opposed piston is highest power to weight and highest efficiency two   > stroke design.

Is that a Roots
blower - or a L-type?  Full time, or do you use a turbo once
you get it started?

Roots.  Works all the time but is unloaded by the turbo.

I assume two-stroke-cycle.  Pressure
lubed bottom ends?

Yes, Yes.

With the blower, probably no
crankcase compression used.

Crankcase vacuum actually...dry sump system.

Assume multistage
turbos for high altitude??

Just the super you see and T4 turbo up to 30,000 feet.
No plans to go higher.

Wow! A T4 on a Rotax 914. 
Must be bigger than the engine :-)
PL

More info - -      please.

Just heard from Doug Shane that you two have met.
He'll probably be busy the 27/28th - we'd love to see
the diesel.    Pretty please, with sugar on it.

I get out to the desert occasionally where I could show it off.
What is the 27/28th????? The guys that are still full time on the 
diesel are out there a lot. Where are you and how do you know Doug?

Jeff Spitzer

Jeff, Bill is due in from Kansas on the 27/28th Mar.
Bill is a Longeze guru.
 
Paul Lamar
 
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