MRE-FB wrote:
Paul,
We at MISTRAL Engines have to finalize our choice of an engine
model
designator. We studied the prevailing system, as developed...over
time I
presume... by C
and L. We believe it is unsuited to properly and efficiently
describe a
rotary engine. I'd be surprised if you disagreed. On the other hand,
people will be
unfamiliar and initially puzzled and lost with our proposed new
system.
Do you think that such a possible confusion might be detrimental to
us? But
we think
that if we want to change a few things in aviation, we might as
well
start there!
We propose the following system as described by our turbo model
proposed
designator: TSG-2230-A1B
TS: Turbo-Supercharged... nothing if normally aspirated
G: Gasoline fueled, K as in kerosene for a future Jet-fueled
engine
(if we use J, than we'd create a confusion between G and J in French
and
some other
languages)
2: first digit = number of rotors
230: last 3 digits= power output in BHP
A: first model developed in a series. For example, we may go to
B when
we replace the 13B block by a RENESIS block if we ever do it...
1: identifies a major configuration option. For example: 1 for
the
backplate configured for a dynafocal mount, 2 for a bed mount...
B: denotes minor changes in engine or accessory configuration (1
or 2
alternators, alternators of different power or manufacturer, etc)
Makes sense to you? Any suggestion?
Thanks for the help,
Francois Badoux
Paul Carey wrote:
Paul
The standard prefixes already in piston engines for aviation is:
GTIR-80-A1B
G = Geared
T = Turbocharged
I = Injected
R = Rotary [or radial]
80 = cubic capacity of the engine
A1B = the configuration of the engine, including HP, Fuel Type,
Accessories
etc as per a spec sheet. One spec sheet per aircraft installation.
An A1B might be 230hp for the RV-4, an A2B might be a 200hp for the
Eagle
etc.
A supercharged 3 rotor would be:
GSIR-120-A1B
Everyone already in aviation would understand this.
Regards
PC
Good idea.
I second that motion Francois. It has been that way for 60 years.
Adds credibility to the engine.
Paul Lamar
-----------------
OK, I get your point. A few remarks and questions though:
G = Geared
T = Turbocharged ...or is it TS for Turbo-Supercharged and not
turbo-normalized?
I = Injected
R = Rotary [or radial] I thought R was for radial. Is it widely
accepted to be rotary also?
You are new ground there Francois :)
To this list and to be exhaustive, we could possibly add:
L = Liquid-cooled
E(?) = Electronic control unit (or is E used for something else? What
is TCM using for its new FADEC-controlled engines?)
BTW, with this system, our normally aspirated engine would be a GIRL?
:)
My problem with this system is a) if we want to be exhaustive, then our
model designator becomes GTSIELR... a mouthful... and b) MISTRAL engines
will probably never make engines that are not GIEL... all these letters
are fine to differentiate a rotary from a C or a L, but useless to tell
one of our models from another.
Second problem I see: you propose 80 for 2x40 cu.in. Fine with me.
But don't we get precisely into the unproductive debate of how to
compare the cubic inches of a rotary with a piston engine? Shouldn't it
be 160? Or maybe 240? From what I recently read on this very
newsletter, even rotary fans cannot agree on the subject!
Then, pilots used to see 360, 470, 540 designators would think ours is a
tiny engine for ultralights!... making our communication job more
complicated.
Third problem: we hope to offer in the future both a gasoline and a
jet-fuel line of products... and THAT will be a major difference between
our models. How do we account for that? In the suffix which nobody but
specialists understand anyway?
I'll appreciate comments very much.
Francois Badoux
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