George wrote:
As Mistral has to have QA ( traceability) for Certification, therefore they
have to make their own rotor housings - hence the need for experimentation
on different coatings.
George ( down under)
Paul wrote:
They are already making their own rotor housings. They had them
at OSH this year. What works in a cylinder might not work
in a trochoid. Don't mess around. Way too risky.
BMW can afford to run many production engines on the dyno
for 1000's of hours to test new coatings but I don't know of anybody
building rotary engines that have the resources of a BMW.
Paul Lamar
-------------------------------------------
Mark Wrathal wrote:
Mistral should work harder on the FAA's ECO in Connecticut (Mark Rumizan
(?) is the Recip cert guy who would have the last say on this). Thielert
has a certified engine with automotive components in it. They get around
the QA requirements by a 100% inspection regime.
It would be worth trying to statistically show that a 100% dimensional
inspection + plus some sort of destructive testing sampling program for
materials specs, costings, hardness etc, combined with a 25.1309 style
failure mode analysis to build a case to accept the use of Mazda parts.
You would want to put together a really slick pitch presented by
someone of stature in recip engine certification, but the costs this
adds to the parts would be much cheaper than trying to reinvent this wheel.
Getting Jeb and his Florida cronies involved wouldn't hurt either - The
FAA was induced to swallow the Thielert due to bilateral certification
agreements, although the US Aero Engine Industry had lobbied for years
to keep from having to compete with automotive sourced parts. Now that
that gate has been opened, US companies should also take advantage of it.
Regards,
Mark Wrathal
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Mark are you now working for the Austrian FAA?
Paul Lamar
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