REFLECTOR: Engine Answer?

[Chuck Jensen]

I'm unsure where/how they came up with the 16% > efficiency than a recip engine, but of course, when you show it on paper instead of proving it on a dyno, its always easy to show improvements.  One would think they would have some world class challenges to get the seals to work and last, but they may be able adopt and build on the improvements the Mazda rotarys have  come up with. 

If they are as good as IdleAir Co. (the truck stop company that provides heat/cool/TV/internet hook ups for truckers at truck stops) is at writing grant applications and harvesting government grants, they have a bright future...until the money runs out.  Hint: when IdleAir goes public, run, do not walk, away!!

Chuck Jensen


-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org]On
Behalf Of Alex Balic
Sent: Sunday, February 03, 2008 12:04 PM
To: 'Velocity Aircraft Owners and Builders list'
Subject: Re: REFLECTOR: Engine Answer?


Hey Chuck- thanks for that interesting link- would be good to see how they
progress- they are going to have some difficulties with the seals I would
think just like the Mazda units did/do.   Also- it seems that they do not
have an exhaust stroke per se- more of a loop scavenged 2 stroke- which is
fine, but not so good for fuel efficiency- will keep an eye on them- might
turn out to be promising...

-----Original Message-----
From: reflector-bounces at tvbf.org [mailto:reflector-bounces at tvbf.org] On
Behalf Of Chuck Jensen
Sent: Sunday, February 03, 2008 9:28 AM
To: Velocity Aircraft Owners and Builders list
Subject: REFLECTOR: Engine Answer?

We've seen so many too-good-to-be-true alternative engine technologies that
we roll our eyes whenever we see the next one. One that has potential to be
a bit different is the legacy engine effort, being worked on at Oak Ridge,
TN with technical support of Oak Ridge National Lab and University of
Tennessee and some decent (if inadequate) money behind them.  It has aspects
of a rotary engine and Wrankel but is designed to run of heavy fuels, such
as kerosene.  Hallmarks:

*  An increase in efficiency of approximately 16% over an equivalent
crankshaft engine
*  Potential for greater than 1.6 hp/lb 
*  Potential for 200 hp/ft3 of installed volume

While the efficiency improvement over a crankshaft/recip engine is modest,
its biggest asset for aircraft (which they have not even thought about) is
the energy density.  A 300hp unit would weigh 188# and be about 15" diameter
and about 15" long.  As can be seen from the website,
http://www.legacyengine.com/home/index.php?option=com_frontpage&Itemid=1
they are as much into finding partners and investors as they are about
explaining the technology--not a good sign, but also not unusual for a start
up.  They don't intend to manufacturer the engine, simply develop and
license the technology.  

Anyhow, I would give it a 2%-3% chance of ever seeing the light of a
commercial day, but if it did, even if it fell a tad short of its
performance specs, what an awesome aircraft engine--using heavy fuels at
that.

Chuck Jensen

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