Recent content by Lou Scannon

Thanks, I meant propeller, of course.

How about at the system level, considering bulk, mass & consequent added drag of a fuel cell vs turbofan? If your motor would drive a turboprop, good marks for propulsive efficiency, but I assume lower productivity potential due to presumed lower cruising speed vs turbofan, never mind the...

...like, if a gust load is too high, the wings come off?

At WOT under load?!![surprise][wink]

The OP's question was not phrased very clearly. I think Tug and I both read it the same way: the first sentence was talking about power density, so we interpreted the final question to be talking about efficiency meaning efficient use of the displacement, i.e. power density also. In that...

My bad, NFPA 110:giggle: That's very interesting. Do you have a link where this is claimed or demonstrated? (the step load capability, not flywheel effect);)

For that power density, I assume the 100% step load capability is when fully warmed up, not from a cold start, NFPA 52 style. :unsure:

Some Waukesha engines run pretty hot. Are your exhaust temps within the prescribed limits? I assume so, as I expect this is monitored in operation with programmed alarms/derates/shutdowns as needed but I'm just guessing. Oil analysis has been discussed. But, are you using a factory...

Excellent guidance from BP. To that I will add, it is desirable to have a constant cross-sectional area from the valve pocket to the scroll inlet.

There is a continuum and it depends where a particular combustion system falls within it. As alluded above, you want the controlled combustion to proceed as far as possible before knock, and have the quench occur to prevent knock when controlled combustion can no longer be assured.

Temperature is considered in the tip speed ratio formula.

Build it and see how it works.

You're welcome ;)

Training... for the Afterlife?

I should have added: 🙄