Experimenter is a magazine created by EAA for people who build airplanes. We will report on amateur-built aircraft as well as ultralights and other light aircraft.
Issue link: http://experimenter.epubxp.com/i/271000
EAA Experimenter 35 cooler/muffler, and electric fuel pumps. For pricing, contact the manufacturer or a local dealer. The above prices/data are those collected during EAA AirVenture Oshkosh 2013. AEROPOWER 'BOLT-ON ENGINES' The installation of an Aeropower engine is pretty simple, MW Fly said, as almost all necessary components are already attached to the engine. The manufacturer claims that all that is necessary for operation is to attach the throttle and the fuel lines and connect to the AC electrical installation. Four attach points are an integral part of the engine as is the complete oil and cooling system; the water cooler can be attached to the engine, but it is optional as is the muf er. (The installation dif ers from airplane to airplane.) The cooling thermostat and expansion tank are integrated in the engine as is a 350-watt alternator and the air intake manifolds with fi lter. Engine oil doesn't need a cooler and all oil lines are internal. IGNITION AND FUEL INJECTION The Aeropower engines are fuel-injected engines where two separate engine controllers (ECUs) fire two spark plugs per cylinder. The fuel is now injected via single injector per each cylinder head. The double fuel injector solution per cylinder side is in development and will be available in 2015. As expected in a modern engine concept, the fuel-air mixture is calculated by two separate ECUs that are fit- ted with an emergency function. The ECU computes the amount of injected fuel based on parameters such as engine rpm, intake air pressure, motor oil temperature, air tem- perature, and absolute atmospheric air pressure. The ECU computer is mounted on the engine on its upper rear side and is connected to the proprietary health status annuncia- tor module (HSA-M) in the cockpit via a CAN-bus line (can be used by Dynon or MGL devices). One fuel injector per cylinder pair is located directly behind the throttle valve in the middle of each cylinder head. This single injector may be duplicated; there are already holes for an extra pair of injection nozzles in the cylinder head. ENGINE WEIGHT While looking sturdy and heavy, the Aeropower engine is only one inch wider than the Rotax 912 but is shorter and lower than it. In terms of weight, the Aeropower engines are some 20 pounds heavier than the Rotax engine, but the B22/25 engines deliver 130 to 150 hp, 30 to 50 hp more than Rotax 912. Taking this into consideration, you can see that the weight-to-power ratio becomes very appealing, indeed. ENGINE DETAILS The opposite-cylinder, flat-engine design principle, widely used in aviation, was chosen because of its low vibration level, the liquid cooling for reasons of durability and easy maintenance. Speaking about maintenance, I have not seen an aviation engine that has so many openings for engine Photography courtesy Marino Boric Probably the most unique feature of MW Fly engines is the numerous openings on the engine casing allowing the entire engine to be inspected with a boroscope. The new single-engine controller casing hosts two separate engine controller units. The MW Fly engine from below; the oil-pan is removed, giving us a great view of the crankshaft and the lower portion of piston rods. E A A E X P _ M a r 1 4 . i n d d 3 5 EAAEXP_Mar14.indd 35 3 / 3 / 1 4 1 0 : 3 3 A M 3/3/14 10:33 AM