Eliacim agreed with Hartmut, writing: > To drive and monitor my engine, I prefer the simple, mechanical
> systems, like magnetos, steam gages, gravity fuel feed, etc. to > their electrical / computerized counterparts. I don't know about the new O-200 but in the description of the Lycoming IO-233, it seemed to mention a place on the case for one magneto. Apparently, the designers agree with you, Hartmut and the rest of us that having an old-fashioned ignition system for backup is a good thing. Lycoming mentions that theirs will run on 100LL or alcohol-free MOGAS. Continental says >>>>>>>>>>>>>>>>> Ross noted that the world is changing, and that TCM recognizes that alternative fuels are the future of their engine line. "We are working and testing new fuels and the issues involved, so that if avgas were to go away tomorrow, our fleet could keep flying." As part of that effort, TCM is taking an aggressive stand on alternative fuels, and is pursuing actions for the testing of unleaded fuels and mogas for their engines, with engines currently in the company's test cells running these new fuels. The company is also launching an initiative to investigate the use of heavy fuels in general aviation engines. The O-200 engine offers 100 continuous horsepower, with a dry weight of 158 pounds, and a fully installed weight including accessories of 209 pounds. <<<<<<<<<<<<<<<<< However, according to ANN, "TCM is planning to offer the LSA O-200 through OEMs only, either in completed airplanes or as parts of LSA kits." Also, according to ANN, (and referring to the 6-cylinder version, "Under the cowl are three boxes, each housing two separate FADEC computers that control two cylinders. During normal operations, each of the two computers inside the box controls a cylinder, while monitoring the data for the other cylinder controlled by the box. (File Photo of Engine) If one of the computers fails, the other computer can take over control of the second cylinder as well. Since engine functions now depend entirely on an electrical power source, FADEC installations require two completely redundant sources of power. The Cirrus's dual bus design makes this relatively easy. The FADEC system is fed by both the main bus and the essential bus. The STC will also include a second 70 amp alternator that will be able to support all the aircraft's systems, including FADEC, if the primary alternator fails." Ed
