FREQUENTLY ASKED QUESTIONS

Question 1:  Why remanufacture and convert an automobile engine? Wouldn't I be better off to buy an engine manufactured specifically for aircraft applications?

Answer

A)  DESIGN AND TOOLING COSTS - After design, the greatest costs in producing an aircraft engine are the setup and production costs of complex components such as the engine block, head, and crankshaft.

By utilizing existing components in its aircraft engines, Firewall Forward can offer the most current technology at an affordable price.  These base components are time tested and proven reliable.  Firewall Forward remanufactures these base components to a zero time condition.   The majority of aircraft in the air today are powered by remanufactured or partially remanufactured engines, be it a Boeing 747 or Cessna 152.

B)  TECHNOLOGY - Most piston aircraft engines in use today were designed sixty to seventy years ago.  They are not all reliable.  They are not fuel efficient.  They are noisy and expensive to maintain and overhaul.  By contrast, most automobile engines use state of the art technology.  They will run for years with minimal maintenance.  The engine of the CAM^TM 100 is a modern, liquid cooled, overhead camshaft, multi-valve design which has a record of reliability unsurpassed by most other powerplants.  It even features a fully girdled main bearing caps for rigidity, a feature normally only seen on racing engines.

C)  ECONOMICS - Aircraft engines are produced in very small numbers, which is similar to the lower volumes of engines produced for the boating industry.  The economics of the boating industry are that, even with the large numbers of boats that are manufactured each year, almost all of the inboard 4-stroke engines that drive them were derived from engines designed for automobiles or trucks.  This is because the huge tooling and development costs of a new engine cannot normally be justified in a low-volume application such as aircraft (or boats).  If Mercury Marine, Outboard Marine, or Volvo Penta cannot justify it, neither can we or any other manufacturer.

Question 2:  Why can't I just buy the reduction drive unit from you and bolt it onto my own engine to save money?

Answer 

The engine as taken from the automobile requires modifying for an aircraft application.   Automobile engines are built with internal clearances suited to lower levels of sustained output. High output engines, such as those for boats, aircraft, generators, etc.,are manufactured with greater clearances to allow for the increased expansion of internal components that comes with the added heat generated at higher power output.  Firewall Forward remanufactures all CAM^TM 100 engines to these greater clearances.  

Question 3:  Isn't an aircraft powerplant derived from an automobile engine going to be heavier than a conventional aircraft engine?

Answer

Most conventional engines such as the Continentals or Lycomings were actually designed many decades ago.  They are BIG engines.  A Continental 0-200 producing 100 hp has displacement of 200 cubic inches (3.3 litres).  This means big pistons moving down big cylinders fed by big valves. Big pistons needs a big crankshaft.  Modern engines develop their power at higher engine speeds necessitating a reduction system.  However, even with this trade off, wet and ready to run, the CAM^TM 100 weighs a about the same as a Continental 0-200.  It is only 75 lbs (34 kg) more than a wet and ready to run Rotax 912 but offers an extra 20 horsepower.

Question 4:  Why liquid cooled?  Liquid cooling seems more complex and necessitates the use of radiator.

Answer

A)  PREVENTING THERMAL SHOCK - With normal flying, an air-cooled engine suffers thermal torture.  Not only does it suffer from high heat building during full power application (or taxiing on a hot day), it can also get very cool during prolonged power off descents.  By contrast, with a thermostat controlling a liquid cooling system, these internal temperature swings are dramatically reduced, prolonging engine life and enhancing reliability.

B)  BETTER FUEL EFFICIENCY - Air cooled engines actually use fuel to cool the engine.  Liquid cooled engines can be run with much leaner fuel mixtures.  This means you burn less fuel.  This makes your pocketbook happy.  It also offers greater range.

C)  COLD WEATHER ADVANTAGES - Ever try to start an engine that has sat out overnight in freezing temperatures?  The motor oil thickens and the battery will have lost a good portion of its capacity.  With a liquid cooled engine, simply plug in a block heater just as you would on your car.  Or, in an emergency, you could idle for prolonged periods (air cooled engines do not take kindly to this).  Liquid cooling also offers you the option of a powerful cabin heater.

D) LESS NOISE - Liquid cooling absorbs a great deal of engine noise.  People are impressed with the quietness of the CAM^TM 100.

Question 5:  You claim very impressive fuel consumption figures.  Can the engine really be that fuel efficient?

Answer

The CAM^TM 100's high efficiency, cross flow combustion chamber design with three valves per cylinder, fed by an efficient special preheat free flowing alloy intake manifold combined with the custom profiled OVERHEAD CAMSHAFT further enhances fuel efficiency and power.

Last but not lease, the CAM^TM 100 is TOTALLY liquid cooled.  This means no fuel is wasted cooling engine components as in air cooled and partially air cooled engines.

Question 6:  You offer a 5 Year 500 Hour Warranty! Isn't that unusual?

Answer

Firewall Forward through inspections of high time engines in the field has been able to confidently offer this protection to their customers.  To prove its reliability in aircraft, the CAM^TM 100 was subjected to the tortuous endurance test specified in FAR 22, which includes 31 hours at full throttle.  At the end of this endurance test, the engine was in excellent running condition.  The compression was actually higher than at the beginning of the test.  Subsequent tear down showed that the engine was still well within its manufacturer's specifications.

The reduction drive system utilizes proven components.  HTD cog belts have been proven in many years of rigorous industrial applications.  They are very efficient and require no lubrication.  We prefer to conservatively rate the belt at 1000 hours until sufficient time passes where we can inspect a good number of belts with 1500 hours or more on them.

Question 7:  Why use  a cog belt?  Wouldn't gears be better?

Answer

Cog belts have proven themselves in a wide variety of power transfer systems over many years.  They are capable of a very long service life.  The are quiet running, lightweight, and cost effective.  They will operate over wide temperature ranges and require no maintenance other than a very occasional check for tension.  Adjustment is easy.  Importantly, a belt is very easy to inspect.  It is not hidden nor does it require lubrication as gears do.  A gear drive system, given the large offset required with an inline engine, would be significantly heavier.

Cog belts TOTALLY disallow and/or absorb all torsional vibration.  The same 100  mm (4") belt used on the CAM^TM 100 is used on V-8 air boat drives which is good testimony for their use on the CAM^TM 100.

Question 8:  Why use a HTD cog belt?  I have read good things about the new GATES POLYCHAIN.

Answer

POLYCHAIN is a patented product.  Gates is the only supplier.  It is therefore a very expensive belt. In addition, Gates does not want their product used in aircraft.  By contrast, the patents on the HTD belts have now expired so there is competitive pricing on these belts and a secure source of supply (since there is more than one supplier).

Due to the narrow width of the Gates belt and the consequent high tooth loading of the polychain, aluminum drive pulleys do not have a reasonable life span which necessitates the use of heavier steel pulleys - an obvious disadvantage.

Gates Polychain for the same pitch (distance between the teeth on the belt, ie - 8mm) is not rated by its manufacturer as acceptable for the rotational speeds encountered in this application.  Tech Polychain is not even rated by Gates at a typical cruise RPM with the CAM^TM 100.  By contrast, the HTD belt handles this RPM easily.

Question 9:  You don't use magnetos.  Will a battery ignition be reliable?

Answer

The CAM^TM 100 utilizes a dual, digital electronic ignition with programmed automatic advance feeding single plug/coil units.  These types of ignition systems have proven to be exceedingly reliable.  For further redundancy, in case of main battery failure, we make provision for the addition of a small backup battery (such as a gel cell or duracell) to the circuit.

Question 10:  You rate the CAM^TM 100 at 100 hp.  How did you arrive at that figure?

Answer

This power rating was confirmed by extensive determinations done on a calibrated Stuska water-brake dynamometer.  Every engine is tested and a computer printout is supplied to the customer.  We actually produced three horsepower more than the claimed 100.

Question 11:  Why did you choose the Honda?

Answer

Several reasons.  Reports in the consumer magazines show that the Honda rates significantly higher across the board for mechanical reliability. It streamlines better than opposed engines and for Replica Aircraft it retains the original appearance such as SE5A or Ryan Trainer for example.

Question 12:  I don't know anything about mounting an engine in an airplane.  How do I get this engine into my airplane?

Answer

The CAM^TM is designed to use standard Continental engine mounts.  To address the needs of most pilots, Firewall Forward has initiated a program of support with a number of aircraft manufacturers to install the CAM^TM 100 in their airplanes.  In addition, Firewall Forward is also directly fitting the CAM^TM 100 to various aircraft and is making this technology available to the manufacturers of these aircraft.  Engines mounts can be custom made upon request.

Question 13:  If I buy the CAM^TM 100, how do I know you will be around in 3 years if I need some parts?

Answer

Firewall Forward has a ten year track record of top quality products and customer service. Firewall Forward is a profitable corporation and has put its total financial and engineering support behind the CAM^TM series engines.

Question 14:  What do I do when my CAM^TM 100 needs servicing?

Answer

The CAM^TM 100 requires minimal maintenance.  Routine servicing such as oil changes can be performed by the owner.  A complete operators manual is provided with the CAM^TM 100 detailing all routine service procedures.

Parts can be obtained direct from the factory.  Because the engine itself is derived from an automobile powerplant, any qualified auto mechanic can do your maintenance.  You will also be able to contact your airplane manufacturer for repair and service.

Should you encounter any problems and need immediate help, just call our factory directly.

Question 15:  What comes with the engine?  What other parts will I need and where can I get them?

Answer

The CAM^TM 100 comes complete, less those parts which will vary with the particular installation. Carburetor heat and a 15 amp alternator are standard.  Higher amp alternators are also available. The CAM^TM 100 does not come with a muffler or radiator since these components will vary according to the aircraft it will be fitted to.  You will likely obtain the other parts you need from the manufacturer of your aircraft.

Question 16:  I find my current 2 stroke engine to be noisy. The CAM^TM 100 certainly sounds quieter.

Answer

This is correct.  The fully liquid cooled design of the CAM^TM 100 guarantees low noise levels.   Compared to a 2 stroke, the CAM^TM 100 generates a lower frequency noise which is less irritating to both the occupants of the aircraft and people on the ground.  Ever notice how the general public "picks on" 2 stroke powered aircraft while ignoring everything else that flies that sounds conventional?

Question 17: You have introduced a more powerful model, the CAM^TM 125.What is special about this engine?

Answer

The Honda Motor Company is continually improving their Motorcars, particularly the engines. The new CAM^TM 125 is based on the 1600cc 16 valve VTEC engine. The special feature of thisodel is that it incorporates variable valve timing thereby improving power output. This results in better efficiency providing more power while at the same time keeping fuel consumption to a minimum. The CAM^TM 125 is a direct competitor to the O-320 Lycoming at a fraction of the cost

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