I brought this up because I was interested in further discussion.  as with all the conversion aspects, the working environment for aircraft is always different from the one the part was designed for.  for instance, I would imagine that the truck would deliver quick reversals of torque and operate typically at a much lesser rpm.  that must make some difference.  I assumed that someone else with relevant background experience might also challenge some of these statements.  when I was having Lycoming cylinder problems I spoke with one shop that just ranted about ECI cylinders, they were crap etc.... and he would swap me for 2nd life lycomings.  I found other shops that didn't feel that way and had mine welded (they only had 800 hrs on them).  since then I dodged the bullet on the ECI recall because mine were an earlier forging, but, it shows there are many sides to every story, like the blind men and the elephant.    kevin (white cane in hand!)
----- Original Message ----- From: "Al Gietzen" <ALVentures@cox.net>
To: "Rotary motors in aircraft" <flyrotary@lancaironline.net>
Sent: Wednesday, November 29, 2006 7:52 AM
Subject: [FlyRotary] Re: EAA 782 meeting


Ken talked about a friend who is a top
authority on transmissions and his love of ford t-6 gear systems, because
they keep him well employed.  he said this friend proceeded to show him a 55

gallon barrel of broken parts, not a Chevy or dodge part in there, all ford.

-------------

Gee; thanks.  Really ups my confidence flying a 20B with a Ford C-6
planetary reduction:).

Al


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