-------------- Original message --------------
From: "kevin lane" <n3773@comcast.net>

> 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 on ly 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"
> To: "Rotary motors in aircraft"
> 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:).
& gt;
> Al
>
>
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