X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 1 [X] Return-Path: Received: from fed1rmmtao03.cox.net ([68.230.241.36] verified) by logan.com (CommuniGate Pro SMTP 5.1.3) with ESMTP id 1622310 for flyrotary@lancaironline.net; Wed, 29 Nov 2006 21:01:42 -0500 Received-SPF: none receiver=logan.com; client-ip=68.230.241.36; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao03.cox.net (InterMail vM.6.01.06.03 201-2131-130-104-20060516) with ESMTP id <20061130020122.QDFC4817.fed1rmmtao03.cox.net@fed1rmimpo02.cox.net> for ; Wed, 29 Nov 2006 21:01:22 -0500 Received: from BigAl ([72.192.132.90]) by fed1rmimpo02.cox.net with bizsmtp id sq1X1V0031xAn3c0000000; Wed, 29 Nov 2006 21:01:31 -0500 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: Planetary gear re-drive Date: Wed, 29 Nov 2006 18:01:28 -0800 Message-ID: <000001c71423$7329ab30$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C713E0.65066B30" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C713E0.65066B30 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable My comment was somewhat 'tongue in cheek' as they say - not to be taken = too seriously. I understand that there isn't anything about which you can't find an extreme opinion; on either extreme. As I fly my experimental aircraft with a one-of-a-kind experimental engine installation; and as = the builder, I'm aware of the many of things that can go wrong. The = awareness is heightened when flying a plane that lands at close to 100 mph; and = there is a lot of unfriendly terrain in my flight test area. =20 As was mentioned; clearly the lubrication is a key factor. Using the = engine oil for the gear drive makes me think that the suggestion of lightweight oils, as you might use in your car, is not the best idea. A question I = have is 'What should be the limit on the oil exiting from the drive?' At the = end of a climb-out on a warm day, when the oil temp (back from the cooler) = is getting to about 220F, I have seen 250-260F on the re-drive return oil = line. And is a synthetic better for the gear drive than a mineral based oil? =20 What is your take-off and cruise HP numbers - your probably within the=20 safety limits, with a reduced life expectancy being the most likely down = side. George ( down under) =20 I don't get much past about 5100-5200 rpm on takeoff and climb, so = probably less than 220 hp. Cruise is in the 200 hp neighborhood. Should be = within the capabilities of the C-6. =20 Al =20 =20 =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of kevin lane Sent: Wednesday, November 29, 2006 11:23 AM To: Rotary motors in aircraft Subject: [FlyRotary] Re: EAA 782 meeting =20 I brought this up because I was interested in further discussion. as = with=20 all the conversion aspects, the working environment for aircraft is = always=20 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=20 typically at a much lesser rpm. that must make some difference. I = assumed=20 that someone else with relevant background experience might also = challenge=20 some of these statements. when I was having Lycoming cylinder problems = I=20 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=20 that didn't feel that way and had mine welded (they only had 800 hrs on=20 them). since then I dodged the bullet on the ECI recall because mine = were=20 an earlier forging, but, it shows there are many sides to every story, = like=20 the blind men and the elephant. kevin (white cane in hand!) ----- Original Message -----=20 From: "Al Gietzen" To: "Rotary motors in aircraft" Sent: Wednesday, November 29, 2006 7:52 AM Subject: [FlyRotary] Re: EAA 782 meeting =20 =20 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 =20 gallon barrel of broken parts, not a Chevy or dodge part in there, all = ford. =20 ------------- =20 Gee; thanks. Really ups my confidence flying a 20B with a Ford C-6 planetary reduction:). =20 Al =20 =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/=20 =20 =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ ------=_NextPart_000_0001_01C713E0.65066B30 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

My comment was = somewhat ‘tongue in cheek’ as they say – not to be taken too seriously.  I understand that there isn’t anything about = which you can’t find an extreme opinion; on either extreme.  As I fly = my experimental aircraft with a one-of-a-kind experimental engine = installation; and as the builder, I’m aware of the many of things that can go = wrong.  The awareness is heightened when flying a plane that lands at close to = 100 mph; and there is a lot of unfriendly terrain in my flight test = area.

 

As was = mentioned; clearly the lubrication is a key factor.  Using the engine oil for = the gear drive makes me think that the suggestion of lightweight oils, as = you might use in your car, is not the best idea.  A question I have is = ‘What should be the limit on the oil exiting from the drive?’  At = the end of a climb-out on a warm day, when the oil temp (back from the cooler) = is getting to about 220F, I have seen 250-260F on the re-drive return oil = line.  And is a synthetic better for the gear drive than a mineral based = oil?

 

What is your take-off and = cruise HP numbers - your probably within the

safety limits, with a = reduced life expectancy being the most likely down

side.

George ( down = under)

 

I don’t get much past about 5100-5200 rpm on takeoff and climb, so = probably less than 220 hp.  Cruise is in the 200 hp neighborhood.  = Should be within the capabilities of the C-6.

 

Al

 

 

 

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of kevin lane
Sent: Wednesday, November 29, 2006 11:23 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: EAA 782 meeting

 

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

 

 

--

Homepage:  http://www.flyrotary.com/

Archive and UnSub:   http://mail.lancaironline.net/lists/flyrotary/ =

 

 

--

Homepage:  http://www.flyrotary.com/

Archive and UnSub:   = http://mail.lancaironline.net/lists/flyrotary/

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