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
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