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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