Return-Path: Received: from tomcat.al.noaa.gov ([140.172.240.2] verified) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3164946 for flyrotary@lancaironline.net; Tue, 13 Apr 2004 17:54:29 -0400 Received: from PILEUS.al.noaa.gov (pileus.al.noaa.gov [140.172.241.195]) by tomcat.al.noaa.gov (8.12.0/8.12.0) with ESMTP id i3DLsSKa008855 for ; Tue, 13 Apr 2004 15:54:28 -0600 (MDT) Message-Id: <5.2.1.1.0.20040413154524.06312b68@mailsrvr.al.noaa.gov> X-Sender: bdube@mailsrvr.al.noaa.gov X-Mailer: QUALCOMM Windows Eudora Version 5.2.1 Date: Tue, 13 Apr 2004 15:53:29 -0600 To: "Rotary motors in aircraft" From: Bill Dube Subject: OT:Engine swaps (was: Daves cooling condition) In-Reply-To: Mime-Version: 1.0 Content-Type: text/html; charset="us-ascii" At 05:27 PM 4/10/2004 -0500, you wrote:

Several years back I ran VW Bug with a 100 hp pinto engine in it.

This must be the only time in history that a Pinto engine was used as an upgrade :-)

I put a turbo-charged, EFI Subaru engine in a 1966 Karmann Ghia. That is 145 HP in a 1700 lb car. Definitely an upgrade. =:^O The conversion was very successful. You can see why I am not overly hesitant to put a rotary in an airplane. Geez, there are even store-bought conversion parts.

I will second the point that you must have a bleed at the highest point in the system. It is best if this bleed is connected to the purge tank.

Rusty