Sender: <marv@lancaironline.net> (Marvin Kaye)
To: flyrotary
Date: Mon, 04 Nov 2002 18:21:50 -0500
Message-ID: <redirect-1852699@logan.com>
From: Perry Mick <pjmick@viclink.com>
User-Agent: Mozilla/5.0 (Windows; U; Win95; en-US; rv:1.0.1) Gecko/20020823 Netscape/7.0
MIME-Version: 1.0
Subject: Re: [FlyRotary] Re: reliability issues...
References: <list-1848148@logan.com>
Content-Type: text/plain; charset=us-ascii; format=flowed
Content-Transfer-Encoding: 7bit

Marvin Kaye wrote:

> I just ran some numbers on the '86 RX7 I've been driving for the past 
> couple of years.  I know this is mostly speculation, and that driving 
> conditions don't equal continuous hi-power operation... my personal 
> opinion is that start and stop driving in the city is much harder on 
> the engine than setting it at some constant power setting and just 
> letting it go.  Anyway, the car has about 210,000 miles on it.  I 
> assumed 25% city miles at 35mph, 25% secondary road driving at an avg 
> of 50mph, and 50% interstate driving at 65mph.  Running the numbers 
> tells me that this engine has almost 4200 hours on it.  This works out 
> to over 650 million e-shaft revolutions since day one (yikes!).  
> Simple division says that if this same engine was in an airplane and 
> run at an average 5300rpm it'd have an equivalent 1900 hours on it.  
> It's still running strong.  I know, everything isn't equal here and 
> there are other considerations when running at the higher power 
> settings required in the aviation environment.  Given all the above, I 
> have been and still am totally convinced that a normally-aspirated (or 
> turbo-normalized) 13B in an airplane will easily give 2000 hours TBO.  
> Just my opinion.
>
>         <Marv>

My '86 required rebuild at 209,000 miles because of internal coolant 
leaking.
255,000 miles now on second engine.

-- 
Perry Mick
Duckt N7XR
http://www.ductedfan.com