Return-Path: <13brv3@bellsouth.net> Received: from imf23aec.mail.bellsouth.net ([205.152.59.71] verified) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3188167 for flyrotary@lancaironline.net; Sat, 24 Apr 2004 10:36:33 -0400 Received: from rad ([65.0.149.119]) by imf23aec.mail.bellsouth.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with ESMTP id <20040424143633.CWPV1781.imf23aec.mail.bellsouth.net@rad> for ; Sat, 24 Apr 2004 10:36:33 -0400 From: "Russell Duffy" <13brv3@bellsouth.net> To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Re: 2.85 redrive Date: Sat, 24 Apr 2004 09:36:33 -0500 Message-ID: <00d101c42a09$8a8300d0$6001a8c0@rad> MIME-Version: 1.0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.4510 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1165 Importance: Normal In-Reply-To: I'm doing it! While laying in bed last night, the solution hit me. = It's so simple that most of you probably assumed that I ruled it out for some reason. =20 All I have to do is shim the engine mount to the right as we discussed before, but rather than let this screw up the relationship between the engine and cowl, I'll move the cowl with the engine. All I have to do = is extend the rear edge of the cowl on the left side about 3/4", and refit = it to the fuselage. Fortunately, I only have it attached with temporary #8 screws, rather than the eventual fasteners. I'll take a close look at = this today, and take some measurements to make sure it's going to be as relatively painless as I think. The only negatives are the fact that the cowl might look a little = crooked, and the gear will be slightly misaligned with the fuselage. I'm not = sure too many people would notice the slightly crooked cowl, and I can't = imagine 1.5 degrees of misalignment being a huge problem with the gear. It = might even work in my favor for correcting torque. =20 Now, this won't happen overnight, and in fact, I'm still very anxious to = get Tracy's old prop to do some testing. Primarily, his prop gives me the ability to directly compare my engine's performance to his, which is = pretty much the gold standard. That will allow me to get an intake that works pretty well. Once that's complete, I'll convert to the new drive. In = the mean time, it takes a few months to get a prop from Performance props anyway, and Tracy's next -C drive production is scheduled for June. Hey Tracy, or Ed- What's the story on converting a drive from B to C? Unless there's a huge savings, I'd probably rather just get a new drive anyway. =20 Cheers, Rusty (at this rate my Airbike will never get new wings)