Return-Path: Sender: (Marvin Kaye) To: flyrotary Date: Sun, 13 Apr 2003 08:58:05 -0400 Message-ID: X-Original-Return-Path: Received: from ms-smtp-02.southeast.rr.com ([24.93.67.83] verified) by logan.com (CommuniGate Pro SMTP 4.1b3) with ESMTP id 2120494 for flyrotary@lancaironline.net; Sat, 12 Apr 2003 18:44:15 -0400 Received: from mail4.carolina.rr.com (fe4 [24.93.67.51]) by ms-smtp-02.southeast.rr.com (8.12.5/8.12.2) with ESMTP id h3CMethM021737 for ; Sat, 12 Apr 2003 18:42:19 -0400 (EDT) Received: from o7y6b5 ([24.93.78.62]) by mail4.carolina.rr.com with Microsoft SMTPSVC(5.5.1877.757.75); Sat, 12 Apr 2003 17:44:30 -0400 X-Original-Message-ID: <015401c3013d$7b4295e0$1702a8c0@WorkGroup> From: "Ed Anderson" X-Original-To: "Rotary motors in aircraft" References: Subject: Attn Rusty: Re: [FlyRotary] Re: cowl bumps X-Original-Date: Sat, 12 Apr 2003 17:50:06 -0400 MIME-Version: 1.0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 > You've obviously got way too much time on your hands with all that snow :-) > Mine aren't going to be nearly that nice, though I am trying to figure out how > to make them serve a purpose other than just cowl clearance. Sure wish I could > have turned the turbo around so the inlet faced forward. That would save me a > lot of ducting. Rusty, if you are using a stock turbocharger manifold, the 91 year model (and probably the other years) can be turned around on the 13B block with just a little grinding on the points that would hit the engine tension bolt. Then the turbocharger will have its inlet facing toward the front of the aircraft and the turbin outlet toward the rear. Ed Anderson >