Return-Path: Received: from [24.25.9.102] (HELO ms-smtp-03-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3188339 for flyrotary@lancaironline.net; Sat, 24 Apr 2004 12:55:33 -0400 Received: from EDWARD (clt25-78-058.carolina.rr.com [24.25.78.58]) by ms-smtp-03-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id i3OGtVs2023671 for ; Sat, 24 Apr 2004 12:55:32 -0400 (EDT) Message-ID: <001601c42a1c$f74a9e90$2402a8c0@EDWARD> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: 2.85 redrive Date: Sat, 24 Apr 2004 12:55:36 -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 6.00.2800.1409 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 X-Virus-Scanned: Symantec AntiVirus Scan Engine ----- Original Message ----- From: "Russell Duffy" <13brv3@bellsouth.net> To: "Rotary motors in aircraft" Sent: Saturday, April 24, 2004 10:36 AM Subject: [FlyRotary] Re: 2.85 redrive 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. 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. 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. Cheers, Rusty (at this rate my Airbike will never get new wings) Sounds like a plan, Rusty. I only have an estimate from Tracy on converting from B to C, and since it is very preliminary, I do not feel I can divulge it. You can bet Tracy's price will be reasonable and a meaningful savings over a new drive otherwise there is no point in offering it. After he finishes converting mine, I am certain he will have a much better feel for the cost and whether it makes economic sense Ed Ed Anderson RV-6A N494BW Rotary Powered Matthews, NC.