Thanks for the reports on this guys.
  Yes,  very well described on the Static & Dynamic friction Steve.  I know exactly what you mean from the many times I've pulled the 13B through both hot & cold.   The reason I brought it up on the 20B is the more closely spaced compression events on it (like Mark pointed out) make it harder to feel what is going on as well as the 50% higher friction you would expect from more parts in contact.   When the friction goes up when hot, it is harder to sense the compression cycles at all so it feels very different than the 13B with more 'space' between compression cycles.   But after discussing it and thinking about it I'm fairly certain it is normal.  Another clue is that if it were abnormal friction it would have either seized up or freed up by now.

Tracy On Tue, Sep 8, 2009 at 6:46 PM, sboese <sboese@uwyo.edu <mailto:sboese@uwyo.edu>> wrote:

    Congratulations Tracy on the two safe flights so far.  I think we
    all have a
    vested interested in your keeping the flights this way.

    My 13B is harder to start turning and keep turning with the prop
    when it is
    warm compared to cold.  This is felt when compression isn't adding
    to the
    load.  The additional load due to compression seems more with the cold
    engine compared to when it is hot.  In other words, the
    coefficients of
    static and dynamic friction increase when my engine is hot while the
    compression load seems to decrease.  My experience is limited to
    just my one
    engine.

    Steve Boese



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