X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fmailhost05.isp.att.net ([207.115.11.55] verified) by logan.com (CommuniGate Pro SMTP 5.4.3) with ESMTP id 5360321 for flyrotary@lancaironline.net; Sun, 22 Jan 2012 18:39:04 -0500 Received-SPF: none receiver=logan.com; client-ip=207.115.11.55; envelope-from=bbradburry@bellsouth.net Received: from desktop (adsl-98-85-146-162.mco.bellsouth.net[98.85.146.162]) by isp.att.net (frfwmhc05) with SMTP id <20120122233828H05005th6oe>; Sun, 22 Jan 2012 23:38:28 +0000 X-Originating-IP: [98.85.146.162] From: "Bill Bradburry" To: "'Rotary motors in aircraft'" References: In-Reply-To: Subject: RE: [FlyRotary] Top 7 reasons for using an auto conversion Date: Sun, 22 Jan 2012 18:38:32 -0500 Message-ID: <61AAB850036F4C0DB8D34BF08533EAAA@Desktop> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0017_01CCD935.0B959BF0" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AczZWGtzfqcWfmmNRlK2Tv+Ri3x36gABj7XA X-MimeOLE: Produced By Microsoft MimeOLE V6.0.6002.18463 This is a multi-part message in MIME format. ------=_NextPart_000_0017_01CCD935.0B959BF0 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Patrick, Good reasons. Number 4 is going to go away if we don't do something about the ethanol craziness. I am surprised people have not died as a result of the corn lobby. Bill B _____ From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Patrick Panzera Sent: Sunday, January 22, 2012 5:51 PM To: Rotary motors in aircraft Subject: [FlyRotary] Top 7 reasons for using an auto conversion Here's what I wrote. I was asked to keep the comments short: Top Seven Reasons to Consider an Automobile Conversion 1. Cost to install. When compared to the cost of a new aircraft engine, a fully installed and properly functioning automobile engine can run 25% to 50% of its certified counterpart when compared new-to-new. 2. Cost to rebuild. When rebuilding an auto conversion, it can typically be brought to zero-time with all new parts for what a used yellow-tagged aircraft crankshaft costs, that's if your core is serviceable. 3. Cost to operate. Most auto conversions can be operated on automobile fuel, cutting the per-gallon cost nearly in half. Modern auto conversions have tight tolerances eliminating the need to add oil between changes. 4. Cost to maintain. Aircraft spark plugs range from $26 to $60 each. Automobile plugs are one tenth of that and typically require half as many. The same can be said for virtually every maintenance item. 5. Convenience. Nearly every part you might need to repair or maintain your auto conversion can be purchased from any number of suppliers in your home town, even on Sunday, or are a short drive from what ever airport you might have landed at. 6. Smoothness. Virtually every auto conversion is noticeably smoother than its aviation counterpart, reducing fatigue on components and occupants. 7. Because you can. Why are we building an airplane in the first place? If all you are after is the performance offered by homebuilt aircraft, why not just buy one second hand? Most of us build because we want to build. There's a great amount of satisfaction that stems from standing back and saying, "I built that." The same applies for an automobile engine conversion, especially if it's never been done before. And remember, there are a lot of experimental aircraft that were designed (and proven) from the beginning to use an auto conversion, so many of the points for a certified engine aren't relevant, and many of the reasons against an auto conversion also apply to those who would consider installing an aircraft powerplant where an auto conversion is specified. ------=_NextPart_000_0017_01CCD935.0B959BF0 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Patrick,

 

Good reasons.  Number 4 is = going to go away if we don’t do something about the ethanol craziness. =   I am surprised people have not died as a result of the corn = lobby.

 


Bill B

 

From: = Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Patrick Panzera
Sent: Sunday, January 22, = 2012 5:51 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Top = 7 reasons for using an auto conversion

 

Here's what I wrote.

I was asked to keep the comments = short:

 

Top Seven Reasons to Consider an Automobile = Conversion

 =

  1. Cost to = install. When compared to the cost of a new aircraft engine, a fully = installed and properly functioning automobile engine can run 25% to 50% of its = certified counterpart when compared new-to-new.
  2. Cost to = rebuild. When rebuilding an auto conversion, it can typically be brought to zero-time with all new parts for what a used yellow-tagged aircraft crankshaft costs, that’s if your core is = serviceable.
  3. Cost to = operate. Most auto conversions can be operated on automobile fuel, cutting = the per-gallon cost nearly in half. Modern auto conversions have tight tolerances eliminating the need to add oil between = changes.
  4. Cost to = maintain. Aircraft spark plugs range from $26 to $60 each. Automobile plugs = are one tenth of that and typically require half as many. The same can be = said for virtually every maintenance item.
  5. Convenience. Nearly every part you might need to repair or maintain your auto = conversion can be purchased from any number of suppliers in your home town, even = on Sunday, or are a short drive from what ever airport you might have = landed at.
  6. Smoothness.= Virtually every auto conversion is noticeably smoother than its = aviation counterpart, reducing fatigue on components and = occupants.
  7. Because you = can. Why are we building an airplane in the first place? If all you are = after is the performance offered by homebuilt aircraft, why not just buy = one second hand? Most of us build because we want to build. = There’s a great amount of satisfaction that stems from standing back and saying, = “I built that.” The same applies for an automobile engine conversion, = especially if it’s never been done before.

And = remember, there are a lot of experimental aircraft that were designed (and proven) = from the beginning to use an auto conversion, so many of the points for a certified engine aren't relevant, and many of the reasons against an = auto conversion also apply to those who would consider installing an aircraft powerplant where an auto conversion is = specified. 

 

 

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