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Date: Mon, 23 Jan 2012 10:26:22 -0800 (PST)
From: Dwayne Parkinson <dwayneparkinson@yahoo.com>
Reply-To: Dwayne Parkinson <dwayneparkinson@yahoo.com>
Subject: Re: [FlyRotary] Top 7 reasons for using an auto conversion
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
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I'll add my seven since I haven't seen them yet.=0A=0A1) HEAT - =A0Yes you =
can actually have cabin heat in the winter if you have a water cooled auto =
engine vs. an air cooled airplane engine.=0A=0A2) PRE-HEATING SUCKS - =A0No=
 matter what series of electronic or fire breathing contraptions you have, =
pre-heating an engine in the winter is a huge pain PLUS if you actually go =
somewhere you can't stay long enough to let the engine get cold because you=
 can't realistically pack your Tanis pre-heater and 20 gallon LP tank so yo=
u can pre-heat again the next day when you fly back. =A0Of course you can a=
lways drain the oil, take it inside with you and then pour it back in the e=
ngine the next day... yeah sure.=0A=0A3) EXPANDED FLYING SEASON - When the =
temperature drops below 10 degrees it becomes simply cruel to fly an air co=
oled engine. =A0When you come in for landing there's no way to avoid some l=
evel of shock cooling on those front cylinders. =A0Not only do you get grou=
nded for crappy cloud covered winter weather, when it's perfectly clear it'=
s usually cold too so you can't fly on a clear day and you can't fly on a c=
loudy day... you can't fly three months out of the year.=0A=0A4) RELIABILIT=
Y / LOWER OPERATING EXPENSE - people cite fuel burn, fuel cost, overhaul co=
st and things like that, but that's not what I'm talking about here. =A0You=
 can buy an airplane engine that has been modified (derated) to use auto-fu=
el so that evens the fuel cost playing field and 2000 hours is a lot of fly=
ing before you actually hit overhaul. =A0BUT here's the trick, if you brows=
e through Barnstorms and notice how many airplanes have had a "recent top o=
verhaul" or some other major recent repair to the engine well before the TB=
O. =A0You'll be amazed. =A0Not only are parts more expensive, it's FAR more=
 likely that you'll need them when you fly behind a "good old reliable airp=
lane engine." =A0BTW - I've got three cylinders off mine right now getting =
new valves... nowhere near TBO. =A0Good old reliable... yeah right.=0A=0A5)=
 MODERN - While you can get airplane engines with EFI, a modern auto engine=
 is going to be far superior to an aircraft engine in terms of design. =A0R=
emember, there was a time when almost all engines used magnetos... but now =
you've got to go to the antique gas engine show at the local fair grounds t=
o see them. =A0I don't know how else to say it other than the auto industry=
 has the engine part of the car figured out and the airplane guys don't.=0A=
=0A6) MAINTENANCE - I believe that if I build the engine from scratch I'll =
be much more capable of performing maintenance, including maintenance in th=
e field should the need arise. =A0If my memory is correct, most engine fail=
ures in auto conversions according to EAA studies are due to fuel flow, coo=
ling and then ignition so using standard auto parts in those areas increase=
s the maintainability of my engine if something goes wrong while I'm huntin=
g in some little town in South Dakota. =A0They'll have an auto parts store,=
 but they won't have an FBO with a mechanic.=0A=0A7) SIMPLICITY/PILOT WORKL=
OAD - Most accidents are due to "pilot error." =A0Studies show that on aver=
age people can handle seven things at once before they start making signifi=
cant mistakes. =A0Let's say you're flying in pure IFR, unknown territory, n=
ew airport, high winds, other traffic, ice starting to build up, you gotta =
pee, your kid is crying, your wife is praying that you don't die, etc, etc.=
.. do you really want to screw with carb heat and leaning out the engine co=
rrectly too? =A0I want an engine that's smart enough to know when it needs =
more air or more gas. =A0I want an engine that doesn't have the potential t=
o have ice build up in the carb. =A0=0A=0A7) HISTORY - I've had nothing but=
 bad luck with airplane engines. =A0Every single annual I cringe and then t=
here's this horrible sucking sound that comes from my wallet. =A0So that's =
my history but when I talk to long time pilots there's a high number who ha=
ve experienced engine failures. =A0Now I'm not talking about guys who racke=
d up hours as a CFI, I'm talking about guys who have been flying behind a s=
ingle engine piston plane for recreation for a long time. =A0A surprising n=
umber of them have stories that involve engine failure. =A0Valves getting c=
hewed up and things like that.=A0=0A=0AHappy Flying=A0=0A=0A=0A____________=
____________________=0A From: Patrick Panzera <editor.contactmagazine@gmail=
.com>=0ATo: Rotary motors in aircraft <flyrotary@lancaironline.net> =0ASent=
: Sunday, January 22, 2012 1:18 PM=0ASubject: [FlyRotary] Top 7 reasons for=
 using an auto conversion=0A =0AFriends,=0A=0AI've recently been asked what=
 are the top 7 reasons for using an auto=0Aconversion.=0AI answered with mi=
ne, but I'd like to hear (read) yours.=0A=0AThanks!=0A=0APat=0A=0A--=0AHome=
page:=A0 http://www.flyrotary.com/=0AArchive and UnSub:=A0  http://mail.lan=
caironline.net:81/lists/flyrotary/List.html
--570511379-891519656-1327343182=:11250
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<html><body><div style=3D"color:#000; background-color:#fff; font-family:ar=
ial, helvetica, sans-serif;font-size:12pt"><div><span>I'll add my seven sin=
ce I haven't seen them yet.</span></div><div><span><br></span></div><div>1)=
 HEAT - &nbsp;Yes you can actually have cabin heat in the winter if you hav=
e a water cooled auto engine vs. an air cooled airplane engine.</div><div><=
br></div><div>2) PRE-HEATING SUCKS - &nbsp;No matter what series of electro=
nic or fire breathing contraptions you have, pre-heating an engine in the w=
inter is a huge pain PLUS if you actually go somewhere you can't stay long =
enough to let the engine get cold because you can't realistically pack your=
 Tanis pre-heater and 20 gallon LP tank so you can pre-heat again the next =
day when you fly back. &nbsp;Of course you can always drain the oil, take i=
t inside with you and then pour it back in the engine the next day... yeah =
sure.</div><div><br></div><div>3) EXPANDED FLYING SEASON - When the
 temperature drops below 10 degrees it becomes simply cruel to fly an air c=
ooled engine. &nbsp;When you come in for landing there's no way to avoid so=
me level of shock cooling on those front cylinders. &nbsp;Not only do you g=
et grounded for crappy cloud covered winter weather, when it's perfectly cl=
ear it's usually cold too so you can't fly on a clear day and you can't fly=
 on a cloudy day... you can't fly three months out of the year.</div><div><=
br></div><div>4) RELIABILITY / LOWER OPERATING EXPENSE - people cite fuel b=
urn, fuel cost, overhaul cost and things like that, but that's not what I'm=
 talking about here. &nbsp;You can buy an airplane engine that has been mod=
ified (derated) to use auto-fuel so that evens the fuel cost playing field =
and 2000 hours is a lot of flying before you actually hit overhaul. &nbsp;B=
UT here's the trick, if you browse through Barnstorms and notice how many a=
irplanes have had a "recent top overhaul" or some other major recent
 repair to the engine well before the TBO. &nbsp;You'll be amazed. &nbsp;No=
t only are parts more expensive, it's FAR more likely that you'll need them=
 when you fly behind a "good old reliable airplane engine." &nbsp;BTW - I'v=
e got three cylinders off mine right now getting new valves... nowhere near=
 TBO. &nbsp;Good old reliable... yeah right.</div><div><br></div><div>5) MO=
DERN - While you can get airplane engines with EFI, a modern auto engine is=
 going to be far superior to an aircraft engine in terms of design. &nbsp;R=
emember, there was a time when almost all engines used magnetos... but now =
you've got to go to the antique gas engine show at the local fair grounds t=
o see them. &nbsp;I don't know how else to say it other than the auto indus=
try has the engine part of the car figured out and the airplane guys don't.=
</div><div><br></div><div>6) MAINTENANCE - I believe that if I build the en=
gine from scratch I'll be much more capable of performing
 maintenance, including maintenance in the field should the need arise. &nb=
sp;If my memory is correct, most engine failures in auto conversions accord=
ing to EAA studies are due to fuel flow, cooling and then ignition so using=
 standard auto parts in those areas increases the maintainability of my eng=
ine if something goes wrong while I'm hunting in some little town in South =
Dakota. &nbsp;They'll have an auto parts store, but they won't have an FBO =
with a mechanic.</div><div><br></div><div>7) SIMPLICITY/PILOT WORKLOAD - Mo=
st accidents are due to "pilot error." &nbsp;Studies show that on average p=
eople can handle seven things at once before they start making significant =
mistakes. &nbsp;Let's say you're flying in pure IFR, unknown territory, new=
 airport, high winds, other traffic, ice starting to build up, you gotta pe=
e, your kid is crying, your wife is praying that you don't die, etc, etc...=
 do you really want to screw with carb heat and leaning out the
 engine correctly too? &nbsp;I want an engine that's smart enough to know w=
hen it needs more air or more gas. &nbsp;I want an engine that doesn't have=
 the potential to have ice build up in the carb. &nbsp;</div><div><br></div=
><div>7) HISTORY - I've had nothing but bad luck with airplane engines. &nb=
sp;Every single annual I cringe and then there's this horrible sucking soun=
d that comes from my wallet. &nbsp;So that's my history but when I talk to =
long time pilots there's a high number who have experienced engine failures=
. &nbsp;Now I'm not talking about guys who racked up hours as a CFI, I'm ta=
lking about guys who have been flying behind a single engine piston plane f=
or recreation for a long time. &nbsp;A surprising number of them have stori=
es that involve engine failure. &nbsp;Valves getting chewed up and things l=
ike that.&nbsp;</div><div><br></div><div>Happy Flying&nbsp;</div><div><br><=
/div>  <div style=3D"font-size: 12pt; font-family: arial, helvetica,
 sans-serif; "> <div style=3D"font-size: 12pt; font-family: 'times new roma=
n', 'new york', times, serif; "> <div dir=3D"ltr"> <font size=3D"2" face=3D=
"Arial"> <hr size=3D"1">  <b><span style=3D"font-weight:bold;">From:</span>=
</b> Patrick Panzera &lt;editor.contactmagazine@gmail.com&gt;<br> <b><span =
style=3D"font-weight: bold;">To:</span></b> Rotary motors in aircraft &lt;f=
lyrotary@lancaironline.net&gt; <br> <b><span style=3D"font-weight: bold;">S=
ent:</span></b> Sunday, January 22, 2012 1:18 PM<br> <b><span style=3D"font=
-weight: bold;">Subject:</span></b> [FlyRotary] Top 7 reasons for using an =
auto conversion<br> </font> </div> <br>=0AFriends,<br><br>I've recently bee=
n asked what are the top 7 reasons for using an auto<br>conversion.<br>I an=
swered with mine, but I'd like to hear (read) yours.<br><br>Thanks!<br><br>=
Pat<br><br>--<br>Homepage:&nbsp; http://www.flyrotary.com/<br>Archive and U=
nSub:&nbsp;  http://mail.lancaironline.net:81/lists/flyrotary/List.html<br>=
<br><br> </div> </div>  </div></body></html>
--570511379-891519656-1327343182=:11250--