X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da02.mx.aol.com ([205.188.105.144] verified) by logan.com (CommuniGate Pro SMTP 5.4.3) with ESMTP id 5363193 for flyrotary@lancaironline.net; Tue, 24 Jan 2012 23:32:26 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.144; envelope-from=shipchief@aol.com Received: from mtaomg-db05.r1000.mx.aol.com (mtaomg-db05.r1000.mx.aol.com [172.29.51.203]) by imr-da02.mx.aol.com (8.14.1/8.14.1) with ESMTP id q0P4ViD2027138 for ; Tue, 24 Jan 2012 23:31:44 -0500 Received: from core-ddb001a.r1000.mail.aol.com (core-ddb001.r1000.mail.aol.com [172.29.52.65]) by mtaomg-db05.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id AB19AE00008A for ; Tue, 24 Jan 2012 23:31:43 -0500 (EST) References: To: flyrotary@lancaironline.net Subject: Re: [FlyRotary] Re: Top 7 reasons for using an auto conversion In-Reply-To: X-MB-Message-Source: WebUI MIME-Version: 1.0 From: shipchief@aol.com X-MB-Message-Type: User Content-Type: multipart/alternative; boundary="--------MB_8CEA93160050E95_64C_9EDC1_webmail-d081.sysops.aol.com" X-Mailer: AOL Webmail 35363-STANDARD Received: from 98.247.174.242 by webmail-d081.sysops.aol.com (205.188.181.107) with HTTP (WebMailUI); Tue, 24 Jan 2012 23:31:43 -0500 Message-Id: <8CEA9315FFB8905-64C-2DD68@webmail-d081.sysops.aol.com> X-Originating-IP: [98.247.174.242] Date: Tue, 24 Jan 2012 23:31:43 -0500 (EST) x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20110426; t=1327465904; bh=YBMpoZhX0YuTGQwO1TqxV++JxMVf2o0GUMJky+zJQZY=; h=From:To:Subject:Message-Id:Date:MIME-Version:Content-Type; b=AX1TPXdLTulefrCkupB2WdyLtEpmJ1CkIs/fcKLTAjK0qU+dOztPP/zwpuP9PbGWL 5LdG96ZxcJV6ZlrGGyz9irvtY69dr2CCM6dkbBKa/Efhj7I6yM7meB5zM5Ksb1ipjH KnyC0GUkL/hOVe7UZRLHPhIQ4HkFndiUA00DG0c0= X-AOL-SCOLL-SCORE: 0:2:419982112:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d33cb4f1f85af39a2 This is a multi-part message in MIME format. ----------MB_8CEA93160050E95_64C_9EDC1_webmail-d081.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset="us-ascii" I'm with John Slade, Terry and Chad. My engine terrifies me. It runs great, but I built a whole bunch of parts t= hat could fail in serious consequence. Some parts have been built more than= once. I don't think I'll have saved much money, and it certainly added years to t= he project. That is the price of quality, and I did build it the best I can= . Along the way, I began to realize the joy of 'design and build'. That's priceless. Also, I'm the engine maunfacturer, according to the FAA, = so I can repair, alter, etc. without form 337s. However, I don't get the benefit of ADs due to my unique arrangements. I like certified engines just fine. I don't hold much against them. I did t= his because of many of the reasons already given, but it's my creative expr= ession, like writing a song or something. I get a big kick out of poeple who take the time to look at it. =20 -----Original Message----- From: Chad Robinson To: Rotary motors in aircraft Sent: Sun, Jan 22, 2012 8:26 pm Subject: [FlyRotary] Re: Top 7 reasons for using an auto conversion On 1/22/2012 7:19 PM, John Slade wrote: 1. Innovation. I couldn't bring myself to pay $18k for a used 1930's=20 tractor engine. Builders need a cheap, viable alternative to being=20 ripped off and I wanted to help find one. $700 for a used 30 year old=20 carburetor? Geesh! 2. Power. I wanted more power for take-off, climb and cruise. Take-off=20 power is a safety factor. You're in the "Oh shit" zone (Where its too=20 late to land ahead and too early to turn back) for much less time. 3. Cash-flow. I didn't have to shell out $18k all in one lump. 4. Vibration. Vibration is tiring for the pilot and destructive to the=20 systems. 5. Benign failure modes. If a Lyc fails internally it often does so=20 catastrophically. Rotaries tend to keep running, then die once they've=20 got you home. 6. Maintenance cost. If the engine blows up, while I glide toward the=20 nearest landing spot at least I wont be thinking "this is going to=20 cost me $18,000 to rebuild". 7. For the challenge and satisfaction of having done it. y list is almost identical to this one, but I put #2 first (I mimicked=20 ohn's setup and went with a turbo), #5 second, and combine #6 -> #3. My=20 th item is the ENORMOUS wealth of information available about this=20 ngine online, in forums, in PDF files, in the experts' heads,=20 hird-party (Tracy Crook) part suppliers, etc. I went all the way and rebuilt my engine from scratch. It was very=20 atisfying, and I now know every part inside it. That doesn't make me=20 ynn Hanover, but it does give me a sense of confidence that I wouldn't=20 ave had with another engine. For any reason that would be a=20 eart-sinking and costly trip to the A&P with another engine - low=20 ompression, metal dust in the oil pan, white smoke on startup, etc. - I=20 an rip the engine out and rebuild it in a good weekend. There is=20 othing that would make me drag my feet and say "maybe it will clear=20 p." "Let's open it up and see what's going on" is an absolutely=20 easonable answer. I am terrified of my engine. I would be terrified of any engine - I=20 igure it's a good position for an experimental pilot to take. The=20 otary terrifies me the least. Regards, had - omepage: http://www.flyrotary.com/ rchive and UnSub: http://mail.lancaironline.net:81/lists/flyrotary/List.h= tml ----------MB_8CEA93160050E95_64C_9EDC1_webmail-d081.sysops.aol.com Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset="us-ascii"
I'm with John Slade, Terry and Chad.
My engine terrifies me. It runs great, but I built a whole bunch of pa= rts that could fail in serious consequence. Some parts have been built more= than once.
I don't think I'll have saved much money, and it certainly added years= to the project. That is the price of quality, and I did build it the best = I can.
Along the way, I began to realize the joy of 'design and build'.
That's priceless. Also, I'm the engine maunfacturer, according to the FAA, = so I can repair, alter, etc. without form 337s.
However, I don't get the benefit of ADs due to my unique arrangements.=
I like certified engines just fine. I don't hold much against them. I did t= his because of many of the reasons already given, but it's my creative expr= ession, like writing a song or something.
I get a big kick out of poeple who take the time to look at it.  =
= -----Original Message-----
From: Chad Robinson <crobinson@medialantern.com>
To: Rotary motors in aircraft <flyrotary@lancaironline.net>
Sent: Sun, Jan 22, 2012 8:26 pm
Subject: [FlyRotary] Re: Top 7 reasons for using an auto conversion

On 1/2=
2/2012 7:19 PM, John Slade wrote:
> 1. Innovation. I couldn't bring myself to pay $18k for a used 1930's=
=20
> tractor engine. Builders need a cheap, viable alternative to being=20
> ripped off and I wanted to help find one. $700 for a used 30 year old=
=20
> carburetor? Geesh!
> 2. Power. I wanted more power for take-off, climb and cruise. Take-off=
=20
> power is a safety factor. You're in the "Oh shit" zone (Where its too=
=20
> late to land ahead and too early to  turn back) for much less time.
> 3. Cash-flow. I didn't have to shell out $18k all in one lump.
> 4. Vibration. Vibration is tiring for the pilot and destructive to the=
=20
> systems.
> 5. Benign failure modes. If a Lyc fails internally it often does so=20
> catastrophically. Rotaries tend to keep running, then die once they've=
=20
> got you home.
> 6. Maintenance cost. If the engine blows up, while I glide toward the=
=20
> nearest landing spot at least I wont be thinking "this is going to=20
> cost me $18,000 to rebuild".
> 7. For the challenge and satisfaction of having done it.
My list is almost identical to this one, but I put #2 first (I mimicked=20
John's setup and went with a turbo), #5 second, and combine #6 -> #3. My=
=20
7th item is the ENORMOUS wealth of information available about this=20
engine online, in forums, in PDF files, in the experts' heads,=20
third-party (Tracy Crook) part suppliers, etc.

I went all the way and rebuilt my engine from scratch. It was very=20
satisfying, and I now know every part inside it. That doesn't make me=20
Lynn Hanover, but it does give me a sense of confidence that I wouldn't=20
have had with another engine. For any reason that would be a=20
heart-sinking and costly trip to the A&P with another engine - low=20
compression, metal dust in the oil pan, white smoke on startup, etc. - I=20
can rip the engine out and rebuild it in a good weekend. There is=20
nothing that would make me drag my feet and say "maybe it will clear=20
up." "Let's open it up and see what's going on" is an absolutely=20
reasonable answer.

I am terrified of my engine. I would be terrified of any engine - I=20
figure it's a good position for an experimental pilot to take. The=20
rotary terrifies me the least.

Regards,
Chad


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