Today's Message Index:
----------------------
1. 04:07 AM - Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
2. 04:39 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Hans Teijgeler)
3. 06:26 AM - Vacuum supply for backup gyros (Gary Casey)
4. 06:35 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Charlie England)
5. 06:47 AM - Re: 1998 Geo 1.3L (jerb)
6. 06:54 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (n801bh@netzero.com)
7. 07:13 AM - Re: Vacuum supply for backup gyros (n801bh@netzero.com)
8. 08:17 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Archie)
9. 08:46 AM - lycoming 0320 (Danny Lawhon)
10. 09:56 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
11. 10:06 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (rd2@evenlink.com)
12. 10:11 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Hal Kempthorne)
13. 10:12 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
14. 10:15 AM - Re: Vacuum supply for backup gyros (rd2@evenlink.com)
15. 10:37 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
16. 10:47 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
17. 11:07 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
18. 11:57 AM - Re: Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
19. 12:01 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (Philippjw54@aol.com)
20. 12:28 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (n801bh@netzero.com)
21. 12:30 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (n801bh@netzero.com)
22. 12:30 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (flyv35b)
23. 12:41 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (n801bh@netzero.com)
24. 01:34 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (Charlie England)
25. 02:17 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (Hans Teijgeler)
26. 03:25 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (AI Nut)
27. 05:38 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (flyv35b)
28. 08:27 PM - Re: Re: Engines-List Digest: RE 1.3 GEO (Tedd McHenry)
Message 1
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
Just get a real aircraft engine. Not that 1.3 Geo. junk thing. Do you really
trust yours and, your familles, and friends lives with an Automobile, ground
hugging, questionable engine at best. Not me brother. I'll use Lycoming all
the way baby. And you can trust that and take it to the bank to.
Phil A&P Mechanic
Message 2
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "Hans Teijgeler" <hans@jodel.com>
Phil,
Never heard of an auto engine "trowing a rod", or cracking a cylinder due to
shock cooling.
Different people different requirements and different preferences. Just be
happy with whatever floats your boat. Let's not get into discussions over
this as these discussions tend to lead nowhere.
Hans
Flying behind a Subaru EJ-25. No Lycosaurus for me, thank you.
----- Original Message -----
From: <Philippjw54@aol.com>
Subject: Engines-List: Re: Engines-List Digest: RE 1.3 GEO
> --> Engines-List message posted by: Philippjw54@aol.com
>
> Just get a real aircraft engine. Not that 1.3 Geo. junk thing. Do you
really
> trust yours and, your familles, and friends lives with an Automobile,
ground
> hugging, questionable engine at best. Not me brother. I'll use Lycoming
all
> the way baby. And you can trust that and take it to the bank to.
> Phil A&P Mechanic
>
>
Message 3
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| Subject: | Vacuum supply for backup gyros |
--> Engines-List message posted by: "Gary Casey" <glcasey@adelphia.net>
I'm thinking that at least some turbocharged engine users would like to use
non-electric (vacuum) gyros as a backup for their fancy glass panels. I
have a design (patented, in fact) that allows a turbocharged engine to
supply the required differential pressure to vacuum instruments under all
operating conditions without the necessity of a vacuum pump. This could
also be used to supply the primary flight instruments, but perhaps some
people would be reluctant to go that far. For a backup source it would be
ideal as it is lighter than a vacuum pump and has no wear parts. I
personally like the idea of using vacuum gyros as a backup as they have no
electrical requirement at all - potentially eliminating the need for a
redundant electrical system in a glass-panel plane. The device is basically
a pressure regulator that automatically selects pressure from 3 or 4 sources
and picks the appropriate pair of sources to produce the required
differential pressure. It picks from the intake manifold, compressor
discharge, atmospheric and cabin pressure(in the case of a pressurized
aircraft). It starts from the lowest and picks whichever supply is
necessary to get the appropriate pressure.
Any interest? Comments?
Message 4
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Charlie England <ceengland@bellsouth.net>
Philippjw54@aol.com wrote:
>--> Engines-List message posted by: Philippjw54@aol.com
>
>Just get a real aircraft engine. Not that 1.3 Geo. junk thing. Do you really
>trust yours and, your familles, and friends lives with an Automobile, ground
>hugging, questionable engine at best. Not me brother. I'll use Lycoming all
>the way baby. And you can trust that and take it to the bank to.
> Phil A&P Mechanic
>
Hmmmm......
Does your philosophy apply to airframes too?
(Just trying to determine the worth of your opinion.....)
;-)
Charlie
Message 5
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| Subject: | Re: 1998 Geo 1.3L |
--> Engines-List message posted by: jerb <ulflyer@verizon.net>
Ron,
The are two places you may get the help you need. One is Raven,
manufacturer of redrives for the Suzuki and complete packages, see link
below. The have a manual about conversion that is very informative.
http://www.raven-rotor.com/
The other is the Yahoo Groups FlyGeo list.
http://groups.yahoo.com/group/FlyGeo/
Hope this helps.
jerb
At 02:01 AM 3/11/05 -0600, you wrote:
>--> Engines-List message posted by: "Ron &Phyliss" <rgdplg@radiowire.net>
>
>Ron Dallmeyer N701PR
>rgdplg@radiowire.net
>
>I am still having problems with the '98 Geo 1.3L engine. I may have
>isolated the problem to a 12 volt source coming from my tach grd lead,
>which is now disconnected. After blowing two PCMs, I am reluctant to try
>again without "airing" my problem. My coils may have been damaged by this
>current, so I compared readings between the 3 pin positions with some
>known good coils, using a diode checker (Thanks Jeron and David). There
>are some different values.
>The coils on the '98 are mounted in a different place compared to the
>later versions and have a different part #. I used later model PCMs which
>have the same circuit schematics, but may have some internal upgrades not
>compatible to the '98 coils.
>Before I waste some more time and money, I would like to know if there is
>anybody else using the 1998 1.3L engine.
>Please e-mail me at rgdpld@radiowire.net
>
>Thanks,
>
>Ron & Phyliss
>
>
Message 6
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
Just get a real aircraft engine. Not that 1.3 Geo. junk thing. Do you really
trust yours and, your familles, and friends lives with an Automobile, ground
hugging, questionable engine at best. Not me brother. I'll use Lycoming all
the way baby. And you can trust that and take it to the bank to.
Phil A&P Mechanic
If auto engines were 1/20 as unreliable as a lycoming you would be walking to work
quite often. And, I have not heard of a single person killed by a broken crank
in a automobile. Lycoming, the "certified aircraft engine" has killed 12
humans in the past three years that way. With all the quality control steps they
supposably take and charge excessively for can you explain to all of us out
in internet land why FAA approved and "certified" parts have caused pilots to
crash and perish. And one thing more Phil, did ya know that 97 percent of A&P
mechanics do not even have a private pilots ticket, how would you feel if your
auto mechanic worked on your vehicle doing a critical repair that could cost
you your life but they were not even smart enough to get a drivers licience to
test drive it to comfirm they did it correctly. I bet you would feel VERY uneasy
when ya drive your vehicle out of that shop.!!!!!!!!!!!!!
Beh Haas
www.haaspowerair.com
Message 7
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| Subject: | Re: Vacuum supply for backup gyros |
--> Engines-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
I'm thinking that at least some turbocharged engine users would like to use
non-electric (vacuum) gyros as a backup for their fancy glass panels. I
have a design (patented, in fact) that allows a turbocharged engine to
supply the required differential pressure to vacuum instruments under all
operating conditions without the necessity of a vacuum pump. This could
also be used to supply the primary flight instruments, but perhaps some
people would be reluctant to go that far. For a backup source it would be
ideal as it is lighter than a vacuum pump and has no wear parts. I
personally like the idea of using vacuum gyros as a backup as they have no
electrical requirement at all - potentially eliminating the need for a
redundant electrical system in a glass-panel plane. The device is basically
a pressure regulator that automatically selects pressure from 3 or 4 sources
and picks the appropriate pair of sources to produce the required
differential pressure. It picks from the intake manifold, compressor
discharge, atmospheric and cabin pressure(in the case of a pressurized
aircraft). It starts from the lowest and picks whichever supply is
necessary to get the appropriate pressure.
Any interest? Comments?
Sounds like you have done you homework and built a better mousetrap. Nice going...
I was thinking on using the velocity of my exhaust gases in my collectors
to create a vacuum source. That concept is used all the time in race engines
to evacuate the crankcase. In the planes, all we need it 5" of vacuum. Easily
able to get the system to do that but its the volume needed to spin the gyros
I was concerned about. Maybe the next set of headers I fabricate will incorporate
that feature. If your engine quits then you lose that vacuum source, but that
will happen with any other design except a outside venturi.
Ben Haas N801BH
www.haaspowerair.com
do not archive
Message 8
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "Archie" <archie97@earthlink.net>
Question:
Would the advocates of strictly conventional aircraft engines answer this?
You are about to purchase a new car. The sales person lifts the hood to show
an "aircraft" engine. He tells you it burns oil, is subject to AD's (which
you
must pay for), uses 100 year old "proven" ignition system, (so poor it
requires a wind up spring,
and plug gaps of .016-.018), exhaust heat, has a poor track record VS
automotive, etc.
Do you really think of buying this?
I have even had brand new AC engine parts come through my shop which would
not pass spec.
Archie
====================================================
----- Original Message -----
From: <n801bh@netzero.com>
Subject: Re: Engines-List: Re: Engines-List Digest: RE 1.3 GEO
> --> Engines-List message posted by: "n801bh@netzero.com"
> <n801bh@netzero.com>
>
>
> Just get a real aircraft engine. Not that 1.3 Geo. junk thing. Do you
> really
> trust yours and, your familles, and friends lives with an Automobile,
> ground
> hugging, questionable engine at best. Not me brother. I'll use Lycoming
> all
> the way baby. And you can trust that and take it to the bank to.
> Phil A&P Mechanic
>
>
> If auto engines were 1/20 as unreliable as a lycoming you would be walking
> to work quite often. And, I have not heard of a single person killed by a
> broken crank in a automobile. Lycoming, the "certified aircraft engine"
> has killed 12 humans in the past three years that way. With all the
> quality control steps they supposably take and charge excessively for can
> you explain to all of us out in internet land why FAA approved and
> "certified" parts have caused pilots to crash and perish. And one thing
> more Phil, did ya know that 97 percent of A&P mechanics do not even have a
> private pilots ticket, how would you feel if your auto mechanic worked on
> your vehicle doing a critical repair that could cost you your life but
> they were not even smart enough to get a drivers licience to test drive it
> to comfirm they did it correctly. I bet you would feel VERY uneasy when ya
> drive your vehicle out of that shop.!!!!!!!!!!!!!
>
>
> Beh Haas
>
> www.haaspowerair.com
>
>
>
Message 9
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--> Engines-List message posted by: Danny Lawhon <dlawhon@yahoo.com>
I need to get the intake pipe size for an 0320
lycoming as the ground power unit (yes they did make
some
0320 gp units although not many) I need to convert the
sump if the pipes, I have are too small but I don't
know
the correct size..
Danny..
__________________________________
http://smallbusiness.yahoo.com/resources/
Message 10
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
First of all most engine airworthyness directives (AD's ) are of the
informational type. Not requiring anything more than an inspection of the part
mentioned in the AD.
Example: Check for possible break down of the air filter and replace within
the next 25 hours of operation. AD's are brought about by the people (the A&P)
who are qualified to perform the work. It is because of the A&P's
observations, skills, and dedication to providing quality work. When a mechanic
sees the
same or similar repeating, potential problem, then he writes it up and sends it
to the FAA.
When the FAA goes over the reports and notices a pattern, then the FAA will
send out an airworthyness directive with recommendations. Have you ever looked
under the cowling of a King Air or a Stearman? Very impressive. There are many
different aircraft engine types. The horizontally opposed internal combustion
engine has been around for a long time and has been improved so much that
their reliability is without question. I will grant you this though, I think they
are somewhat over priced, and I'm sure liability has something to do with it.
My RV-4 will have a Lycoming IO-360 with a state of the art ignition system.
For proven reliability and performance there's just no comparison. One can't
just pull over to the side of the road while in flight.
My money still goes to the aircraft engine manufactures. No question. These
engines are purpose built and as such are a perfect match for their assigned
tasks.
Message 11
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: rd2@evenlink.com
_____________________Original message __________________________
(received from Hans Teijgeler; Date: 01:30 PM 03/12/05
+0100)
--> Engines-List message posted by: "Hans Teijgeler" <hans@jodel.com>
Phil,
Never heard of an auto engine "trowing a rod", or cracking a cylinder due to
shock cooling.
----snip----------------------
Which brings me to the thought: can a Lycoming benefit from something to
limit the incoming air in very clod climates, especially when doing
approaches (from idle to 1700 rpm), like the cars in the past?
Rumen
Message 12
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Hal Kempthorne <hal_kempthorne@sbcglobal.net>
Right on, Phil. Protect your job. If it don't git broke they ain't gonna fix
it!
hal
Philippjw54@aol.com wrote:
--> Engines-List message posted by: Philippjw54@aol.com
Just get a real aircraft engine. Not that 1.3 Geo. junk thing. Do you really
trust yours and, your familles, and friends lives with an Automobile, ground
hugging, questionable engine at best. Not me brother. I'll use Lycoming all
the way baby. And you can trust that and take it to the bank to.
Phil A&P Mechanic
Message 13
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
It's called an impulse coupling, and when combined with an electronic
ignition we have DUAL ignition. Pretty cool. Lets see you start your car on a dead
or
missing battery. Better call AAA. And it's nice to have heat coming off the
exhaust. The exhaust heat is used not wasted. Ever hear of a turbo? or a heat
muff? It's nice to keep your toes warm at altitude. Maybe you like cold feet. I
prefer to keep mine nice and toastie. You gotta love those Lycoming and
continentals.
Message 14
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| Subject: | Re: Vacuum supply for backup gyros |
--> Engines-List message posted by: rd2@evenlink.com
How about the old tested method using an outside ventury? I just saw an
Ercoupe which reminded me of that. No engine (drive) or electrical
dependency (unless heating is is essential). On OBAM it'd be easier to
"approve" than certified. Has anyone done it (probably yes)? Not sure how
much vac a ventury can supply to feed/suck through the same instruments
that originally are degned for a vac pump. It could be offered as a kit.
Rumen
Message 15
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
How many hours flying time do you have on your GEO?
If you guys are so smart then why don't you have an approved auto conversion
for say a Seneca or a Mooney or well you get the picture. Oh and by the way,
I've been retired for 5 years and loving every minute of it. You guys make it
sound like auto engines never have any problems. Your trying to tell me that an
auto engine has never thrown a rod or spun a bearing. Please. Get a grip
boys. We all don't believe that for a moment.
Message 16
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
Did you ever think that it just might have been the prop failure that caused
the crank to break. I don't have the NTSB reports so I guess I'll just have to
take your word for it.
What aircraft are you GEO. 1.3 guys flying anyway. Are they kites?
Message 17
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
Please fly safe. And yes your right these differences of opinion are just
that. I suppose that to be up there flying is what really matters. There's just
nothing like flying. Very relaxing. I just want all of you guys to be safe so
you can continue to enjoy the freedom of flight.
You gotta love this country. Where else can you do what you guys are doing?
It's really a thing of beauty. Phil
Message 18
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
Boy I really hit a soft spot with you Beh Haas. And just how much are you
going to market your superior Ford engine for? Have you taken a look at the
supposed auto mechanics lately. Backyard mechanics at best. I have been flying
for 21 years but fail to see the correlation between having a privet pilots
license and being qualified to work on complicated aircraft. At least the aircraft
mechanic has gone through training whether it be through the military or
through civilian training. What do you think anyway? You think all we A&P
mechanics just work on engines? Airframe work and avionics play a major part of
our
business. Replacing wing skins, fabricating control surfaces. All sorts of
repairs. One does not need be a pilot to work on planes. We A&P mechanics sign
our
name to the work we perform. It's the law. So just because most A&Pmechanics
don't fly (97% according to you) it goes to show how safe and reliable their
work is. It has to be. How many times have people had to take their car back
time and time again because the auto guy didn't fix it the first time. There are
no second chances for airplanes. Pilot error accounts for most accidents. Not
the mechanics. Don't you insult my integrity with your implications. So how
much is your engine going to cost the buyer anyway? And oh ya, do you think that
the A&P should test fly a 747 after the work was complete? Have you ever been
on a commercial airline? Think about it Beh
Message 19
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Philippjw54@aol.com
I diden't realize Lycoming made airframes Charlie.
Message 20
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
Did you ever think that it just might have been the prop failure that caused
the crank to break. I don't have the NTSB reports so I guess I'll just have to
take your word for it.
YUP, The props failed as they hit the ground.... After a couple dozen "certified"
Lycoming cranks broke at the front flange and sent the prop spinning off in
to space without the "certified" plane being pulled along with it. Hard to beleive
you haven't heard of the Lycoming incidents. it only grounded 100's of planes
and cost Lycoming tens of millions of dollars,,, so far....Also, I can't
picture a FAA trained and tested A&P building a "homebuilt". Ya made your living
working on "certified" planes. What makes ya think a "Certified" Lycoming
can run with a new fangled ignition system? You put lipstick on a pig and guess
what,,, its still a pig.
Message 21
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
--> Engines-List message posted by: Philippjw54@aol.com
Please fly safe. And yes your right these differences of opinion are just
that. I suppose that to be up there flying is what really matters. There's just
nothing like flying. Very relaxing. I just want all of you guys to be safe so
you can continue to enjoy the freedom of flight.
You gotta love this country. Where else can you do what you guys are doing?
It's really a thing of beauty. Phil
Ya know. There is hope for this guy yet...
do not archive
Message 22
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
The props did not fail. It was the crankshafts. Lycoming tried to blame it
on their supplier. Said they didn't heat treat them right but got caught
when it was determined they (Lycoming) had changed the material spec in an
attempt to make them easier to machine and therefore save cost. Also there
is some speculation that the shafts are overstressed anyhow on the higher
horsepower IO-360 engines that are rated at 300 hp and higher (angle valve
engines). They lost a 86 million dollar lawsuit over this!
Cliff A&P/IA
----- Original Message -----
From: <Philippjw54@aol.com>
Subject: Re: Engines-List: Re: Engines-List Digest: RE 1.3 GEO
> --> Engines-List message posted by: Philippjw54@aol.com
>
> Did you ever think that it just might have been the prop failure that
> caused
> the crank to break. I don't have the NTSB reports so I guess I'll just
> have to
> take your word for it.
> What aircraft are you GEO. 1.3 guys flying anyway. Are they kites?
>
>
>
Message 23
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
The props did not fail. It was the crankshafts. Lycoming tried to blame it
on their supplier. Said they didn't heat treat them right but got caught
when it was determined they (Lycoming) had changed the material spec in an
attempt to make them easier to machine and therefore save cost. Also there
is some speculation that the shafts are overstressed anyhow on the higher
horsepower IO-360 engines that are rated at 300 hp and higher (angle valve
engines). They lost a 86 million dollar lawsuit over this!
Cliff A&P/IA
----- Original
I believe it was the TSIO-550 series, the rest of your post is correct.
And I want to apologize to Phil, I was not implying you were not a good mechanic,
and yes, there are a ton of poor auto mechanics out there. Most of them nowadays
are just parts changers and they can barely do that right. As for my Ford
conversion, it's not gonna change the world but the trip getting there is more
then half the fun.
Ben
Message 24
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Charlie England <ceengland@bellsouth.net>
Philippjw54@aol.com wrote:
>--> Engines-List message posted by: Philippjw54@aol.com
>
>I diden't realize Lycoming made airframes Charlie.
>
repost of original comment by Phil, unedited:
Just get a real aircraft engine. Not that 1.3 Geo. junk thing. Do you really
trust yours and, your familles, and friends lives with an Automobile, ground
hugging, questionable engine at best. Not me brother. I'll use Lycoming all
the way baby. And you can trust that and take it to the bank to.
Phil A&P Mechanic
Your original post implied that 60 year old technology & 60 year old FAA
standards, by definition, lead to superior products. I'm simply asking
if you apply the same standards to airframes that you seem to apply to
engines. Or do you only have confidence in Lyc's? No confidence in
Continentals? Franklins? How about the Ford engine certified for the Funk?
I'm just asking if the CAA/FAA stamp of approval gives you unquestioning
faith in the product & the lack of it makes any other flying related
product unsafe & junk, in your eyes. Your answers will allow me to
decide how much to allow your opinions to influence my opinions. My
assumption is that your original post was intended to influence others'
opinions about alternative engines. Is that a valid assumption?
I believe that most problems with conversion engines result from poor
judgment in selection or poor 'execution' by the converter/installer
rather than the core engine itself.
There are many very good airframes out there now that cannot be flown
with any available 'real' aircraft engine. None meet the
power/thrust/weight requirements of very light aircraft. I believe it's
worth remembering that if the Wright brothers had gone with what was
available (& not developed their own engine) they would not have flown.
I'm not trying to pick a fight, but to point out what I consider the
unjustified finality in your conclusion that only a certified Lyc will
do for powered flight.
Charlie
(RV-4, Lyc powered. If you're ever in Mississippi, stop in for a ride.)
Message 25
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
(not processed: message from valid local sender)
--> Engines-List message posted by: "Hans Teijgeler" <hans@jodel.com>
> You gotta love this country. Where else can you do what you guys are
> doing? It's really a thing of beauty. Phil
Hmmm Phil, I'm living in The Netherlands, Europe and I am flying an EJ-25 on
my homebuilt Jodel.
There's life outside the USA, you know.
Hans
Message 26
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: AI Nut <ainut@hiwaay.net>
Ben, email me off line please. I'm also putting a Ford in an experimental.
ainut@hiwaay.net
David
n801bh@netzero.com wrote:
>--> Engines-List message posted by: "n801bh@netzero.com" <n801bh@netzero.com>
>
>
>The props did not fail. It was the crankshafts. Lycoming tried to blame it
>on their supplier. Said they didn't heat treat them right but got caught
>when it was determined they (Lycoming) had changed the material spec in an
>attempt to make them easier to machine and therefore save cost. Also there
>is some speculation that the shafts are overstressed anyhow on the higher
>horsepower IO-360 engines that are rated at 300 hp and higher (angle valve
>engines). They lost a 86 million dollar lawsuit over this!
>
>Cliff A&P/IA
>----- Original
>
>I believe it was the TSIO-550 series, the rest of your post is correct.
>
>And I want to apologize to Phil, I was not implying you were not a good mechanic,
and yes, there are a ton of poor auto mechanics out there. Most of them nowadays
are just parts changers and they can barely do that right. As for my Ford
conversion, it's not gonna change the world but the trip getting there is
more then half the fun.
>
>Ben
>
>
Message 27
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
Yeah, I meant to say the TSIO-540. Lycoming doesn't build a 550. That's
Continental.
----- Original Message -----
From: <n801bh@netzero.com>
Subject: Re: Engines-List: Re: Engines-List Digest: RE 1.3 GEO
> --> Engines-List message posted by: "n801bh@netzero.com"
> <n801bh@netzero.com>
>
>
> The props did not fail. It was the crankshafts. Lycoming tried to blame
> it
> on their supplier. Said they didn't heat treat them right but got caught
> when it was determined they (Lycoming) had changed the material spec in an
> attempt to make them easier to machine and therefore save cost. Also
> there
> is some speculation that the shafts are overstressed anyhow on the higher
> horsepower IO-360 engines that are rated at 300 hp and higher (angle valve
> engines). They lost a 86 million dollar lawsuit over this!
>
> Cliff A&P/IA
> ----- Original
>
> I believe it was the TSIO-550 series, the rest of your post is correct.
>
> And I want to apologize to Phil, I was not implying you were not a good
> mechanic, and yes, there are a ton of poor auto mechanics out there. Most
> of them nowadays are just parts changers and they can barely do that
> right. As for my Ford conversion, it's not gonna change the world but the
> trip getting there is more then half the fun.
>
> Ben
>
>
>
Message 28
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| Subject: | Re: Engines-List Digest: RE 1.3 GEO |
--> Engines-List message posted by: Tedd McHenry <tedd@vansairforce.org>
> --> Engines-List message posted by: Philippjw54@aol.com
>
--snip--
> And it's nice to have heat coming off the exhaust. The exhaust heat is used
> not wasted. Ever hear of a turbo? or a heat muff? It's nice to keep your toes
> warm at altitude. Maybe you like cold feet. I prefer to keep mine nice and
> toastie.
Phil:
Just a couple of quick factual matters. Cabin heating is one of the clear
advantages of a (water-cooled) auto conversion in an airplane -- more heat,
more of the time, with no risk of CO2. Turbochargers are quite common on car
engines.
Tedd McHenry
(Lycoming in workshop)
Surrey, BC, Canada
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