Thanks for the info about the vinylester resin. Also, Mark, you previously wrote:
"A quick analysis of prices may lead one to think that the O-200 is a better deal, and maybe so, but I have to say that I'd far prefer the Corvair's smooth six cylinders to the O-200's four cylinders, and having rebuilt both, the Corvair is far simpler to rebuild or maintain than an O-200, and especially to make a non-leaking engine." Mark, what is the cost comparison of the zero SMOH O-200 vs the rebuilt Corvair 2850 with the SPA 5th bearing / billet crankshaft combo? It would be great if someone had a spreadsheet of the breakdown of Corvair costs. On Thu, Apr 20, 2023 at 6:45 AM Mark Langford <m...@n56ml.com> wrote: > I'd like to clarify what I wrote yesterday about crankshafts. That page > is devoted to crankshaft failures, but doesn't emphasize enough that > another key ingredient is the "fifth bearing".....a much larger and longer > bearing (twice the diameter and more than 2" longer than the factory's > "fourth" main bearing journal), which provides significant support for the > nose of the crankshaft and prop hub. I've talked about this many times on > this list and on my website, but that is absolutely imperative at well. We > in the Corvair world should have taken that lesson from Revmaster and Great > Plains, who'd already learned that lesson and created much larger front > bearings on their engines to prevent crankshaft flexing due to prop > forces. I'm sure you've all heard enough about that stuff from me, but a > very large front bearing at the prop hub and near-perfect crankshaft are a > must for airplane use, and nobody should have tried to fly behind one until > the prop forces were dealt with in that manner. 20/20 hindsight..... > > Also, I built N56ML's fuel tanks out of vinylester resin to handle > ethanol-laced fuel, and burned 91 or 92 octane gasoline with ethanol almost > exclusively for 1030 hours. I only used 100LL when I was forced to refuel > while cross-country. I think I calculated that I'd run 6000 gallons > through it at one point. > > A warning regarding airport "mogas".....it's often 80 octane, and probably > quite stale, so be careful out there. I currently have to burn "ethanol > free" fuel from the local Raceway in N891JF, because the tank is built of > some kind of epoxy which ethanol will dissolve. N357CJ is similar, having > RR tanks in it. On my list is replacing the main tank in it with a > home-built ethanol- tolerant tank using vinylester epoxy. > > See enclosed photo of Sport Performance Aircraft's "Gen2" fifth bearing on > my soon-to-be-flying 3100cc Corvair engine..... > > Mark LangfordML@N56ML.comhttp://www.n56ml.com > Huntsville, AL > > > Mark Langford > m...@n56ml.com > http://www.n56ml.com > Huntsville, AL > > > > > > > -- > KRnet mailing list > KRnet@list.krnet.org > https://list.krnet.org/mailman/listinfo/krnet >
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