The only benefits are that the advertised and charted
performance is the same with either engine inop. Since
there ids no "critical" engine the Vmca number is a single
number and thus the take-off data can be based on the lower
Vmca and the performance looks a little better. But Vyse
will still be abut the same and that is a number that is
more critical than Vmca.

The cost of making the engine rotate in different directions
is spread over a small number of applications, yet those few
parts must be certified, cataloged, stocked, tracked and
shipped. That makes the airplane expensive. Since the CE
303 and BE 76, the DA42 is the first piston twin that I can
think of. The Baron hangs on, because of tradition and now
cost well over a million dollars.



"Capt. Geoffrey Thorpe" The Sea Hawk at wow way d0t com
wrote in message
news:vZSdnVUBModXwfLYnZ2dnUVZ_rKdnZ2d@wideopenwest .com...
| "Jim Macklin" wrote
in message
| ...
| The cost of manufacturing two versions of the engine and
| recertification of the design is not worth the small
| advantage. Most light twins were designed and certified
| over 40 years ago.
|
|
| What would be all the unique parts?
|
| Camshaft has to be different.
| Crankshaft probably is drilled differently for the oil
passages.
| Starter.
| Oil pump.
| Magnetos.
| Vacuum pump, I assume?
| Prop, obviously.
|
| That should be about it?
|
| --
| Geoff
| The Sea Hawk at Wow Way d0t Com
| remove spaces and make the obvious substitutions to reply
by mail
| When immigration is outlawed, only outlaws will immigrate.
|
|