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#141
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wrote ...
By stating it with a market 'lack of conviction', one calls attention to the falsity of the statement. Market: a gathering of people buying and selling livestock Marked: noticeable; obvious; appreciable; distinct; conspicuous. Usenet Rule #12: any posting that complains about someone's spelling must itself contain at least one misspeling. Rich |
#142
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On Sat, 01 Nov 2003 02:51:50 GMT, (Drew
Dalgleish) wrote: Well I had my medical with the doctor that owns one of the subject planes today. In our short conversation I asked what specific problems he'd had with the conversion. He says the only problem has been with the computer setting the fuel mixture too rich. They had a lot of trouble sorting that out and are now running without using the O2 sensors. He and his father have owned this plane for many years origionally with the franklin engine and later with a lycoming. He was ready to sell the plane due to poor performance off the water and slow climb rates but since doing the conversion he is very happy with the performance now. His takeoff distances are greatly reduced, cruise has increased by 5mph, climb rates are as high as 1500fpm. ( instead of 100fpm with the franklin on a hot day ) and his fuel burn has dropped from 12 to 8.8gph. on autofeul. Drew Dalgleish Drew Drew Drew, how dare you suggest that the V-8 powered Seabees actually perform better than their Franklin or Lycoming powered predecessors. Prepare to be "BObbed"! Corky Scott |
#143
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On Fri, 31 Oct 2003 02:26:44 -0600, Barnyard BOb --
wrote: On Fri, 31 Oct 2003 05:38:20 GMT, "Bruce A. Frank" wrote: Barnyard BOb -- wrote: And my counterpoint is.... If this was an AIRCOOLED powered aircraft, the failure could not possibly happen. Keep on spinning away... with talk of minimal damage, etcetera -- but, far too many times aircraft are totaled and occupants do not walk away when forced to land off airport. And sadly, when it comes to landing on highways, they tend to take their share of traffic innocents with them. Barnyard BOb -- KISS - keeping it simple, stoopid Yep, you are correct, BOb. Lycomings and Continentals never fail and of the infinitesimal small number that might, no one will ever even get hurt. This wasn't a point/counter point discussion. I was clarifying a fact for Corky. I would hate to leave out a piece of information so that you might say I was "spinning" the facts. A sin(spin?)of omission. Oh, wait, you say I am spinning the facts now! Obviously you are still besting me at every turn. How dastardly of you. Maybe one of these days I'll consider this "fight" worth some indulgence of my time. But for now I'll leave others the pleasure and just "spin" a few facts once in a while. +++++++++++++++++++++++++++++++++++++++++++ If your remarks are for Corky... send him a private email. Otherwise, your remarks here are fair game for one and all. IF you and Corky ever ACTUALLY FLY your conversions..... maybe your FACTS? will take on a more realistic perspective. So far, you vocal RAH conversion advocates are ALL TALK and NO WALK. ALL HAT. NO CATTLE. You guys point to what you believe are 'successes' defined by some 'shoot from the hip' criteria. MOSTLY what I see is...BULL****, so the flags go up. If this is "BESTING" you, so be it. I make no apologies. Worth YOUR indulgence? Pardon me all to hell, your majesty. While you and Corky just talk, talk, talk.... I continue to walk my walk - just like I have for 50 flight years. Why should I give a rat's ass if you never INDULGE me, again? When you two scare the **** out of yourselves sufficiently, AND YOU WILL, I believe you may 'indulge' me... ...IF you survive your follies and your egos. Barnyard BOb -- over 50 years of flight. BOb, you continually amaze me. What's the problem with citing those who have flown prior to Bruce and me? Aren't you continually demanding that we prove the viability of the auto conversion by listing how many have flown and for how many hours? Does the fate of the auto conversion rest soley on the shoulders of Bruce and me? You cannot look at the success of others as confirmation that if one does the job correctly, one can successfully fly behind an auto conversion? I'm afraid if you wait for me, it will be several years yet. I have a long way to go before I'm ready to fly and will not be bullied into rushing. Corky Scott |
#144
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David O wrote:
All my dictionaries show red as both a noun and an adjective. Your use of "red" simply uses its common adjective form. An example of an adjectival noun would be the word "village" in the phrase "village idiot". I expect Barnyard Bob could have a field day with that opening. Oy. Touche', touche'. I should've chosen a *correct* example of my point. As a last resort in resolving such issues, I have found the newsgroup alt.usage.english quite helpful. Your subtle, and Dave Hyde's less so :-), point taken. I'm happy to let this sub-thread die. Russell Kent |
#145
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In article ,
Richard Isakson wrote: wrote ... By stating it with a market 'lack of conviction', one calls attention to the falsity of the statement. Market: a gathering of people buying and selling livestock Not just livestock, but 'anything'. Though I've always had difficulty figuring out how you take delivery in a "cellars market". grin Marked: noticeable; obvious; appreciable; distinct; conspicuous. Usenet Rule #12: any posting that complains about someone's spelling must itself contain at least one misspeling. |
#146
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BOb,
What attacks against certified types? My comments have obviously been sarcastic exaggerations only in response to your equally sarcastic exaggerations against auto-conversions. 8-O I report one incident of in-flight coolant loss and you paint the concept of water cooling as a dangerous and deadly defect of auto-conversions. And you accuse ME of spin! I have nothing against Lycomings or Continentals other than the very high cost of acquisition, repair and maintenance. And unlike many, I actually understand why those prices are so high and destined to never change. Auto engine conversions are a safe alternative, subject to the same failure modes that stop certified types. Auto conversions do not explosively deconstruct any more frequently than do certified types. Details of installation and operation disseminated widely will eventually bring auto conversion failure rates in line with that of certified types. Rantings and personal attacks from some bring about a shut down of the necessary public information exchange on the subject. Barnyard BOb -- wrote: On Fri, 31 Oct 2003 05:38:20 GMT, "Bruce A. Frank" wrote: And my counterpoint is.... If this was an AIRCOOLED powered aircraft, the failure could not possibly happen. Keep on spinning away... with talk of minimal damage, etcetera -- but, far too many times aircraft are totaled and occupants do not walk away when forced to land off airport. And sadly, when it comes to landing on highways, they tend to take their share of traffic innocents with them. Barnyard BOb -- KISS - keeping it simple, stoopid Yep, you are correct, BOb. Lycomings and Continentals never fail and of the infinitesimal small number that might, no one will ever even get hurt. ++++++++++++++++++++++++++++++++++++++++++++++ Flying is an especially unforgiving activity. No one alive is more keenly aware that Lycoming and Continental have yet to produce the perfect piston engine. Once again you miss the point and insult me with your bias, naivete, arrogance, inexperience and verbal gymnastics. It is not from a lack of concentrated, concerted and systematic efforts over the last 50 years that the perfect aircraft engine has not been born of the aircraft engine industry. However, for you to continue denying or inferring that these certified engines and their marvelous records do not currently blow away anything you are producing in your backyard is to deny reality and is the epitome of arrogance and "dastardly" in its own right. If you want to experiment with auto conversions and do it without any lip from me..... IT'S EASY!!!! Cease your dastardly propaganda concerning certified engines. By definition, certified engines have PROVEN to be the least risk to life and limb. No amount of spin can change this. Period. LET ME REPEAT.... If you want to experiment with auto conversions and do it without any lip from me..... IT'S EASY!!!! Cease your dastardly propaganda concerning certified engines. By definition, certified engines have PROVEN to be the least risk to life and limb. No amount of spin can change this. Period. Barnyard BOb -- over 50 years of successful flight -- Bruce A. Frank, Editor "Ford 3.8/4.2L Engine and V-6 STOL Homebuilt Aircraft Newsletter" | Publishing interesting material| | on all aspects of alternative | | engines and homebuilt aircraft.| |
#147
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"Bruce A. Frank" wrote in message
... I report one incident of in-flight coolant loss and you paint the concept of water cooling as a dangerous and deadly defect of auto-conversions. Bruce, you too cavalierly ignore the dangers of water cooling due to the presence of large volumes of Di-Hydrogen Monoxide! http://www.dhmo.org/facts.html =D Eric |
#148
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Eric,
If I can ignore the dangers of flying, homebuilt or commercial, and do it anyway, I certainly can ignore the likelihood of coming under the fatal influence of H2O. Eric Miller wrote: "Bruce A. Frank" wrote in message ... I report one incident of in-flight coolant loss and you paint the concept of water cooling as a dangerous and deadly defect of auto-conversions. Bruce, you too cavalierly ignore the dangers of water cooling due to the presence of large volumes of Di-Hydrogen Monoxide! http://www.dhmo.org/facts.html =D Eric -- Bruce A. Frank, Editor "Ford 3.8/4.2L Engine and V-6 STOL Homebuilt Aircraft Newsletter" | Publishing interesting material| | on all aspects of alternative | | engines and homebuilt aircraft.| |
#149
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On Mon, 03 Nov 2003 18:43:00 GMT, "Bruce A. Frank"
wrote: BOb, What attacks against certified types? My comments have obviously been sarcastic exaggerations only in response to your equally sarcastic exaggerations against auto-conversions. 8-O I report one incident of in-flight coolant loss and you paint the concept of water cooling as a dangerous and deadly defect of auto-conversions. And you accuse ME of spin! What erroneous, warped and distorted BULL****. Now, you 'dastardly' dare spin MY words in front of me??' Looks like you are taking a page out of Corky's book. The more I say, the more you and he twist them. What futility it is to deal with you two gems. Auto engine conversions are a safe alternative, subject to the same failure modes that stop certified types. Auto conversions do not explosively deconstruct any more frequently than do certified types. I'm not going to mince any more words over this. Until you attempt to certify your auto conversion via the FAA your don't know what got, much less be able to TRUTHFULLY lay claim to equality/parity with certified engines. In short..... your position is patently absurd without authoritative data that is all but an impossibility to collect. Details of installation and operation disseminated widely will eventually bring auto conversion failure rates in line with that of certified types. Hahahahahahhahahhahaaa... No ****ING WAY!!!!!!!!!!!!!!!!!!!!!! But, I can't top this. Color me gone. bfg Barnyard BOb -- over 50 years of successful flight |
#150
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"Bruce A. Frank" wrote in message ... Eric, If I can ignore the dangers of flying, homebuilt or commercial, and do it anyway, I certainly can ignore the likelihood of coming under the fatal influence of H2O. big grin Eric |
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