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#1
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Look at Ludwig's Blather here.
"Steve Foley" wrote in message news:F4KEg.3078$df.1829@trndny06... Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycomings are used in airboats all the time in Florida. And Van's aircraft built one of their RV-10s with a Continental. ----== Posted via Newsfeeds.Com - Unlimited-Unrestricted-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#2
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Look at Ludwig's Blather here.
"JJS" jschneider@remove socks cebridge.net wrote in message
... "Steve Foley" wrote in message news:F4KEg.3078$df.1829@trndny06... Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycomings are used in airboats all the time in Florida. And Van's aircraft built one of their RV-10s with a Continental. This is an old wooden boat with an inboard marine engine built by Lycoming. It's not an aircraft engine. ----== Posted via Newsfeeds.Com - Unlimited-Unrestricted-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#3
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Look at Ludwig's Blather here.
"Steve Foley" wrote in message ... "JJS" jschneider@remove socks cebridge.net wrote in message ... "Steve Foley" wrote in message news:F4KEg.3078$df.1829@trndny06... Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycomings are used in airboats all the time in Florida. And Van's aircraft built one of their RV-10s with a Continental. This is an old wooden boat with an inboard marine engine built by Lycoming. It's not an aircraft engine. My bad Steve. My comment was poorly directed to Ludwig in response to his assertion that Lycomings are not used in boats. ----== Posted via Newsfeeds.Com - Unlimited-Unrestricted-Secure Usenet News==---- http://www.newsfeeds.com The #1 Newsgroup Service in the World! 120,000+ Newsgroups ----= East and West-Coast Server Farms - Total Privacy via Encryption =---- |
#4
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Look at Van's Blather here.
Steve Foley wrote: Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycoming, like Continental, built a wide range of general purpose liquid cooled engines which were used in the "assembled cars" as well as trucks, compressors, gensets, boats, etc. Continental did more of that and the flathead fours and sixes in Kaisers and Henry Js were used in welders and whatnot up until four or five years ago, new. They also made a lot of truck diesels and multifuel variants thereof for the military. Lycoming flathead V8s were used in Cords and Lyc built the last of the mighty J and SJ Duesenberg engines as well. They had a proud history. But their management got senile and ossified and only type certification kept their dead carcass propped up aoll these last 40-50 years. |
#5
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Look at Van's Blather here.
"Bret Ludwig" wrote in message ups.com... Steve Foley wrote: Are the comments in parentheses yours? It's kind of hard to tell who wrote what. In any case, I know of at one Lycoming engine designed for a boat. I think it was used in the 1930s. Lycoming, like Continental, built a wide range of general purpose liquid cooled engines which were used in the "assembled cars" as well as trucks, compressors, gensets, boats, etc. Continental did more of that and the flathead fours and sixes in Kaisers and Henry Js were used in welders and whatnot up until four or five years ago, new. They also made a lot of truck diesels and multifuel variants thereof for the military. Lycoming flathead V8s were used in Cords and Lyc built the last of the mighty J and SJ Duesenberg engines as well. They had a proud history. But their management got senile and ossified and only type certification kept their dead carcass propped up aoll these last 40-50 years. Don't forget the Lycoming powered mighty Checker Marathon. Lot of tractors running around with Continentals also. |
#6
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Look at Van's Blather here.
Dave Stadt wrote: Don't forget the Lycoming powered mighty Checker Marathon. Lot of tractors running around with Continentals also. At one time I owned a early Checker Marathon which had been powered with a Continental flathead six and had a Buick V6 when I bought it. But I am pretty sure Lyc did not build any industrial/vehicle engines after WWII. Oliver/Cockshutt, I think, used Continentals along with dozens of cars, light trucks, (Jeep used a Continental flathead at one time), Hobart welders, gen sets, Zambonis-they were very popular and all the ag and forklift vendors still support (most of) them. But to my knowledge Lycoming cars were limited to the Auburn/Cord/Duesenberg family. |
#7
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Look at Van's Blather here.
Bret Ludwig wrote: At one time I owned a early Checker Marathon which had been powered with a Continental flathead six and had a Buick V6 when I bought it. But I am pretty sure Lyc did not build any industrial/vehicle engines after WWII. Oliver/Cockshutt, I think, used Continentals along with dozens of cars, light trucks, (Jeep used a Continental flathead at one time), Hobart welders, gen sets, Zambonis-they were very popular and all the ag and forklift vendors still support (most of) them. But to my knowledge Lycoming cars were limited to the Auburn/Cord/Duesenberg family. ***Warning: thread creep*** Didn't the Tucker have a Lyc or Cont engine? ISTR reading years back that it was powered by a helicopter engine. I assume that means an air-cooled flat six? |
#8
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Look at Van's Blather here.
"Bret Ludwig" wrote in message ups.com... Dave Stadt wrote: Don't forget the Lycoming powered mighty Checker Marathon. Lot of tractors running around with Continentals also. At one time I owned a early Checker Marathon which had been powered with a Continental flathead six and had a Buick V6 when I bought it. But I am pretty sure Lyc did not build any industrial/vehicle engines after WWII. Oliver/Cockshutt, I think, used Continentals along with dozens of cars, light trucks, (Jeep used a Continental flathead at one time), Hobart welders, gen sets, Zambonis-they were very popular and all the ag and forklift vendors still support (most of) them. But to my knowledge Lycoming cars were limited to the Auburn/Cord/Duesenberg family. You are correct they were Continentals in the Checker. |
#9
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Look at Van's Blather here.
Any chance there's a point to this drivel?
Bret Ludwig wrote: Introduction - Powerplant Choices RV aircraft are designed to use Lycoming aircraft engines. The RV-4 and RV-6/6A use 150/160 hp 0-320 or 180 hp 0-360 engines. The RV-7/7A and RV-8/8A can accommodate O-320, O-360 or angle valve IO-360 (200 hp) engines. The RV-9/9A is suitable for Lycoming engines in the 118 hp to 160 hp range. The engine used in the 4-place RV-10 is the Lycoming IO-540D4A5 rated at 260 hp. Van's recommendation for the 4 place includes any of the parallel valve 540's which are available from 235hp on up to the 260hp version. These engines are the most readily available, affordable, and reliable of the possible choices. Other aircraft engines of similar configuration, weight and power might possibly be used, but only the Lycoming will fit the mounts and cowls supplied with our kits. Van's volume allows us to buy appropriate models of new engines at O.E.M. (Original Equipment Manufacturer) prices direct from Lycoming. We market these engines to our customers at far less than list price. This makes them an affordable alternative, even when compared to the traditional used engine. Van's has similar arrangements with Hartzell Propeller, Sensenich Propeller and other manufacturers. Other Engines We are often asked about using non-aircraft engine conversions. We'd like to pass along a quote from a colleague in the homebuilt airplane business: "the best conversion I know is to take $8000 and convert it into a good used Lycoming." This may sound a bit narrow-minded, but it reflects the basic truth: no non-aircraft engine has yet proven to be as reliable, available, and inexpensive (everything considered) as a traditional aircraft engine. It seems that magazines are always printing stories about automobile engines bought for junkyard prices, mated to inexpensive reduction drives and flown off into the sunset. It simply doesn't work like that in the real world. The reliability we have come to expect from aircraft engines is the result of years of development and refinement of engines designed specifically for the task. Automobile engines function well in their intended application: delivering low cruising power in vehicles with well designed transmissions and power trains. Using them successfully in an airplane requires continuous high power outputs and reduction systems coupled to the propeller. This is completely foreign to their design intent. (You can imagine the car engine designer banging his head slowly against his desk..."no, no, no. If I'd known you wanted to do that with it, I would have designed something different....) (Why are Lycomings never found in boats, fire pumps, gensets or other high output and often life-critical applications? They are less reliable intrinsically than commodity powerplants, and secondarily ridiculously priced.) With enough research and development effort, auto engines may be made to work acceptably or even well in an airplane. We are not opposed, in principle, to RV builders using alternate engines, but we would hope that this choice is made on facts, not hopes or dreams. Do you want to spend your time and effort on engine development or do you want to fly confidently behind an engine that has already been developed? (Using that logic why should I spend more money to build your noncertified, and presumably intrinsically uncertificatable by design, airframe when less will buy me a PROVEN, certificated aircraft? ) We, too, would like to see "something better" in available powerplants. We are carefully watching some alternatives. Meanwhile, the proven Lycomings do the job very well and are the best "available now" option. Despite the many claims and promises made by promoters, we feel that if you will look closely at what is actually available, how many are really flying, and how well they really perform, you will agree with our conclusions. (Not "you may" agree, "YOU WILL". Ja wohl Mein Führer! With all due disrespect, Dick, I don't think you really would like to see any other powerplant succeed because one, you have a sweetheart deal with Lycoming, and two, you want your RVs to be alike as production aircraft to fluff resale and insurability without the bother of type certification and production. This is called "the tragedy of the commons" or "why buy the cow if all those heifers will come to you for you to milk the living daylights out of and they will buy you breakfast too".) While we are not opposed to RV builders installing alternate engines, we simply cannot recommend or encourage the installation of any other engine - we don't feel it would best serve the interest or safety of the builder. (It wouldn't serve OUR interest.) |
#10
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Look at Van's Blather here.
"Newps" wrote in message . .. Any chance there's a point to this drivel? Herr Ludwig didn't make it clear that he is ranting AGAINST the choice of the Lycoming for all RVs. Akshully, Herr Ludwig makes no cogent remarks as he stepped on his..., well let it go at that. Bret Ludwig wrote: Introduction - Powerplant Choices RV aircraft are designed to use Lycoming aircraft engines. |
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