Randy Smith wrote:
> The best thing I ever did after number five Volkswagen engine was to
put an 0-200 on there. It was like night and day.
If I could put a Corvair engine on this thing (since I already have two
of them), I'd have done it early on. But Jim Faughn set this KR2 up
with the CG at the very forward end of the range for his 190 pounds.
When I get in it at 140 pounds, it's even more forward. It's so far
forward it has to be flown with up trim, but other than that, there are
no other noticeable effects, and it is a pretty fast plane. But there's
no way to put a Corvair or O-200 on it unless I also bolt at least
thirty pounds of weight in the tail. Coupled with the eighty extra
pounds of the Corvair over the VW, that's another 110 pounds of overall
weight. And then there's the new engine mount, cowling, complete
firewall redo, etc. When I bought N891JF I thought I'd just turn the
key and fly it, but I've spent more time working on it than I have
flying it. N56ML has way more time flying on it than maintenance time
required, probably a 20 to 1 ratio. I'm looking very forward to
refurbing N56ML and getting it back in the air, starting as soon as the
Swift is flying again...
Mark Langford
[email protected]
http://www.n56ml.com
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