Seems to me that all of the ?solutions? just transfers the problem away from
the crankshaft, dosen?t make it go away. Whatever the propeller is connected
to just has to be strong enough to never break. So the ultimate solution seems
to be a stronger crankshaft to withstand the propeller
Are the longerons already glued to the skins? If so, why not just reinforce
the sections in question with 2 or 3 layers of 6 oz fiberglass, wrapping the
glass fibers over the section at a 45 degree angle and onto the skin about an
inch. Cover the longeron in this manner about 6? on each side
Count me in. My main interest in in developing affordable aircraft and at the
core of that interest is an affordable reliable power plant, the vast roadblock
to cheap everyman?s flying now. One of my dreams is a lightweight ?stackable?
radial using existing auto parts.
Charles Smith
It looks like the gearing on these engines would be a weak link from an
aircraft application point of view, with impulse vibrations being much worse to
control than on conventional 4-6 cyl enbgines. Perhaps if the crankshafts to
output rpm?s ratio could be 10-1 or so.
I've got 2 VW engines, one converted and one as out of the VW vehicle. I think
the unconverted one is a type 4. Does anyone know how to identify a type 4
engine?
I am involved in building a homemade lumber drying kiln right now and have been
studying what I can find on the 'net about it. It seems that the strength of
the wood depends on the drying process as well as the species. Non-mil-spec
lumber might not have been dried using the process that
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