Scudrunners

Would you consider a squirt of Sea Foam in each cylinder before starting a dormant engine or is it just for cleansing deposits?

I heard of a guy using rislone in his fuel in a demolition derby car, because then he did not need any coolant. Then if the radiator was damaged it did not affect him.

Not sure why you would need solvent in
a cylinder before a start, unless there's
a problem (something sticking).

I was actually wondering if Sea Foam was also a lubricant.

I have heard one person suggest WD-40 is more solvent than lubricant seems likely. Some folk think it's good for everything. I like it for loosening up some things. I found WD-40 white lithium grease in an aerosol can. I like to use it on the trailer ball.

Speaking to Napolian's automotive engine, I think the small amount of lubricant is a good idea before rolling it over. Just don't want enough of something like oil that will stay there and foul the plugs.

The Franklin was used in the Republic Sea Bee, the best little single engine amphibian ever built.

I started my sea plane flying on one in 1954 and flew it for four years the Franlin never missed a. Beat.

As to the Jacobs it was used in the Cessna 195 another great airplane, I only got to fly one once but still get a woody looking at pictures of them.

The Grumman G44 had a conversion with the Jacobs in it, I never got to fly one but did get some time in a Widgeon with the Rangers in it with Carl Millard many many moons ago.

Is the Rotax a conversion, or was it
specifically designed for aviation?

Regardless of the usual denigration,
aviation is a very demanding application
and as such the conversions have not
had great success over the decades.

http://en.wikipedia.org/wiki/Porsche_PFM_3200

If the god-like engineers at Porsche
can't do it ... if you do the arithmetic,
each engine ended up costing about
a million bucks.

A Lycoming AEIO-540 is $50,000 new.  For
the cost of one PFM 3200, I can buy [b]TWENTY[/b]
new Lycoming AEIO-540's, and that's ignoring
inflation - the true number is over [b]THIRTY[/b]
Lycoming AEIO-540's in today's dollars for
the cost of [b]ONE[/b] PFM 3200.

As usual, the german stuff is 'way over-priced
and 'way under-performing.  I tell people you
have to have rocks in your head to buy a german
car.  Why not buy a Lexus or Acura or Infinity?
A GT-R or Z/28 (check out the 'ring times) is
twice the car of any german POS that costs
twice as much.

But remember - auto engine conversions are
the "wave of the future"!

PS  I am one of the few people there that actually
flies behind an auto-engine conversion.  Scares
the living shit out of me.  Much higher risk than
the russian jets (with cold seats).

These are the conversations I miss.

[quote author=Colonel link=topic=232.msg747#msg747 date=1434019589]

PS  I am one of the few people there that actually
flies behind an auto-engine conversion.  Scares
the living shit out of me.  Much higher risk than
the russian jets (with cold seats).
[/quote]

Which one?

[quote]Which one?[/quote]

Wankel 13B


[quote]anything different a radial engine need to preserve itself[/quote]

In my experience a parked radial will
suffer from sticking valves, same as
as flat engine.  Same problems, same
cures.

Also, while a parked radial rarely has
rust on the bottom cylinders - they are
full of oil, after all - the top cylinders
dry out and corrode.

Somewhat orthogonal to inactivity,
the main bearing of a radial is often
where trouble will occur, for a variety
of reasons.

On the P&W 1830 main bearing galling due to sitting for extended time and not moved was one thing I always worried about when ferrying them in remote areas, if they were going to fail they usually failed around 25 hours of flying.

If an engine does not make a loud clack, clack, clack sound when shutting down it is not a real engine....

...correct Colonel?

Oh, I almost forgot..... correct CID?