X-Mozilla-Keys:                                                                                 

Hi Guys;
    Let me interject here for a few words.
The way I understand it the primary problem with the 13B
in aircraft application is, cooling of the coolant as
well as the lubricating oil. Seems to me that most
attempts to resolve this have been hit and miss. (No
insults intended.) I know we are getting better at it,
but still no real cigar yet.

    I also believe that the majority of us (Rotary
Experimenters) are looking and hoping to use the 13B(2
rotor) either naturally aspirated with tuned intake
manifolds or fuel injected (for now....2nd engine we'll
see) equipped with a cooling system that will be
suitable for say 6000 RPM / 180HP continuous operation
with a decent taxiing performance. This will make us
feel very comfortable when we throttle back to 75%
cruise power (a la Tracy) This I personally consider a
VERY GOOD foundation for the design matrix to start
with, later on it should be easier to expand to the
HEAVY IRON (Turbos 13B and 20B etc.)

    As for standardization, it should only be looked as
the "PROPULSION PACKAGE" only, and not for a specific
aircraft type or kit etc. The majority of us are quite
capable of interfacing / adapting and customizing any
installation, after all we are "Experimenters", and
definitely will continue to share our talents and
findings with all.

An honest attempt should be made by all of us who wants
to take up Fred's generous offer of valuable time and
agree on starting to "WALK" first and "RUN" later.
(We have been "CRAWLING").....Remember the first brick
removed from the wall is the key to dismantling it.

Sorry for going past the 2 cents alloted.
                               Thanks....Butch Diaz Sr.

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