Hi Paul,> >     Would appriciate it if anyone can tell me how

to get hold off Richard> Finch the author of> "converting auto engines for experimental aircraft"I have only got a phone> number
in Santa Barbara just rings, I assume therefore snail mail address is> not valid either.> > Thank's> Patrick Stepelberg> South
AfricaI don't have his address.I just read his article on motor mounts in one of the magazine lately.I forgot which magazine it
was. I was amazed. This guy has been aroundfor years writing bad books on alternative engine installations.The guy is welder and
not an engineer. Some of his advice is downright dangerous.He gives the impression that any automotive engine would make a good
aircraft engine.Nothing could be further from the truth.  With cast iron rods and crankshaftsprevalent in modern automotive
engines most are hand grenades waitingto explode when high continuos HP aircraft service is required. The Chevy Corvette V8is a
prime example. Probably the lowest duty (low work load) engineon the road today. No mention of the importance of power to weight
ratio.In his article he implied that you could some how determine the stress ona motor mount by building a plastic pipe replica.
Again a totally falseimpression. The only thing you can determine with a model is if youhave enough tubes and if the tubes are
in the right place for a rigidspace frame structure. In other word; are the load input points supportedby three or more tubes
and are all bays triangulated probably?No mention of steel tube buckling and actual load calculations.Buckling calculations are
critical to the successful design of a motormount.Paul Lamar 

It looks like you and Mr. Finch are speaking on the same topic at the Oshkosh forums--motor mount construction. Perhaps you can
sit in on his presentation and challenge his views.

Jim Brewer

Waste of my time. I went to a CAFE meeting once where he was going to talk on auto
engines in aircraft. People were waiting to ambush him. He changed topic at 
the last minute:)

Paul Lamar


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