Paul,
   Any comments on this introduction by EPI at

   <http://www.epi-eng.com/propeller_reduction_technology/implementation_overview.htm> ?

     He seems to paint a pretty dismal
   picture……but he does say ‘simple support for a hydraulic CS prop’?

   Marc


   Patience Milo is working on it.

   Paul Lamar


If we accept that most automotive products are designed for lower sustained power levels than an aircraft application,
we can assume that this philosophy would apply to the PSRU parts as well. So, assuming that the average hours on a plane
is 30 to 40 per year, lets budget about $2.00 per flight hour for a new set of gears every 100 hours  or so. It will
take all of three or 4 hours to exchange them and they will be new. This is still a far better scenario than patching an
"aircraft" engine year after year because it costs too much to fix.
I flew a Beech Sundowner yesterday. It had a skip to it, and low power. The owner said that he knows it has low
compression, but he was instructed to fly it and see if the compression comes up. The plane has been sitting for quite a
while before he bought it, and he cannot afford to replace the engine. The plane is deemed "airworthy", but I have to
tell you that a definite skip flying over the ocean will make you nervous.

I have a second engine here for my Wheeler, waiting to be assembled. I plan to assemble it and have a spare here ready
to go pickled and in a bag. Now, you have to ask yourself- if you had your choice would you rather spend 8,000 and have
new cylinders installed on an old engine, or spend 1/4 that and have a new engine hung out front?
The choice we have made to go with an experimental plane is related to cost- but in most cases we are smart enough to
know that on the one hand we are trying to bring down the cost of flying, on the other hand, most of us are using that
savings to make our planes safer. Better engines, better repairs, better avionics. Safer.

Kevin Alderman


Ross and Tracy boxes have hundreds of hours because the Ford C6 auto tranny
was designed for 500 cubic inch gas engines towing trailers and in
Power Stroke Diesel 650 foot pounds of torque pick up trucks :)
Especially the six pinion versions. Most of us are only putting in
150 foot pounds. A p-port 3 rotor is only 300 foot pounds.

Paul Lamar


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