Bret Ludwig wrote:
wrote:
Lou wrote:
If your going to rebuild anyway, take a look at these.
http://www.airboattrader.com/PartsForSale.htm


OK, if you're not going to buy a certiifed engine, then
what are the pros and cons of buying an airboat
engine vs a VW or Corvair conversion?


One, the airboaters are getting rid of the LyCon aircraft engines in
droves. That should tell you something.

Two, VWs are too small to be used as a direct drive airboat plant. A
direct drive VW is good only for motorgliders, drones, and the very
minimal single seat aircraft. Geared (or belted) VWs might be okay but
none are ever seen. Corvairs are proving crank breakers when operated
(direct drive) at power levels much over that of the old Pietenpol
conversions.

The stock VW cranks break too. 'Conversion' implies modification
which, at a minimum for VW and Corvair engines would include
replacing the crank. That doesn't address any other problems.


In my opinion there are only two ways to fly unless you have warbird
money: a certified aircraft engine in a certified airframe or a
homebuilt with an en-bloc-construction, liquid cooled general purpose
engine with belt or gear reduction. VWs, two strokes and the like are
just not powerful or dependable enough, noncertified "aircraft" designs
like the Jabiru are a worst of both worlds and vastly overpriced scam,
and LyCon aircraft engines are overpriced museum pieces if you don't
need a certificated engine.

Intersting, are there many en-bloc-construction, liquid cooled
general purpose engine powered homebuilts flying? (Aircampers
for one, right?).

--

FF