Thanks

Terry McClary · Post by **Terry McClary** » Fri Feb 17, 2012 5:57 pm

I would also like to thank Mike, Fred and Wray for their efforts on the
Rebel forum. Yes, I was starting to experience withdrawals. Call me
crazy but I like to know about problems before I get there and make them
myself.

Terry McClary
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Mike Kimball · Post by **Mike Kimball** » Fri Feb 17, 2012 9:02 pm

Thanks to all that responded to my recent exhaustive list of questions. I
had mentioned that I was interested in using the CAM500 redrive on an LS-1
V8 and someone asked about whether it had a provision for driving a governor
for a constant speed prop. I revisited their website
(http://www.aero-engines.bc.ca/cam500.htm) and re-confirmed that it does.
The only drawback is that it is expensive (about $11,500!). But I like the
fact that it's case is machined from 6061-T6 billet rather than cast, and I
like the idea of a helical gear drive versus belts or chains. I am
interested to hear back from the Marcotte redrive people that Bob P. put me
on to since that redrive is also supposed to be a helical gear system. It
sounds like it is a lot cheaper! I like the fact that helical gear redrive
systems have a history of reliable use in airplanes. Prop jets to be
specific. And they have to reduce about 13,000 rpm down to prop speeds! I
have no qualms about the reliability of a properly maintained V8 engine
conversion. What worries me is the reliability of the redrive. I wish
someone would design a redrive that would provide a "limp home" feature that
would allow the engine to continue to turn the prop somehow, even in the
face of a complete redrive failure: A lever in the cockpit that says,
"Redrive" or "Emergency Direct Drive".

Now if I could just stop worrying about that pesky "propellor not vibration
tested with my engine/redrive" issue...

Mike Kimball
SR #044

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Bob Patterson · Post by **Bob Patterson** » Fri Feb 17, 2012 9:02 pm

Hi Mike !

There's a bit more info on the Marcotte drives on Wray's Rebel
site, at: http://wrayt.tripod.com/alteng00.html

One nice thing about these drives - the helical gear are cut
on the inside of the large reduction hub. Any oil gets forced out
between the gears, to help lubricate - if the gears are external, like
many other drives, the oil gets thrown off !

.....bobp

----------------------------orig.------------------------------------------
At 11:19 AM 6/21/01 -0800, you wrote:

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username: rebel password: builder
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Thanks to all that responded to my recent exhaustive list of questions. I
had mentioned that I was interested in using the CAM500 redrive on an LS-1
V8 and someone asked about whether it had a provision for driving a governor
for a constant speed prop. I revisited their website
(http://www.aero-engines.bc.ca/cam500.htm) and re-confirmed that it does.
The only drawback is that it is expensive (about $11,500!). But I like the
fact that it's case is machined from 6061-T6 billet rather than cast, and I
like the idea of a helical gear drive versus belts or chains. I am
interested to hear back from the Marcotte redrive people that Bob P. put me
on to since that redrive is also supposed to be a helical gear system. It
sounds like it is a lot cheaper! I like the fact that helical gear redrive
systems have a history of reliable use in airplanes. Prop jets to be
specific. And they have to reduce about 13,000 rpm down to prop speeds! I
have no qualms about the reliability of a properly maintained V8 engine
conversion. What worries me is the reliability of the redrive. I wish
someone would design a redrive that would provide a "limp home" feature that
would allow the engine to continue to turn the prop somehow, even in the
face of a complete redrive failure: A lever in the cockpit that says,
"Redrive" or "Emergency Direct Drive".

Now if I could just stop worrying about that pesky "propellor not vibration
tested with my engine/redrive" issue...

Mike Kimball
SR #044

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klehman · Post by **klehman** » Fri Feb 17, 2012 9:02 pm

Mike
You could talk to Guy Marcotte about your specific engine and prop if
you are thinking of possibly going that route. The Marcotte drive uses
rubber drive doughnuts that cushion the psru drive from the crankshaft.
No sideloads on the crankshaft and some torsional damping. That and an 8
cylinder engine is about the best thing one can do to eliminate
driveline problems in my opinion since there is no simple way to test
for torsional problems. You can always monitor oil temp rise on the
drive if you are concerned about monitoring bearings and gears. Some
guys also make a simple magnetic chip detector. I am betting that my
Marcotte drive on my Subaru will be way more reliable than a Lycoming
but nobody else has tested it for me... Are you aware of 'Contact'
magazine (www.flash.net) for auto powered aircraft? Also a wealth of
info at www.sdsefi.com

Also I would refute the common belief that a billet part is necesarilly
better than a casting. A good casting is often stronger and lighter than
a billet part. A cheap casting doesn't belong on an airplane.

Ken

Mike Kimball wrote:

Thanks to all that responded to my recent exhaustive list of questions. I
had mentioned that I was interested in using the CAM500 redrive on an LS-1
V8 and someone asked about whether it had a provision for driving a governor
for a constant speed prop. I revisited their website
(http://www.aero-engines.bc.ca/cam500.htm) and re-confirmed that it does.
The only drawback is that it is expensive (about $11,500!). But I like the
fact that it's case is machined from 6061-T6 billet rather than cast, and I
like the idea of a helical gear drive versus belts or chains. I am
interested to hear back from the Marcotte redrive people that Bob P. put me
on to since that redrive is also supposed to be a helical gear system. It
sounds like it is a lot cheaper! I like the fact that helical gear redrive
systems have a history of reliable use in airplanes. Prop jets to be
specific. And they have to reduce about 13,000 rpm down to prop speeds! I
have no qualms about the reliability of a properly maintained V8 engine
conversion. What worries me is the reliability of the redrive. I wish
someone would design a redrive that would provide a "limp home" feature that
would allow the engine to continue to turn the prop somehow, even in the
face of a complete redrive failure: A lever in the cockpit that says,
"Redrive" or "Emergency Direct Drive".

Now if I could just stop worrying about that pesky "propellor not vibration
tested with my engine/redrive" issue...

Mike Kimball
SR #044

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Brent Blue MD · Post by **Brent Blue MD** » Sat Feb 18, 2012 9:40 am

Thanks Scott. We have had great feedback on the CO detector.

Brent

At 05:00 PM 11/5/2004, you wrote:

---------- Digest Message #29 ----------
Date: Fri, 5 Nov 2004 07:04:03 -0700
From: sa@mwutah.com
To: rebel-builders
Subject: CO detector, was - My Moose Site

Brent, after going to your website and following your links I realized I had
been to your other sites before.

For those who haven't go check out the carbon monoxide detector Brent has at
http://www.aeromedix.com/

Scott
Moose 174

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Neil Hardie · Post by **Neil Hardie** » Sat Feb 18, 2012 10:38 am

Just a real quick thanks to all those who responded to my High Temps
query, the response from this group is always fast complete and even
amusing!

and thanks from a soon to be cooler Rebel 652 as well!

Neil

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Neil Hardie · Post by **Neil Hardie** » Sat Feb 18, 2012 10:38 am

Just a real quick thanks to all those who responded to my High Temps
query, the response from this group is always fast complete and even
amusing!

and thanks from a soon to be cooler Rebel 652 as well!

Neil

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apoulsen · Post by **apoulsen** » Sat Feb 18, 2012 2:29 pm

Thanks again everyone for sharing your knowledge

Allen

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