Ned, I would agree for the most part on that basis alone.... but it does not change anything to the industry standard for determining the rotation of an engine.
See post # 9 again.
As I suggested to the OP, I could find him another 5 sources on this, if he wanted me to.
It is an industry standard that is pretty tough to argue against.
Again...... who knows what ChrisCraft had done to deviate from this. It may be as simple as having their own designation.
Setting apples/oranges aside for a minute....., let's talk Volvo Penta, and some Mercruiser I/O's.
Twin Volvo Penta I/O's do not use a counter rotating engine. The "change" to prop direction is done via the out drive upper unit gear selection. (all gears are reverse prop direction capable)
Port = LH prop..... Stbd = RH prop.... pretty darn standard, IMO.
I believe that Twin Mercs, with the A drives, does similar... but requires a unique drive for the LH propeller (Port side).
In either scenario, these engines are Std LH rotation engines..... same as car/truck.
Does that sound reasonable?
OK.... none of this is to say that we may not find a RH engine in a Port side installation..... and/or a LH engine in a Stbd side installation..... depending on the transmission configuration, and engine orientation (flywheel end FWD..... flywheel end AFT)
It's sortta like going to a specialty hardware store in search of a 3/4" NC LH hex nut.
It doesn't matter if the bolt is placed horizontally, vertically or diagonally..... if you need a 3/4" NC LH hex nut...... you need a 3/4" NC LH hex nut!
(I know.... silly analogy)
Again, don't know what ChrisCraft was doing regarding this.
I was hoping by now that a real CC expert would chime in.
.