Return-Path: Sender: (Marvin Kaye) To: lml Date: Wed, 25 Sep 2002 10:56:06 -0400 Message-ID: X-Original-Return-Path: Received: from ncsmtp03.ogw.rr.com ([24.93.67.84] verified) by logan.com (CommuniGate Pro SMTP 4.0b8) with ESMTP id 1790658 for lml@lancaironline.net; Wed, 25 Sep 2002 10:44:01 -0400 Received: from mail6.carolina.rr.com (fe6 [24.93.67.53]) by ncsmtp03.ogw.rr.com (8.12.5/8.12.2) with ESMTP id g8PEgWir010032 for ; Wed, 25 Sep 2002 10:43:55 -0400 (EDT) Received: from computer ([24.74.36.249]) by mail6.carolina.rr.com with Microsoft SMTPSVC(5.5.1877.757.75); Wed, 25 Sep 2002 10:42:55 -0400 From: "Matt & Bobbi Hapgood" X-Original-To: Subject: Engines & names X-Original-Date: Wed, 25 Sep 2002 10:42:56 -0400 X-Original-Message-ID: <004001c264a1$d5e397d0$6501a8c0@HappyDesktop> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0041_01C26480.4ED1F7D0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook 8.5, Build 4.71.2173.0 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2600.0000 Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0041_01C26480.4ED1F7D0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: 7bit Seeing the recent spat of emails concerning Zehrbach engines, I thought I would take a minute to provide my thoughts to the list. I recently finished a long journey in my Lancair 360 with a derivation of a Zehrbach engine. The journey started in Charlotte, NC and took my wife and me to Kansas City, Aspen, Boulder, Aspen, Las Vegas, San Diego, the Grand Canyon, Sante Fe, Memphis, and back to Charlotte. When I landed the tach showed about 100 hours, which is really about 200 since I changed the Vision Micro chip after about 100 hours and it reset the tach. I'd love to say the engine didn't miss a beat, but it did once while descending into Kansas City (the timing was fortunate - it was a planned stop) - read on for the detail. This plane has been one hell of a project, and as most of you know... the project is never really finished. I have been flying my Lancair for almost two years now, and I am still working out the bugs. The engine has undergone some major changes, but overall I am close to achieving the design goals I set at the beginning of the project. The engine isn't as much of a Zehrbach product as when I started, but I couldn't have accomplished what I have without his help. What I have accomplished is this: a reliable mode of transportation, with modern automotive type conveniences. I develop good power and don't have to mess around with mixture settings or deal with hard starts. I push "start", and it starts - no matter whether hot or cold, raining or just plane grumpy. It starts NOW. I fly with the throttle and prop, and the electronics do the rest. That said, I had to remove the turbo, get rid of the oil cooling on the cylinder heads, and I have done a tremendous amount of troubleshooting and engine parameter reprogramming. But Darus has been available and helpful the entire way. I tried to do a lot of stuff in one giant leap, and have had to back off some (Darus told me upfront what I was trying to do was probably pushing the envelope too much). Darus has not charged me $0.01 for all his time and effort since delivering my engine to me 3 years ago. Is it perfect? No - I still have some electrical glitches in the plane (fortunately not the engine side of things), and one of the engine timing pick-ups has a habit of failing (replaced my 4th one in Kansas City - fortunately a) I have dual units and b) I now carry a spare). Is the failure rate any worse than what I would have experienced with a "normal production" engine? Maybe, or maybe not. I know of several pilots at my local airport that have had recurring failures of certified magnetos, fuel pumps and other accessories. No it hasn't been tested on an FAA approved vibration simulator, nor struck with lightning. But I can tell you this - I have flown through weather that has caused other systems in my plane to fritz, yet the electronics in my plane didn't miss a beat. So the person who said that these are expiremental and pushing the limits is a good thing - you are right. We all may benefit someday from people who are willing to try something new. So let's keep an open mind. Let's hope that Zehrbach's V8 delivers close to what is quoted. And if you are installing an experimental engine, keep an open mind, and remember that you are pushing the envelope - it will take a lot of work. Make sure you are up for it and that you choose a supplier who will stand behind his product. Most off all - start flying. That's where the fun is. Last weekend the wife and I went to Charlottesville, VA to visit family. This weekend we are off to a conference at the beach. I would never take these trips in a car, and it wouldn't be as much fun in a production plane. FLY! ------=_NextPart_000_0041_01C26480.4ED1F7D0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Seeing = the recent=20 spat of emails concerning Zehrbach engines, I thought I would take a = minute to=20 provide my thoughts to the list.
 
I = recently finished=20 a long journey in my Lancair 360 with a derivation of a Zehrbach = engine. =20 The journey started in Charlotte, NC and took my wife and me to Kansas = City,=20 Aspen, Boulder, Aspen, Las Vegas, San Diego, the Grand Canyon, Sante Fe, = Memphis, and back to Charlotte.  When I landed the tach showed = about 100=20 hours, which is really about 200 since I changed the Vision Micro chip = after=20 about 100 hours and it reset the tach.  I'd love to say the engine = didn't=20 miss a beat, but it did once while descending into Kansas City (the = timing was=20 fortunate - it was a planned stop) - read on for the detail. =20
 
This = plane has been=20 one hell of a project, and as most of you know... the project is never = really=20 finished.  I have been flying my Lancair for almost two years now, = and I am=20 still working out the bugs.  The engine has undergone some = major=20 changes, but overall I am close to achieving the design goals I set at = the=20 beginning of the project.  The engine isn't as much of a Zehrbach = product=20 as when I started, but I couldn't have accomplished what I have without = his=20 help.

What I have accomplished is = this:  a=20 reliable mode of transportation, with modern automotive type = conveniences. =20 I develop good power and don't have to mess around with mixture settings = or deal=20 with hard starts.  I push "start",=20 and it starts - no matter whether hot = or cold,=20 raining or just plane grumpy.  It starts NOW.  I fly = with the=20 throttle and prop, and the electronics do the rest. 
 
That said, I=20 had to remove the turbo, get rid of the oil cooling on the = cylinder=20 heads, and I have done a tremendous amount of troubleshooting and engine = parameter reprogramming.  But Darus has been available and helpful = the=20 entire way.  I tried to do a lot of stuff in one giant leap, and = have had=20 to back off some (Darus told me upfront what I was trying to do was = probably=20 pushing the envelope too much).   Darus has not charged me = $0.01 for=20 all his time and effort since delivering my engine to me 3 years=20 ago.
 
Is it = perfect? =20 No - I still have some electrical glitches in the plane (fortunately not = the=20 engine side of things), and one of the engine timing pick-ups has a = habit of=20 failing (replaced my 4th one in Kansas City - fortunately a) I have dual = units=20 and b) I now carry a spare).  Is the failure rate any worse than = what I=20 would have experienced with a "normal production" engine?  Maybe, = or maybe=20 not.  I know of several pilots at my local airport that have had = recurring=20 failures of certified magnetos, fuel pumps and other accessories.  = No it=20 hasn't been tested on an FAA approved vibration simulator, nor struck = with=20 lightning.  But I can tell you this - I have flown through weather = that has=20 caused other systems in my plane to fritz, yet the electronics in my = plane=20 didn't miss a beat.
 
So the = person who=20 said that these are expiremental and pushing the limits is a good thing = - you=20 are right.  We all may benefit someday from people who are willing = to try=20 something new.  So let's keep an open mind.  Let's hope that=20 Zehrbach's V8 delivers close to what is quoted.  And if you are = installing=20 an experimental engine, keep an open mind, and remember that you are = pushing the=20 envelope - it will take a lot of work.  Make sure you are up for it = and=20 that you choose a supplier who will stand behind his=20 product.
 
Most = off all -=20 start flying.  That's where the fun is.  Last weekend the wife = and I=20 went to Charlottesville, VA to visit family.  This weekend we are = off to a=20 conference at the beach.  I would never take these trips in a car, = and it=20 wouldn't be as much fun in a production plane.  = FLY!
 
 
 
 
 
 
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