|
|
Jeff,
Great advice.
AvSafe
Jeff Edwards
314.308.6719 mobile
636.532.5638 office
Jeff.edwards@avsafe.com
On May 20, 2011, at 7:52 AM, liegner@earthlink.net wrote:
> Nicholas,
>
> I am one of those builders with V8 experience. I wish I had Coyln's advice when I made the 2003 decision to pursue the V8 alternative. After three years of design/installation, lots of money, and three months of test flying, I was not pleased with the continued engineering problem solving required to make the installation safe and effective. It was my awareness of the multitude of challenges in Sept 2006 that led me to remove the engine and put a standard TSIO-550E on my LIVP. I am very glad I did. Without highlighting the significant issues associated with such an endeavor, I would counsel to stick with the standard engine configuration. Always.
>
> I note that you have been building since before 2003, with wings done in 2003-2004, inquiry about engine choice in 2005, empennage questions in 2006, followed by (presumably) some time away from the project there in the Vancouver BC area until more recently.
>
> Like I was, you are probably anxious to get flying this kitplane that has occupied your engineering attention for so many years. The fastest way to get that kit flying is to stay with standard features like the engine choice. Avoid reworking a solidly good design, despite the uncertain forecast related to 100LL fuel.
>
> If you want to contact me off list, you are welcomed to do so.
>
> Jeff L
> LIVP in New Jersey
>
>
>
>
> Nicholas,
>
> I hate it when people don't answer the question I asked but I'm not going to answer your question as posed. I don't actually know much about enginair.
>
> I will editorialize that it takes a test program from hell PLUS many thousand copies in the field to fully get through debugging just about any significant piece of engineering. That's because to hit every unique combination of circumstances that might kill you just takes a lot of exposure.....if you look at the probabilities.
>
> To say that something has a 95% chance of working only means that 5% of the uses will result in a 100% failure. A 100% failure of an engine in a L-IV has a very high correlation to death.
>
> Aircraft engines, technically, are nothing inspiring compared to the latest auto technology.
> When you buy an aircraft engine, what you are really buying is a de facto pretty good test program: hundreds of thousands of hours with all the relevant combinations of things that happen in airplanes.
>
> Don't agonize. Get a real aircraft engine.....and keep at least one magneto.
> One way to get a really good aircraft engine is to buy one that is near TBO and have Barrett Performance Engines rebuild it.
>
> Colyn
>
>
> On May 19, 2011, at 11:11 AM, Nicholas Paczkowski wrote:
>
> I am ready to hang an engine on my L-IV project (not-pressurized) and am agonizing over the choice of engine. I have a good grasp on the problems with the Enginair V8 conversions a few years ago but is there ANYONE out there who has successfully hung one of the GM LS V8 engines on a Lancair IV (or Legacy). Alternatively I was hoping to find anyone who has unsuccessfully done so and is willing to talk about it.
>
> Thanks
>
> Nicholas Paczkowski
> Office: (604) 643 1720
> Fax: (604) 924 8270
> Direct: (604) 929 8285
> E-mail: npaczkowski@telus.net
>
>
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html
|
|