Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Sat, 04 Sep 2004 18:49:35 -0400 Message-ID: X-Original-Return-Path: Received: from mail.lancair-kits.com ([66.117.81.2] verified) by logan.com (CommuniGate Pro SMTP 4.2) with ESMTP id 393062 for lml@lancaironline.net; Sat, 04 Sep 2004 15:30:39 -0400 Received-SPF: none receiver=logan.com; client-ip=66.117.81.2; envelope-from=joeb@lancair-kits.com Received: from LAI_DOM-MTA by mail.lancair-kits.com with Novell_GroupWise; Sat, 04 Sep 2004 12:30:08 -0700 X-Original-Message-Id: X-Mailer: Novell GroupWise Internet Agent 6.0.1 X-Original-Date: Sat, 04 Sep 2004 12:29:44 -0700 From: "joe bartels" X-Original-To: Subject: lml%20Web%20Archive Mime-Version: 1.0 Content-Type: multipart/alternative; boundary="=_D4F4A2D0.7F1E70EC" This is a MIME message. If you are reading this text, you may want to consider changing to a mail reader or gateway that understands how to properly handle MIME multipart messages. --=_D4F4A2D0.7F1E70EC Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: 7bit Open Letter To Rick Schrmeck: Dear Rick: You have on a number of occasions found reason to write about me on the LML exclaiming what you believe I may have been said about you and your products. Let me set the matter straight so that you will hear MY position about your products from ME! I do not believe in installing any type of device on a certified engine that has not been fully tested by the manufacturer or at least tested and approved by an engine DER. Your supercharger product is being used by individuals who have less knowledge about it that perhaps you or I. As a result they could possibly use that product to their detriment. Perhaps you are doing all that you can to advise them not to exceed 30" of MP at any time. Perhaps you are advising your customers to monitor intake air temperature after the supercharger. Perhaps you are advising them to inspect their cylinders with a bore scope more frequently. Perhaps you have test results that are provided with your supercharger that show at what temperture and manifold pressure your customers may expect to experience detonation. Frankly, until either Continental approves your supercharger for installation on an IO-550-N engine, Lancair will neither include it in its engine fast build program nor consider it approved for insurance purposes. When we at Lancair decide on making modifications to an engine, it is with the engine manufacturer's Cooperation. We recently participated in such a modification with Superior Engines on our TIO-360 engine now used in the Legacy FG. Anyway, my concerns are real concerns forthe wellbeing of my customers. Now, regarding Shannon. Enough has been said about whether Shannon conducted a proper pre-flight or not. And, it is obvious from information provided me from sources, official and otherwise, that Shannon should have had ample opportunity to land at several airports, including the airport he was attempting to reach. Whether you know it or not, the teardown of his engine showwed that Shannon had obvious signs of detonation to several cylinders and had, in fact, a hole in his number 3 piston. You mentioned my engine failure in your "open letter" to me. My engine problem was not as a result of detonation. Thankfully, I was able to complete my jouney, under power, and land safely at Redmond. The engine will be sent to Continental next week for complete disassembly and analysis. I hope to learn officially what caused my problem, but I can guarantee you that it wasn't detonation caused by my turbochargers. And as long as we are talking about engine problems, haven't you had several problems at Reno with your engine as a result of overboost. Didn't you change a few cylinders over the last two years? I know that Lancair in it's racing program has in fact burned cylinders at Reno, but that should be expected in a racing program with intentional overboost and a failure of its ADI system. You have been kind enough to allow Kit Components to build some of your components for the Epic. I understand that we may have other parts to work on for you as well. I would be foolish to say anything negative about the Epic as I wish to continue to service your account. I admire your courage to construct a "kit" that will cost over a million dollars and can be constructed in as few as, (did I hear this correctly?) 3 weeks. But while I wish to continue to serve you and others in the aviation industry, I will not cover up information that has been provided by official sources just to perserve that business relationship. Perhaps it would have been better for you to have attended Lancair's annual fly-in and address your concerns directly with me. You're still invited. Come on by, perhaps tonight we can discuss the benefits and detriments of turbo/supercharging. Joseph Bartels, CEO Lancair International, Inc. --=_D4F4A2D0.7F1E70EC Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 8bit Content-Description: HTML
Open Letter To Rick Schrmeck:
 
Dear Rick:
 
You have on a number of occasions found reason to write about me on the LML exclaiming what you believe I may have been said about you and your products.  Let me set the matter straight so that you will hear MY position about your products from ME! 
 
I do not believe in installing any type of device on a certified engine that has not been fully tested by the manufacturer or at least tested and approved by an engine DER.  Your supercharger product is being used by individuals who have less knowledge about it that perhaps you or I.  As a result they could possibly use that product to their detriment.  Perhaps  you are doing all that you can to advise them not to exceed 30" of MP at any time.  Perhaps you are advising your customers to monitor intake air temperature after the supercharger.  Perhaps you are advising them to inspect their cylinders with a bore scope more frequently.  Perhaps you have test results that are provided with your supercharger that show at what temperture and manifold pressure your customers may expect to experience detonation. 
 
Frankly, until either Continental approves your supercharger for installation on an IO-550-N engine, Lancair will neither include it in its engine fast build program nor consider it approved for insurance purposes.  When we at Lancair decide on making modifications to an engine, it is with the engine manufacturer's Cooperation.  We recently participated in such a modification with Superior Engines on our TIO-360 engine now used in the Legacy FG.  Anyway, my concerns are real concerns forthe wellbeing of my customers. 
 
Now, regarding Shannon.  Enough has been said about whether Shannon conducted a proper pre-flight or not.  And, it is obvious from information provided me from sources, official and otherwise, that Shannon should have had ample opportunity to land at several airports, including the airport he was attempting to reach.  Whether you know it or not, the teardown of his engine showwed that Shannon had obvious signs of detonation to several cylinders and had, in fact, a hole in his number 3 piston.
 
You mentioned my engine failure in your "open letter" to me.  My engine problem was not as a result of detonation.  Thankfully, I was able to complete my jouney, under power, and land safely at Redmond.  The engine will be sent to Continental next week for complete disassembly and analysis.  I hope to learn officially what caused my problem, but I can guarantee you that it wasn't detonation caused by my turbochargers.  And as long as we are talking about engine problems, haven't you had several problems at Reno with your engine as a result of overboost.  Didn't you change a few cylinders over the last two years?  I know that Lancair in it's racing program has in fact burned cylinders at Reno, but that should be expected in a racing program with intentional overboost and a failure of its ADI system.
 
You have been kind enough to allow Kit Components to build some of your components for the Epic.  I understand that we may have other parts to work on for you as well.  I would be foolish to say anything negative about the Epic as I wish to continue to service your account.  I admire your courage to construct a "kit" that will cost over a million dollars and can be constructed in as few as, (did I hear this correctly?) 3 weeks.  But while I wish to continue to serve you and others in the aviation industry, I will not cover up information that has been provided by official sources just to perserve that business relationship.  Perhaps it would have been better for you to have attended Lancair's annual fly-in and address your concerns directly with me.  You're still invited.  Come on by, perhaps tonight we can discuss the benefits and detriments of turbo/supercharging.
 
 
Joseph Bartels, CEO
Lancair International, Inc.
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