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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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