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I can't help be feel like an instigator of some of this controversy
surrounding the Continental / Engineair debate.  When I posted the question
on December 12 I had no idea of the heated discussions that would result.
Unfortunately for a man like me, trying to learn, this forum is my life line
for making informed decisions.  I feel privileged to be a part of it.

When I think back to Oshkosh 2001 I recall that it was a very nice gentleman
at the flyin, with a truly spectacular aircraft, who spurred my interest in
the Engineair.  He story of an air traffic controller referring to his IV-P
as a "Lancair on steroids" certainly put a sparkle in my eye and a big grin
on my face.  However, I may be an "F.N.G." in the Lancair world but I'm
experienced enough to know consistent reliability is the absolute most
important thing to each and everyone of us and things do in fact change.

Life is full of tradeoffs and the aviation world is no exception.  I,
personally am not trilled about the Continental TSIO 550E.  I am not
thrilled about an engine that should / must be run at 65% (227 hp) at
altitude to achieve an expectable engine life span.  It seems to me that the
IV craves horse power more than most aircraft where perhaps additional power
yields very little addition performance. I am not trilled about the
direction I see aviation fuel heading and it's ramifications on an engine
with a thirst for 100LL.  It may very well be that the smart choice for me
will be to install the TSIO 550 in my IV-P.  It is unquestionably the safe
road to take, but it will not be until I've explored and exhausted every
single other possiblity first.

To you fine people at Engineair I wish you Godspeed.

Happy Holidays,

Joe Trepicone

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Please send your photos and drawings to marvkaye@olsusa.com.