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<< Lancair Builders' Mail List >>
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I have followed the development of this engine from the start, watching
Jim and Al get virtually mobbed at Oshkosh the first time they brought the
plane. With huge disappointment in the existing engine option (low time
major maintenance issues), many builders were looking for something better.
Water cooled engines looked really appealing, avoiding the many cooling
pitfalls of the normal a/c engines. At that show there were builders
literally throwing money at them to get this engine. I was amazed people
would jump so quick into something they knew very little about.
I followed them through the nightmare of PSRU development. I talked
with many builders with deposit's on engines. Not all were happy. My
perspective, we are all responsible to validate our investment. Few are
totally risk free. With any research, placing a deposit on this engine
certainly had risk. Come to think of it, I imagine Lance had some guys
standing around his first plane at Oshkosh with some money too. We all know
the "rest of the story" with that one. Great job Lance.
As far as the fuel consumption, I think it is totally believable
considering there is no need to dump excessive fuel through it to help
cooling at high power settings.
I have made no decision on the engine for my IVP, but I have watched and
researched every option. The Walters option Lancair had at Oshkosh this
last summer had me drooling. I love speed and this option has it.
Unfortunately for my situation, this one will not work. The range on this
installation will require a fuel stop on many flights I am sure will be
non-stop with the gas engine options. I also have some reservations about
the Walters Engine coming over from a 3rd world country. For those using
this option, I wish you the best. Every engine option that works
successfully helps bring the other contenders up to the plate improving
their product.
I know several TSIO 550 Engine owners that have experienced catastrophic
engine failures in flight. One plane from the Denver area I had worked on,
and knew the owner well. His problem was a known defect in the turbo
scavenge oil pump. He is very lucky to be alive, as well as his wife and
friend. The same failure was experienced by another builder in Wisconsin
with much less damaging results, thanks to Don Goetz at the controls. This
builder then lived through the crankshaft AD. His Lancair spent a lot of
time with the engine cowl off during the first 2 years of completion.
Do I have a grudge for Continental? No. My life depends on them now for
250 hours a year with their big bore engine. My only hope is that one of
the alternate contenders can make it through the difficult development and
proving stages to give us another option.
And Rick,
I appreciate any skepticism on product out there. With an engine decision
to make in the future, any problems with an existing product is required
knowledge. But I like honesty in any opinions I value. While Doug Pohl
was not at the Lancair Builders session at Oshkosh last summer DUE to his
engine failure in route to the show, you and I were. Someone (I believe
Brent or Jim F) talked about our need as builders to be more careful about
working on our planes. Dougs very accident was sited and the suspected
cause was reveiled. It was very evident at that time his accident had
nothing to do with the type of engine in the plane. Your question, at best,
is misleading.
>Question: How many hours were on your plane when you had the engine
failure and >subsequent crash? Reliability is important to me.
If you are really not on a witch hunt, go out to Engineair and check them
out. Your perspective would be interesting.
Tom Sullivan
Quinnesec, MI
LML website: http://members.olsusa.com/mkaye/maillist.html
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Please send your photos and drawings to marvkaye@olsusa.com.
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