X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Sun, 10 Apr 2005 13:37:16 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m14.mx.aol.com ([64.12.138.204] verified) by logan.com (CommuniGate Pro SMTP 4.3c4) with ESMTP id 863962 for lml@lancaironline.net; Sun, 10 Apr 2005 12:27:28 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.204; envelope-from=JIMRHER@aol.com Received: from JIMRHER@aol.com by imo-m14.mx.aol.com (mail_out_v38.7.) id q.6a.530cdf2d (18403) for ; Sun, 10 Apr 2005 12:26:36 -0400 (EDT) From: JIMRHER@aol.com X-Original-Message-ID: <6a.530cdf2d.2f8aadbc@aol.com> X-Original-Date: Sun, 10 Apr 2005 12:26:36 EDT Subject: L4P Good and Bad X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1113150396" X-Mailer: 9.0 SE for Windows sub 5011 -------------------------------1113150396 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Recently, I received a request to give my thoughts on what I liked and didn't like about the L4P. As it happens I had just completed a personal record breaking flight followed by another unfavorable surprise, so I thought I would share it with all of you. I have 350 hrs on the Hobbs and 300 hrs TT on the TSIO- 550E engine Flight hours. My L4P is N6XE and lately featured in the Lancair ads on the inside cover of Sport Aviation, thanks to Don Barns. The April issue also has Dan Newland's article and Steve and Claudette inside the back cover. So the LML is all over the magazine. We should give autographs?? The L4P GOOD: The following is of my last flight. Finally, the WX opened up on the West coast so I jumped into the Lancair and filed IFR form San Jose, CA. E16 to Sedona, AZ. and for a change I had a tailwind. The IFR distance is 522 NM and the direct is 496 NM. I filed for FL210 and 5 min. after take off they cleared me to FL 210 as filed which takes me around the MOA's by Las Vegas. Then he asked me if I would like direct LV, which I accepted -- I had never been offered that before. So I was looking at a clean 500 NM trip with Tailwind. It took 2:00 hrs flat, 46 gals. Here are some of the numbers for the number guys like me. Climbing 31.7/2550 @17K alt. IAS 164 TAS 214 GS 248 KTS @ +500 fpm. Level FL 210 cruise power 30.5/2500 LOP 18.3 gph, OAT -2*F, EGT 1545 max, CHT max #5=401F, TIT 1620. Chelton Flight system says; Mach .38, IAS 174, TAS 240, GS 275 all kts. However, the Round Lancair gauge showed IAS 181, TAS 260. Cabin 7K ft. at 4.8 psi. For a smile or two; The G295 set for MPH shows GS 314 mph most of the way and on decent I saw GS 348 most of the way down. Pretty neat and why I bought the L4P. The BAD; Upon landing I drained the oil and took a sample for Aviation Oil Analysis (AOA). Two days later I opened the OIL Filter and it had way too many Large Iron chips. I collected them and sent them to Lycon for there opinion. I waited for a few days for the AOA report before filling with oil. There report said the analysis was NORMAL. I was ready to put oil in it fly back to CA. Then I talked to Lycon and they said the chips were 100% GEARS. So it is now grounded and awaiting removal of the Alternator and Starter adapter which will give us an external gear inspection. The best would be if the Alternator driven gear is it but if the drive gear is it the engine will have to be split. Interesting to note; they asked me if it was a FADEC engine, and it is not but I did order it as a FADEC engine and then canceled that option when they couldn't deliver. TCM has had several failures of the CAM gear which has the FADEC sensor attached, or made as one piece. The future may hold a bulletin or more. I don't know about you but I would fly it if it was just CAM or Lifters for 5 hrs or so to get it where it should be, but GEAR CHIPs make me think of sudden stoppage type of warning, no thanks. My experience with the Certified Engine is very strained; 2 failed Alternator castings 105 and 205 hrs, one failed Magneto at 170 hrs, replaced all 6 cylinders at 215 hrs because all exhaust valve stems undersize and all guides oversized and low compression on 3 cylinders. Now this, at 300 engine flight hours. Must be pilot error. Lesson; INSPECT YOUR OIL FILTER, every time! I made the return flight in an A36 in 3:15 min. in not much wind. Normally, about a 1 hrs. difference vs L4P on about the same fuel burn. I am now wheel bound but don't feel too bad for me, I just picked up my new Bentley Continental GT and loving it and it's 552 HP. May give up airplanes? Living the American dream, Jim Hergert N6XE (An Sexy) -------------------------------1113150396 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Recently, I received a request to give my thoughts on what I liked and=20 didn't like about the L4P. As it happens I had just completed a personal rec= ord=20 breaking flight followed by another unfavorable surprise, so I thought I wou= ld=20 share it with all of you.
 
I have 350 hrs on the Hobbs and 300 hrs TT on the TSIO- 550E engin= e=20 Flight hours. My L4P is N6XE and lately featured in the Lancair ads on the=20 inside cover of Sport Aviation, thanks to Don Barns. The April issue=20 also  has Dan Newland's article and Steve and Claudette inside the back= =20 cover. So the LML is all over the magazine. We should give autographs??
 
The L4P GOOD: The following is of my last flight. Finall= y,=20 the WX opened up on the West coast so I jumped into the Lancair and filed IF= R=20 form San Jose, CA. E16 to Sedona, AZ. and for a change I had a tailwind= .=20 The IFR distance is 522 NM and the direct is 496 NM. I filed for FL210 and 5= =20 min. after take off they cleared me to FL 210 as filed which takes me around= the=20 MOA's by Las Vegas. Then he asked me if I would like direct LV, which I=20 accepted -- I had never been offered that before. So I was looking at a= =20 clean 500 NM trip with Tailwind. It took 2:00 hrs flat, 46 gals. Here are so= me=20 of the numbers for the number guys like me.
Climbing 31.7/2550 @17K alt. IAS 164 TAS 214 GS 248 KTS @ +500 fpm.
Level FL 210 cruise power 30.5/2500 LOP 18.3 gph, OAT -2*F, EGT 1545 ma= x,=20 CHT max #5=3D401F, TIT 1620. Chelton Flight system says; Mach .38, IAS 174,=20= TAS=20 240, GS 275 all kts. However, the Round Lancair gauge showed IAS 181, TAS=20 260.
Cabin 7K ft. at 4.8 psi.
For a smile or two; The G295 set for MPH shows GS 314 mph mos= t of=20 the way and on decent I saw GS 348 most of the way down. Pretty neat and why= I=20 bought the L4P.
 
The BAD; Upon landing I drained the oil and took a sample for Aviation=20= Oil=20 Analysis (AOA). Two days later I opened the OIL Filter and it had way too ma= ny=20 Large Iron chips. I collected them and sent them to Lycon for there opinion.= I=20 waited for a few days for the AOA report before filling with oil. There repo= rt=20 said the analysis was NORMAL. I was ready to put oil in it fly back to CA. T= hen=20 I talked to Lycon and they said the chips were 100% GEARS. So it is now grou= nded=20 and awaiting removal of the Alternator and Starter adapter which will give u= s an=20 external gear inspection. The best would be if the Alternator driven gear is= it=20 but if the drive gear is it the engine will have to be split. Interesting to= =20 note; they asked me if it was a FADEC engine, and it is not but I did order=20= it=20 as a FADEC engine and then canceled that option when they couldn't deliver.=20= TCM=20 has had several failures of the CAM gear which has the FADEC sensor attached= , or=20 made as one piece. The future may hold a bulletin or more. I don't know abou= t=20 you but I would fly it if it was just CAM or Lifters for 5 hrs or so to get=20= it=20 where it should be, but GEAR CHIPs make me think of sudden stoppage typ= e of=20 warning, no thanks.
My experience with the Certified Engine is very strained; 2 failed=20 Alternator castings 105 and 205 hrs, one failed Magneto at 170 hrs, replaced= all=20 6 cylinders at 215 hrs because all exhaust valve stems undersize and al= l=20 guides oversized and low compression on 3 cylinders. Now this, at 300 engine= =20 flight hours. Must be pilot error.
 
Lesson; INSPECT YOUR OIL FILTER, every time!
 
I made the return flight in an A36 in 3:15 min. in not much wind. Norma= lly,=20 about a 1 hrs. difference vs L4P on about the same fuel burn.
 
I am now wheel bound but don't feel too bad for me, I just picked up my= new=20 Bentley Continental GT and loving it and it's 552 HP. May give up=20 airplanes?
 
Living the American dream,
Jim Hergert
N6XE (An=20 Sexy)
 -------------------------------1113150396--