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,