Sender: <marv@lancaironline.net> (Marvin Kaye)
To: lml
Date: Tue, 03 Dec 2002 22:01:46 -0500
Message-ID: <redirect-1894052@logan.com>
From: JIMRHER@aol.com
Subject: IVPT garrett engines and fuel capacity 
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Listen to Ross he is the expert. I have followed Mike Custard's Garrett 
installation also. Mike also built a Walter powered 4 so he knows what he is 
doing.

For what is worth this is what I think I know (don't hold my feet to the 
fire).

The Walter is a reverse flow FREE turbine and the Garrett is a Direct drive 
turbine, that gives it about a 30% advantage in fuel burn specifics. It was 
also certified with pressurization and it is Noisy. The Walter seams to be 
good at pressurization if it is taken off the low pressure second stage and 
doesn't seam to cause excessive fuel burn or high temps. I understand you 
need the E model and the High and Hot modification also. All Turbines require 
management of temperatures (but not as much as the piston engines do). My 
understanding is that they are using the 331-5 or -6 which is 85 lbs lighter 
and smaller, allowing the firewall and rudder peddles to remain untouched. 
The weight can be used in fuel or useful load. The factory has upped the 
gross weight to 3550 but you still have a 3200 lb landing weight restriction. 
Garrett, or Honeywell now, make a -10 version that I have been told has 
another 10% fuel efficiency but is very expensive. The -6 will be at least 
$100K more than the Walter that Lancair sells.

If you ask around about a 6 place, I think Lance has played with this for 
some years now but I'm sure the cost is an overriding factor. I currently fly 
6 all the time in my 4P, me, my wife and four cats. They love the 
pressurization, after takeoff that is.

Anyone for a Jet in the tail? Just thinkin,

Jim Hergert
N6XE, "An Sex Y" L4P