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<< Lancair Builders' Mail List >>
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List readers;
It is interesting to see the varied response to the recent announcement by Continental of a service bulletin to check the metallurgy of certain crankshafts.
I personally, see a responsible manufacturer living up to its responsibility to produce a safe product.
To set the record straight regarding the Continental TSIO 550, if the engine was produced prior to 2/17/97, it had a problem in that the oil control rings had too much tension and did not allow enough oil to reach the upper cylinder for lubrication. Some of these early engines, but not all, have had the early cylinders exhibit accelerated wear. It usually showed up at approximately 500 hours. N9114C has operated since July 24,1996. This engine has nearly 1000 hours now with no problems. Mine failed at 532 hours. Bothg received good care and was operated IAW the manual.
As of 2/17/1997 new cylinders were introduced and given the name "Top Care" with the best warranty on the market. These new cylinders not only solved the rust problem with long storage times by coating the cylinders with a material that prevents rust and as an additional benefit provides nearly an immediate "break in" on initial start up. Also a new hone pattern gives the benefit of the old channel chrome groove that allows oil to adhere to the cylinder walls. Plus pistons received a special coating.
My new cylinders have 700 plus hours and compression/oil consumption/analysis all indicate they will go to TBO.
The decision to go turbine -V 8- or Continental is one that almost every Lancair IV builder has tussled with.
I seriously considered the Falconer. I quickly saw the enormity of the project.
There are many positives that are claimed in each system that is not based on solid information. Engineering data with sufficient hours/cycles should back up all claims. Anyone can produce a brochure, and claim anything. Show me the verifiable data!
Remember the Orinda!!!
The problems/failures of each system will be unique to its own. For the turbine I see a high-performance power plant in an airplane that has not been tested for high G maneuvers. Are strakes required or not? If so how much area is required? Will it recover from a spin? Is the fire wall and engine mount reinforced? Will the engine stay in the air frame if a prop blade comes off? Are systems tested and proven? Is there enough air for pressurization?
Supposing, it is all okay, then pilot training also becomes a question. Are you up to it? Are you flying a high-performance Learjet- MU2 or other jet/turbine now? Are you qualified to fly it with a Letter of Authorization from the FAA? Is insurance (liability) going to be a factor? Can you get it? Or risk the exposure of your family to a financial attack if you cannot get insurance? Can you KEEP insurance? Will the insurance company drop you after a year or two if there are other accidents?
Last but not least, do you like the smell/taste of turbine exhaust? And have you noticed V8's never seem to get out of first or second gear?
The Continental is out there------it is accumulating thousands upon thousands of cycles and hours in the real world. Are there problems? Of course! Are they handling them? Do they get the word out? Do they fix it? Charlie Kohler
PS Do you suppose a lighter prop (MT) would reduce the load on a crankshaft????
LML website: http://www.olsusa.com/Users/Mkaye/maillist.html
Builders' Bookstore: http://www.buildersbooks.com/lancair
Please send your photos and drawings to marvkaye@olsusa.com.
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