lml@lancaironline.net Mailing List Archive

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> I've been flying between Continentals for 10 years. In those years, I have lost two cylinders (different engines, different times), but both IO360G's ran to their short 1500 hour TBO's (the only good news). These were engines that couldn't simply be rebuilt because there were too many AD's against them (cranks, rods, etc). Its' not so much the engine, but the manufacturer that frightens me. Which is the critical engine in my Skymaster? ..... The one that's running! The front was the first to get a zero-time factory re-man. About 35 engine hours later, Continental had an AD out -- they forgot to put the keys in some valve guides -- but, if you made it past 25 hours and the engine didn't self-destruct, you had the keys. I was also fortunate that my pistons were the same size and correct for the engine. This experience led me to the rule - Never change both engines at the same time. Of course, I have had the usual Continental failures with starter adapters and alternator clutches. Yet, we fly on. The later rear replacement was similar, only different. This engine took longer to get because it was "blue tagged" -- that is, it was the 1 in 20 that the FAA pulls from the production line to disassemble and check tolerances (I have no idea who is allowed to reassemble it). I hear that some people pay extra to get a "tagged" engine. Anyway, thank God and the FAA for checking up on Continental, for what it's worth. A few months later, an AD was issued noting how Continental had been using the same code for VAR and non-VAR cranks and they weren't sure what they had been putting in some engines. It asked if I would please "pull Cyl #5 and see if the exposed crank shoulder had 'VAR' stamped on it." Was I lucky! (?) I think I'll have to check the most recent AD on whether that same crank has the wrong crystalline structure. At the last annual, just after the engine warranty ran out, I had to replace the starter adapter because the bearings were rusted and pitted -- the mechanic said it must have started out that way since its' operating environment is continually flushed with oil. Oh well, at least the Skymaster provides me with a redundant Continental engine. Why should I care? Because I am scheduled for Legacy kit #2 and I have the intention of putting a BIG engine in it. Right now that seems to be limited to the Continental IO550. Why is that important? Because I am getting old too quickly and I want a super fast build kit with the firewall forward options worked out. I would also like to boost the HP, but that seems to be inversely related to Continental engine life. I do not intend to build a fast airplane and run it at reduced power. Maybe Legacy kit #1 is putting in a big Lycoming? BTW, I keep beating up on my Lyc IO320 and it just keeps running. The first 25 hours had the mags firing at 34 deg BTDC, it breathes unfiltered air, uses high compression pistons and is on prop blade 5 and 6 hub 2 (Hartzell has inventory just waiting for me). The only change necessary was to upgrade the oil pump. Scott Krueger Lancair 320 - N92EX Skymaster - N1884M PS: God gave us the most important single failure point -- our brain. Use it wisely at full power. 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.