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I had the opportunity to sit next to the past President of TCM years ago on a flight from Atlanta to Mobile, and he relayed to me the reason that TCM had the early problems with Crankcase's and Crankshafts. Seems that in their attempt to win the big contracts with Piper and Cessna they were forced to reduce weight in the engine area, since the engineers couldn't reduce the same in the airframe. The weight recuction resulted in cracked cases and crankshaft problems down the road. The fixes are of course history, and they have learned invaluable lessons from this. Brent, The original engine in the Malibu was the TSIO-520-BE (not a -550) and delivered remarkable performance until problems developed in the accessory drive train, rendering the A/Cond. useless and depositing metal in the engine. Public oppinion shot TCM down before they could rectify the problem. Many people at Piper wish for the return of the Continental engine in the Malibu. The TSIO-550 resulted from the information learned from the -BE problems, and again at a customer request for "MORE POWER" without sacrafice of weight or complexity. The TSIO-550-B "Type Certificate number is E5SO" and is rated at 350 (-0, +5%) takeoff and Maximum Continuous Horsepower, at 2700 RPM and 38.0"hg. Each of the engine manufacturers are trying diligently to improve their product, as it does no-one any good to force sub-standard equipment on a knowledgable customer. I was impressed with the attempts I witnessed while working for TCM, I sat through the entire birth of the "Top Care" program and was amazed to see just what most owners did to their engines, and then try to blame TCM on their ignorance, and inattention to detail. IMHO, as you say, the Continental Fuel System is second to none if properly maintained, and if it is, it will only increase the longivity of the engine. When was the last time you monitored the fuel flow and "metered" fuel pressure on takeoff ?? Probably never, since the cockpit gauge reads "un-metered" or pump discharge pressure (which is only a reference). Are you seeing 41.7 to 43.4 GPH, if not you're pushing the lean limits and accelerating the cylinder wear. Are you leaning in the climb (?) if so you're saving pennies now so you can spend $$$ later..
My experience with Piper showed me that the L engine was no better. Their recent problems with piston pins, bearings etc.has caused numerous engine changes, some before they ever left the flight line, one never made it out of the run-up area during initial setup. So none are exempt from problems, some are just quicker to cry wolf. We can still acquire parts for both around the world.
I too feel the Continental is smoother running, but it would take a Chadwick to give us a # to hang onto or perhaps it's just a more-or-less pleasant frequency. It's like saying one runs quieter with or without sound insulation under the floor or on the cockpit sides, get a db meter and measure it, then quit comparing without facts. Mike DeHate
(Late again)
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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