Message-ID: <39044B9B.8353DD3D@regandesigns.com>
Date: Mon, 24 Apr 2000 08:26:51 -0500
From: Brent Regan <brent@regandesigns.com>
To: Lancair List <lancair.list@olsusa.com>
Subject: Weight
Mime-Version: 1.0

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For the record, the weight I posted for my engine included ALL installed
components needed for a 4P installation AND 12 quarts of oil.

For Charlie to make a comparison he must add to the Continentals "complete"
weight the following:

Vacuum pump (or second alternator)
3rd inter cooler (cabin air)
Baffling and seals (inter cylinder baffling is already included)
Engine vibration mounts
Engine monitoring system transducers and wire (VM1000 in my case)
Wiring for Starter and Alternator (that big gage stuff is heavy)
Oil (12 qts)
Prop governor and linkage

I can't say exactly how much these parts weigh on a C  engine but since I
weighed my complete engine as a unit and all the parts individually and
entered the numbers into a spreadsheet I can easily perform "what if"
calculations.

If I remove the items listed above the new "comparison weight" is 569.83
pounds +- 1.35 lbs compared to the Continental median weight of 571 pounds.

What I want to know is why is there so much potential variation, +-14.3
pounds (2.5%), in the Continental weight? 28.6 pounds is a hell of a lot of
metal to be present or not. It is like saying we are going to ship you a 6
cylinder engine, +- one cylinder. Obviously the engines do not vary this
much. The lesson here is that if you are going to say how much something
weighs, you should weigh it first.

This whole thing started as an innocent question as to why I chose a
Lycoming over a Continental. Since I am a big mouthed, opinionated SOB, I
was more than happy to oblige. Just like the PC vs. Mac debate, it wont be
settled here, or ever. If I may paraphrase Samuel Clemins "A wise man never
argues with a fool because, to a passerby, it is difficult to tell who is
who." I'll shut up now.

Regards
Brent Regan

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