lml@lancaironline.net Mailing List Archive

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> We are an aerodynamic and systems consultanting and manufacturing firm for the aerospace industry. Recently, we have had the priveledge to work on Dick Perry's Lancair IVP program, specifically to integrate the Zehrbach 650 turbo engine and design all the supporting systems. We are pleased to have Dick as a launch customer for our new firewall forward kit because of his experience and professionalism in collecting valid, real world flight test data on his aircraft. This was demonstrated by his experiments with the Zehrbach/LPE ceramic coatings on his Glasair. His data shows a solid 10% reduction in fuel flow, a large reduction in CHT and EGT, and a significant performance increase. We have researched the data, Zehrbach/LPE's claims as to how the ceramic coatings work, and any possible alternative explainations for the performance differences. We find Dick Perry's data collection to be accurate and sufficient data points taken for statistical accuracy; we also find that Zehrbach/LPE's claims are valid and can find no reasonable alternative explaination for the performance improvements. We have been customers and suppliers of design services to Zehrbach/LPE for some years now and find them to be scrupulously honest and forthright as both businessmen and suppliers. Many times we have seen them pay for others' mistakes (breakages and losses during shipment, mis installation by the customer, etc.) out of their own pocket to ensure customers are satisfied. At all times, we have seen their products perform to or exceed specification in all interactions we have had with their customers. We have followed the discussion recently on the engines, ceramics, FADEC, and other products that Zehrbach/LPE offers and find it fascinating that some people can ignore the most obvious of evidence. We would question when Mr. Moreno last looked at his thermodynamics or engine technology textbooks, since he appears to contradict many basic principles of modern internal combustion knowledge in his letter. Based on the demand for information from our organization, we will soon be starting a monthly column on aerodynamics and engine technology on a leading air racing web site (note that I am not advertising here, this is FYI for this subject). At that time, we will be addressing many of the questions that have come up on the Lancair List. Our articles on engine technology will be nothing more than our observations of Zehrbach/LPE products on actual customer aircraft, only stating what we can verify as real performance improvements and our own opinion of why and how these improvements happened. The arguments against the products working must be balanced against the customer testimonials that they in fact do. Once you have experimental evidence that something works, then the only thing open to discussion is HOW it works. Arguing that something does not work once it has been proven only demonstrates stupidity. There are many things about engines and aerodynamics that we have learned in the last twenty years that have gone against many preconceptions. We have adjusted our understandings based on the experimental evidence. To do less would leave us worthless in the marketplace and unable to compete. There are those who would argue that the sky is green. When you can simply look up and see that it is blue, then explaining in minute detail how it is green is simply idiotic. We had the same problem at the Reno air races this year with the Venture fairings on Lee Behel's aircraft. The aircraft posted a previous best lap speed of 298 mph with a modified prop and was overheating. We designed new cowling outlets that raised the speed to 301 mph. We then researched, designed, and fabricated wing root fairings to solve stagnation and separation issues. These fairings raised the lap speed to 309 mph, while a further improvement to the cowling outlets actually over cooled the engine even with the reduced drag. Finally, we worked through the night before the final to polish out minute pits in the wing leading edges (dust at 300 mph tends to pit the paint...) and recover a theoretical loss of laminar flow. This raised the best lap in the final to 311 mph and yielded a race average .2 mph better than qualifying. All of these things are unheard of accomplishments with no engine changes whatsoever. The aircraft is now over 25 mph faster than a stock Venture. The evidence of drag reduction from our modifications is irrefutable. A couple of people were very vocal in stating the fairings and other improvements we installed were snake oil (Alan Toole). The owner made fools out of them by going faster and just shugging when they argued with him. His only comment: "But Alan, it went faster!" Therefore they work, QED. I would advise anyone who is curious about the performance of Zehrbach/LPE products to call their customers; they are remarkably open about who their customers are and what the actual results have been. Likewise, the customers are very open about their results; these results are dramatic enough to be easily verified and virtually impossible to deny. I would also advise anyone who questions the workings of the products to do the research, as we have, and come up with an alternative explanation for the performance improvements demonstrated time and again by every customer of Zehrbach/LPE. To just stand back and criticise in the face of the evidence is to call the sky green. Eric Ahlstrom Star Aerospace LLC LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com.