EngineAir

[rv6ejguy]

The TSIO-550 Contis generally appear pretty stout and have been kicking *** in the Sport class for speeds against the big Lycos in the last few years at Reno- until the cut pylon. Hp is exceeding 650 there. The 350hp ones in Lancairs seem to have reasonable core reliability but there have been a couple of big failures on low time engines and a fair number of jug replacements well before TBO- kind of par for the course for turboed big block aircraft engines.

It is still probably the best (easiest) choice for the Lancair but at $60K+... Ouch and an exclusive diet of 100LL in your area might make alternatives quite attractive. You would have to find someone knowledgeable however to fit an LS-2. This is a huge task but the engine is only $5500 brand new. Something to think about and no doubt even with the whole firewall forward cost figured in, it will be much cheaper than the Conti. At overhaul time- just get another new crate motor for $5500.

The turbo Conti 360 would be similar weight to the EZ30 Sube turbo so that is another possibility.

[fco]

I'm being offered an already built ES with the TSIO-550 so I would not have to do any work.

But I understand that feeding and maintaining this engine may not be what I'm looking for.

[rv6ejguy]

I'd suggest running the engine under a trend monitoring system. Log your temps and pressures in cruise on every flight and graph the results out. Also perform a compression and leakdown test on the cylinders every 100-200 hours and get oil analysis done at every oil change. These steps will often allow you to pick up problems and correct them before they become serious. The overhaul costs of these engines are very high so treat it carefully and inspect often.

Push throttle up slowly, observe CHT, EGT and oil temp limits carefully.

Unfortunately you are stuck burning 100LL so that will be expensive in itself where you are.

Be sure to get some good training on the aircraft unless you are already familiar with high wing loading designs.

If you can afford this turn key solution, I think you will really enjoy it. I'm envious!

[fco]

Thanks for the advice.

I'm not really sure we could afford it it depends on how many people sign up.

And since it would have to be at least a 14 people partnership some serious indoctrination on both pampering the engine and high wing loading characteristics would be required. Maybe just a dream. We'll see ... I still like the idea of an experimental (RV or Lancair) with an auto conversion. The Lancair though meets the full IFR (some anti-ice apparently available now) and fun flying requirent that I've set.

[fco]

rv6ejguy

I've got another question. Why isn't the auto (gas+antidetonation additives) combination suitable for engines like the TSIO-550

Thanks

[rv6ejguy]

If you can raise the octane of auto pump gas through additives to be comparable to 100LL and have the vapor pressure also similar to Avgas, operation should be ok but I'd check with Continental with regards to valve face and valve seat material and hardness to see if they are ok without lead in the fuel. They may just say don't use anything other than Avgas period to be safe.

I'd think that any common and legal octane boosters would increase the price of treated auto fuel past that of 100LL. The vapor pressure of Avgas is very important to flying at high altitudes (turbocharged engine) on hot days without fears of vapor lock. Inexpensive kits are available to test fuels if you decide to go that route. David Aviator might be able to steer you in the right direction there.