This was received via email from Larry. I was unable to reach him by phone, but from his note I believe he
would allow me to share it with you.
Talk about a driven racer! Larry, my hat's off to you! - Mike 06/02/2007
The following is forwared to the Lancair list for overall consumption
in hopes that you will make better
decisions in your engine compartment;
and for all around chucklage. I'm thick skinned but go easy as my flame
are almost worn out.
Here's the abridged version of the most intense airplane fabrication
I have ever been a part of. The started started 3 weeks
earlier with an inopportune meeting between my propeller
and a moist
On Tuesday (before Saturdays race) I finally got my Crank back from
and decided to start the fabrication. By Wednesday
afternoon engine was assembled and hanging on the mount.
Thursday morning I attended a Dr visit for my wife Kim (she has a
broken Knee). On the drive home, it occurred to
me that I had one piece
left over. This is a lot like building a Lego with your kids. Just
the extra piece and no one will be the wiser. The item in
question was a clip ring.
After consulting with
my building buddies and the Lyc parts manual it
was determined that my tach drive was not clipped to my cam. D#$*!
(rimes with cam). So, we pulled the accessory case and applied much pooky
you consider leaving out your tach drive consider the cap you
intend to use to seal the opening. I chose to leave
my tach drive in
(even though I get rpm elsewhere). If you leave it in, please include the
challenge to pulling one's accessory case is damage caused
to the aft portion of the sump gasket. We didn't like it and
pooky to try to seal it back up.
During engine test runs we found several minor gotchas (two untorqued
injectors make a big fuss) and a small oil leak in the center aft
portion of the sump. This leak was deemed
significant but not unsafe to fly.
BTW, one of the other minor tweaks was the need to add washers to the
pressure ball and spring assembly.
Thursday night came and went with 4 hours of sleep.
You know where this is
going, don't you....
I flew the plane friday afternoon and aside from minor lower than
normal oil pressure it flew
fine. But wait, there was little to no oil burn
or leak. Why did I not loose any oil to that pesky sump leak?
a little more head scratching the sump gasket was blamed for the
low oil pressure. Sure enough gasket damage in
the vicinity of the oil
suction tube was allowing air to leak into the oil pump causing the oil
it's 8 pm friday night. With little more than 12 hours to the race
I decided the safest thing to do was change
the sump gasket. My helper
suggested we'd get it done in about an hour. This was very entertaining
to the neighbors.
you used that new anaerobic gasket sealer. Holy smokes it sticks.
We pulled the sump and extracted it from
the plane and scrubbed and
scrapped. Finally after midnight it went back on with a new gasket and
pooky. Also, removed were the oil pressure increasing
Friday night sleep; 4 more hours.
next morning oil was added, engine run complete with 88 psi oil
pressure and off on a 30 minute flight to the race I went.
end of the "why was your cowl off?" story was fear based. I
landed in Taylor with 30 minutes to brief and
suspected a little sticky
throttle during the flight. As I had been the one to reinstall the
and holders the night before, I doubted my work. The cowl
was removed to inspect 3 attach points for the throttle
and cable. All
were fine. Let's race.
Last detail. Upon returning from the race, #2 lower spark
was smoked against the #4 exhaust. This is but one of the contributors
to my crummy 235 mph performance
and second place finish in the race.
Shame on me for getting whipped by a Berkut :( And shame on your
seeking the title "Fastest LNC2 in the Western Hemisphere". If you
don't attend, you can't beat me.
Thanks to Don Saint and Charles Williams without whose help I
would have had no chance at all of attending the
Taylor 100. These guys
are absolute Hero neighbors!
The helpers in the above photos Don, Rick, and Rich are greatly
appreciated. Also debatably helpful
was Steve Hammer who verified my intake tube installation and applied various intake constriction techniques
before the race. Thanks Steve!
standing by to kick butt in the
Airventure Cup. Who will join us?