> Hello Gentlemen,
>
> I am considering buying a lancair that has a rotary engine in it. What
> issues do I need to look for? I have read a fair amount on the subject.
> Doesn't seem that the "bugs" have been worked out as of yet? Does a
> normal A&P mechanic know what to look for or am I barking up the wrong
> tree? If not where do I get the plane serviced, etc...? Regular gas vs
> avgas? Do most FBO's carry normal fuel or is that an issue? Does
> elevation and temperature effect normal fuel?  What about FAA
> certification of the aircraft and insurance? Can you get a plane insured
> for reasonable rates with a rotary engine? If so where? Do the normal
> maintenance regs apply to rotary engines? Seems as if TBO's are much
> farther out for rotary engines and much less costly? I am sold that the
> rotary engine is the way to go but these are all issues that concern me.
> Sorry to be a thousand questions guy but can someone shed light on these
> subjects, links, etc...?
>
>
>
> Best Regards,
>
>
> Ormand Hunter
>
> Who built it?  A lot depends on who built it and how good of a job
was done.
> You may have to rework a few details.
>
> Please take some pictures and post them. I might be able to identify the
> original builder. Lancair 320-360 are hard to cool as there is not a lot
> of room under the cowl for rads. Is it flying now?
>
> Most A&P's don't know what to look for. It will burn auto gas no problem.
> BIG savings. Auto gas is hard to find but there are web sites that
list them
> for cross country fliers. It is not a certified airplane. It will be
in the
> category of an experimental aircraft.
>
> The builder is authorized to work on it but I am not sure who is for the
> second owner. Perhaps an A&P. People get insurance but most people don't
> mention the auto engine. You need to read the fine print to see if auto
> engines are excluded. I don't really think there is an official TBO
for the
> engine but I think the need for an annual still applies. You may have to
> train your A&P :)
> Basically a rotary is fine if it has good compression and high oil
pressure.
> There are very few parts to go out. The back lash in the gear box can be
> checked in seconds.
>
> There are other people on here that can do a lot better job than I on
most
> of these questions.
>
> Paul Lamar


The original builder generally applies for the Repairman Certificate
when they apply to have the airplane issued an Airworthiness
Certificate.

No certificate/qualification is required for a person to work on an
experimental aircraft.  You, your buddy Bubba, your wife - anybody can
do the work.  The pilot has to decide whether the airplane is
airworthy (legally and practically) after the work is done..

Either an A&P or the "Repairman" for that particular airplane are
authorized to do the once-yearly "condition inspection" (not the same
as an annual which requires an IA).

If the aircraft is modified in a way that might be construed as a
"major change" (FAA term), you may have to refer to the Airworthiness
Certificate for what to do to return the airplane to airworthiness.
Many of the certificates refer to a process where the aircraft is
returned to the test phase for a period of five (10?) flight hours
after the modification - ostensibly to verify that the mods haven't
had a detrimental effect on the operation of the aircraft.

The old certificates have no such wording, and so technically I
believe they don't have a provision to allow for "major changes".  In
this case, you can apply for a new certificate (from the FSDO) with
the more recent wording that talks about returning the airplane to the
test phase.

My Varieze has the old wording on the AC.  I added electronic ignition
and an alternator to feed it.  I called the FSDO and they said to
return the airplane to a test phase, and if everything works, release
the plane to normal service.  I didn't get that in writing.  I think
they assumed I had an AC with the new wording..  In retrospect, I
should have asked for a new AC (and probably still should - and
probably will)..

Many A&P's aren't interested in working on any experimentals.  Most of
the remaining ones won't look at plastic airplanes, and then further
many won't look at a rotarys (or other auto conversion).  Some A&P's
are pretty happy to work on RV's (Vans).


Matt-



Wow, Matt,

Thank you for the response! Great information.



Best Regards,


Ormand Hunter