Lycoming crankshafts

...I call that a dirty trick.

What do you call it?

It doesn't matter. I was unaware of the root news item.

Jose
--
Nothing takes longer than a shortcut.
for Email, make the obvious change in the address.

"Jose" wrote in message
m...
I don't know about anyone else, but Lycoming's latest dirty trick with
the
crankshafts...

What "dirty trick"?

If a company admits that they have manufactured a faulty part, then they
should be replacing it, free of charge, including any labor to replace it.
If they do not stand behind their product, and expect the customer to pick
up the tab, I call that a dirty trick.

What do you call it?
--
Jim in NC

I remember reading about this some years ago. There was a picture of
the failed UK crank front journal bearing ID taken thru the front plug
hole. It was solid crud where the crud ID appeared to be about 1/4
inch diameter. That engine must have been filthy inside & operated in
some very abusive and corrosive conditions. It is interesting that it
had been overhauled once & was near TBO again. Who did the magnaflux
at the first overhaul?

That crud is usually a product of condensation mixing with
the oil. The condensation comes from blowby gases, water being one of
combustion's byproducts. Sludge results from the mixing, along with
acidic compounds formed from hydrogen present in both water and oil,
and sulfur, chlorine and nitrogen from the oil. The presence of
aluminum doesn't help any, either.
Since the front of the crank runs fairly cold due to the cooling effect
of the prop, condensation is a bigger problem inside the crank nose.
The acids pit the inside of the crank, creating stress risers, and it
eventually fails. Magnafluxing at the previous overhaul doesn't prevent
it.
Short flights don't let the oil get hot enough to boil off
the condensates formed when the engine is cold. Running up the engine
without flying it does more damage than leaving it alone.

Dan

("George" wrote)
Do you have AD's for this statement? URL's? NTSB findings?

This took all of 3 seconds to find. Don't you people know how to use the
internet ?

http://www.ntsb.gov/ntsb/brief.asp?e...08X01353&key=1


Yes, wait for someone to provide a link, them click on it. g


Montblack
'The Internet is the greatest library the world has ever known .
Unfortunately, all of the books are in a pile in the middle of the floor.'
:-)

("Big John" wrote)
Isn't this the one that run's on JP and therefore won't need a lot of new
infrastructure to support?

Read someplace that both L & C were looking at developing a new generation
engine. Could the DeltaHawk have them worried?


DeltaHawk Q & A website:
http://www.deltahawkengines.com/questi00.shtml

Q: So, what fuels are acceptable for use in your engine?
A: Acceptable fuels are Jet A, Jet A1, JP5, JP8, D1 and D2, which are all
kerosene based. The high naphtha fuels (JP 4 and Jet B) are not suitable.

Q: Can jet fuel and diesel be mixed in the fuel tank (for example, when
changing fuel used as temperature changes), or should one fuel be chosen and
used forever.
A: Yes, the fuels can be mixed.

Q: Could you use heating fuel in your engine? I know this is not legal, but
in a pinch could this be done?
A: It would not be recommended but if done, certainly use a lubricity
additive.

Q:You have mentioned a using a lubricity additive when using Jet A. What is
this additive and how much is used?
A: Although it may not be necessary, we think it is good insurance to use
it. The product is usually added at the rate of one pint per 120 gallons
(~1,000 to 1), and costs about $4.75/pint (~ 4 cents per gallon). With the
new pumps, ½ the normal rate is probably adequate for "insurance" purposes.
This protects the injector moving parts and the pump piston. When we supply
engines, the specification and source will also be supplied. Any diesel
shop carries it.

Q: How can you make do with only a single engine control lever? Don't you
need to adjust mixture at some high altitude?
A: At a high altitude (above 18,000 ft) the fuel should be trimmed back.
This can be done either by the pilot, based on indicated altitude and a
chart provided by DeltaHawk, or automatically by an aneroid device (pressure
altitude sensor). Either way, it is the single lever, the fuel lever (or
"throttle"), which is being adjusted.


Montblack

"Jim Macklin" wrote in message
news:tH4Wf.1271$t22.320@dukeread08...
Unfortunately, people make parts and people are not perfect.
All the companies buy parts from suppliers. Rarely a
suppliers of parts knowingly uses weak materials or skips
some step to manufacture. Some times a part is not designed
properly and sometimes there is a error such as not using
the proper radius on a machine flanged.
Lycoming and Continental build engines and buy parts.
Everything gets inspected, all the paperwork is checked, but
stuff happens.
Any manufacturer who designs and certifies a new engine will
have the same sort of problems, plus the technology will be
new and untried, so there may be problems that are
unexpected.


Same problem in the auto industry. The bigges difference is that broken
cranks or cams or... show up in the warrenty data - not in NTSB accident
reports.


--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is illegal, only illegals will immigrate.

("Dave Stadt" wrote)
At this point in time DeltaHawk poses a threat to no one. They have been
in development since before there was dirt and don't seem to ever get
close to having a viable product.


[They do have a real engine flying in a real airplane.]

http://www.deltahawkengines.com/orders00.shtml
Placing Orders For Engines

"The FAA Certification planning process is underway."
[This surprised me - "planning"?]

"Although work remains on many tasks, we are confident that it will be
accomplished through the continued and by now perhaps legendary persistence
of Team DeltaHawk."
["Legendary persistence" ...a.k.a. 'Around longer than dirt' by Dave]

"Deposits are being used to plan for the initial production volume and model
mix."
[More "planning".]

"Ordering Terms and Conditions are included on the Order Form."
[Hey, The Eclipse was (only) $750K back in '97 or '98, IIRC. That's 9 years
ago, now.]


Montblack

What do you call it?

Aircraft maintenance....

My 172 M crank ID was inspected (and painted) about 5 years ago, when
it was at 1500 hrs and 25 years since new. A lot of the flights have
been short, and it has always been hard to get the oil warmed up on it
in our MN winters. There was no corrosion, and no buildup of sludge,
although the engine has seen very little hi-lead fuel. Oil changes
(Aeroshell 15W50) have been only ~2/year.

I wonder why the UK one was so fouled up inside - and why ours was not?
Could it be the lead?.

"Capt. Geoffrey Thorpe" The Sea Hawk at wow way d0t com wrote

Same problem in the auto industry. The bigges difference is that broken
cranks or cams or... show up in the warrenty data - not in NTSB accident
reports.

Can you point to a major auto maker's crankshaft recall?
--
Jim in NC