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#51
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Engine Making Metal (Was: Nasa Icing courses)
Strictly my opinion -
Your bad lobe is one of the cam lobes that operates two lifters, so it, or its companion will be the first to go in a marginal lubrication situation. The lobes depend on oil thrown from the crankshaft cheeks - some thing that I don't think happens for a couple of minutes after a cool start - and especially with a cold engine. It isn't a question of how quickly does the oil pump get oil get to the cam bearings as journal bearings will retain enough oil to allow them to be starved for a minute or two and oil gets there in a few seconds anyway. More critical though is how quickly does the crankcase develop that general fog/spray of oil to finally lubricate all the miscellaneous (and expensive) surfaces such as cam lobes and cylinder bores. The cam is at the top of the engine & the lobes are the last thing to get lube. Possibly if the crank is turning too slow, gravity is such that thrown blobs of oil can't even make it to the lobes until the oil; gets really thin. Remember that a new engine will inherently have considerably less oil leakage from the bearings. That's why preheat is so important to a Lycoming engine. It isn't as though it is someting that should be done (usually). It is something that must be done religiously every time (especially with summer weight oil) as once cam surfaces are scratched, failure isn't far away. The longer an engine has been sitting, the more the need for preheat. The newer the engine, the more the need for preheat too. When and how much? Who knows. Also - thick oil reduces the flow demand of the engine, and more of it will simply blow over the relief valve. Oil that is bypassed this way has no access to the heat of the engine. Oil warmup will be slow even if the CHT is getting into an operating range. My guess is that there was a cold start or cool start with summer oil combination somewhere in its history although you indicated you always preheated. Or maybe the cam which is supposed to be case hardened isn't as hard as it should be. You might check the cam hardness with a new file on another lobe. It should not be able to bite into it. If it does, get a hardness test done on it. |
#52
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Nasa Icing courses
On Sat, 07 Jan 2006 22:55:41 GMT, "John R. Copeland"
wrote: "Scott Draper" wrote in message ... You mean, Like you just did? My reply went to every group, because his did (my newsreader did that.). Is it true that Forte Agent won't let you adjust the groups you reply to? I knew it wasn't perfect, but I didn't know it was *that* defective. Agent (and Free Agent) prompts after hitting reply - first box at the top of the screen is the list of newsgroups the reply will be copied to. |
#53
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Engine Making Metal (Was: Nasa Icing courses)
Even a 1000 rpm could be a little higher than ideal. It is
hard to say what causes problems sometimes. There are manufacturing defects, there is a possibility that an oil passage is partially plugged. Sometimes the mechanic who assembled the engine can have missed getting assembly lube on the cam or journal. If it is on a cam and or lifter, even valve spring tension will effect the load on the wear surfaces. Best you can do is follow the engine manufacturer's recommendations about starting and shutdown, oil changes, etc and save money for the unexpected work. -- James H. Macklin ATP,CFI,A&P -- The people think the Constitution protects their rights; But government sees it as an obstacle to be overcome. some support http://www.usdoj.gov/olc/secondamendment2.htm See http://www.fija.org/ more about your rights and duties. "Ray Andraka" wrote in message news:mQ2wf.41528$Mi5.36676@dukeread07... | Jim Macklin wrote: | | Start with the throttle 1/2 open, zero rpm to 1800 with no | oil pressure. Etc. | | | | No, I don't start mine like that. On shut down, I set the throttle for | 1000 RPM and lock it. The throttle doesn't move again until the engine | is warmed up. I preheat religiously below 30F, and I don't leave the | preheater plugged in. | | Also, if it were corrosion that got mine, why only one cam lobe?? My | mechanic tells me there have been a rash of problems with newer cams | with flaws in the case hardening. I haven't seen evidence to prove it | though. |
#54
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Engine Making Metal (Was: Nasa Icing courses)
Check for valve sticking on that cylinder, that would raise
the pressure on the lifter/cam. -- James H. Macklin ATP,CFI,A&P -- The people think the Constitution protects their rights; But government sees it as an obstacle to be overcome. some support http://www.usdoj.gov/olc/secondamendment2.htm See http://www.fija.org/ more about your rights and duties. "Mark Hansen" wrote in message ... | On 1/8/2006 5:51 AM, Jay Honeck wrote: | | And mechanical failures should have simple explanations, no? WHY did | one of the cam lobes fail? Why didn't ALL of the cam lobes fail? | | Timeless issue. www.aviationconsumer.com has hours of reading on the | subject. The common factor is infrequent flying. | | I suppose the *real* issue should be: Why do camshafts work at all? When | you sit down and rationally analyze what is happening inside your engine, | the danged thing should just throw itself to pieces in the first ten minutes | of operation. | | Yet, most of them don't. | | Some, however, like Ray's engine, do -- and in very peculiar ways. (Just | ONE cam lobe went bad?) | | Why? | | I wonder if this was the first cam lobe to actually fail. Have they all | been measured and determined to be within spec? | | -- | Mark Hansen, PP-ASEL, Instrument Airplane | Sacramento, CA |
#55
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Engine Making Metal (Was: Nasa Icing courses)
It is to do with air flow, you don't get proper cooling and
crankcase ventilation is very poor on the ground. After landing, cool down is as important as warm up, particularly with a turbocharged engine. -- James H. Macklin ATP,CFI,A&P -- The people think the Constitution protects their rights; But government sees it as an obstacle to be overcome. some support http://www.usdoj.gov/olc/secondamendment2.htm See http://www.fija.org/ more about your rights and duties. "A Lieberman" wrote in message ... | On Sun, 08 Jan 2006 13:45:12 GMT, Jay Honeck wrote: | | Or, put another way, it's four 1-hour hamburger flights per week, every | week, all year long... | | Is this slightly low Jay? 1/2 hour each way? My hamburger runs are | minimum 1 hour each way, which would reduce it to 2 hamburger flights per | week. | | You are right, 200 hours a year is an awful lot of flying. You had me | curious for me, how much in a year I fly, and it was as follows: | | 2001 11.7 | 2002 49.5 | 2003 142.2 | 2004 192.9 | 2005 126.4 | 2006 4.0 | | I try to fly once a week at minimum myself and no less then one hour air | time when I fly. | | I was told ground runs is one of the worst things you can do to an airplane | engine, as it was designed for sustained high RPM operations, not ground | run RPMS. | | Allen |
#56
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Engine Making Metal (Was: Nasa Icing courses)
"Morgans" wrote in message ... snip All of this would not be nearly as likely (it seems to me) if aircraft engines were equipped with rollers on the cams. -- Jim in NC Yes, the 'new' roller cams finally address this issue... |
#57
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Engine Making Metal (Was: Nasa Icing courses)
Low rpm does save the prop, it also keeps the load on the
bearings a little less, throttle jockeying is worst, cold oil doesn't flow quickly in response to throttle changes. Also, if you have a constant speed prop, the governor uses engine oil, so avoid taxing the oil pressure with rpm and / or prop changes until the oil has had a chance to warm up a little. It also came to mind, that a sticking valve will cause more wear on that cam/lifter assembly, so that can be a problem to check. Most engines have the oil pump at one end and oil pressure is measured from a point on the other end, probably a cam shaft gallery so that you can tell that oil passages are not blocked. That is one reason for the "shutdown in 30 seconds" if you don't have oil pressure on starting note. I like to idle an engine for a minute (4-5 minutes with turbocharged engine) to allow it to cool before shutdown while still having oil cooling. This would be at 1,000-1,200 rpm so the prop would be blowing some air through the cowl. I then think it is a good idea to throttle back to minimum rpm, to see that the idle is smooth at 500-700 rpm range and I do a mag grounding check at that point and then pull the mixture to shut it down. That should show a slight 25-50 rpm increase just as it shuts down since idle should be a little rich. I start the engine at minimum throttle and using as little priming as possible [wait after priming a few seconds to a minute in cold weather to allow the fuel to vaporize, liquid doesn't burn and it washes the oil off the cylinder walls] then after it starts, advance the throttle smoothly to 1000 rpm to get some prop wash cooling and generator output. Change to oil often, it is a lot cheaper to change the oil than to tear down the engine. Use the best oil you can find and the multi-weight oils do start working/ pumping faster. Oil changes can be done by the pilot/owner as preventative maintenance. A logbook entry is required and you must follow the service manual procedures. Be sure to check for leaks after the change and be sure to safety any drain plugs. A quick drain system makes it a lot easier to do, and an extension hose on the drain will keep the cowl clean. Filters may not need to be changed every time if the oil change is due to calendar time and condensation draining. The oil filter does work on engine time in service since it only functions when the oil is flowing and being filtered. But follow the manual, if it says change the filter with every oil change, you should do so. -- James H. Macklin ATP,CFI,A&P -- The people think the Constitution protects their rights; But government sees it as an obstacle to be overcome. some support http://www.usdoj.gov/olc/secondamendment2.htm See http://www.fija.org/ more about your rights and duties. "Jay Honeck" wrote in message news:_J8wf.714011$xm3.343650@attbi_s21... | Start with the throttle 1/2 open, zero rpm to 1800 with no | oil pressure. Etc. | | I aim to keep RPMs at 1000 (or less) from start-up to run-up. (My A&P | showed me that 1000 RPM is too low to kick up stones, so being patient and | taxiing slowly really saves your prop.) | | What do you think causes a problem like Ray's, Jim? It just seems to, I | don't know -- random. | -- | Jay Honeck | Iowa City, IA | Pathfinder N56993 | www.AlexisParkInn.com | "Your Aviation Destination" | | |
#58
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Engine Making Metal (Was: Nasa Icing courses)
George Patterson writes:
"So why not build the shaft entirely of hardened steel?", I hear you cry. That's because the harder steel is, the more brittle it becomes. The best strength comes from this sort of lamination of hard and soft steels. Saw a show w/ a Japanese craftsman making a sword. Two layers of different steels. Pounded it thin; folded it over; pounded... Many layers later, that was the sword... -- A host is a host from coast to & no one will talk to a host that's close........[v].(301) 56-LINUX Unless the host (that isn't close).........................pob 1433 is busy, hung or dead....................................20915-1433 |
#59
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Engine Making Metal (Was: Nasa Icing courses)
"Jay Honeck" wrote in message news:
And mechanical failures should have simple explanations, no? WHY did one of the cam lobes fail? Why didn't ALL of the cam lobes fail? Timeless issue. www.aviationconsumer.com has hours of reading on the subject. The common factor is infrequent flying. I suppose the *real* issue should be: Why do camshafts work at all? When you sit down and rationally analyze what is happening inside your engine, the danged thing should just throw itself to pieces in the first ten minutes of operation. Yet, most of them don't. Some, however, like Ray's engine, do -- and in very peculiar ways. (Just ONE cam lobe went bad?) I've gone through a couple on one engine and they had those exact symptoms. One AME suggested that the front lobes wear more quickly since the cam is slightly elevated at the front so the oil drains off more quickly. There are as many theories as worn cams, it sometimes seems. moo |
#60
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Engine Making Metal (Was: Nasa Icing courses)
"Jay Honeck" wrote in message
news:jN8wf.472265$084.362812@attbi_s22... .... I suppose the *real* issue should be: Why do camshafts work at all? When you sit down and rationally analyze what is happening inside your engine, the danged thing should just throw itself to pieces in the first ten minutes of operation. Yet, most of them don't. The oil film, when all goes well, prevents actual metal to metal contact. Just like the plain bearings on the crankshaft. Google the word "tribology": WEB RESULTS 1 - 10 of about 48,500 -- Geoff the sea hawk at wow way d0t com remove spaces and make the obvious substitutions to reply by mail Spell checking is left as an excercise for the reader. |
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