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#31
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Engine Making Metal (Was: Nasa Icing courses)
Start with the throttle 1/2 open, zero rpm to 1800 with no
oil pressure. Etc. -- 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 newsb1wf.471788$084.269539@attbi_s22... | Add a little sludge, maybe some cold oil and an over-revved | engine, and you get cam lobe /journal failure or the lifter. | | Can you expand on that a bit, Jim? What, exactly, is an "over-revved | engine"? | -- | Jay Honeck | Iowa City, IA | Pathfinder N56993 | www.AlexisParkInn.com | "Your Aviation Destination" | | |
#32
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Engine Making Metal (Was: Nasa Icing courses)
Whenever I see less than 200 hours on an engine in a year, it seems like there are tales of destruction of an engine to follow. ??? That describes almost every privately owned aircraft at our airport. Only trainers routinely put on more than 200 hours per year. Mary and I fly more than anyone at the airport, and we just barely put 200 hours on last year. Really? I would have thought you put far more than that on, per year. OK, then perhaps it is the frequency of being well warmed up that is the more important factor. I have always read that the moisture that is the killer, and when engines sit for more than a couple weeks, frequently, that the rust begins killing the internals. I wonder what the minimum time per year, and maximum frequency of running is necessary to keep rust at bay? Still, I think that only rollers touching the cams would be beneficial. I wonder how many kits have been designed to retrofit popular lycosaruses? -- Jim in NC |
#33
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Nasa Icing courses
"Montblack" wrote in message
... Jim (OP) has experience with people involved in their primary training. Weather is taught to VFR primary students, why not icing? Because they have enough to learn already? Seriously though, a primary student's knowledge of icing need not extend much further than "don't fly when freezing rain is forecast". For extra credit, a short discussion of what causes freezing rain might be called for. Most icing occurs inside a cloud, and VFR pilots should not have to worry about that, or anything else that might happen inside a cloud. But more importantly (and more to the point) the r.a.student newsgroup is more about the process of learning to fly, and especially as it applies to primary students, than it is about any random topic a pilot might be educated on. Here's the charter: It's been said that every good pilot is a student pilot -- for life. This group is dedicated to learning experiences and questions, particularly (but not exclusively) by and for those who haven't yet attained the private pilot certificate. Written exams, solo flights, learning to land, maneuvers, flight tests, instructors and instructional techniques, etc. Pete |
#34
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Engine Making Metal (Was: Nasa Icing courses)
Jim Macklin wrote:
There is also the fact that the oil pump is at one end of the engine and the cam shaft lobe that fails is probably at the other [a guess] and the oil takes some time to reach the journal and establish a full oil bearing. Add a little sludge, maybe some cold oil and an over-revved engine, and you get cam lobe /journal failure or the lifter. Pilot error due to poor operation. This is on an O-540. The cam lobe that wore is in the center of the shaft. So how long is too long to sit? The longest my airplane sat between flights since the O/H was one stretch of 7 weeks while it was in the shop for corrosion repair on the belly. Second longest was also in the shop for 4 weeks for a new interior. Other than that it has been flown a minimum of every 20 days. So if it is pilot error, I am all ears as to what I can do to improve my technique. So far, no one has been able to tell me anything I did wrong, including Penn Yan. |
#35
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Engine Making Metal (Was: Nasa Icing courses)
"Morgans" wrote in message
... Whenever I see less than 200 hours on an engine in a year, it seems like there are tales of destruction of an engine to follow. ??? That describes almost every privately owned aircraft at our airport. Only trainers routinely put on more than 200 hours per year. Mary and I fly more than anyone at the airport, and we just barely put 200 hours on last year. Really? I would have thought you put far more than that on, per year. OK, then perhaps it is the frequency of being well warmed up that is the more important factor. I have always read that the moisture that is the killer, and when engines sit for more than a couple weeks, frequently, that the rust begins killing the internals. I wonder what the minimum time per year, and maximum frequency of running is necessary to keep rust at bay? Still, I think that only rollers touching the cams would be beneficial. I wonder how many kits have been designed to retrofit popular lycosaruses? -- Jim in NC I wonder if there is any statistical evidence on this issue regarding incidences per region? Are planes out here in the desert SW less prone to this? Just wondering out loud... Jay Beckman PP-ASEL AZ Cloudbusters Chandler, AZ |
#36
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Engine Making Metal (Was: Nasa Icing courses)
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. |
#37
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Nasa Icing courses
Peter Duniho wrote:
Weather is taught to VFR primary students, why not icing? Because they have enough to learn already? Seriously though, a primary student's knowledge of icing need not extend much further than "don't fly when freezing rain is forecast". For extra credit, a short discussion of what causes freezing rain might be called for. I disagree; have you hung around the airport, early in the morning, on a gorgeous winter day, perfect VFR day, but very cold and all the aircraft on the ramp have frost or ice on them? you wouldn't believe the number of folks who don't understand that just brushing off the worst of it is not good enough... --Sylvain |
#38
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Engine Making Metal (Was: Nasa Icing courses)
"Jay Honeck"
The intake cam lobe for the #3 and #4 cylinders failed and is worn down considerably, hence the engine coming off and waiting for the crate. I've been following your engine woes with great interest, Ray, and not a small bit of horror. To say you are living one of my worst nightmares is not far from the truth, and I feel your pain. Does anyone *really* know what causes a camshaft to fail like this? I read about it happening with alarming regularity, and it's never attributed to anything in particular. It's always treated like an act of God, or like a weather phenomenon, rather than like the mechanical failure it is. 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. moo |
#39
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Nasa Icing courses
"Sylvain" wrote in message
t... I disagree; have you hung around the airport, early in the morning, on a gorgeous winter day, perfect VFR day, but very cold and all the aircraft on the ramp have frost or ice on them? you wouldn't believe the number of folks who don't understand that just brushing off the worst of it is not good enough... How is that a disagreement with what I wrote? My point was not to enumerate all the things a primary student needs to know about icing. It was simply to point out they don't need to know much, and regardless the original post was off-topic in r.a.student, no matter HOW much they need to learn about icing. The same logic that asserts the original post was on-topic in r.a.student leads to the conclusion that ANY post that is on-topic in r.a.piloting or r.a.ifr is on-topic in r.a.student. Clearly that conclusion is false, so by way of the contradiction so is the logic that led to the conclusion. Pete |
#40
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Nasa Icing courses
Peter Duniho wrote:
How is that a disagreement with what I wrote? you said, and I quote: "...a primary student's knowledge of icing need not extend much further than "don't fly when freezing rain is forecast"..." That was the specific statement of yours with which I do disagree. I did illustrate my point with a very specific and real life example where a primary student's knowledge of icing DOES indeed need to extend further than don't fly when freezing rain is forecast. Don't be so defensive, I was not attacking your beloved windows operating system! :-) --Sylvain |
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