X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 09 Sep 2010 20:07:36 -0400 Message-ID: X-Original-Return-Path: Received: from imr-db01.mx.aol.com ([205.188.91.95] verified) by logan.com (CommuniGate Pro SMTP 5.3.9) with ESMTP id 4460870 for lml@lancaironline.net; Thu, 09 Sep 2010 10:49:55 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.91.95; envelope-from=Sky2high@aol.com Received: from imo-da04.mx.aol.com (imo-da04.mx.aol.com [205.188.169.202]) by imr-db01.mx.aol.com (8.14.1/8.14.1) with ESMTP id o89EnAV8000482 for ; Thu, 9 Sep 2010 10:49:10 -0400 Received: from Sky2high@aol.com by imo-da04.mx.aol.com (mail_out_v42.9.) id q.eaf.2e7e8e5 (37074) for ; Thu, 9 Sep 2010 10:49:08 -0400 (EDT) Received: from magic-d23.mail.aol.com (magic-d23.mail.aol.com [172.19.146.157]) by cia-db05.mx.aol.com (v129.4) with ESMTP id MAILCIADB058-90d24c88f3e14c; Thu, 09 Sep 2010 10:49:05 -0400 From: Sky2high@aol.com X-Original-Message-ID: <11083.3077fa5f.39ba4de1@aol.com> X-Original-Date: Thu, 9 Sep 2010 10:49:05 EDT Subject: Re: [LML] continuous oil in cylinder X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_11083.3077fa5f.39ba4de1_boundary" X-Mailer: AOL 9.5 sub 155 X-AOL-IP: 24.15.17.119 X-Spam-Flag:NO X-AOL-SENDER: Sky2high@aol.com --part1_11083.3077fa5f.39ba4de1_boundary Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en Per, =20 If there is any oil remaining in a cylinder after shutdown it will migrat= e=20 to the lowest point. Sometimes the lowest point location is at the lower= =20 plug, but not always. The oil's final resting place may depend on the=20 orientation of the engine in its mount and the angle of the aircraft in= its=20 usual parking spot. Cylinder one just might collect residual oil at the= spark=20 plug while other cylinders do not. =20 New cylinders that are not yet broken in generally allow more oil to pass= =20 into the cylinder than those that have 40 or so hours run at high power.= =20 This does not completely answer the question about the source of the oil.= =20 Some oil can certainly get by the piston rings or through valve guides.= Even=20 if one gets 10 hours per quart, the oil consumed is either being thrown= =20 overboard or is entering the cylinders and being burned along with the fu= el. =20 When the motor is running, any residual oil should be completely burned if= =20 the combustion event is correct. If the air/fuel ration is correct becaus= e=20 it matches the other cylinders, the only other source of incomplete=20 combustion is the ignition component. Either the timing is off, or there= is a=20 fault in the magneto, harness or plug. However, you have checked these= =20 components. =20 In flight temperatures (CHT and EGT) may provide a clue. Perhaps the GAM= I=20 lean test could provide more information about the performance of cyl 1= =20 versus the others. =20 _http://www.gami.com/gamijectors/leantest.php_=20 (http://www.gami.com/gamijectors/leantest.php)=20 =20 Scott Krueger Lancair 320 Lyc IO320 =20 =20 =20 In a message dated 9/9/2010 6:54:13 A.M. Central Daylight Time, info@phk.d= k=20 writes: =20 After flying 200 hrs with my IO 320, I got continuous oil in lower first= =20 cylinder spark pluck.=20 Install new cylinder and piston, new fuel injector, leak-checked the pipe= s=20 in the oil pan=E2=80=A6=E2=80=A6check pluck, magneto and harness.=20 Flown the airplane 10 hrs now on 75% + but still have the problem. Any = =20 id=C3=A9e?=20 Per=20 OY-JCP=20 LNC 2=20 --part1_11083.3077fa5f.39ba4de1_boundary Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en <= FONT id=3Drole_document color=3D#000000 size=3D2 face=3DArial>
Per,
 
If there is any oil remaining in a cylinder after shutdown it wi= ll=20 migrate to the lowest point.  Sometimes the lowest point location is= at the=20 lower plug, but not always.  The oil's final resting place may depend= on=20 the orientation of the engine in its mount and the angle of the= =20 aircraft in its usual parking spot.  Cylinder one just might collect= =20 residual oil at the spark plug while other cylinders do not.
 
New cylinders that are not yet broken in generally allow more oi= l to=20 pass into the cylinder than those that have 40 or so hours run at hig= h=20 power. This does not completely answer the question about the source= of the=20 oil.  Some oil can certainly get by the piston rings or through valve= =20 guides.  Even if one gets 10 hours per quart, the oil consumed is eit= her=20 being thrown overboard or is entering the cylinders and being burned along= with=20 the fuel.
 
When the motor is running, any residual oil should be completely burn= ed if=20 the combustion event is correct.  If the air/fuel ration is correct= because=20 it matches the other cylinders, the only other source of incomplete combus= tion=20 is the ignition component.  Either the timing is off, or there is a= fault=20 in the magneto, harness or plug.  However, you have checked these=20 components.
 
In flight temperatures (CHT and EGT) may provide a clue.  Perhap= s the=20 GAMI lean test could provide more information about the performance of cyl= =20 1 versus the others. 
 
Scott Krueger
Lancair 320 Lyc IO320
 
 
In a message dated 9/9/2010 6:54:13 A.M. Central Daylight Time, info@= phk.dk=20 writes:

= After flying= 200 hrs with my=20 IO 320, I got continuous oil in lower first cylinder spark=20 pluck.

= Install new= cylinder and=20 piston, new fuel injector, leak-checked the pipes in the oil pan=E2=80= =A6=E2=80=A6check pluck,=20 magneto and harness.

= Flown the ai= rplane 10 hrs now=20 on 75% + but still have the problem. Any= =20 id=C3=A9e?

= &nb= sp;

= Per=

= OY-JCP

= LNC=20 2

= &nb= sp;

= &nb= sp;

= &nb= sp;

 

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