Message-ID: <001101c0cc88$86766ae0$0d31143f@f3g6s4>
Reply-To: "dfs" <dfs@gateway.net>
Reply-To: lancair.list@olsusa.com
From: "dfs" <dfs@gateway.net>
To: "Lancair list" <lancair.list@olsusa.com>
Subject: RE: LNC2 operation - CHT issues
Date: Mon, 23 Apr 2001 23:33:49 -0700
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To Matt Hapgood:

If you have that much evidence of preignition or detonation, you 'd better
have that puppy bore-scoped or even have the offending jug pulled for a
look-see!! It doesn't take much of that at all to turn your $20,000 air pump
into a very expensive boat anchor.

And for some reason with a Lycoming, even more so than with a Continental
(according to a FBO from whom I used to rent a Piper Dakota [Continental
engine] that was involved in a misfueling incident). His comment was that,
following getting a load of Jet-A contaminated avgas, had I been flying
behind a Lyc on the ensuing 2.5 hour leg, I'd probably have gone down in the
the lava fields in the middle of the Snake River Valley in southern Idaho.

((My old college english prof would be rolling furiously in his grave if he
ever saw that last overly long sentence)).

Very short bouts (perhaps minutes) of preignition/detonation can weaken
pistons, at the least, and burn holes in them at the worst! Have a very
competent wrench diagnose your engine before you bet your a** in the
airplane again - a catastrophic failure could be only minutes away!

Dan Schaefer

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