X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 20 Oct 2010 15:36:32 -0400 Message-ID: X-Original-Return-Path: Received: from nskntqsrv03p.mx.bigpond.com ([61.9.168.237] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with ESMTP id 4520631 for lml@lancaironline.net; Wed, 20 Oct 2010 08:29:28 -0400 Received-SPF: pass receiver=logan.com; client-ip=61.9.168.237; envelope-from=frederickmoreno@bigpond.com Received: from nskntotgx04p.mx.bigpond.com ([58.164.234.163]) by nskntmtas03p.mx.bigpond.com with ESMTP id <20101020040726.NQZT5331.nskntmtas03p.mx.bigpond.com@nskntotgx04p.mx.bigpond.com> for ; Wed, 20 Oct 2010 04:07:26 +0000 Received: from Razzle ([58.164.234.163]) by nskntotgx04p.mx.bigpond.com with ESMTP id <20101020040724.ZFZL6348.nskntotgx04p.mx.bigpond.com@Razzle> for ; Wed, 20 Oct 2010 04:07:24 +0000 From: "Frederick Moreno" X-Original-To: "'Lancair Mailing List'" Subject: Performance Engines Perfidy X-Original-Date: Wed, 20 Oct 2010 12:07:17 +0800 X-Original-Message-ID: <001d01cb700c$4ad877d0$e0896770$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001E_01CB704F.58FBB7D0" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: ActwDEiq9/R516WFSci/8LDKTtRwkA== Content-Language: en-au X-RPD-ScanID: Class unknown; VirusThreatLevel unknown, RefID str=0001.0A150203.4CBE6AFE.00A1,ss=1,fgs=0 This is a multi-part message in MIME format. ------=_NextPart_000_001E_01CB704F.58FBB7D0 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable per=C2=B7fi=C2=B7dy=20 deliberate breach of faith or trust; faithlessness; treachery: perfidy = that goes unpunished.=20 =20 Here is the last bit of data on my 170 hour IO-550 from Performance = Engines, now having completed final inspection and starting rebuild.=20 =20 The crankcase was cracked between the no. 5 cylinder and the alternator. = It was shipped to a crankcase specialist who found that while the crack = was repairable, measurements of the crankcase halves showed that one had = been already machined beyond limits so that its deck height was below = specification while the other half still had significant metal to permit = remachining. That is, they were far from matching one another, as = required. =20 =20 The remachining is required after weld to remove distortion. It consist = of two steps: first the mating halves are lightly cut, and then the = crankshaft bearing seats are remachined to make them round again. One = half was OK, the other already machined beyond limits. Since a cardinal = rule is to never mix crankcase halves, the one half causes the whole = assembly to become scrap.=20 =20 So here we have a beyond limits crankcase that can be added to the = earlier list of parts that were found to be worn beyond limits, yet = reinstalled in my engine:=20 =20 1. The oil sump requires weld repair, various dents, one significant = chaff, and the thickness of the metal where it has been modified around = the drain hole is extremely thin. =20 2. Oil filter stud is the old style and needs to be replaced to = incorporate the new style =20 3. The starter shaft is worn beyond manufactures limits, requires new = shaft as it is already at the last regrindable limit. =20 4. The starter worm gear is worn beyond manufactures limits, requires = new gear as it is already at the last regrindable limit. =20 5. The starter worm shaft is excessively worn / splayed at the starter = motor engagement end requires a new or serviceable shaft. =20 6. The alternator face gear has wear / pitting on the teeth, requires = new or serviceable gear. =20 7. The connecting rods require overhaul, as the big end tunnel bore is = oval and stretched. =20 Add to this my refusal to reuse the 11 unbroken rocker arms (at about = $380 each), and you conclude that the engine was junk when it came from = Ron Munson=E2=80=99s shop, and it will be about $36K+ to bring it up to = entirely new standards.=20 =20 What Performance Engines has done to us is beyond belief. Dipping them = in a boiling pot of well-used W100 oil would be appropriate.=20 =20 Guys, as noted previously, we have to report our findings to the FAA. = Be sure to do so. =20 =20 And be careful. There is stuff floating around out there that could = give you a very bad day =E2=80=93 or much worse.=20 =20 Furious but Chastened Fred, all limbs still connected and functioning =20 ------=_NextPart_000_001E_01CB704F.58FBB7D0 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

per=C2=B7fi=C2=B7dy

deliberate breach of faith or trust; = faithlessness; treachery: perfidy that goes unpunished.

 

Here is the last bit of data on my 170 hour IO-550 = from Performance Engines, now having completed final inspection and starting rebuild.

 

The crankcase was cracked between the no. 5 = cylinder and the alternator.=C2=A0 It was shipped to a crankcase specialist who found = that while the crack was repairable, measurements of the crankcase halves showed that = one had been already machined beyond limits so that its deck height was below specification while the other half still had significant metal to permit remachining.=C2=A0 That is, they were far from matching one another, as = required.=C2=A0

 

The remachining is required after weld to remove distortion.=C2=A0 It consist of two steps: first the mating halves are = lightly cut, and then the crankshaft bearing seats are remachined to make them round = again.=C2=A0 One half was OK, the other already machined beyond limits.=C2=A0 Since a = cardinal rule is to never mix crankcase halves, the one half causes the whole = assembly to become scrap.

 

So here we have a beyond limits crankcase that can = be added to the earlier list of parts that were found to be worn beyond limits, = yet reinstalled in my engine:

 

  1. The oil sump requires weld = repair, various dents, one significant chaff, and the thickness of the = metal where it has been modified around the drain hole is extremely = thin.

 

  1. Oil filter stud is the old = style and needs to be replaced to incorporate the new = style

 

  1. The starter shaft is worn = beyond manufactures limits, requires new shaft as it is already at the = last regrindable limit.

 

  1. The starter worm gear is = worn beyond manufactures limits, requires new gear as it is already at = the last regrindable limit.

 

  1. The starter worm shaft is = excessively worn / splayed at the starter motor engagement end requires a new = or serviceable shaft.

 

  1. The alternator face gear = has wear / pitting on the teeth, requires new or serviceable = gear.

 

  1. The connecting rods = require overhaul, as the big end tunnel bore is oval and = stretched.

 

Add to this my refusal to reuse the 11 unbroken = rocker arms (at about $380 each), and you conclude that the engine was junk when it = came from Ron Munson=E2=80=99s shop, and it will be about $36K+ to bring it = up to entirely new standards.

 

What Performance Engines has done to us is beyond = belief.=C2=A0 Dipping them in a boiling pot of well-used W100 oil would be = appropriate.

 

Guys, as noted previously, we have to report our = findings to the FAA.=C2=A0 Be sure to do so.=C2=A0

 

And be careful.=C2=A0 There is stuff floating = around out there that could give you a very bad day =E2=80=93 or much worse. =

 

Furious but Chastened Fred, all limbs still = connected and functioning

 

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