X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 18 Mar 2014 07:50:30 -0400 Message-ID: X-Original-Return-Path: Received: from col0-omc3-s8.col0.hotmail.com ([65.55.34.146] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6784744 for lml@lancaironline.net; Tue, 18 Mar 2014 05:59:12 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.55.34.146; envelope-from=peterpawaviation@hotmail.com Received: from COL129-W23 ([65.55.34.137]) by col0-omc3-s8.col0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Tue, 18 Mar 2014 02:58:37 -0700 X-TMN: [Q2Nkhe/fpO8ABFDk5VAr4hiCoarz2j4v] X-Originating-Email: [peterpawaviation@hotmail.com] X-Original-Message-ID: X-Original-Return-Path: peterpawaviation@hotmail.com Content-Type: multipart/alternative; boundary="_123da2ad-8eb6-4c72-96de-b8cbfe6eb50c_" From: PETER WILLIAMS X-Original-To: "lml@lancaironline.net" Subject: HOW OLD IS THAT ENGINE X-Original-Date: Tue, 18 Mar 2014 05:58:37 -0400 Importance: Normal MIME-Version: 1.0 X-OriginalArrivalTime: 18 Mar 2014 09:58:37.0751 (UTC) FILETIME=[A1FD9C70:01CF4290] --_123da2ad-8eb6-4c72-96de-b8cbfe6eb50c_ Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable HI THERE There are TWO numbers suggested for TBO. one we are all familiar with=2C which is the number of hours of operation and=20 the other we tend to ignore=2C which is the number of years in service. i believe that it is twelve years or some similar number of years. i personally have ignored this "timing out of the engine" somewhat to my own peril. over the course of my ownership of Large Continental Engines=2C i have had three engine that needed overhaul due to ravages of time= =2C as opposed to wearing out. we all know about the "soft" cylinders" on Continental Engines=3B=20 That i have lived with and the regular replacement of of a= cylinder of two but=2C the problem that causes engines to be overhauled is Lifters and Camshafts= . and=2C Lifters tend to have spalling=2C (the erosion of the rubbing surfa= ce of the cam follower-lifter) which leads to excessive Camshaft wear.=20 and ironically=2C this wear is less likely in an engine that has been used = a lot and regularly. or to wit. a high time engine. i am intimately familar with this problem because=2C recently=2C a cylinder= removal led to examining lifters which led to having to overhaul an engine= that had 850 hours TT. the engine had been installed in the late 90's yes=2C it was out of Calender time...which i ignored when i bought the airp= lane. how to prevent this problem=2C fly a lot=3B and starting the engine and run= ning it once a month is not a good solution and may exacerbate the problem.= it is the buildups of moisture and acids in the engine over time that lea= ds to these failures Conversely=2C CapeAir=2C has over 150 Continental TSIO520's that have FAA approval for a = TBO of 2=2C500-2=2C700 hours=2C because of the high utility of the aircraft= . (yes=2C that FAA) and=2C the aircraft that were used for fish spotting in the northeast were = going 5=2C000 to 6=2C000 hours between overhauls=3B those planes were often= flown 10 hours a day=2C day in and day out. so Calendar time matters=2C for me three time peter =20 =20 = --_123da2ad-8eb6-4c72-96de-b8cbfe6eb50c_ Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

HI THERE

There are TWO nu= mbers suggested for TBO.

one =3B we are all familiar with= =2C which is the number of hours of operation

and

the oth= er we tend to ignore=2C which is the number of years in service.
&nb= sp=3B =3B =3B i believe that it is twelve years or some similar nu= mber of years.

i personally have ignored this "timing out of the eng= ine"
=3B =3B =3B somewhat to my own peril.

over th= e course of my ownership of Large Continental =3B Engines=2C
= =3B =3B =3B =3B =3B i have had three engine that needed ove= rhaul due to ravages of time=2C as opposed to wearing out.

we all kn= ow about the "soft" cylinders" on Continental Engines=3B
=3B = =3B =3B =3B =3B =3B =3B =3B =3B =3B =3B= =3B =3B =3B =3B =3B That i have lived with and the reg= ular replacement of of a cylinder =3B of two
but=2C
=3B the = problem that causes engines to be overhauled is Lifters and Camshafts.
<= br>and=2C
=3B =3B =3B =3B =3B =3B =3B = =3B Lifters tend to have spalling=2C (the erosion of the rubbing surface of the cam follower-lifter= ) which leads to excessive Camshaft wear.
and ironically=2C this wear i= s less likely in an engine that has been used a lot and regularly. or to wi= t. a high time engine.

i am intimately familar with this problem bec= ause=2C recently=2C a cylinder removal led to examining lifters which led t= o having to overhaul an engine that had 850 =3B hours TT. the engine ha= d been installed in the late 90's

yes=2C
=3B =3B =3B= =3B =3B =3B it was out of Calender time...which i ignored when= i bought the airplane.

how to prevent this problem=2C fly a lot=3B = and starting the engine and running it once a month is not a good solution = and may exacerbate the problem. =3B it is the buildups of moisture and = acids in the engine over time that leads to these failures

Conversel= y=2C

CapeAir=2C has over 150 Continental TSIO520's that have FAA app= roval for a TBO of 2=2C500-2=2C700 hours=2C because of the high utility of = the aircraft.
=3B (yes=2C that FAA)

and=2C the aircraft that= were used for fish spotting in the northeast were going 5=2C000 to 6=2C000= hours between overhauls=3B those planes were often flown 10 hours a day=2C= day in and day out.

so Calendar time matters=2C for me three time
peter

=3B =3B =3B =3B =3B&nbs= p=3B =3B =3B =3B =3B =3B =3B =3B =3B = =3B =3B
=3B

= --_123da2ad-8eb6-4c72-96de-b8cbfe6eb50c_--