Posted for "Matt Hapgood" <matt.hapgood@alumni.duke.edu>:

  John,

  The shop has told me the same thing - this engine (IO-360) is notorious for
  break-in problems.

  That's why I am going to remove it from the plane and let them break it in
  on their test stand.

  Matt


--

Lindy Whiteway wrote:
> > Luckily, we have never had any oil consumption
> problems in my Sierra, either before or after we put
> on the new cylinders a few months ago.  With about 25
> hours on the new cylinders, we burn about a quart
> every six hours or so, running Aeroshell 80 straight
> mineral oil, and the oil stays pretty clean.  We'll be
> switching to AD oil at the 50 hour mark, per the
> Lycoming overhaul manual.
> > I've done a lot of reading about top and major
> overhaul procedures.  Light Plane Maintenance has
> published several books on the subject as well as many
> articles.  Kas Thomas was the principal author and
> formerly published a newsletter called TBO Advisor.
> As I recall, the critical part is the run-in and
> break-in of the new or overhauled parts.  Running the
> engine pretty hard (75% power) at varying RPM, then
> changing power settings, some 100% power runs such as
> on takeoff and climb, etc.  Babying the engine during
> this time seems to cause most of the problems with
> ring seating (or not, as in John's case).  He's
> probably correct about the problem being blow-by, not
> the ignition.  The only solution that I'm aware of is
> to pull the cylinders, inspect, re-hone (critical
> step), and install new rings, then break in again.
> How do the plugs look?  Is timing set properly?  Oil,
> EGT, and CHTs normal?
>