I recently received a letter asking about engine break-in following overhaul. This is a subject that should be of interest to everyone, even though you may never actually have the opportunity to break-in an engine during your flying years.
Q: I have a Glasair with a Lycoming IO-360-B1E engine. After reading your article in the May 11 issue, I tried to get a copy of Lycoming’s SI1325A to see if I should change the timing from 25 to 20 degrees BTDC, but was not able to find that instruction. Can you help?
RON WALTERS, via email
Lycoming Engines will release Service Instruction SI-1070S in the fall, which will add 20 engines to the list of models approved for use on UL 91 unleaded avgas and bringing the total number approved to 55. With the move, Lycoming officials continue to call for UL100 as a fleetwide solution to replacing 100LL.
Zenith Aircraft Co. will host its first-ever “Engine Day” next Thursday, July 26, at the company’s exhibit at AirVenture in Oshkosh. The company will have a number of Zenith aircraft with different powerplants on display, as well as representatives from a number of engine manufacturers.
Q: I have a factory reman Lycoming O-540 E4B5 with 300 hours and 2.5 years on it. At idle (1,000 rpm), my JPI is showing alarms on the #1 EGT for having a large differential — #1 EGT is only 600° while the rest are 1,200-1,300°. Above 1,500 rpm and higher everything seems fine with normal readings and maybe #1 CHT a little lower, but I expect that since it is first in the airstream. I have full data printouts from the JPI.
I have checked the plugs even though my mag checks are fine and replaced the probe on #1 EGT with no change. I’m scared to think I have stuck valves. [Read more...]
Q: I am an A&P, and have been in aviation since 1990. I once worked with another mechanic who told me that if you pull a piston out of a cylinder, you must replace the rings and hone the cylinder. He is the only tech I have heard say this — until I read your article What’s best? A flush or overhaul?
You stated: “If oil starvation is suspected, you may want to remove the #1 cylinder (leave the piston in the cylinder so you don’t have to hone the cylinder and install new rings) and remove the connecting rod from the crankshaft.” Can you explain this? Is there a Service Bulletin or other directive that explains this practice? Thanks for sharing your knowledge with us.
TOM THROSSEL, via email
AVweb is reporting that Mattituck Services, one of the northeast’s longest-established engine shops, will close at the end of May, according to officials at Continental Motors, who said that some of the 23 affected employees will move to Continental’s facility in Fairhope, Alabama, which offers similar services on overhauls and factory service.
In a product launch somewhat comparable to an Apple product event, BRP Rotax recently drew a large group of attendees to its facility in Gunskirchen, Austria, to launch its new 912 iS engine. In the tech world, “i” means Internet. In the light aviation world, or more specifically BRP Rotax’s world, “i” now means injected.
Your blogger briefly mentioned the engines on display at AERO Friedrichshafen 2012 in a previous report on April 22. With Europe’s largest general aviation show now two weeks past, I thought it was time to provide a few more details. With the previous two shows having focused great attention on electric propulsion, AERO organizers wisely chose 2012 to showcase advances in piston and turbine engines, and there was a great deal to see indeed.