Today's Message Index:
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1. 06:13 PM - Re: My new partner Ken (Bill Bow)
2. 06:19 PM - Re: My new partner Ken (Bill Bow)
3. 09:41 PM - Re: 500A IO-550 Conversion (BobsV35B@aol.com)
Message 1
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| Subject: | My new partner Ken |
Good Luck.
bilbo
-----Original Message-----
From: owner-commander-list-server@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of
brent-mueller@comcast.net
Sent: Friday, August 24, 2007 11:01 PM
Subject: Commander-List: My new partner Ken
<aerocommander-560e@comcast.net>
Hello everyone,
Just wanted all to know, I have a new partner in the AC-560E. I am sure he
will be surfing thru this good site & asking questions. Please give him a
warm welcome. His name is Ken.
Have a great weekend.
Brent - N224HA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130911#130911
Message 2
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| Subject: | My new partner Ken |
Welcome Ken!
bilbo
-----Original Message-----
From: owner-commander-list-server@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of
brent-mueller@comcast.net
Sent: Friday, August 24, 2007 11:01 PM
Subject: Commander-List: My new partner Ken
<aerocommander-560e@comcast.net>
Hello everyone,
Just wanted all to know, I have a new partner in the AC-560E. I am sure he
will be surfing thru this good site & asking questions. Please give him a
warm welcome. His name is Ken.
Have a great weekend.
Brent - N224HA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=130911#130911
Message 3
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| Subject: | Re: 500A IO-550 Conversion |
Good Evening Ken,
Please do not consider this as being any effort to shoot the messenger!
However, I very respectfully disagree with the gentleman's impression of the
engine. I think it is far and away the best effort Continental has produced
in the last fifty years.
Having said that, I also feel Continental has suffered greatly from poor
quality control of their products during the past fifteen years or so. The move
from Michigan to Mobile resulted in the loss of a dedicated work force that
has been hard to replace.
If you have a chance to discuss this with the Continental management, they
will agree that there have been some problems, but they are confident those
bad times are behind them.
There was a rash of cylinder problems in the nineties that most folks will
agree was due to a practice of running the engine not rich enough when at high
power settings.
The 550 is capable of putting out a lot of power and it takes a lot of fuel
to keep it cool at those high power settings.
I like to set up a freshly majored 550 at around thirty-one to thirty-two
GPH for the initial takeoff until such time as the fuel balance can be
determined. Once it has been assured that the distribution between the cylinders
is
reasonable, I like to see about twenty-nine GPH for a sea level, standard
conditions, takeoff.
Unfortunately, most mechanics seem hesitant to push that much fuel through
the engine.
Rather than get into an argument as to how much fuel is needed to develop
that sort of power, may I tell of my experience with the engine? I had one
installed in my Bonanza at the height of Continental's problem time frame. It
was
in 1996.
It was without doubt the best money I have ever spent on any airplane. The
increase in performance was a LOT more than I had anticipated. That engine
currently is ready to be replaced and it has never had any jug removed. It has
suffered from the Continental valve leakage problems during it's regular
compression check, but by following the Continental recommendations on using a
calibrated orifice and checking low cylinders with a borescope, the engine has
easily made it to TBO. I currently have another 550 being built up by a
boutique engine shop to replace the factory remanufactured one that I first had
installed.
Since that time, two of our sons have purchased 550s that were rebuilt by a
custom overhaul shop and both those engines have performed marvelously
without suffering the low compression readings common with those 1990 through
1999
factory cylinders. It is my understanding that Continental had gone to the
practice of using pre fit valves instead of seating them individually as had
been done in the past. While that led to bad compression checks, it did not
seem to cause any serious leakage under actual operating conditions. That is
why Continental developed their special Service Bulletin which includes using
the calibrated orifice and the borescope to ascertain the suitability of
continued operation of the cylinders.
There is no doubt that I can find you plenty of folks who will tell you that
the 550 is no good. I can easily find you another couple of hundred users
who think as I do.
There is also no doubt that the engine does need to be set up properly.
Most of the earlier Bonanza installations used an Altitude Compensating Fuel
Pump. That system works great, but it takes a bit more care to be set up
properly. Beech has quit using it.
A few old line mechanics don't care to learn how to do the setup and that
can cause problems. Continental has a very complete set of instructions and if
they are followed by the operator, the Altitude Compensating Pump works great.
No need to lean on takeoff at higher elevations and altitude changes can be
made without the necessity of constant adjustment.
We who have those pumps and have had then set up as Continental has advised
have had great results.
This has been a bit if a rambling discourse and for that I am sorry, but as
in so many cases of opinions, it is hard to know where to start. As I said
earlier, I consider it to be a great engine. It is light and powerful. When the
fuel control is setup the way the manufacturer suggests, it works
wonderfully. Those folks who chose to run high powers with lean mixtures have
encountered problems, but those of us who have chosen to operate them within the
design parameters have had excellent performance. In fact, we who operate them
at
lower powers on the lean side of peak EGT have had exceptional service from
the engines. I would be happy to discuss specifics with anyone who has the
time and the data to share.
The IO-550-B is a marvelous engine!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 8/23/2007 8:33:32 P.M. Central Daylight Time,
KenWHyde@aol.com writes:
Guys,
When I saw this e-mail regarding the IO-550 conversion, I thought this is
great...then I called a friend who bought a NEW Beech A36 with all the horns
and whistles about 5 years ago and I ask him about the IO-550. The man knows
engines...and he says "I It is the most disgusting, badly engineered piece of
machinery that I can remember buying. I have had to replace at least three
cylinders in 1000 hours and I am now having to replace the whole engine because
corrosion has ruined the cylinders, camshafts and followers. All of this in
spite of following Continental's book recommendations, Flight Safety's cooling
rec's. and changing the oil every 25 hours. It is the worst aircraft engine
I have ever owned and is the first that I've owned since new."
"Can you believe corrosion on an engine that averages more than 150 hrs a
year. (always hanger kept)
It never actually broke down in flight!" A friend of his has a A36 plus a
Baron...same engine..lots of problems, Baron making metal both engines. New
airplanes guys. I'm sure others have heard the war stories. Hey, don't shoot
me....I am just relaying the message.
http://discover.aol.com/memed/aolcom30tour
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