Today's Message Index:
----------------------
1. 06:15 PM - Run-in and Break-in (J. Oberst)
2. 06:42 PM - Re: Run-in and Break-in (Cy Galley)
Message 1
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| Subject: | Run-in and Break-in |
--> Engines-List message posted by: "J. Oberst" <joberst@cox-internet.com>
I have overhauled a Lycoming O360-A1D, and have put it in a just-completed
Glasair II. I am trying to figure out how to go through the required run-in
and break-in while also doing what's appropriate for a new homebuilt. The
problem is that I need to ground-run the engine for an hour to satisfy the
FAA, and I also need to do significant taxi testing to satisfy the test
pilot - me. I have discussed this with a number of people. At my airport,
I get comments covering the spectrum... from "just do what you need to for
safety; you can always redo the cylinders" to "run it like you need to, it
will probably be fine" to "just run the engine a little to be sure it works,
and then fly".
ECI seems to have the clearest recommendation, which is to build a shroud
above the engine to catch the air from the prop (I do not have a club) and
push it down past the cylinders (which are chrome, and therefore quite
sensitive to overheating). This may let me put several hours on the engine
without exceeding the temperature limitations - I think. I have a VMS1000,
so should have all the engine instrumentation I need.
Has anyone on this list ever done this, or had experience with someone else
doing it? Any comments on the general procedure?
Jim Oberst
Message 2
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| Subject: | Re: Run-in and Break-in |
--> Engines-List message posted by: "Cy Galley" <cgalley@qcbc.org>
Didn't the rebuilder test run the engine? At the risk of sounding stupid,
where is it written that the FAA "requires" an hour of ground time?
Cy Galley
Editor, EAA Safety Programs
cgalley@qcbc.org or experimenter@eaa.org
----- Original Message -----
From: "J. Oberst" <joberst@cox-internet.com>
Subject: Engines-List: Run-in and Break-in
> --> Engines-List message posted by: "J. Oberst" <joberst@cox-internet.com>
>
> I have overhauled a Lycoming O360-A1D, and have put it in a just-completed
> Glasair II. I am trying to figure out how to go through the required
run-in
> and break-in while also doing what's appropriate for a new homebuilt. The
> problem is that I need to ground-run the engine for an hour to satisfy the
> FAA, and I also need to do significant taxi testing to satisfy the test
> pilot - me. I have discussed this with a number of people. At my
airport,
> I get comments covering the spectrum... from "just do what you need to for
> safety; you can always redo the cylinders" to "run it like you need to, it
> will probably be fine" to "just run the engine a little to be sure it
works,
> and then fly".
>
> ECI seems to have the clearest recommendation, which is to build a shroud
> above the engine to catch the air from the prop (I do not have a club) and
> push it down past the cylinders (which are chrome, and therefore quite
> sensitive to overheating). This may let me put several hours on the
engine
> without exceeding the temperature limitations - I think. I have a
VMS1000,
> so should have all the engine instrumentation I need.
>
> Has anyone on this list ever done this, or had experience with someone
else
> doing it? Any comments on the general procedure?
>
> Jim Oberst
>
>
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