Today's Message Index:
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1. 06:35 AM - Re: Metal In Oil Filters (Anthony Royal)
2. 06:36 AM - Re: Re: Metal In Oil Filters (Anthony Royal)
3. 06:54 AM - (Robert Schwartz)
Message 1
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| Subject: | Re: Metal In Oil Filters |
Been a great airplane. The only squawk is the tail sometimes fails to retri
m to the selected flap setting. Have checked and cleaned the microswitches
in the wing and cleaned the flap switches. =C2-Doesn't do it all the time
but you know it when it does. Guess the trim motor is the next check
On Sunday, March 5, 2017 7:09 PM, William Geipel <l129bs@gmail.com> wro
te:
Hand picked all 37 29/39s.
On Mar 5, 2017, at 07:17, Anthony Royal <skyking76t@verizon.net> wrote:
That you did, my friend. Been a great aircraft.
Did you go to the Czech Republic to pick out the aircraft? I believe Rick W
orringer said you did.
On Saturday, March 4, 2017 11:41 PM, William Geipel <l129bs@gmail.com>
wrote:
That=99s because I imported only top-o-the-line jets.IMHO
We paid extra for the carbon.
On Mar 4, 2017, at 19:46, Anthony Royal <skyking76t@verizon.net> wrote:
I have to add I have never found any metal in my oil filter screens. A litt
le carbon but other than that always been clean
On Saturday, March 4, 2017 8:28 PM, Bill Culberson <migfighter42@gmail.
com> wrote:
I have to say, I would not fly it until you had absolute confidence that th
e engine was not making metal. I would tie it down and fun it for a WHILE
=C2- at flying RPMs and then see how the filter/ oil analysis works, don'
t fly till your sure.
The L-29 is one of the best flying jet trainers in the world with the best
safety record. Don't be a statistic.
Bill Culberson
Red Star Aero Services
N39DE
Sent from my iPhone
> On Mar 4, 2017, at 1:18 AM, DangerJet <apredictableecho@gmail.com> wrote:
>
>
> After the first flight of my plane (since import), and the associated lon
g duration high power engine run, I drained the oil, and removed and cleane
d the filters. The oil was free of any visible FOD, (sample sent for oil an
alysis), but when I washed the 3 filters I did find a number (maybe 15 part
icles per filter) of very small (barely visible) metal pieces. They were cl
early ferrous (they stuck to my magnet).
> Should I be worried? The airplane sat for a lot of years before this run.
>
> The temps and pressures are all good, and the EGT is good. The spooldown
takes a while (indicated not damaged bearings), but there is a noise on spo
oldown (almost like a clicking) below ~200 rpm, audible from near the inlet
s.
>
> I am concerned about potential corrosion/damage to the bearings from sitt
ing, any thoughts?
>
> My current plan is to do another engine run, another flight (less than 30
minutes), come back, and drain the oil again to see if more metal has accu
mulated. Is this reasonable?
>
> Thanks!
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=466849#466849
>
>
>
>
>
>
>
>
Message 2
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| Subject: | Re: Metal In Oil Filters |
I went to Lycoming service and overhaul school/factory training and Lycomin
g says up to half a teaspoon of metal is acceptable. Personally, I think th
at is way, way too much.=C2-
The M701 is a different beast too. I would run it or maybe fly over the air
port, in case of an emergency landing, and check the oil again...maybe seve
ral times
Bob Schwartz, Bill Culberson, and William Geipel have owned L29's for a lon
g time and have a lot of experience and are very knowledgeable.
On Sunday, March 5, 2017 11:52 AM, DangerJet <apredictableecho@gmail.co
m> wrote:
Tony,
Yeah, I was reading through Lycoming's guide for acceptable metal contents
(the only official reference I could find on the subject of metal in oil).
Speaking to some jet engine mechanics at work, they all seem to agree that
the engine needs to run more and then be checked again.
Before I first ran it, I motored it a number of times over the course of a
couple days to get oil pressure up. It had sat for at least 12 years from m
y understanding.
Thanks for your replies everyone, I will keep you posted!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=466890#466890
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
Message 3
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The M701p engine does have a stellar history of reliability in military ser
vice. However the maximum life of 500 hours and engine runups when not in u
se are strictly followed. The engine gets a more relaxed use in civil opera
tion and failures are rare. The extended periods of civil inactivity is def
initely not good for the bearings. =C2-That said I would either ground ru
n it for a period or fly directly over the airport, while maintaining a saf
e glide altitude. =C2-No lower than high keyHow many hours are in the eng
ine since last overhaul and when was the overhaul performed.
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