Today's Message Index:
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1. 02:58 AM - Re: Hello world... (Ron Bell)
2. 05:52 AM - Re: Hello world... (jrc)
3. 06:10 AM - Re: Hello world... (Jack Cunniff)
4. 07:42 AM - Re: Hello world... (ACROGUY@aol.com)
5. 08:43 AM - Re: Hello world... (Jack Cunniff)
6. 09:45 AM - Re: Hello world... (jrc)
Message 1
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--> Piper-List message posted by: "Ron Bell" <rbell@hpavet.com>
Conned the FAA? Boy is that an understatement. You can't "CON" the FAA,
they only accept CASH!! <LOL>
Ron
-----Original Message-----
[mailto:owner-piper-list-server@matronics.com] On Behalf Of Kelly McMullen
Sent: Thursday, July 27, 2006 12:47 AM
--> Piper-List message posted by: Kelly McMullen <kellym@aviating.com>
Well, I'm the instigator that suggested some folks at a semi-failing
list move over here. I own a Mooney, have worked on a Cherokee or two,
and a few months ago conned the FAA into giving me an IA certif.
Ron Bell wrote:
> --> Piper-List message posted by: "Ron Bell" <rbell@hpavet.com>
>
> Well, the matronics lists I've tracked all tend to be pretty focused,
> although they get off track sometimes. Of course that's where the Do
> Not Archive anywhere in the message comes in. To keep on topic,
> though, I think I'll go flying tomorrow after work. ;-)
>
> Ron
>
> -----Original Message-----
> [mailto:owner-piper-list-server@matronics.com] On Behalf Of Jack
> Cunniff
> Sent: Wednesday, July 26, 2006 4:11 PM
>
>
> --> Piper-List message posted by: "Jack Cunniff"
> --> <jack.cunniff@gmail.com>
>
> Hey, Ron.
>
> But as has been pointed out, even this type of chit-chat isn't
> appropriate, re the charter for this listserv. I'll stay tuned, but I
> think that it's not the right listserv for the conversations we
> have...
>
> (healthcare, politics, financial imperialism... oh, and Oshkosh are
> the current topics on the "home" list... and it really doesn't belong
> on the Matronics list, so we've got to take it elsewhere.)
>
> Good to see you here, though!
>
> -Jack
>
> On 7/26/06, Ron Bell <rbell@hpavet.com> wrote:
>> --> Piper-List message posted by: "Ron Bell" <rbell@hpavet.com>
>>
>> Imagine running it to you here, Jack. I think your's is probably the
>> second post on this list this year.
>>
>> Ron Bell
>> C-172 Ashland, VA
>>
>> -----Original Message-----
>> [mailto:owner-piper-list-server@matronics.com] On Behalf Of Jack
>> Cunniff
>> Sent: Wednesday, July 26, 2006 7:36 AM
>>
>>
>> --> Piper-List message posted by: "Jack Cunniff"
>> --> <jack.cunniff@gmail.com>
>>
>> Roll call, please?
>>
>> -Jack Cunniff
>> '72 Arrow, Norwood, MA
>> Piper@ reference from another email list
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Message 2
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| Subject: | Re: Hello world... |
On small Continental engines, the Cub Club recommends silver soldering a
tube extension into the oil breather elbow so that extends to the
midline of the engine (2.75 inches for the Continental). It works. I
don't know what the dimension would need to be for the Lycoming, nor do
I know if there would be any interference or obstruction in the
Lycoming. Nor do I know how much trouble it might be to 337 it for the
Lycoming. On a C-85-12F, it cut the oil leakage by about 75%.
----- Original Message -----
From: ACROGUY@aol.com
To: piper-list@matronics.com
Sent: Wednesday, July 26, 2006 9:35 PM
Subject: Re: Piper-List: Hello world...
Hey Guys,
Thanks for all the input! It's a 12 quart system that we've started
only putting 10 quarts into. The problem it that it seems to be happy
(not blowing any overboard) at 6.5 quarts. 6.5 quarts makes me waaaaay
too nervous as that doesn't seem to be enough volume for adequate
cooling. (Although the oil temp gauge shows well within the green arc)
The rubber oil vent lines were extended about four inches past the
cowl opening on the bottom of the airplane so I cut them back
flush......didn't work.
Again, thanks for the input.
Jack Stovall
Message 3
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| Subject: | Re: Hello world... |
On 7/26/06, ACROGUY@aol.com <ACROGUY@aol.com> wrote:
>
>
> Hey Guys,
>
> Thanks for all the input! It's a 12 quart system that we've started only
> putting 10 quarts into. The problem it that it seems to be happy (not
> blowing any overboard) at 6.5 quarts. 6.5 quarts makes me waaaaay too
> nervous as that doesn't seem to be enough volume for adequate cooling.
> (Although the oil temp gauge shows well within the green arc)
>
> The rubber oil vent lines were extended about four inches past the cowl
> opening on the bottom of the airplane so I cut them back flush......didn't
> work.
>
> Again, thanks for the input.
>
> Jack Stovall
Jack, Mike Busch has an article on AvWeb on this topic... here's a small
extract:
Blow-by is when combustion gasses pass from the combustion chamber into the
crankcase, pressurizing the crank case. Oil residue is blown out the
breather onto the belly. Blow-by generally is caused by worn or clogged
rings, so it is a sign of more critical issues. Additionally, if the
crankshaft front seal is worn the airstream can leak past the seal. This
also can pressurize the crank case.
The proper solution is first to assure that your rings are in decent
condition with a compression test as well as a borescope exam. (Clogged
rings can sometimes make for a decent compression test, so if you are using
a quart of oil an hour and it is not primarily a leak, then your rings are
shot regardless of a compression test. Don't fool yourself.)
The next step is to be sure that oil breather lines are clear and routed
properly, since many times these breather lines are never cleaned in decades
and are often misrouted in the course of other maintenance. Proper routing
is critical to proper operation of the breather.
Given that the rings are OK, the breather lines are routed properly and the
front seal is intact, using an air/oil separator is a controversial
solution. If your engine is in good condition there should be no reason to
need one.
Be that as it may, the air/oil separator has a measure of popularity because
it is an "easy" if not always successful fix to the symptom rather than a
fix to the problem. Some users swear by them; others swear at them. It
usually depends on the degree of blow-by you are attempting to control. It
is also very installation-sensitive. If you decide to go this route,
Aircraft Spruce can provide a selection of products here as well.
This was extracted from http://www.avweb.com/news/maint/192337-1.html
-Jack
Message 4
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| Subject: | Re: Hello world... |
In a message dated 7/27/2006 8:11:57 A.M. Central Daylight Time,
jack.cunniff@GMAIL.COM writes:
The proper solution is first to assure that your rings are in decent
condition with a compression test as well as a borescope exam. (Clogged rings
can
sometimes make for a decent compression test, so if you are using a quart of
oil an hour and it is not primarily a leak, then your rings are shot
regardless of a compression test. Don't fool yourself.)
Jack,
The oil loss rate is about 1 quart every 4-5 hours. If it were 1 quart
every hour, it would be top overhaul time for sure.
Jack
Message 5
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| Subject: | Re: Hello world... |
On 7/27/06, ACROGUY@aol.com <ACROGUY@aol.com> wrote:
>
> In a message dated 7/27/2006 8:11:57 A.M. Central Daylight Time,
> jack.cunniff@GMAIL.COM writes:
>
> The proper solution is first to assure that your rings are in decent
> condition with a compression test as well as a borescope exam. (Clogged
> rings can sometimes make for a decent compression test, so *if you are
> using a quart of oil an hour* and it is not primarily a leak, then your
> rings are shot regardless of a compression test. Don't fool yourself.)
>
> Jack,
>
> The oil loss rate is about 1 quart every 4-5 hours. If it were 1 quart
> every hour, it would be top overhaul time for sure.
>
> Jack
>
Hmmm. Well, with the hours you've got on the engine (1300 since new, and no
mention of a top or other major work done), maybe this IS a signal that
you've got more than a breather tube problem... but at the same time, it's
not more than an inconvenience to wipe and buy more oil right now... but
maybe a borescope exam wouldn't be a bad idea, if you want to spend a little
more money on diagnostics. Warm fuzzies are priceless, even if you've got to
spend to get 'em.
I'd say you should be looking at the breather tube first/again/more.
All these are wild guesses - I've got no experience with the 540; my IO360
is an entirely different animal.
Best of luck,
-Jack
Message 6
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| Subject: | Re: Hello world... |
I believe this rate is within Lycomings allowable rate of usage.
----- Original Message -----
From: Jack Cunniff
To: piper-list@matronics.com
Sent: Thursday, July 27, 2006 10:42 AM
Subject: Re: Piper-List: Hello world...
On 7/27/06, ACROGUY@aol.com <ACROGUY@aol.com> wrote:
In a message dated 7/27/2006 8:11:57 A.M. Central Daylight Time,
jack.cunniff@GMAIL.COM writes:
The proper solution is first to assure that your rings are in
decent condition with a compression test as well as a borescope exam.
(Clogged rings can sometimes make for a decent compression test, so if
you are using a quart of oil an hour and it is not primarily a leak,
then your rings are shot regardless of a compression test. Don't fool
yourself.)
Jack,
The oil loss rate is about 1 quart every 4-5 hours. If it were 1
quart every hour, it would be top overhaul time for sure.
Jack
Hmmm. Well, with the hours you've got on the engine (1300 since new,
and no mention of a top or other major work done), maybe this IS a
signal that you've got more than a breather tube problem... but at the
same time, it's not more than an inconvenience to wipe and buy more oil
right now... but maybe a borescope exam wouldn't be a bad idea, if you
want to spend a little more money on diagnostics. Warm fuzzies are
priceless, even if you've got to spend to get 'em.
I'd say you should be looking at the breather tube first/again/more.
All these are wild guesses - I've got no experience with the 540; my
IO360 is an entirely different animal.
Best of luck,
-Jack
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