Today's Message Index:
----------------------
1. 02:10 PM - Re: SB Nose Wheel Report (Bill Watson)
2. 05:59 PM - Engine marathon: Case crack, bad cam, high CHT, stumbling (Tim Lewis)
3. 06:51 PM - Re: RV-10 Fly-in and SB day in FL (Jesse Saint)
4. 06:59 PM - Re: Engine marathon: Case crack, bad cam, high CHT, stumbling (David Saylor)
5. 07:01 PM - Re: Engine marathon: Case crack, bad cam, high CHT, stumbling (Tim Olson)
6. 07:11 PM - Re: SB Nose Wheel Report (Jack Phillips)
7. 07:17 PM - Re: Engine marathon: Case crack, bad cam, high CHT, stumbling (Justin Jones)
8. 07:38 PM - Re: Engine marathon: Case crack, bad cam, high CHT, stumbling (Tim Lewis)
9. 07:47 PM - Re: Engine marathon: Case crack, bad cam, high CHT, stumbling (Justin Jones)
10. 07:47 PM - Glassing over cowl rivets (rvdave)
11. 08:00 PM - Re: Glassing over cowl rivets (Linn Walters)
12. 08:02 PM - Re: Glassing over cowl rivets (David Saylor)
13. 08:07 PM - Re: Glassing over cowl rivets (Danny Riggs)
Message 1
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| Subject: | Re: SB Nose Wheel Report |
On 9/10/2014 10:25 AM, Don McDonald wrote:
I just did the SB inspection and my plate is cracked. I just called in
an order for the cracked kit.
I was hoping for the best but expected the worse since I base on a
'rough' grass strip. How rough? One of my neighbors completed an RV7
and refused to base it here due to the roughness preferring to keep it
at an airport 20mins away (he has since moved).
Details to follow.
Bill "well gee, it's probably a good chance to inspect the engine, it's
mounting and my re-installation skills" Watson
> ------------------------------------------------------------------------
> *From:* Jim Combs <jiminlexky@gmail.com>
> *To:* "rv10-list@matronics.com" <rv10-list@matronics.com>
> *Sent:* Monday, September 8, 2014 7:44 AM
> *Subject:* RV10-List: SB Nose Wheel Report
>
> I did the SB nose wheel inspection this weekend.
>
> Serial: 40192
> Total Hours: 687
> Weight: 1542 lbs
> Empty CG: 108.10
> Nose Wheel Mount Status: No Cracks
>
> Misc: I just installed my third set of main tires / inner tubes and
> second nose wheel tire / tube.
>
> Jim Combs
>
> Do Not Archive
> *
>
>
> *
>
>
> *
>
>
> *
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
Message 2
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| Subject: | Engine marathon: Case crack, bad cam, high CHT, stumbling |
Case crack: During my RV-10 2014 Condition Inspection I found a small
crack in the crank case under the #2 cylinder on my RV-10's IO-540. I
had rebuilt the engine 500 hours earlier. I knew it was a high time case
(6500 hours) with overhauled but high time cylinders, so I had paid
extra attention to looking for cracks. Unfortunately, I found one
(confirmed by dye penetrant). So, of course, the engine had to come of
the airplane and be completely disassembled for crank case replacement.
Ruined cam: Upon splitting the case, I found significant pitting on
several of the tappet bodies. The cam shaft had to be replaced, as did
several tappet bodies. I got a lot of engine assembly assistance from a
well regarded local repair station (Tom Schweitz at Aero Engines in
Winchester, VA he's a super guy to work with). Tom told me that the
cam & tappet damage was caused by rust forming on the cam shaft wear
surface. I fly the RV-10 about 120 hours per year, which was apparently
not adequate to prevent rust on the cam shaft wear surface. Following
Tom's recommendation, I now use a Tempest engine dehumidifier to try to
prevent a recurrence.
CHTs too high (defective electronic ignition): Aero Engines provided me
a very good price on a low time (1500 TTSN) narrow deck crank case.
Since I had the engine torn down anyway, I elected to replace my
existing cylinders (high time, but servicable) with new Lycoming
cylinders. So I was expecting higher than normal CHTs on my first
flights. I found, however, that CHTs remained high even after oil
consumption had stabilized (beyond 10 hours). CHTs would climb above 430
on take off unless I reduced power at about 1000'. CHTs were nearly 430
in low level full throttle flight with mixture full rich. Baffling
checks and all the other proven RV-10 cooling tips from Tim Olsen's
wonderful web site didn't seem to help much. Eventually I began to
suspect advanced timing (thanks, Mike Busch). I found that when I
switched off the Lightspeed electronic ignition all my CHTs in climb and
full power operation were normal. My mag timing was fine. Using an
automotive strobe timing light, I discovered that the Lightspeed
electronic ignition (EI) was stuck at 43 degrees BTDC (!!), and did not
change timing based on manifold pressure. This is a very risky situation
advanced timing reduces detonation margin. A borescope inspection
revealed no signs of detonation damage. A recent Mike Busch webinar
describes a brand new engine being destroyed by advanced timing, so I
feel I dodged a bullet.
I paid Lightspeed to repair the defective EI computer (bad connection on
a timing capacitor, according to Klaus) and to update the hardware to
the latest revision. After reinstalling the EI computer, all CHTs are
now normal.
Power stumble (air leak): At this point, I was hyper attuned to any
engine performance abnormality. I noticed an occasional slight power
reduction for a second or two at a time, when operating at lower power
settings. Based on discussion with a Lycoming tech rep during OSH, I
went on a hunt for any air leaking into the fuel lines. The Lycoming rep
suggested the fuel flow transducer (red cube) as a frequent source of
trouble (including cavitation bubbles). I torqued all fuel fittings
firewall forward. Inside the cabin, I removed the red cube, and
discovered evidence of a fuel seep at the fitting on the forward side of
the cube. After considerable fiddling, I was able to achieve another
turn on the fuel fitting without exceeding the red cube's torque spec.
After reinstalling the red cube, the occasional power stumble in flight
has not recurred.
Several airplane experts have been very helpful to me in this process.
Dick Koehler (IA, tech counselor, EAA Hints for Homebuilders webinar
presenter) was an invaluable source of advice. Tom Schweitz at
Winchester Aero Engines was fabulous to work with. He saved me a bunch
of money on parts, and provided invaluable help getting the project
finished.
--
Tim Lewis -- HEF (Manassas, VA)
A&P
RV-6A N47TD -- 1104 hrs - sold
RV-10 N31TD -- 500 hrs
Message 3
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| Subject: | Re: RV-10 Fly-in and SB day in FL |
I know there is another fly-in that weekend, but most responses have one back for
October 11th. We will talk to the airport manager about camping onsite. We
will see what we can work out. If it is ok, we will let everybody know. Please
continue responding if you plan to make it. The weather should be cooler by then.
Jesse Saint
Saint Aviation, Inc.
352-427-0285
jesse@saintaviation.com
Sent from my iPad
> On Sep 10, 2014, at 9:53 PM, Jesse Saint <jesse@saintaviation.com> wrote:
>
>
> I have been wanting to do this for a while, and have done it in the past. In
the next month or so I would like to have a day, probably a Saturday, that we
can get a bunch of RV-10's together from the SE to our place at X35. We would
plan to BBQ and hang out and talk RV-10's, but I was just thinking that it might
be a great time to get people together to do the new SB inspections and fix,
probably at least for no-cracks planes. Please post here if you would be interested
in something like this and what day or days would work best in the next
4-6 weeks to do it. A plus is that we have equipment to powder coat and also
have some spare parts for those areas in case they are needed.
>
> For those traveling further than comfortable for a single day, we could probably
arrange either accommodations, or a place to camp, or a ride to a hotel as
needed.
>
> Jesse Saint
> Saint Aviation, Inc.
> 352-427-0285
> jesse@saintaviation.com
>
> Sent from my iPad
>
>
>
>
Message 4
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| Subject: | Re: Engine marathon: Case crack, bad cam, high CHT, stumbling |
Tim, thanks for your notes. Can you tell us what kind of oil you were
using? Any additives?
--Dave
On Fri, Sep 12, 2014 at 5:59 PM, Tim Lewis <TimRVator@comcast.net> wrote:
>
> Case crack: During my RV-10 2014 Condition Inspection I found a small
> crack in the crank case under the #2 cylinder on my RV-10's IO-540. I had
> rebuilt the engine 500 hours earlier. I knew it was a high time case (650
0
> hours) with overhauled but high time cylinders, so I had paid extra
> attention to looking for cracks. Unfortunately, I found one (confirmed by
> dye penetrant). So, of course, the engine had to come of the airplane and
> be completely disassembled for crank case replacement.
>
> Ruined cam: Upon splitting the case, I found significant pitting on
> several of the tappet bodies. The cam shaft had to be replaced, as did
> several tappet bodies. I got a lot of engine assembly assistance from a
> well regarded local repair station (Tom Schweitz at Aero Engines in
> Winchester, VA =93 he's a super guy to work with). Tom told me that
the cam &
> tappet damage was caused by rust forming on the cam shaft wear surface. I
> fly the RV-10 about 120 hours per year, which was apparently not adequate
> to prevent rust on the cam shaft wear surface. Following Tom's
> recommendation, I now use a Tempest engine dehumidifier to try to prevent
a
> recurrence.
>
> CHTs too high (defective electronic ignition): Aero Engines provided me a
> very good price on a low time (1500 TTSN) narrow deck crank case. Since I
> had the engine torn down anyway, I elected to replace my existing cylinde
rs
> (high time, but servicable) with new Lycoming cylinders. So I was expecti
ng
> higher than normal CHTs on my first flights. I found, however, that CHTs
> remained high even after oil consumption had stabilized (beyond 10 hours)
.
> CHTs would climb above 430 on take off unless I reduced power at about
> 1000'. CHTs were nearly 430 in low level full throttle flight with mixtur
e
> full rich. Baffling checks and all the other proven RV-10 cooling tips fr
om
> Tim Olsen's wonderful web site didn't seem to help much. Eventually I beg
an
> to suspect advanced timing (thanks, Mike Busch). I found that when I
> switched off the Lightspeed electronic ignition all my CHTs in climb and
> full power operation were normal. My mag timing was fine. Using an
> automotive strobe timing light, I discovered that the Lightspeed electron
ic
> ignition (EI) was stuck at 43 degrees BTDC (!!), and did not change timin
g
> based on manifold pressure. This is a very risky situation =93 adva
nced
> timing reduces detonation margin. A borescope inspection revealed no sign
s
> of detonation damage. A recent Mike Busch webinar describes a brand new
> engine being destroyed by advanced timing, so I feel I dodged a bullet.
>
> I paid Lightspeed to repair the defective EI computer (bad connection on
a
> timing capacitor, according to Klaus) and to update the hardware to the
> latest revision. After reinstalling the EI computer, all CHTs are now
> normal.
>
> Power stumble (air leak): At this point, I was hyper attuned to any engin
e
> performance abnormality. I noticed an occasional slight power reduction f
or
> a second or two at a time, when operating at lower power settings. Based
on
> discussion with a Lycoming tech rep during OSH, I went on a hunt for any
> air leaking into the fuel lines. The Lycoming rep suggested the fuel flow
> transducer (red cube) as a frequent source of trouble (including cavitati
on
> bubbles). I torqued all fuel fittings firewall forward. Inside the cabin,
I
> removed the red cube, and discovered evidence of a fuel seep at the fitti
ng
> on the forward side of the cube. After considerable fiddling, I was able
to
> achieve another turn on the fuel fitting without exceeding the red cube's
> torque spec. After reinstalling the red cube, the occasional power stumbl
e
> in flight has not recurred.
>
> Several airplane experts have been very helpful to me in this process.
> Dick Koehler (IA, tech counselor, EAA =9CHints for Homebuilders
=9D webinar
> presenter) was an invaluable source of advice. Tom Schweitz at Winchester
> Aero Engines was fabulous to work with. He saved me a bunch of money on
> parts, and provided invaluable help getting the project finished.
>
> --
> Tim Lewis -- HEF (Manassas, VA)
> A&P
> RV-6A N47TD -- 1104 hrs - sold
> RV-10 N31TD -- 500 hrs
>
>
===========
===========
===========
===========
>
>
Message 5
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| Subject: | Re: Engine marathon: Case crack, bad cam, high CHT, stumbling |
Wow Tim, you really had the adventure lately! Thanks for posting.
Great tips for things people can look for.
I'm hoping I don't get rust on my cams, considering I'm not down
to about 100 hours per year or maybe even less. What oil are you
using, and are you using camguard? I'm still using exxon elite
for now, but bought 4 cases of Phillips X/C at OSH. Camguard from
everything I've read, is actually a worthwhile rust preventative,
so I'm going to stick with using it. Lots of good info from Aviation
consumer on it. Also, i think I just read within the last week or
two that Continental is going to be testing camguard. It sounds like
they find it intriguing as well. Maybe they'll make it one of their
recommendations officially some day.
Anyway, just some questions for you.
Tim
On 9/12/2014 7:59 PM, Tim Lewis wrote:
>
> Case crack: During my RV-10 2014 Condition Inspection I found a small
> crack in the crank case under the #2 cylinder on my RV-10's IO-540. I
> had rebuilt the engine 500 hours earlier. I knew it was a high time case
> (6500 hours) with overhauled but high time cylinders, so I had paid
> extra attention to looking for cracks. Unfortunately, I found one
> (confirmed by dye penetrant). So, of course, the engine had to come of
> the airplane and be completely disassembled for crank case replacement.
>
> Ruined cam: Upon splitting the case, I found significant pitting on
> several of the tappet bodies. The cam shaft had to be replaced, as did
> several tappet bodies. I got a lot of engine assembly assistance from a
> well regarded local repair station (Tom Schweitz at Aero Engines in
> Winchester, VA he's a super guy to work with). Tom told me that the
> cam & tappet damage was caused by rust forming on the cam shaft wear
> surface. I fly the RV-10 about 120 hours per year, which was apparently
> not adequate to prevent rust on the cam shaft wear surface. Following
> Tom's recommendation, I now use a Tempest engine dehumidifier to try to
> prevent a recurrence.
>
> CHTs too high (defective electronic ignition): Aero Engines provided me
> a very good price on a low time (1500 TTSN) narrow deck crank case.
> Since I had the engine torn down anyway, I elected to replace my
> existing cylinders (high time, but servicable) with new Lycoming
> cylinders. So I was expecting higher than normal CHTs on my first
> flights. I found, however, that CHTs remained high even after oil
> consumption had stabilized (beyond 10 hours). CHTs would climb above 430
> on take off unless I reduced power at about 1000'. CHTs were nearly 430
> in low level full throttle flight with mixture full rich. Baffling
> checks and all the other proven RV-10 cooling tips from Tim Olsen's
> wonderful web site didn't seem to help much. Eventually I began to
> suspect advanced timing (thanks, Mike Busch). I found that when I
> switched off the Lightspeed electronic ignition all my CHTs in climb and
> full power operation were normal. My mag timing was fine. Using an
> automotive strobe timing light, I discovered that the Lightspeed
> electronic ignition (EI) was stuck at 43 degrees BTDC (!!), and did not
> change timing based on manifold pressure. This is a very risky situation
> advanced timing reduces detonation margin. A borescope inspection
> revealed no signs of detonation damage. A recent Mike Busch webinar
> describes a brand new engine being destroyed by advanced timing, so I
> feel I dodged a bullet.
>
> I paid Lightspeed to repair the defective EI computer (bad connection on
> a timing capacitor, according to Klaus) and to update the hardware to
> the latest revision. After reinstalling the EI computer, all CHTs are
> now normal.
>
> Power stumble (air leak): At this point, I was hyper attuned to any
> engine performance abnormality. I noticed an occasional slight power
> reduction for a second or two at a time, when operating at lower power
> settings. Based on discussion with a Lycoming tech rep during OSH, I
> went on a hunt for any air leaking into the fuel lines. The Lycoming rep
> suggested the fuel flow transducer (red cube) as a frequent source of
> trouble (including cavitation bubbles). I torqued all fuel fittings
> firewall forward. Inside the cabin, I removed the red cube, and
> discovered evidence of a fuel seep at the fitting on the forward side of
> the cube. After considerable fiddling, I was able to achieve another
> turn on the fuel fitting without exceeding the red cube's torque spec.
> After reinstalling the red cube, the occasional power stumble in flight
> has not recurred.
>
> Several airplane experts have been very helpful to me in this process.
> Dick Koehler (IA, tech counselor, EAA Hints for Homebuilders webinar
> presenter) was an invaluable source of advice. Tom Schweitz at
> Winchester Aero Engines was fabulous to work with. He saved me a bunch
> of money on parts, and provided invaluable help getting the project
> finished.
>
Message 6
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| Subject: | SB Nose Wheel Report |
I wondered how your RV-10 was faring, Bill. Yours is the roughest strip
I've landed my RV-4 on. Every time I land there I have to tighten my
wheelpant bolts.
Jack Phillips
_____
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bill Watson
Sent: Friday, September 12, 2014 5:06 PM
Subject: Re: RV10-List: SB Nose Wheel Report
On 9/10/2014 10:25 AM, Don McDonald wrote:
I just did the SB inspection and my plate is cracked. I just called in an
order for the cracked kit.
I was hoping for the best but expected the worse since I base on a 'rough'
grass strip. How rough? One of my neighbors completed an RV7 and refused
to base it here due to the roughness preferring to keep it at an airport
20mins away (he has since moved).
Details to follow.
Bill "well gee, it's probably a good chance to inspect the engine, it's
mounting and my re-installation skills" Watson
_____
From: Jim Combs <mailto:jiminlexky@gmail.com> <jiminlexky@gmail.com>
<mailto:rv10-list@matronics.com> <rv10-list@matronics.com>
Sent: Monday, September 8, 2014 7:44 AM
Subject: RV10-List: SB Nose Wheel Report
I did the SB nose wheel inspection this weekend.
Serial: 40192
Total Hours: 687
Weight: 1542 lbs
Empty CG: 108.10
Nose Wheel Mount Status: No Cracks
Misc: I just installed my third set of main tires / inner tubes and second
nose wheel tire / tube.
Jim Combs
Do Not Archive
No virus found in this message.
Checked by AVG - www.avg.com
09/10/14
Message 7
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| Subject: | Re: Engine marathon: Case crack, bad cam, high CHT, stumbling |
Plus one more for ASL Camguard!
Justin
On Sep 12, 2014, at 18:00, Tim Olson <Tim@MyRV10.com> wrote:
>
> Wow Tim, you really had the adventure lately! Thanks for posting.
> Great tips for things people can look for.
> I'm hoping I don't get rust on my cams, considering I'm not down
> to about 100 hours per year or maybe even less. What oil are you
> using, and are you using camguard? I'm still using exxon elite
> for now, but bought 4 cases of Phillips X/C at OSH. Camguard from
> everything I've read, is actually a worthwhile rust preventative,
> so I'm going to stick with using it. Lots of good info from Aviation
> consumer on it. Also, i think I just read within the last week or
> two that Continental is going to be testing camguard. It sounds like
> they find it intriguing as well. Maybe they'll make it one of their
> recommendations officially some day.
>
> Anyway, just some questions for you.
> Tim
>
>
> On 9/12/2014 7:59 PM, Tim Lewis wrote:
>>
>> Case crack: During my RV-10 2014 Condition Inspection I found a small
>> crack in the crank case under the #2 cylinder on my RV-10's IO-540. I
>> had rebuilt the engine 500 hours earlier. I knew it was a high time case
>> (6500 hours) with overhauled but high time cylinders, so I had paid
>> extra attention to looking for cracks. Unfortunately, I found one
>> (confirmed by dye penetrant). So, of course, the engine had to come of
>> the airplane and be completely disassembled for crank case replacement.
>>
>> Ruined cam: Upon splitting the case, I found significant pitting on
>> several of the tappet bodies. The cam shaft had to be replaced, as did
>> several tappet bodies. I got a lot of engine assembly assistance from a
>> well regarded local repair station (Tom Schweitz at Aero Engines in
>> Winchester, VA he's a super guy to work with). Tom told me that the
>> cam & tappet damage was caused by rust forming on the cam shaft wear
>> surface. I fly the RV-10 about 120 hours per year, which was apparently
>> not adequate to prevent rust on the cam shaft wear surface. Following
>> Tom's recommendation, I now use a Tempest engine dehumidifier to try to
>> prevent a recurrence.
>>
>> CHTs too high (defective electronic ignition): Aero Engines provided me
>> a very good price on a low time (1500 TTSN) narrow deck crank case.
>> Since I had the engine torn down anyway, I elected to replace my
>> existing cylinders (high time, but servicable) with new Lycoming
>> cylinders. So I was expecting higher than normal CHTs on my first
>> flights. I found, however, that CHTs remained high even after oil
>> consumption had stabilized (beyond 10 hours). CHTs would climb above 430
>> on take off unless I reduced power at about 1000'. CHTs were nearly 430
>> in low level full throttle flight with mixture full rich. Baffling
>> checks and all the other proven RV-10 cooling tips from Tim Olsen's
>> wonderful web site didn't seem to help much. Eventually I began to
>> suspect advanced timing (thanks, Mike Busch). I found that when I
>> switched off the Lightspeed electronic ignition all my CHTs in climb and
>> full power operation were normal. My mag timing was fine. Using an
>> automotive strobe timing light, I discovered that the Lightspeed
>> electronic ignition (EI) was stuck at 43 degrees BTDC (!!), and did not
>> change timing based on manifold pressure. This is a very risky situation
>> advanced timing reduces detonation margin. A borescope inspection
>> revealed no signs of detonation damage. A recent Mike Busch webinar
>> describes a brand new engine being destroyed by advanced timing, so I
>> feel I dodged a bullet.
>>
>> I paid Lightspeed to repair the defective EI computer (bad connection on
>> a timing capacitor, according to Klaus) and to update the hardware to
>> the latest revision. After reinstalling the EI computer, all CHTs are
>> now normal.
>>
>> Power stumble (air leak): At this point, I was hyper attuned to any
>> engine performance abnormality. I noticed an occasional slight power
>> reduction for a second or two at a time, when operating at lower power
>> settings. Based on discussion with a Lycoming tech rep during OSH, I
>> went on a hunt for any air leaking into the fuel lines. The Lycoming rep
>> suggested the fuel flow transducer (red cube) as a frequent source of
>> trouble (including cavitation bubbles). I torqued all fuel fittings
>> firewall forward. Inside the cabin, I removed the red cube, and
>> discovered evidence of a fuel seep at the fitting on the forward side of
>> the cube. After considerable fiddling, I was able to achieve another
>> turn on the fuel fitting without exceeding the red cube's torque spec.
>> After reinstalling the red cube, the occasional power stumble in flight
>> has not recurred.
>>
>> Several airplane experts have been very helpful to me in this process.
>> Dick Koehler (IA, tech counselor, EAA Hints for Homebuilders webinar
>> presenter) was an invaluable source of advice. Tom Schweitz at
>> Winchester Aero Engines was fabulous to work with. He saved me a bunch
>> of money on parts, and provided invaluable help getting the project
>> finished.
>
>
>
>
>
>
Message 8
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| Subject: | Re: Engine marathon: Case crack, bad cam, high CHT, stumbling |
I used Phillips XC 20W50 and Camguard for the whole 500 hours, except
for break in. Oil analysis (every 50 hours) revealed nothing
concerning. Oil filter inspection sometimes revealed a few very small
amounts of tiny ferrous "hairs." Based on that data, I was quite
surprised when we split my case and I saw the cratered face of a couple
of my tappets.
According to Tom at Aero Engines (a well regarded shop in this area),
they almost never see this with flight school airplanes (which fly
daily), but it is not uncommon with owner-flown aircraft. Tom showed me
a pitted set from a recent Continental overhaul, to demonstrate that
Lycomings aren't the only ones that have this happen.
--
Tim Lewis -- HEF (Manassas, VA)
A&P
RV-6A N47TD -- 1104 hrs - sold
RV-10 N31TD -- 500 hrs
Tim Olson said the following on 9/12/2014 10:00 PM:
>
> Wow Tim, you really had the adventure lately! Thanks for posting.
> Great tips for things people can look for.
> I'm hoping I don't get rust on my cams, considering I'm not down
> to about 100 hours per year or maybe even less. What oil are you
> using, and are you using camguard? I'm still using exxon elite
> for now, but bought 4 cases of Phillips X/C at OSH. Camguard from
> everything I've read, is actually a worthwhile rust preventative,
> so I'm going to stick with using it. Lots of good info from Aviation
> consumer on it. Also, i think I just read within the last week or
> two that Continental is going to be testing camguard. It sounds like
> they find it intriguing as well. Maybe they'll make it one of their
> recommendations officially some day.
>
> Anyway, just some questions for you.
> Tim
>
>
> On 9/12/2014 7:59 PM, Tim Lewis wrote:
>>
>> Case crack: During my RV-10 2014 Condition Inspection I found a small
>> crack in the crank case under the #2 cylinder on my RV-10's IO-540. I
>> had rebuilt the engine 500 hours earlier. I knew it was a high time case
>> (6500 hours) with overhauled but high time cylinders, so I had paid
>> extra attention to looking for cracks. Unfortunately, I found one
>> (confirmed by dye penetrant). So, of course, the engine had to come of
>> the airplane and be completely disassembled for crank case replacement.
>>
>> Ruined cam: Upon splitting the case, I found significant pitting on
>> several of the tappet bodies. The cam shaft had to be replaced, as did
>> several tappet bodies. I got a lot of engine assembly assistance from a
>> well regarded local repair station (Tom Schweitz at Aero Engines in
>> Winchester, VA he's a super guy to work with). Tom told me that the
>> cam & tappet damage was caused by rust forming on the cam shaft wear
>> surface. I fly the RV-10 about 120 hours per year, which was apparently
>> not adequate to prevent rust on the cam shaft wear surface. Following
>> Tom's recommendation, I now use a Tempest engine dehumidifier to try to
>> prevent a recurrence.
>>
>> CHTs too high (defective electronic ignition): Aero Engines provided me
>> a very good price on a low time (1500 TTSN) narrow deck crank case.
>> Since I had the engine torn down anyway, I elected to replace my
>> existing cylinders (high time, but servicable) with new Lycoming
>> cylinders. So I was expecting higher than normal CHTs on my first
>> flights. I found, however, that CHTs remained high even after oil
>> consumption had stabilized (beyond 10 hours). CHTs would climb above 430
>> on take off unless I reduced power at about 1000'. CHTs were nearly 430
>> in low level full throttle flight with mixture full rich. Baffling
>> checks and all the other proven RV-10 cooling tips from Tim Olsen's
>> wonderful web site didn't seem to help much. Eventually I began to
>> suspect advanced timing (thanks, Mike Busch). I found that when I
>> switched off the Lightspeed electronic ignition all my CHTs in climb and
>> full power operation were normal. My mag timing was fine. Using an
>> automotive strobe timing light, I discovered that the Lightspeed
>> electronic ignition (EI) was stuck at 43 degrees BTDC (!!), and did not
>> change timing based on manifold pressure. This is a very risky situation
>> advanced timing reduces detonation margin. A borescope inspection
>> revealed no signs of detonation damage. A recent Mike Busch webinar
>> describes a brand new engine being destroyed by advanced timing, so I
>> feel I dodged a bullet.
>>
>> I paid Lightspeed to repair the defective EI computer (bad connection on
>> a timing capacitor, according to Klaus) and to update the hardware to
>> the latest revision. After reinstalling the EI computer, all CHTs are
>> now normal.
>>
>> Power stumble (air leak): At this point, I was hyper attuned to any
>> engine performance abnormality. I noticed an occasional slight power
>> reduction for a second or two at a time, when operating at lower power
>> settings. Based on discussion with a Lycoming tech rep during OSH, I
>> went on a hunt for any air leaking into the fuel lines. The Lycoming rep
>> suggested the fuel flow transducer (red cube) as a frequent source of
>> trouble (including cavitation bubbles). I torqued all fuel fittings
>> firewall forward. Inside the cabin, I removed the red cube, and
>> discovered evidence of a fuel seep at the fitting on the forward side of
>> the cube. After considerable fiddling, I was able to achieve another
>> turn on the fuel fitting without exceeding the red cube's torque spec.
>> After reinstalling the red cube, the occasional power stumble in flight
>> has not recurred.
>>
>> Several airplane experts have been very helpful to me in this process.
>> Dick Koehler (IA, tech counselor, EAA Hints for Homebuilders webinar
>> presenter) was an invaluable source of advice. Tom Schweitz at
>> Winchester Aero Engines was fabulous to work with. He saved me a bunch
>> of money on parts, and provided invaluable help getting the project
>> finished.
>>
>
>
Message 9
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| Subject: | Re: Engine marathon: Case crack, bad cam, high CHT, stumbling |
Maybe it's time for a heated hangar. Engine overhauls get expensive!!
On Sep 12, 2014, at 18:37, Tim Lewis <TimRVator@comcast.net> wrote:
>
> I used Phillips XC 20W50 and Camguard for the whole 500 hours, except for break
in. Oil analysis (every 50 hours) revealed nothing concerning. Oil filter
inspection sometimes revealed a few very small amounts of tiny ferrous "hairs."
Based on that data, I was quite surprised when we split my case and I saw
the cratered face of a couple of my tappets.
>
> According to Tom at Aero Engines (a well regarded shop in this area), they almost
never see this with flight school airplanes (which fly daily), but it is
not uncommon with owner-flown aircraft. Tom showed me a pitted set from a recent
Continental overhaul, to demonstrate that Lycomings aren't the only ones that
have this happen.
>
> --
> Tim Lewis -- HEF (Manassas, VA)
> A&P
> RV-6A N47TD -- 1104 hrs - sold
> RV-10 N31TD -- 500 hrs
>
> Tim Olson said the following on 9/12/2014 10:00 PM:
>>
>> Wow Tim, you really had the adventure lately! Thanks for posting.
>> Great tips for things people can look for.
>> I'm hoping I don't get rust on my cams, considering I'm not down
>> to about 100 hours per year or maybe even less. What oil are you
>> using, and are you using camguard? I'm still using exxon elite
>> for now, but bought 4 cases of Phillips X/C at OSH. Camguard from
>> everything I've read, is actually a worthwhile rust preventative,
>> so I'm going to stick with using it. Lots of good info from Aviation
>> consumer on it. Also, i think I just read within the last week or
>> two that Continental is going to be testing camguard. It sounds like
>> they find it intriguing as well. Maybe they'll make it one of their
>> recommendations officially some day.
>>
>> Anyway, just some questions for you.
>> Tim
>>
>>
>> On 9/12/2014 7:59 PM, Tim Lewis wrote:
>>>
>>> Case crack: During my RV-10 2014 Condition Inspection I found a small
>>> crack in the crank case under the #2 cylinder on my RV-10's IO-540. I
>>> had rebuilt the engine 500 hours earlier. I knew it was a high time case
>>> (6500 hours) with overhauled but high time cylinders, so I had paid
>>> extra attention to looking for cracks. Unfortunately, I found one
>>> (confirmed by dye penetrant). So, of course, the engine had to come of
>>> the airplane and be completely disassembled for crank case replacement.
>>>
>>> Ruined cam: Upon splitting the case, I found significant pitting on
>>> several of the tappet bodies. The cam shaft had to be replaced, as did
>>> several tappet bodies. I got a lot of engine assembly assistance from a
>>> well regarded local repair station (Tom Schweitz at Aero Engines in
>>> Winchester, VA he's a super guy to work with). Tom told me that the
>>> cam & tappet damage was caused by rust forming on the cam shaft wear
>>> surface. I fly the RV-10 about 120 hours per year, which was apparently
>>> not adequate to prevent rust on the cam shaft wear surface. Following
>>> Tom's recommendation, I now use a Tempest engine dehumidifier to try to
>>> prevent a recurrence.
>>>
>>> CHTs too high (defective electronic ignition): Aero Engines provided me
>>> a very good price on a low time (1500 TTSN) narrow deck crank case.
>>> Since I had the engine torn down anyway, I elected to replace my
>>> existing cylinders (high time, but servicable) with new Lycoming
>>> cylinders. So I was expecting higher than normal CHTs on my first
>>> flights. I found, however, that CHTs remained high even after oil
>>> consumption had stabilized (beyond 10 hours). CHTs would climb above 430
>>> on take off unless I reduced power at about 1000'. CHTs were nearly 430
>>> in low level full throttle flight with mixture full rich. Baffling
>>> checks and all the other proven RV-10 cooling tips from Tim Olsen's
>>> wonderful web site didn't seem to help much. Eventually I began to
>>> suspect advanced timing (thanks, Mike Busch). I found that when I
>>> switched off the Lightspeed electronic ignition all my CHTs in climb and
>>> full power operation were normal. My mag timing was fine. Using an
>>> automotive strobe timing light, I discovered that the Lightspeed
>>> electronic ignition (EI) was stuck at 43 degrees BTDC (!!), and did not
>>> change timing based on manifold pressure. This is a very risky situation
>>> advanced timing reduces detonation margin. A borescope inspection
>>> revealed no signs of detonation damage. A recent Mike Busch webinar
>>> describes a brand new engine being destroyed by advanced timing, so I
>>> feel I dodged a bullet.
>>>
>>> I paid Lightspeed to repair the defective EI computer (bad connection on
>>> a timing capacitor, according to Klaus) and to update the hardware to
>>> the latest revision. After reinstalling the EI computer, all CHTs are
>>> now normal.
>>>
>>> Power stumble (air leak): At this point, I was hyper attuned to any
>>> engine performance abnormality. I noticed an occasional slight power
>>> reduction for a second or two at a time, when operating at lower power
>>> settings. Based on discussion with a Lycoming tech rep during OSH, I
>>> went on a hunt for any air leaking into the fuel lines. The Lycoming rep
>>> suggested the fuel flow transducer (red cube) as a frequent source of
>>> trouble (including cavitation bubbles). I torqued all fuel fittings
>>> firewall forward. Inside the cabin, I removed the red cube, and
>>> discovered evidence of a fuel seep at the fitting on the forward side of
>>> the cube. After considerable fiddling, I was able to achieve another
>>> turn on the fuel fitting without exceeding the red cube's torque spec.
>>> After reinstalling the red cube, the occasional power stumble in flight
>>> has not recurred.
>>>
>>> Several airplane experts have been very helpful to me in this process.
>>> Dick Koehler (IA, tech counselor, EAA Hints for Homebuilders webinar
>>> presenter) was an invaluable source of advice. Tom Schweitz at
>>> Winchester Aero Engines was fabulous to work with. He saved me a bunch
>>> of money on parts, and provided invaluable help getting the project
>>> finished.
>
>
>
>
>
>
>
Message 10
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| Subject: | Glassing over cowl rivets |
Just wondering the best method for covering cowl hinge rivets. I don't want a
high buildup so I'm thinking about one layer of glass topped with resin/ flox
or glass fibers for better sanding. Or should I skip the glass and just go with
a sand able product. I've been using 2 part Fiber-Fil mixed with acetone with
good results for pinholes and overall feathering but need something with a
little higher buildup without going extreme. What have your experiences been
for something like this?
--------
Dave Ford
RV6 flying
RV10 building
Cadillac, MI
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=430465#430465
Message 11
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| Subject: | Re: Glassing over cowl rivets |
I'm using UV Smoothprime. Fills and sands great. I really hate to
spend all that money to spray the stuff on and sand most of it off!!!
Linn
On 9/12/2014 10:47 PM, rvdave wrote:
>
> Just wondering the best method for covering cowl hinge rivets. I don't want
a high buildup so I'm thinking about one layer of glass topped with resin/ flox
or glass fibers for better sanding. Or should I skip the glass and just go
with a sand able product. I've been using 2 part Fiber-Fil mixed with acetone
with good results for pinholes and overall feathering but need something with
a little higher buildup without going extreme. What have your experiences been
for something like this?
>
> --------
> Dave Ford
> RV6 flying
> RV10 building
> Cadillac, MI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=430465#430465
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
>
Message 12
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| Subject: | Re: Glassing over cowl rivets |
Best practice would be a layer of very light cloth over the rivet line.
Something like ACS P/N 1080-50 would be ideal. Works over the window
joints too.
--Dave
On Fri, Sep 12, 2014 at 7:47 PM, rvdave <rv610dave@gmail.com> wrote:
>
> Just wondering the best method for covering cowl hinge rivets. I don't
> want a high buildup so I'm thinking about one layer of glass topped with
> resin/ flox or glass fibers for better sanding. Or should I skip the glass
> and just go with a sand able product. I've been using 2 part Fiber-Fil
> mixed with acetone with good results for pinholes and overall feathering
> but need something with a little higher buildup without going extreme.
> What have your experiences been for something like this?
>
> --------
> Dave Ford
> RV6 flying
> RV10 building
> Cadillac, MI
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=430465#430465
>
>
Message 13
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| Subject: | Glassing over cowl rivets |
Presuming I have adequately set the rivets=2C they will be in a slight depr
ession and I've used micro balloons and resin. Works well and sands well.
> Subject: RV10-List: Glassing over cowl rivets
> From: rv610dave@gmail.com
> Date: Fri=2C 12 Sep 2014 19:47:35 -0700
> To: rv10-list@matronics.com
>
>
> Just wondering the best method for covering cowl hinge rivets. I don't w
ant a high buildup so I'm thinking about one layer of glass topped with res
in/ flox or glass fibers for better sanding. Or should I skip the glass an
d just go with a sand able product. I've been using 2 part Fiber-Fil mixed
with acetone with good results for pinholes and overall feathering but need
something with a little higher buildup without going extreme. What have y
our experiences been for something like this?
>
> --------
> Dave Ford
> RV6 flying
> RV10 building
> Cadillac=2C MI
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=430465#430465
>
>
>
>
>
>
>
===========
===========
===========
===========
>
>
>
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