Today's Message Index:
----------------------
1. 04:56 AM - Re: Any issues with VHF interference? (Linn Walters)
2. 06:47 AM - Re: Ignition (Bill Watson)
3. 06:56 AM - Overhaul - New (Jim Combs)
4. 07:00 AM - Re: Overhaul - New (John Miller)
5. 07:19 AM - Re: Any issues with VHF interference? (Kelly McMullen)
6. 07:29 AM - Re: Ignition (Kelly McMullen)
7. 07:48 AM - Re: Overhaul - New (Kelly McMullen)
8. 07:48 AM - Re: Overhaul - New (Kyle Boatright)
9. 08:03 AM - Re: Overhaul - New (P Reid)
10. 10:19 AM - Re: Overhaul - New (Jim Combs)
11. 01:07 PM - Re: Re: Ignition (Tim Olson)
12. 01:07 PM - Re: Overhaul - New (P Reid)
13. 02:43 PM - Re: Overhaul - New (Bob Turner)
14. 03:15 PM - Re: Re: Overhaul - New (Stein Bruch)
15. 05:40 PM - Re: Overhaul - New (Bill Watson)
16. 06:11 PM - Re: Overhaul - New (Linn Walters)
Message 1
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| Subject: | Re: Any issues with VHF interference? |
Been a long time since I heard of that problem! Solutions typically
point to grounding problems ..... coax connections or antenna
installation .... or both.
Linn
On 3/16/2017 11:36 PM, Rob Kochman wrote:
> I have an issue where my GS needle moves erratically when I'm flying
> an ILS in wet clouds or rain. I'm guessing that means I have a static
> problem (though the localizer and comm radios are fine). Anyone have a
> similar issue and/or recommendations? I heard of a few people
> installing static wicks, but it doesn't seem to be too common. Thanks...
>
> -Rob
>
>
> --
> Rob Kochman
> RV-10 Flying since March 2011
> Woodinville, WA
> http://kochman.net/N819K
>
> No virus found in this message.
> Checked by AVG - www.avg.com <http://www.avg.com>
>
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"Over 900 hours, and would never put a traditional mag on my engine
based on all the issues I hear about them."
That's a joke, right? (no answer requested)
You guys do understand that threads like this scare the crap out of guys
like me?
I'm always interested in the latest tech, especially if performance
enhancement is part of it. But reliability, availability and
serviceability (RAS) are high up on my priority list. Seems like that's
in place for electronic ignition *IF* one takes the time and assumes
responsibility for staying on top of the manufacturer and the user
community. And that flexibility is why experimental work is so great.
But RAS is certainly a characteristic of the old magneto technology.
They need to be maintained but the path to high RAS is well trodden and
all that.
Seriously, this is a great thread! I'm thinking about Iridium top plugs
again and will consider a new, perhaps home fabbed ignition harness.
Bill 'doing a precautionary swap-out of my original Slicks for rebuilts
at 800+ hours' Watson
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
Message 3
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Questions for the group:
I am getting close to the 2000 hour point on my IO-540-C4B5 and am looking
at options:
(1) Replace with a new Lycoming from Vans (47K)
(2) Replace with a Titan X540 engine from ECI (44K)
(3) Purchase an overhauled engine from ???
(4) Overhaul it myself. I have replaced cylinders and overhauled
automotive engines but not a Lycoming.
Any comments on any specific option?
Thanks, Jim Combs
N312F - Flying 1000+ Hours over a 6 year period
Message 4
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| Subject: | Re: Overhaul - New |
Jim,
I hope that you follow Mike Busch on engine care and maintenance.
The 2000 point is n/a if you do the things that he recommends, and do the overhaul
based on condition.
Google him up and read his articles on TBO overhauls, care and routine maintenance.
grumpy
> On Mar 17, 2017, at 8:55 AM, Jim Combs <jiminlexky@gmail.com> wrote:
>
>
> Questions for the group:
>
> I am getting close to the 2000 hour point on my IO-540-C4B5 and am looking at
options:
>
> (1) Replace with a new Lycoming from Vans (47K)
>
> (2) Replace with a Titan X540 engine from ECI (44K)
>
> (3) Purchase an overhauled engine from ???
>
> (4) Overhaul it myself. I have replaced cylinders and overhauled automotive
engines but not a Lycoming.
>
> Any comments on any specific option?
>
> Thanks, Jim Combs
> N312F - Flying 1000+ Hours over a 6 year period
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| Subject: | Re: Any issues with VHF interference? |
I would definitely explore the grounding/shielding integrity before trying
static wicks. My Mooney has a cat whisker VOR antenna on top of the tail,
with no static wicks, flying almost identical approach speeds to the RV-10,
and has never had a glideslope or VOR problem in any precip. While I
generally fly approaches for real at 90-100 kts, I have practiced upwards
of 150 kts without any receiver problems.
Haven't had my RV in enough precip to find such an issue..haven't done any
real IFR in it yet, but my two Archer wingtip VOR antennas seem to be
performing very well.
-sent from the I-droid implanted in my forearm
On Fri, Mar 17, 2017 at 4:54 AM, Linn Walters <flying-nut@cfl.rr.com> wrote:
> Been a long time since I heard of that problem! Solutions typically point
> to grounding problems ..... coax connections or antenna installation ....
> or both.
> Linn
>
> On 3/16/2017 11:36 PM, Rob Kochman wrote:
>
> I have an issue where my GS needle moves erratically when I'm flying an
> ILS in wet clouds or rain. I'm guessing that means I have a static problem
> (though the localizer and comm radios are fine). Anyone have a similar
> issue and/or recommendations? I heard of a few people installing static
> wicks, but it doesn't seem to be too common. Thanks...
>
> -Rob
>
>
> --
> Rob Kochman
> RV-10 Flying since March 2011
> Woodinville, WA
> http://kochman.net/N819K
>
> No virus found in this message.
> Checked by AVG - www.avg.com
> Date: 03/16/17
>
>
Message 6
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I really do wonder about such statements. I've only 1900 hours over 44
years flying behind single engine aircraft with magnetos.
Not one absolute failure, ever. A few rentals with some roughness. Slicks,
Bendix, not huge difference.
Electronic ignitions have certain well defined advantages in economy,
power, easy starting. Reliability is yet to be proven. Besides the
Lightspeed discussed in this thread, I have seen an E-Mag/PMag setup have
complete dual mag failure at less than 500 ft AGL after takeoff. I've had
MSD ignition on a car totally fail. They are getting better, but they
certainly do not have the millions of hours of flight that magnetos do,
over 70+ years.
Coil and harness failures in less the 10 years/1000 hours....hmmm.
-sent from the I-droid implanted in my forearm
On Fri, Mar 17, 2017 at 6:46 AM, Bill Watson <Mauledriver@nc.rr.com> wrote:
> "Over 900 hours, and would never put a traditional mag on my engine based
> on all the issues I hear about them."
>
> That's a joke, right? (no answer requested)
>
> You guys do understand that threads like this scare the crap out of guys
> like me?
>
>
Message 7
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| Subject: | Re: Overhaul - New |
Depends on the availability of quality overhaulers within reasonable
distance.
Sure, you can do it yourself. There are a lot of pitfalls. Lycoming doesn't
make all the information available in one place.
While they have done a little updating to the overhaul manual, there are
still 1000+ service bulletins that you have to see if they apply.
There have been a lot of parts changes over the years to extend TBO, etc.
I've done a few engines, partly due to economic reasons at the time.
If you supply the core engine, you should be able to get a quality overhaul
for well under $40K.
You can also look at Van Bortel and a couple others that offer exchange
engines for a claimed $300 over invoice.
http://www.airpowerinc.com/productcart/pc/engines.asp?searchParm=IO-540-D4A5&catID=33
That gets you a factory overhauled engine for $37K
-sent from the I-droid implanted in my forearm
On Fri, Mar 17, 2017 at 6:55 AM, Jim Combs <jiminlexky@gmail.com> wrote:
>
> Questions for the group:
>
> I am getting close to the 2000 hour point on my IO-540-C4B5 and am looking
> at options:
>
> (1) Replace with a new Lycoming from Vans (47K)
>
> (2) Replace with a Titan X540 engine from ECI (44K)
>
> (3) Purchase an overhauled engine from ???
>
> (4) Overhaul it myself. I have replaced cylinders and overhauled
> automotive engines but not a Lycoming.
>
> Any comments on any specific option?
>
> Thanks, Jim Combs
> N312F - Flying 1000+ Hours over a 6 year period
>
Message 8
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| Subject: | Re: Overhaul - New |
Faced with needing an IO540, I went with BPE. Too many souls on board for me to
do the rebuild (like I did on the engine for my RV-6). With a good core, your
rebuild price should be in the low '30's. You could do it for <$20k if you
did it yourself.
Another option would be to do the legwork yourself and have a shop or experienced
A&P help with the assembly process.
Some of the dilemma goes back to "How good do you think your core is" and "How
much do you think Lycoming's price reductions will reduce rebuild costs?".
> On Mar 17, 2017, at 9:55 AM, Jim Combs <jiminlexky@gmail.com> wrote:
>
>
> Questions for the group:
>
> I am getting close to the 2000 hour point on my IO-540-C4B5 and am looking at
options:
>
> (1) Replace with a new Lycoming from Vans (47K)
>
> (2) Replace with a Titan X540 engine from ECI (44K)
>
> (3) Purchase an overhauled engine from ???
>
> (4) Overhaul it myself. I have replaced cylinders and overhauled automotive
engines but not a Lycoming.
>
> Any comments on any specific option?
>
> Thanks, Jim Combs
> N312F - Flying 1000+ Hours over a 6 year period
Message 9
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SWYgaXQgd2FzIG1lDQooNSkgZmx5IHRoZSBlbmdpbmUgdW50aWwgaXQgbmVlZHMgdG8gYmUgb3Zl
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| Subject: | Re: Overhaul - New |
Ok so stupid question: What makes the engine need to be overhauled? I do
50 hour oil changes with oil analysis on each change. Is it a change in
oil analysis showing some sort of abnormal wear and / or cylinder issues?
Never been down this road before.
Jim C
On Fri, Mar 17, 2017 at 11:03 AM, P Reid <rv10flyer@live.com> wrote:
> If it was me
>
> (5) fly the engine until it needs to be overhauled than (4)
>
>
> Mike Busch is a big advocate that engines can go into 3000+ hours without
> an issue. If flown often- as you have done
>
>
> *From:* owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-
> server@matronics.com] *On Behalf Of *Jim Combs
> *Sent:* Friday, March 17, 2017 6:56 AM
> *To:* rv10-list@matronics.com
> *Subject:* RV10-List: Overhaul - New
>
>
> Questions for the group:
>
>
> I am getting close to the 2000 hour point on my IO-540-C4B5 and am looking
> at options:
>
>
> (1) Replace with a new Lycoming from Vans (47K)
>
>
> (2) Replace with a Titan X540 engine from ECI (44K)
>
>
> (3) Purchase an overhauled engine from ???
>
>
> (4) Overhaul it myself. I have replaced cylinders and overhauled
> automotive engines but not a Lycoming.
>
>
> Any comments on any specific option?
>
>
> Thanks, Jim Combs
>
> N312F - Flying 1000+ Hours over a 6 year period
>
Message 11
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I can't really comment on that tool. I didn't even know it existed. I
myself
don't mind usually when I have to buy a tool. I always look at it as as
cost savings over paying someone else for doing the work. I can tell
you that you'll want to do a great job crimping, no matter which way
you go, and there I think are 2 levels of crimping to these connectors.
One for the conductor and one for the sheath.
Tim
On 3/16/2017 3:06 PM, Marcus Cooper wrote:
> Tim,
> Thanks for the links. Given the rarity I'll probably need to crimp
> connectors on ignition wire, any problem with getting this tool
> instead and save almost $75?
> https://www.summitracing.com/parts/msd-3503
>
> Marcus
> 40286, 800+ hours
>
Message 12
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Message 13
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| Subject: | Re: Overhaul - New |
Jim Combs wrote:
> Ok so stupid question: What makes the engine need to be overhauled? I do 50 hour
oil changes with oil analysis on each change. Is it a change in oil analysis
showing some sort of abnormal wear and / or cylinder issues?
>
>
It really is a judgement call. Sometimes compressions will get poor, sometimes
oil consumption will go up. Fortunately it is rare to have a catastrophic failure,
but the odds probably increase a bit as you go further and further past TBO.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467426#467426
Message 14
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| Subject: | Re: Overhaul - New |
Usually it's exactly what Bob mentions below. Many of the 'other' parts are
just IRAN (Inspect/Repair/as necessary) during an overhaul anyway. Usually
the crank/cam/case/accessory gears, etc.. all get re-used themselves. Same
with pushrods, conrods, tappets, plungers, etc..
Engines that are often flown frequently outlast engines that sit (especially
on the top end).
Cheers,
Stein
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner
Sent: Friday, March 17, 2017 4:43 PM
Subject: RV10-List: Re: Overhaul - New
Jim Combs wrote:
> Ok so stupid question: What makes the engine need to be overhauled?
> I do 50 hour oil changes with oil analysis on each change. Is it a
> change in oil analysis showing some sort of abnormal wear and / or
> cylinder issues?
>
>
It really is a judgement call. Sometimes compressions will get poor,
sometimes oil consumption will go up. Fortunately it is rare to have a
catastrophic failure, but the odds probably increase a bit as you go further
and further past TBO.
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467426#467426
Message 15
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| Subject: | Re: Overhaul - New |
I've never been down that road either but I intend to follow Busch's
advice and consider 2000 hours just a milestone.
Given that you've flown regularly and probably put most/all the hours on
it personally, you would seem to be a prime candidate for taking an
on-condition approach.
Re a DIY overhaul: I attended Lycoming engine school, both classes,
which include an disassembly/assembly hands-on lab . On one hand, I
know I could do a decent job given patience and time. On the other I've
gained great respect for those individuals that DIY. It's no where near
the size and scope of kit building but there's less room for mistakes
and carelessness. The Lycoming class gave me the confidence for self
maintenance and management. If I were to do a DIY, the class would be a
prerequisite but I'm not going down that path. I recommend that class
for owner/self maintainers and DIY wannabes.
Whoever said, "the information required for a Lycoming overhaul is not
all in one place" knows their stuff, amen.
Bill "I'm planning on getting well past 2,000 hours BO" Watson
On 3/17/2017 10:00 AM, John Miller wrote:
>
> Jim,
>
> I hope that you follow Mike Busch on engine care and maintenance.
>
> The 2000 point is n/a if you do the things that he recommends, and do the overhaul
based on condition.
>
> Google him up and read his articles on TBO overhauls, care and routine maintenance.
>
> grumpy
>
---
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