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sarg314(at)gmail.com
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 Posted: Wed Dec 09, 2009 9:29 am Post subject: Aerosport vs. Lycoming |
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I have a Bart LaLonde IO-360-B2B which I expect to fly next month, so I looked at the break-in instructions from the Lycoming web site and from Aerosport. They differ in that Lycoming tells you to at one point to run the engine at 2700 rpm for half an hour whereas Bart says to keep it rich and not to exceed 75% power. Lycoming also says to use mineral oil until oil consumption stabilizes (usually 8- 10 hrs, I'm told) whereas Bart says to use mineral oil for the first 25 hours.
I know that there are many listers who use Aerosport engines and Bart has a very good reputation. Can any one resolve these differences? (I haven't asked Bart about it.)
--
Tom Sargent, RV-6A, final assembly
[quote][b]
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recapen(at)earthlink.net
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| Posted: Wed Dec 09, 2009 9:49 am Post subject: Aerosport vs. Lycoming |
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Tom,
Here's what I did for my AeroSport Power IO360B1F6:
Full rich for the first 30 hours
2550 RPM and 25.5" MAP for 50 minutes of each flight hour for first 30 hours
Mineral oil for 50 hours or consumption stabilizes (wasn't at my last oil change (at) 40 hrs but is fairly well now).
Ralph Capen
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pitts_pilot(at)bellsouth.
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| Posted: Wed Dec 09, 2009 9:59 am Post subject: Aerosport vs. Lycoming |
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I can't address the differences except to point out that Lycoming's
instructions relate to their engines being certified. It's terribly
hard and expensive for them to change anything related to their engines.
I can only say what works for me. I've broken in several engines myself
so consider this as a real small sample.
I may, or may not use mineral oil. I truly haven't been able to tell
the difference. I keep the initial ground runs short, with high RPMs to
check for leaks. Then I go fly ..... full throttle ...... and rich
initially to control temps. I gradually lean, still full throttle, over
the first few hours, depending on what the temps are doing. Here's the
rationale for the full throttle: I want to keep the cylinder pressures
high so the rings seat better, and faster. This is where the rings will
be working a lot of the time.
The engine in my Pitts is an O-360-A4-A, and I run the dog crap out of
it doing aerobatics. 3300 RPM is not uncommon. Far more damage is done
to your engine letting it sit for a month than all the full-throttle
operation you can do. Don't baby your engine during the break-in
process. IMHO, of course.
I'd be more worried about the warranty for the engine though, if you
needed it. For me, the only engine I've had with a warranty is the
IO-540 for my RV-10. Never needed one so far!!
Linn
thomas sargent wrote:
| Quote: | I have a Bart LaLonde IO-360-B2B which I expect to fly next month, so I
looked at the break-in instructions from the Lycoming web site and from
Aerosport. They differ in that Lycoming tells you to at one point to
run the engine at 2700 rpm for half an hour whereas Bart says to keep it
rich and not to exceed 75% power. Lycoming also says to use mineral oil
until oil consumption stabilizes (usually 8- 10 hrs, I'm told) whereas
Bart says to use mineral oil for the first 25 hours.
I know that there are many listers who use Aerosport engines and Bart
has a very good reputation. Can any one resolve these differences? (I
haven't asked Bart about it.)
--
Tom Sargent, RV-6A, final assembly
*
*
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Gary.A.Sobek
Joined: 09 Jan 2006
Posts: 217
Location: SoCAL USA
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| Posted: Wed Dec 09, 2009 11:37 am Post subject: Aerosport vs. Lycoming |
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I am more of the same.
Put new ECI Titan STEEL Cylinders on last November. Ran 2 C700 RPM full throttle for 1.5 hours below 3 C500 MSL and pulled the mixture back a little but engine monitor said I was still very rich.
I used Phillips 20-50M mineral oil. I changed oil at ~ 10 hours with more of the same then 25 after that switched to Phillips 20-50 X/C. I did vary RPM and MAP after the first 1.5 hours. I tried to run OVER SQUARE as much as possible and to keep power at or above 75% for the first 25 hours. Yes it is impossible to land at 75% power but you can keep high power settings as much as possible. Fuel flow was over 11 GPH for the first 25-hours.
I saw NO oil consumption from the first ground run on the new cylinders.
I changed oil before heading to Oshkosh AirVenture 2009 with Phillips X/C 20-50. 45 hobbs hours later C I had not added any oil and it was down one quart from where it was when I filled it so I changed the oil. I am now 43 hours since last oil change and have not added any oil since the change. This is the first set of cylinders / rings that I have seen go that long without adding oil.
ECI recommends that you use Phillips X/C 20-50 from day one on their cylinders. I may be too much of an old timer not following their recommendation and using the multi-weight non-AD mineral oil for the first 25-35 hours. My rings set better this time with the ECI cylinders / rings that any engine that I have broken in before. This was not my first time.
Gary A. Sobek
"My Sanity" RV-6 N157GS O-320 Hartzell C
2 C335+ Flying Hours So. CA C USA
| Quote: | Date: Wed C 9 Dec 2009 12:56:43 -0500
From: pitts_pilot(at)bellsouth.net
To: rv-list(at)matronics.com
Subject: Re: Aerosport vs. Lycoming
--> RV-List message posted by: Linn Walters <pitts_pilot(at)bellsouth.net>
I can't address the differences except to point out that Lycoming's
instructions relate to their engines being certified. It's terribly
hard and expensive for them to change anything related to their engines.
I can only say what works for me. I've broken in several engines myself
so consider this as a real small sample.
I may C or may not use mineral oil. I truly haven't been able to tell
the difference. I keep the initial ground runs short C with high RPMs to
check for leaks. Then I go fly ..... full throttle ...... and rich
initially to control temps. I gradually lean C still full throttle C over
the first few hours C depending on what the temps are doing. Here's the
rationale for the full throttle: I want to keep the cylinder pressures
high so the rings seat better C and faster. This is where the rings will
be working a lot of the time.
The engine in my Pitts is an O-360-A4-A C and I run the dog crap out of
it doing aerobatics. 3300 RPM is not uncommon. Far more damage is done
to your engine letting it sit for a month than all the full-throttle
operation you can do. Don't baby your engine during the break-in
process. IMHO C of course.
I'd be more worried about the warranty for the engine though C if you
needed it. For me C the only engine I've had with a warranty is the
IO-540 for my RV-10. Never needed one so far!!
Linn
thomas sargent wrote:
> I have a Bart LaLonde IO-360-B2B which I expect to fly next month C so I
> looked at the break-in instructions from the Lycoming web site and from
> Aerosport. They differ in that Lycoming tells you to at one point to
> run the engine at 2700 rpm for half an hour whereas Bart says to keep it
> rich and not to exceed 75% power. Lycoming also says to use mineral oil
> until oil consumption stabilizes (usually 8- 10 hrs C I'm told) whereas
> Bart says to use mineral oil for the first 25 hours.
>
> I know that there are many listers who use Aerosport engines and Bart
> has a very good reputation. Can any one resolve these differences? (I
> haven't asked Bart about it.)
>
> --
> Tom Sargent C RV-6A C final assembly
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Get gifts for them and cashback for you. Try Bing now. [quote][b]
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