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engine break in period

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cjay

Joined: 15 Dec 2007
Posts: 53

Posted: Sat Jan 09, 2010 10:46 am Post subject: engine break in period

Thinking about my first flight (hopefully not in the too distant future) I came across an old reprint from an AOPA magazine about steps for the engine break in period (for any new, rebuilt, or overhauled engine).



A couple of the highlights:



1. non-compounded oils should be used during the break-in period.   Stay with it for the first 50 hours.



2. Use full rated power and RPM as much as possible and avoid ground running time to a minimum.  



It goes into a description of the importance of high mean effective pressure (BMEP) and both steps above helps to properly seat the cylinder wall and piston rings.



I guess my question is  how can you achieve (2) when you are just starting out and have to do quite a bit of ground runs and slow flights around the pattern?



cjay

Deems Davis

Joined: 09 Jan 2006
Posts: 925

Posted: Sat Jan 09, 2010 11:07 am Post subject: engine break in period

Good to see you back CJ!



A. minimize the ground run time. Prior to 1st flight. 1st engine start 

5-10 minutes, Brake/Taxi check 5-10 minutes. Keep other engine running 

to minimum. You can't eliminate it, just don't over do it with a lot of 

preflight engine runs at low MP settings.

B. Notify tower (if applicable) of 1st flight and ask for orbits above 

the airfield and above pattern alt. If airport is controlled most 

controllers will accommodate. I operate out one of the busiest GA 

airports in the US , and this was not problem. you can do this at full 

power and high RPM (2500). The key is to keep the MP pressure up.



Deems Davis

N519PJ

www.deemsrv10.com



cjay wrote:

 	  Quote: 	
		   



 Thinking about my first flight (hopefully not in the too distant future) I came across an old reprint from an AOPA magazine about steps for the engine break in period (for any new, rebuilt, or overhauled engine).



 A couple of the highlights:



 1. non-compounded oils should be used during the break-in period.   Stay with it for the first 50 hours.



 2. Use full rated power and RPM as much as possible and avoid ground running time to a minimum.  



 It goes into a description of the importance of high mean effective pressure (BMEP) and both steps above helps to properly seat the cylinder wall and piston rings.



 I guess my question is  how can you achieve (2) when you are just starting out and have to do quite a bit of ground runs and slow flights around the pattern?



 cjay





 Read this topic online here:



 http://forums.matronics.com/viewtopic.php?p 80820#280820

luis(at)cristabelle.net
Guest

Posted: Sat Jan 09, 2010 12:46 pm Post subject: engine break in period

Full power?  What speed would that give you?  170 in circles.  Must  

feel like a NASCAR track constanly banking.  I'd rather do circles  

above the airport then looking for a place to land off airport.  How  

long is the break in period?

Sent from my iPod

On Jan 9, 2010, at 2:04 PM, Deems Davis <deemsdavis(at)cox.net> wrote:

 	  Quote: 	

 Good to see you back CJ!

 A. minimize the ground run time. Prior to 1st flight. 1st engine  

 start 5-10 minutes, Brake/Taxi check 5-10 minutes. Keep other engine  

 running to minimum. You can't eliminate it, just don't over do it  

 with a lot of preflight engine runs at low MP settings.

 B. Notify tower (if applicable) of 1st flight and ask for orbits  

 above the airfield and above pattern alt. If airport is controlled  

 most controllers will accommodate. I operate out one of the busiest  

 GA airports in the US , and this was not problem. you can do this at  

 full power and high RPM (2500). The key is to keep the MP pressure up.

 Deems Davis

 N519PJ

 www.deemsrv10.com

 cjay wrote:

> 

>

> Thinking about my first flight (hopefully not in the too distant  

> future) I came across an old reprint from an AOPA magazine about  

> steps for the engine break in period (for any new, rebuilt, or  

> overhauled engine).

>

> A couple of the highlights:

>

> 1. non-compounded oils should be used during the break-in period.    

> Stay with it for the first 50 hours.

>

> 2. Use full rated power and RPM as much as possible and avoid  

> ground running time to a minimum.

> It goes into a description of the importance of high mean effective  

> pressure (BMEP) and both steps above helps to properly seat the  

> cylinder wall and piston rings.

>

> I guess my question is  how can you achieve (2) when you are just  

> starting out and have to do quite a bit of ground runs and slow  

> flights around the pattern?

>

> cjay

>

>

> Read this topic online here:

>

> http://forums.matronics.com/viewtopic.php?p 80820#280820

>

>

>

speckter(at)comcast.net
Guest

Posted: Sat Jan 09, 2010 12:53 pm Post subject: engine break in period

Another option is to put a hood on your engine like the engine overhaul

places do.  I barrowed one from my local engine builder.  Then I did a full

power ground run with the plane tied to a tree/truck/heavy object for 3 or

more hours until the CHT's start to drop.  This greatly enhances the break

in.



Gary Specketer



--

Kelly McMullen

Joined: 16 Apr 2008
Posts: 1188
Location: Sun Lakes AZ

Posted: Sat Jan 09, 2010 12:59 pm Post subject: engine break in period

The ideal would be to start out with a high time IO-540 to do all of

your phase one work. Then after the first 6-12 months of flying, pull

the engine and overhaul/exchange for a fresh engine.

If your engine hasn't been broken in, ideally you don't do taxi tests,

just one ground run of a minute or two to check for leaks. Or you pay

your engine builder to run the engine 4-5 hours on their test stand to

break it in. If you do taxi tests and such with a fresh/new engine you

risk glazing the cylinder walls making break-in difficult to

impossible. You make get lucky and break in okay inspite of your

ground runs. Key part is don't let cylinders get very hot, and allow

full cool down before any subsequent run.



On Sat, Jan 9, 2010 at 11:46 AM, cjay <cgfinney(at)yahoo.com> wrote:

 	  Quote: 	
		   



 Thinking about my first flight (hopefully not in the too distant future) I came across an old reprint from an AOPA magazine about steps for the engine break in period (for any new, rebuilt, or overhauled engine).



 A couple of the highlights:



 1. non-compounded oils should be used during the break-in period.   Stay with it for the first 50 hours.



 2. Use full rated power and RPM as much as possible and avoid ground running time to a minimum.

                   =   --> http://forums.matronics.com
	


 	  Quote:

_________________
Kelly McMullen
A&P/IA, EAA Tech Counselor
KCHD

rv10builder(at)verizon.ne
Guest

Posted: Sat Jan 09, 2010 1:06 pm Post subject: engine break in period

Here's  what Lycoming recommends

http://www.lycoming.textron.com/support/publications/service-instructions/pdfs/SI1427B.pdf



I just grabbed this off the net but I know Eci has breakin procedures as 

well.



Pascal

--------------------------------------------------

From: "cjay" <cgfinney(at)yahoo.com>

Sent: Saturday, January 09, 2010 10:46 AM

To: <rv10-list(at)matronics.com>

Subject: engine break in period



 	  Quote: 	
		   



 Thinking about my first flight (hopefully not in the too distant future) I 

 came across an old reprint from an AOPA magazine about steps for the 

 engine break in period (for any new, rebuilt, or overhauled engine).



 A couple of the highlights:



 1. non-compounded oils should be used during the break-in period.   Stay 

 with it for the first 50 hours.



 2. Use full rated power and RPM as much as possible and avoid ground 

 running time to a minimum.



 It goes into a description of the importance of high mean effective 

 pressure (BMEP) and both steps above helps to properly seat the cylinder 

 wall and piston rings.



 I guess my question is  how can you achieve (2) when you are just starting 

 out and have to do quite a bit of ground runs and slow flights around the 

 pattern?



 cjay





 Read this topic online here:



 http://forums.matronics.com/viewtopic.php?p 80820#280820

dlm46007(at)cox.net
Guest

Posted: Sat Jan 09, 2010 2:04 pm Post subject: engine break in period

For breakin I did 1.3 hours over the airport at about 24/2400; the best I

could do without running into the Class B and stay near the airport for an

immediate landing. I was operating at 3500 MSL above a TPA of 2500 MSL and

below a class B 4000 MSL. Most of the remainder of the test time was cross

country at 23/2250 at about 12 GPH. CHTs initially were 360-430F and

gradually reduced to about 360F where they went just below 360F or the top

of he green for my definition. I spent about 20+ hours doing points A B C A

with a refuel at C. The current oil consumption on the new certified

Lycoming from Vans is 1 quart every 10 -15 hours. I use a combination of

Phillips XC 20-50 and 25-65.   



--

cjay

Joined: 15 Dec 2007
Posts: 53

Posted: Sat Jan 09, 2010 2:14 pm Post subject: Re: engine break in period

 	  speckter(at)comcast.net wrote: 	
		  Another option is to put a hood on your engine like the engine overhaul

places do.  I barrowed one from my local engine builder.  Then I did a full

power ground run with the plane tied to a tree/truck/heavy object for 3 or

more hours until the CHT's start to drop.  This greatly enhances the break

in.



Gary Specketer



-- 	




I'm not sure what an engine hood is, but I was thinking about constructing a simple sheet metal scoop (to simulate the upper cowl) held in place with bungee cords so I don't have to hassle with taking the cowling on and off.  But I think this will only be good for the ground run up suggested in the lycoming service letter that Pascal sent.



For the flight test I'll have to follow Deems recommendation but I'm doubtful the tower will give the flexibility since I'm in the Washington ADIZ.



cjay

luis(at)cristabelle.net
Guest

Posted: Sat Jan 09, 2010 2:45 pm Post subject: engine break in period

Try calling the tower ahead of time.  You know, like a week or so or  

today.  Give them a heads up and ask for a recomendation if they can't  

acomodate yours.



Sent from my iPod



On Jan 9, 2010, at 5:14 PM, "cjay" <cgfinney(at)yahoo.com> wrote:



 	  Quote: 	
		   

 speckter(at)comcast.net wrote:

> Another option is to put a hood on your engine like the engine  

> overhaul

> places do.  I barrowed one from my local engine builder.  Then I  

> did a full

> power ground run with the plane tied to a tree/truck/heavy object  

> for 3 or

> more hours until the CHT's start to drop.  This greatly enhances  

> the break

> in.

>

> Gary Specketer

>

> --

 I'm not sure what an engine hood is, but I was thinking about  

 constructing a simple sheet metal scoop (to simulate the upper cowl)  

 held in place with bungee cords so I don't have to hassle with  

 taking the cowling on and off.  But I think this will only be good  

 for the ground run up suggested in the lycoming service letter that  

 Pascal sent.



 For the flight test I'll have to follow Deems recommendation but I'm  

 doubtful the tower will give the flexibility since I'm in the  

 Washington ADIZ.



 cjay





 Read this topic online here:



 http://forums.matronics.com/viewtopic.php?p 80845#280845

pitts_pilot(at)bellsouth.
Guest

Posted: Sat Jan 09, 2010 3:54 pm Post subject: engine break in period

I've missed the step where you do a lot of ground runs and 

slow flight in the pattern!



My recommendation is to do one high speed run down the 

runway, testing control effectiveness, taxi back, put the 

pedal to the metal and go.  If you really need to go slow 

and taxi a lot .... just minimize it.  It'll only take a 

little longer to really break in.



If you had an original design that's never flown before, 

then testing ground handling is critical and you want to do 

that, but the -10 seems to be pretty straight forward 

without surprises.



If you're a low time pilot, find an experienced one for the 

first flight.  Why take a chance on hurting your new baby???



If you want to stay close to the airport (good thing for the 

first hour), go high overhead and make big circles, 

recording whatever is on your test card.  You do have a test 

card, don't you???

Linn



Oh yeah .... if you get airborne on the high speed run .... 

easy to do .... then just go.  I'm not a fan of trying to 

get the airplane back on the ground until y9our airspeed and 

attitude are under control.  MHO, YMMV.



cjay wrote:

 	  Quote: 	
		   

 

 Thinking about my first flight (hopefully not in the too distant future) I came across an old reprint from an AOPA magazine about steps for the engine break in period (for any new, rebuilt, or overhauled engine).

 

 A couple of the highlights:

 

 1. non-compounded oils should be used during the break-in period.   Stay with it for the first 50 hours.

 

 2. Use full rated power and RPM as much as possible and avoid ground running time to a minimum.  

 

 It goes into a description of the importance of high mean effective pressure (BMEP) and both steps above helps to properly seat the cylinder wall and piston rings.

 

 I guess my question is  how can you achieve (2) when you are just starting out and have to do quite a bit of ground runs and slow flights around the pattern?

 

 cjay

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p 80820#280820

ricksked(at)cox.net
Guest

Posted: Sat Jan 09, 2010 6:42 pm Post subject: engine break in period

DJ .....did you move to the  east coast???  Darn I would have tried to miss the ADIZ......you can't even "fall" through that can ya??  How's the 8 doin? No ground loops happening anymore I hope.



Rick

---

rv10builder(at)verizon.ne
Guest

Posted: Sat Jan 09, 2010 7:43 pm Post subject: engine break in period

since I'm in the Washington ADIZ.



Ouch! Hard to believe they will let you do the Phase 1 in that airspace. The 

requirement as I know it is that it needs to be over a none congested (on 

the ground) area. I need to drive near 1 hour to go to the airport that 

qualifies as I am in the Los Angeles area and it sure is congested around 

here.



On a separate note- but the same topic my engine builder ran the engine for 

1.7 hours- it sure isn't a breakin but I will try to do my flight early 

(colder) and do the minimal necessary (read to assure I feel confortable) 

with the taxi test etc.. I know Deems had issue in Arizona with an extended 

wait in heat to get going and that resulted in issues for him, so I'm am 

taking a lesson from Deems and will try to avoid warmer weather as much as 

possible, which at the pace I'm going at we might get past the global 

warming and enter the ice age again so it wont be an issue anyway.

Pascal



--------------------------------------------------

From: "cjay" <cgfinney(at)yahoo.com>

Sent: Saturday, January 09, 2010 2:14 PM

To: <rv10-list(at)matronics.com>

Subject: Re: engine break in period



 	  Quote: 	
		   

 speckter(at)comcast.net wrote:

> Another option is to put a hood on your engine like the engine overhaul

> places do.  I barrowed one from my local engine builder.  Then I did a 

> full

> power ground run with the plane tied to a tree/truck/heavy object for 3 

> or

> more hours until the CHT's start to drop.  This greatly enhances the 

> break

> in.

>

> Gary Specketer

>

> --

 I'm not sure what an engine hood is, but I was thinking about constructing 

 a simple sheet metal scoop (to simulate the upper cowl) held in place with 

 bungee cords so I don't have to hassle with taking the cowling on and off. 

 But I think this will only be good for the ground run up suggested in the 

 lycoming service letter that Pascal sent.



 For the flight test I'll have to follow Deems recommendation but I'm 

 doubtful the tower will give the flexibility since I'm in the Washington 

 ADIZ.



 cjay





 Read this topic online here:



 http://forums.matronics.com/viewtopic.php?p 80845#280845

Matt Dralle
Site Admin

Joined: 08 Nov 2005
Posts: 25704
Location: Livermore CA USA

Posted: Sun Jan 10, 2010 9:35 am Post subject: engine break in period

When I ordered the IO-390 for my RV-8 from Aero Sport, I had them extend bench run-in to about 11.5 hours.  Cost about $1000 extra.  But, the engine is now well past the most critical break-in phases.  I plan to use mineral oil and high power settings for the first 50 flight hours, but proper break-in should be much less of a worry.



$.02



Matt Dralle

RV-8 #82880 N998RV

http://www.mattsrv8.com

Finishing Up...



  



At 10:46 AM 1/9/2010  Saturday, you wrote:

 	  Quote: 	
		  



Thinking about my first flight (hopefully not in the too distant future) I came across an old reprint from an AOPA magazine about steps for the engine break in period (for any new, rebuilt, or overhauled engine).



A couple of the highlights:



1. non-compounded oils should be used during the break-in period.   Stay with it for the first 50 hours.



2. Use full rated power and RPM as much as possible and avoid ground running time to a minimum.  



It goes into a description of the importance of high mean effective pressure (BMEP) and both steps above helps to properly seat the cylinder wall and piston rings.



I guess my question is  how can you achieve (2) when you are just starting out and have to do quite a bit of ground runs and slow flights around the pattern?



cjay





Read this topic online here:



http://forums.matronics.com/viewtopic.php?p 80820#280820

_________________
Matt Dralle
Matronics Email List Administrator

cjay

Joined: 15 Dec 2007
Posts: 53

Posted: Sun Jan 10, 2010 6:00 pm Post subject: Re: engine break in period

Matt,



That's all well and good, but I have an overhauled that is untested to date and integrated in an untested airframe, which is not the ideal flight test situation. I'm wondering why I can't run it on the ground full power for a couple hours myself?  As long as I can maintain good pressure cooling (from the cowl or makeshift cooling scoop) and watch the oil temp and CHT's closely.  Anyone have any  suggestions how to tie the airframe down during for this type of run-up?



cjay



 	  Matt Dralle wrote: 	
		  When I ordered the IO-390 for my RV-8 from Aero Sport, I had them extend bench run-in to about 11.5 hours.  Cost about $1000 extra.  But, the engine is now well past the most critical break-in phases.  I plan to use mineral oil and high power settings for the first 50 flight hours, but proper break-in should be much less of a worry.

 	  Quote: 	
		  



Thinking about my first flight (hopefully not in the too distant future) I came across an old reprint from an AOPA magazine about steps for the engine break in period (for any new, rebuilt, or overhauled engine).



A couple of the highlights:



1. non-compounded oils should be used during the break-in period.   Stay with it for the first 50 hours.



2. Use full rated power and RPM as much as possible and avoid ground running time to a minimum.  



It goes into a description of the importance of high mean effective pressure (BMEP) and both steps above helps to properly seat the cylinder wall and piston rings.



I guess my question is  how can you achieve (2) when you are just starting out and have to do quite a bit of ground runs and slow flights around the pattern?



cjay





Read this topic online here:



http://forums.matronics.com/viewtopic.php?p 80820#280820

pitts_pilot(at)bellsouth.
Guest

Posted: Sun Jan 10, 2010 6:15 pm Post subject: engine break in period

cjay wrote:

 	  Quote: 	
		   

 <cgfinney(at)yahoo.com>

 

 Matt,

 

 That's all well and good, but I have an overhauled that

 is untested to date and integrated in an untested

 airframe, which is not the ideal flight test situation.

But it's the most common.
	


 	  Quote: 	
		   I'm wondering why I can't run it on the ground full power

 for a couple hours myself?  As long as I can maintain

 good pressure cooling (from the cowl or makeshift cooling

 scoop) and watch the oil temp and CHT's closely.

This is the problematic part .... you just can't get enough 
	


air through the engine running at high power on the ground.

   Anyone

 	  Quote: 	
		   have any  suggestions how to tie the airframe down during

 for this type of run-up?

If you're bound and determined ..... I'd tie a bridle to the 
	


steps and around something that won't move.



I really hope you decide to just fly it like most do.

Linn



 	  Quote: 	
		   

 cjay

 

 

 Matt Dralle wrote:

> When I ordered the IO-390 for my RV-8 from Aero Sport,

> I had them extend bench run-in to about 11.5 hours.

> Cost about $1000 extra.  But, the engine is now well

> past the most critical break-in phases.  I plan to use

> mineral oil and high power settings for the first 50

> flight hours, but proper break-in should be much less

> of a worry.

> 

>> 

>> Thinking about my first flight (hopefully not in the

>> too distant future) I came across an old reprint from

>> an AOPA magazine about steps for the engine break in

>> period (for any new, rebuilt, or overhauled engine).

>> 

>> A couple of the highlights:

>> 

>> 1. non-compounded oils should be used during the

>> break-in period.   Stay with it for the first 50

>> hours.

>> 

>> 2. Use full rated power and RPM as much as possible

>> and avoid ground running time to a minimum.

>> 

>> It goes into a description of the importance of high

>> mean effective pressure (BMEP) and both steps above

>> helps to properly seat the cylinder wall and piston

>> rings.

>> 

>> I guess my question is  how can you achieve (2) when

>> you are just starting out and have to do quite a bit

>> of ground runs and slow flights around the pattern?

>> 

>> cjay

>> 

>> 

>> 

>> 

>> Read this topic online here:

>> 

>> http://forums.matronics.com/viewtopic.php?p

>> 80820#280820

>> 

>> 

 

 

 

 

 

 Read this topic online here:

 

 http://forums.matronics.com/viewtopic.php?p 80967#280967

 

 

 

 

 

 

 

 

 http://www.matronics.com/contribution

jump2(at)sbcglobal.net
Guest

Posted: Sun Jan 10, 2010 6:56 pm Post subject: engine break in period

How about sending it to one of the good engine ohvers and let them put it in a test cell. It'll cost you some, but now would be better then latter and have to replace your cylinders. Lycoming has a process of testing or running a new engine, You would do good to read those before you do anything.

ECI, Continental, RAM they all have a break-in program that you can get ahold of just by asking them or go on line. Or the back of your engine ovh/ maintenace manual.

  And I can say  they work better then running you engine on the ground for long period of time.

 Patrick Thyssen

my2 cents from experience.

--- On Sun, 1/10/10, cjay <cgfinney(at)yahoo.com> wrote:

[quote]

From: cjay  <cgfinney(at)yahoo.com>

Subject: Re: engine break in period

To: rv10-list(at)matronics.com

Date: Sunday, January 10, 2010, 8:00 PM

--> RV10-List message posted by: "cjay" <[url=/mc/compose?to=cgfinney(at)yahoo.com]cgfinney(at)yahoo.com[/url]>

Matt,

That's all well and good, but I have an overhauled that is untested to date and integrated in an untested airframe, which is not the ideal flight test situation. I'm wondering why I can't run it on the ground full power for a couple hours myself?  As long as I can maintain good pressure cooling (from the cowl or makeshift cooling scoop) and watch the oil temp and CHT's closely.  Anyone have any  suggestions how to tie the airframe down during for this type of run-up?

cjay

Matt Dralle wrote:

 	  Quote: 	
		   When I ordered the IO-390 for my RV-8 from Aero Sport, I had them extend  bench run-in to about 11.5 hours.  Cost about $1000 extra.  But, the engine is now well past the most critical break-in phases.  I plan to use mineral oil and high power settings for the first 50 flight hours, but proper break-in should be much less of a worry.

 > 

 > 

 > Thinking about my first flight (hopefully not in the too distant future) I came across an old reprint from an AOPA magazine about steps for the engine break in period (for any new, rebuilt, or overhauled engine).

 > 

 > A couple of the highlights:

 > 

 > 1. non-compounded oils should be used during the break-in period.   Stay with it for the first 50 hours.

 > 

 > 2. Use full rated power and RPM as much as possible and avoid ground running time to a minimum.  

 > 

 > It goes into a description of the importance of high mean effective  pressure (BMEP) and both steps above helps to properly seat the cylinder wall and piston rings.

 > 

 > I guess my question is  how can you achieve (2) when you are just starting out and have to do quite a bit of ground runs and slow flights around the pattern?

 > 

 > cjay

 > 

 > 

 > 

 > 

 > Read this topic online here:

 > 

 > http://forums.matronics.com/viewtopic.php?p 80820#280820

 > 

 > 

Read this topic online here:

http://forums.matronics.com/viewtopic.php?p=280967#280967<=          - The RV10-List tp://www.matronics.com/Navigator?RV10-List" target="_blank">http://www.mank you for your generous nbsp;             -Matt Dralle, List Admin. [quote][b]

rv10builder(at)verizon.ne
Guest

Posted: Sun Jan 10, 2010 7:41 pm Post subject: engine break in period

but I have an overhauled that is untested to date and integrated in an 

untested airframe,

now that's concerning, breakin is the least of your issues if you don't even 

know if the engine runs.. or am I misunderstanding the "untested" piece.. if 

you mean experimental, it's tested, heck I have a Eci in a overhaouled 

engine I know it was tested for 1.5 hours and everything was signed off as 

being safe, as a minimum make sure the engine is tested.

As I mentioned before follow the Lycoming steps, 100's have gone before us 

without an issue.



--------------------------------------------------

From: "cjay" <cgfinney(at)yahoo.com>

Sent: Sunday, January 10, 2010 6:00 PM

To: <rv10-list(at)matronics.com>

Subject: Re: engine break in period



 	  Quote: 	
		   



 Matt,



 That's all well and good, but I have an overhauled that is untested to 

 date and integrated in an untested airframe, which is not the ideal flight 

 test situation. I'm wondering why I can't run it on the ground full power 

 for a couple hours myself?  As long as I can maintain good pressure 

 cooling (from the cowl or makeshift cooling scoop) and watch the oil temp 

 and CHT's closely.  Anyone have any  suggestions how to tie the airframe 

 down during for this type of run-up?



 cjay

 Matt Dralle wrote:

> When I ordered the IO-390 for my RV-8 from Aero Sport, I had them extend 

> bench run-in to about 11.5 hours.  Cost about $1000 extra.  But, the 

> engine is now well past the most critical break-in phases.  I plan to use 

> mineral oil and high power settings for the first 50 flight hours, but 

> proper break-in should be much less of a worry.

>

> >

> >

> > Thinking about my first flight (hopefully not in the too distant 

> > future) I came across an old reprint from an AOPA magazine about steps 

> > for the engine break in period (for any new, rebuilt, or overhauled 

> > engine).

> >

> > A couple of the highlights:

> >

> > 1. non-compounded oils should be used during the break-in period. 

> > Stay with it for the first 50 hours.

> >

> > 2. Use full rated power and RPM as much as possible and avoid ground 

> > running time to a minimum.

> >

> > It goes into a description of the importance of high mean effective 

> > pressure (BMEP) and both steps above helps to properly seat the 

> > cylinder wall and piston rings.

> >

> > I guess my question is  how can you achieve (2) when you are just 

> > starting out and have to do quite a bit of ground runs and slow flights 

> > around the pattern?

> >

> > cjay

> >

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 Read this topic online here:



 http://forums.matronics.com/viewtopic.php?p 80967#280967

Bob Turner

Joined: 03 Jan 2009
Posts: 885
Location: Castro Valley, CA

Posted: Mon Jan 11, 2010 12:20 pm Post subject: Re: engine break in period

AS others have noted, when on the ground even a CS prop tends to be stalled over the inboard section, and provides very little cooling airflow into the cowl. Extended high power ground runs are generally a poor idea.



However, a "bad break in" is not completely catastrophic financially (assuming you didn't over heat anything). You'd have to pull all the cylinders and re-hone them, to break the glaze; then start again.



I think a lot of engine people would agree that the 50 hours called for by Lycoming is wildly conservative (but not harmful). For steel cylinders most of the break-in happens in the first few hours, and if it doesn't the cylinders most likely are glazed over, and another 40 hours is unlikely to help.

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Bob Turner
RV-10 QB

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