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Advice from Gear-Heads... LOP [bcc][faked-from]

 
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blorber(at)southwestcirru
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PostPosted: Wed May 24, 2006 4:08 am    Post subject: Advice from Gear-Heads... LOP [bcc][faked-from] Reply with quote

CloudCraft(at)aol.com wrote:

Quote:
Their reason for running ROP was not about cylinder head temperature nor any
of the usual heat or oil wash reasons: it was because of the low lead content
in modern AvGas.

They saw a problem with valve guide lubrication that lead was intended to
provide in these engines.


I'm not a metallurgist or engine rebuilder (I'm just barely a pilot Smile )

but, I would bet that the engines that still need the lead for valve
guide lube have bigger needs. If an engine has been overhauled or
topped in the last ~ 10 (20?) years, it doesn't need the lead for
lubrication. At some point, even the air-cooled antiques that power
these confounded machines received new valve guides that don't use the
lead for lubrication. As pointed out, the lead is purely octane boost.

God bless the old gear-heads that have been building and rebuilding
these things since before I was born, but some have a built-in resistor
to noticing there have been some changes since the 1960s. One of the
best (and informative) conversations I've had with anyone dealing with
engines is when I toured Pacific Continental Engines with the owner John
Jackson (818-781-4947) in Van Nuys. John is a busy guy, so he doesn't
spend a lot of time jawing, but he did explain to me the differences
between the way his father (and other old gear-heads) did things, and
the way they're done now. We were talking specifically overhaul
considerations - used to be you could mic something like a connecting
rod and re-use it if it was in specs, now it's a mandatory replacement
per the FAA. His father's resistor basically forced him to hand the
operation to John; he just couldn't see his way to replacing what, to
him, was a perfectly good part. Add in technology that makes the magic
even tighter (I love that phrase), and John's dad was ready to throw in
the towel. Thank God he taught John the magic before departing the fix.

I'm not buying the APS "red box" hocus that is based on a Continental
graph from when Toby was a pup. Their logic contradicts itself when
using this chart, thus making that part of their argument suspect. The
science is sound, however, and I can provide real-world data from a
Continental IO-550 over multiple flights where LOP does amazing things
for temps and ease of operation (give me a bit to format and post the
data). With almost 500 hours on this engine, I giggle like a
school-girl every time I pull the plugs and read the serial numbers
stamped into the face of the pistons like they are brand-spanking new.

One last observation, and back to the original question about backlash,
is that all the LOP, ROP, props forward for landing, ground-feathering,
taxi discussions in the world are worthless with the props turning. The
ONLY thing you can do to save an engine (and the rest of the airplane
for that matter) has nothing to do with operating parameters. It has
everything to do with staying in the same zip code as the airplane (or,
even better, being one or two zip codes ahead of the airplane)
especially in the descent and landing. Strive for a smooth, programmed
reduction from cruise power at altitude to idle power on touchdown with
the engine pulling the airplane at all times in between (geared and
direct-drive). Use your brain and the airplane to hit the spot, not the
engines. That's what keeps jugs and props attached to the engines.

Brock Lorber
702-510-7728
http://www.southwestcirrus.com/n400ch


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Therock24(at)aol.com
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PostPosted: Wed May 24, 2006 6:40 am    Post subject: Advice from Gear-Heads... LOP [bcc][faked-from] Reply with quote

In a message dated 5/24/2006 5:09:45 A.M. Pacific Daylight Time,
blorber(at)southwestcirrus.com writes:


<blorber(at)southwestcirrus.com>

CloudCraft(at)aol.com wrote:

Quote:
Their reason for running ROP was not about cylinder head temperature nor
any

Quote:
of the usual heat or oil wash reasons: it was because of the low lead
content

Quote:
in modern AvGas.

They saw a problem with valve guide lubrication that lead was intended to
provide in these engines.


I'm not a metallurgist or engine rebuilder (I'm just barely a pilot Smile )

but, I would bet that the engines that still need the lead for valve
guide lube have bigger needs. If an engine has been overhauled or
topped in the last ~ 10 (20?) years, it doesn't need the lead for
lubrication. At some point, even the air-cooled antiques that power
these confounded machines received new valve guides that don't use the
lead for lubrication. As pointed out, the lead is purely octane boost.

God bless the old gear-heads that have been building and rebuilding
these things since before I was born, but some have a built-in resistor
to noticing there have been some changes since the 1960s. One of the
best (and informative) conversations I've had with anyone dealing with
engines is when I toured Pacific Continental Engines with the owner John
Jackson (818-781-4947) in Van Nuys. John is a busy guy, so he doesn't
spend a lot of time jawing, but he did explain to me the differences
between the way his father (and other old gear-heads) did things, and
the way they're done now. We were talking specifically overhaul
considerations - used to be you could mic something like a connecting
rod and re-use it if it was in specs, now it's a mandatory replacement
per the FAA. His father's resistor basically forced him to hand the
operation to John; he just couldn't see his way to replacing what, to
him, was a perfectly good part. Add in technology that makes the magic
even tighter (I love that phrase), and John's dad was ready to throw in
the towel. Thank God he taught John the magic before departing the fix.

I'm not buying the APS "red box" hocus that is based on a Continental
graph from when Toby was a pup. Their logic contradicts itself when
using this chart, thus making that part of their argument suspect. The
science is sound, however, and I can provide real-world data from a
Continental IO-550 over multiple flights where LOP does amazing things
for temps and ease of operation (give me a bit to format and post the
data). With almost 500 hours on this engine, I giggle like a
school-girl every time I pull the plugs and read the serial numbers
stamped into the face of the pistons like they are brand-spanking new.

One last observation, and back to the original question about backlash,
is that all the LOP, ROP, props forward for landing, ground-feathering,
taxi discussions in the world are worthless with the props turning. The
ONLY thing you can do to save an engine (and the rest of the airplane
for that matter) has nothing to do with operating parameters. It has
everything to do with staying in the same zip code as the airplane (or,
even better, being one or two zip codes ahead of the airplane)
especially in the descent and landing. Strive for a smooth, programmed
reduction from cruise power at altitude to idle power on touchdown with
the engine pulling the airplane at all times in between (geared and
direct-drive). Use your brain and the airplane to hit the spot, not the
engines. That's what keeps jugs and props attached to the engines.

Brock Lorber
702-510-7728
http://www.southwestcirrus.com/n400ch


Great input Brock

Rocky Magee
Sierra Air Conditioning Inc.
4210 West Patrick Lane
Las Vegas NV 89118
Office 702 798-1055 ex. 202
Mobile 702 498-7601

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