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#21
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Showing metal at 1,100 hours
"Maule Driver" wrote in message
... Kyle Boatright wrote: Since you let the aircraft sit for 60 days, is it possible (likely?) that the metal you are seeing is simply the layer of rust that formed on your cylinder bores? Possible? I certainly hope so. Likely? I don't know. Does anyone doing regular oil analysis see this when their a/c sits idle for 60 days? Rust might end up in the oil analysis, but I don't see how some surface rust from the bores would end up as metal shavings in the filter. (If I recall correctly, that's what you found, right?) :-( Does a Maule come with a Tost or Schweizer hook as an option? (And I don't mean on the tail end...) ;-) -- Geoff the sea hawk at wow way d0t com remove spaces and make the obvious substitutions to reply by mail Spell checking is left as an excercise for the reader. |
#22
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Showing metal at 1,100 hours
"Capt. Geoffrey Thorpe" The Sea Hawk at wow way d0t com wrote in message newsaednVG8H6AWKTjenZ2dnUVZ_sGdnZ2d@wideopenwest .com... Does a Maule come with a Tost or Schweizer hook as an option? (And I don't mean on the tail end...) You could always tow it backwards. It worked for the Wright brothers. Vaughn |
#23
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Showing metal at 1,100 hours
I had an mystery oil leak as well. It took me several weeks and wash downs
to find it. Big snip I replaced it with a remote filter housing.... Well, I've already got one of those... I'm having my A&P change the oil and install new iridium plugs this week -- and I've already asked him to go on a LIMITED "fishing expedition" in search of the oil leak. If he hasn't found the source after 2 hours, we're calling it off, and I'll just live with it... Thanks for the ideas! -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#24
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Showing metal at 1,100 hours
Jay Honeck wrote: The thing that irks me when I get in this situation (like a cylinder that might be going South) is that I cannot FLY the thing anywhere with confidence except a local hop. Until the problem is resolved, the plane is "down" as far as I'm concerned. No freedom to take a 400 mile jaunt whenever I want is as good as no plane at all. Worse, in fact. I have a potential financial liability simmering on the ramp that I cannot use. Well put, Mike. This is an aspect of ownership that is not often discussed. Nagging little problems that, as a renter, don't even enter you mind, become HUGE deals as an owner. Thanks for providing that perspective for us non-owners enviously looking on. I had a vacuum failure in a club plane a couple of years ago. I was VFR so I finished my flight home, squawked it, and that was it. Also club planes go down for maintanence, engine changes, or fixes once in a while, when they happens I fly a different one. My club has volunteer maintanence nights that I attend when I can so I can be as hands-on as I want to or can be. Still it would be nice to have my own bird.... I guess the best of both worlds, if you could afford it, would be to own a plane AND belong to a club so you have backup availability when your baby is sick. We do have a few members like that. |
#25
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Showing metal at 1,100 hours
I guess the best of both worlds, if you could afford it, would be to
own a plane AND belong to a club so you have backup availability when your baby is sick. We do have a few members like that. Actually, the best of all worlds would be to have a partnership of two pilots (or sets of pilots, as in Mary and me), each bringing an airplane to the table. For example, I would LOVE to partner with someone that has a Decathlon. When he wanted to haul four people and luggage, he would have access to Atlas -- and when we wanted to rock and roll, we'd have access to the Decathlon. It would be perfect. Haven't found anyone around here that wants to do that...yet. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#26
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Showing metal at 1,100 hours
From Jay (snipped)
This is an aspect of ownership that is not often discussed. Nagging little problems that, as a renter, don't even enter you mind, become HUGE deals as an owner. Thanks for providing that perspective for us non-owners enviously looking on. Jay makes a great point. Before I became an owner, as an instructor I took great pride in knowing the rental airplanes I flew inside and out. I knew the AD's, the inspection dates, the squawks, and how the owner and maintenance people took care of them. It gave me great insight into what it took to be legal, what it took to "get by", what could wait, and what would never get fixed no matter how much we bitched. I think one of the greatest things about owning is that you become very intimate with your airplane. You go through all the same decisions about when, how, and whether to fix, replace, or repair something, but they are YOUR decisions, not somebody else's, you control the entire process, although sometimes your options become limited. You also know what your budget is, which like other owners, will contribute greatly to your decision making process. You get to really know your airplane. You also get to make money saving "investments" when you repair or replace certain things. If you know "doing it better" will cost you a little more now but save you a lot more later, (and you can afford it) it becomes an easy decision. Case in point: The exhaust systems on Aztecs run very low, very hot, and very close to the fiberglass cowls. Too much heat will destroy the cowls. When our exhaust systems needed to be replaced, a very smart previous owner had them fabricated a few inches shorter to provide more clearance between them and the cowl. Didn't cost any more money, labor to remove and replace would be the same, but he preserved the fiberglass nose bowls which are $2400 new unpainted EACH! So... some repairs, done properly and smartly, will save you money in the long run. Unfortunately a point often forgotten on rental planes. The next time your rental or club plane comes back from a squawk repair, take a look at the logs, take the time to talk to the A&P, and ask for some details about the problem and the fix. You may be presently surprised or amazingly shocked. Another thing about owning is that you can, if you take the time, develop a very close relationship with your maintenance shop. This will pay HUGE dividends. They will be more willing to call you up in the middle of a project and tell you about other little things that you may want to take care of while they have the airplane torn apart. Much cheaper than repeating the same labor requirements for a new problem at a latter date. They may also let you look over their shoulder and help with some of the projects. I would insist on this type of arrangement. Even if you don't save any money on labor, what you learn will become invaluable down the road. Ask your club or FBO if you can help out with 100hr inspections, oil changes, annual inspections, or other maintenance. You may be able to trade some sweat equity for some flight hours, either way, you'll be a smarter pilot and well on your way towards ownership. Jim |
#27
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Showing metal at 1,100 hours
My call - (not an A&P but a mech engr). That it keeps producing metal
(really how much though) makes me wonder. I can't imagine this to be simple cylinder corrosion products. It all depends on what you find, but it sure sounds to me like a cam failure. The next question is why, on a nearly new engine. Maybe you could get by with just removing the four rocker box covers & see if the valve travels are still equal using a dial indicator. If they are equal travel, it could be an oil pump or other accessory gear. If they are not equal, that would suggest a good choice and location to remove a cylinder & look at that cam lobe system. Two of the cam lobes are doubled up so that they each drive two intake valves on opposite sides of the engine. These might be the most likely cam lobes to fail, with the failure probably initiating on the RH side if it is cold-start related. Another possibility is a scored cylinder. If it is from cold start damage, it will probably be worse on the top right side of the engine. You might be able to see this with a light thru the top spark plug hole while looking thru the bottom hole. Do this in a dark area. Maybe your mechanic has a borescope alternate. Assuming this engine has a full flow filter (not just a screen), the condition of a typical rod bearing could be determined after a cylinder removal. If it has only a screen, the bearings will almost certainly be contaminated. If there is camshaft or lifter debris embedded in the con rod big end journal, I'd want to stop any further operation in hopes of at least saving the crankshaft from further damage. Any camshaft wear debris is going to be very hard & just might have the potential of scratching the nitrided crankshaft. If any cam lobe is worn down, it isn't going to heal itself - it's just going to create more metal. Let us know what you find. |
#28
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Showing metal at 1,100 hours
nrp wrote:
The next question is why, on a nearly new engine. I don't regard 1,100 hours as "nearly new." George Patterson Coffee is only a way of stealing time that should by rights belong to your slightly older self. |
#29
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Showing metal at 1,100 hours
Correction to my earlier post - Cold start cam failure on any dual
follower lobes will probably initiate on the LH side due to oil spray patterns in the crankcase. On the 1100 TT point by George P - I was thinking that the cam was at least not a second run one, in which case it would be a premature failure. |
#30
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Showing metal at 1,100 hours
Capt. Geoffrey Thorpe wrote:
Rust might end up in the oil analysis, but I don't see how some surface rust from the bores would end up as metal shavings in the filter. (If I recall correctly, that's what you found, right?) :-( We have fine metal partices - where from we don't know. How surface rust from the bores would appear in the filter? I don't know. What would you expect to see in such a situation? Does a Maule come with a Tost or Schweizer hook as an option? (And I don't mean on the tail end...) ;-) No hook but it has such a attention getting glide ratio that I think I'll wait to get the vibrator fixed. Actually I do have some 2-22 time.... |
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