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07-11-2011, 05:59 AM
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Join Date: Jul 2011
Location: Phoenix, AZ
Posts: 7
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Here are my cylinder serial numbers if anyone would like to compare:
#1 366WCO45613
#2 366WCO45604
#3 366WC045865
#4 366WC045866
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07-11-2011, 06:11 AM
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Join Date: Dec 2008
Location: na
Posts: 1,457
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Do you recall how this cyl compared in operating temps (CHT/EGT) to the other cyl during your normal operations? Was it the hottest, coolest or right in the middle?
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07-11-2011, 06:51 AM
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Join Date: Jul 2011
Location: Phoenix, AZ
Posts: 7
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Ken
I wish I had been a better documentarian. I'm really not sure. I know at times different cylinders would reach EGT peak first, I think, usually #2 or #3. As for CHTs, #1 and #3 were the hottest best of my recall. But again, I'm not very confident in that.
I have an Advanced AF2500. Not sure if I have the ability to do a "data dump" and I may not be able to come up with the cable, but I may look into that before it's flown again.
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07-11-2011, 11:07 PM
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Join Date: Jul 2007
Location: Delta, CO/Atlin, BC
Posts: 2,391
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I'm in the middle of central Yukon in a camp 20 miles from my airplane, but will try to post serial numbers when I return to Reno from this trip in a week or so. Interesting (and a bit scary) to see a similar failure. I have a metallurgical colleague who is supposedly looking at the parts this summer, but I've been gone for several weeks now. I will post something if/when he gives me information.
cheers,
greg
__________________
Greg Arehart
RV-9B (Big tires) Tipup @AJZ or CYSQ
N 7965A
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07-13-2011, 07:13 PM
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Join Date: Oct 2006
Location: Glendale, AZ
Posts: 256
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Were these carb'ed engines
I have a Superior IO-360 I built at the build school in November 2007. Based on this thread I checked my serial numbers and my numbers are 366WG0712470 tightly grouped in a range to 487. I am not sure what the "W" means, mine is Fuel Injected - maybe that is it. Just trying to figure out if mine are in the same range of suspect cylinders and whether its worth pulling the jugs to have the valve guides check. Calender build time they are for sure.
Be interested to see if we have anymore failures and what their SN's are.
Quote:
Originally Posted by Larry L Driver
Here are my cylinder serial numbers if anyone would like to compare:
#1 366WCO45613
#2 366WCO45604
#3 366WC045865
#4 366WC045866
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__________________
Roger Whittier
RV7A Quick Build, Tip Up
N1MY Reserved - Canopy finished - Wings mated, Engine hung, electrical 95%
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07-17-2011, 06:56 AM
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Join Date: Jul 2011
Location: Phoenix, AZ
Posts: 7
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This past Friday I was able to pick my plane up in MO after having a new #3 cylinder installed. The mechanic also reamed the exhaust valve guides of the other cylinders on the suggestion that this was possibly caused by a stuck valve. He said they were pretty clean and the valves moved freely but went ahead with the reaming.
Upon returning, we inspected the failed #3 cylinder. After removing the spring from the exhaust valve, it was apparent it was stuck big time. We actually had to tap it out with rod and a hammer. There was lots of carboning/coking, whatever you want to call it, in the valve guide.
I still don't have a clue why this was a problem on this cylinder, but I would pass along some observations:
First, I had several instances of roughness - probably less than 2 seconds in duration - before this occurred.
Second, I had had a couple instances of what might considered "morning sickness."
Third, and I have no idea if there's a connection, but almost from the beginning with this engine my oil would start to turn dark in a very short time (2 -3 hours) after every change. I've now flown about 8 hours since the cylinder change and the oil looks just absolutely clean as when it came out of the bottle. So I have to wonder if this cylinder hasn't been "sick" for a very long time.
Larry
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07-17-2011, 07:23 AM
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Join Date: Aug 2005
Location: Dallas/Ft Worth, TX
Posts: 5,687
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I'm curious if you had high oil consumption and if the #3 plug showed signs of oil usage prior to this event?
Dark oil after a few hours means you had excessive "blow buy" indicating piston rings that were not performing properly.
__________________
Walt Aronow, DFW, TX (52F)
EXP Aircraft Services LLC
Specializing in RV Condition Inspections, Maintenance, Avionics Upgrades
Dynamic Prop Balancing, Pitot-Static Altmeter/Transponder Certification
FAA Certified Repair Station, AP/IA/FCC GROL, EAA Technical Counselor
Authorized Garmin G3X Dealer/Installer
RV7A built 2004, 1700+ hrs, New Titan IO-370, Bendix Mags
Website: ExpAircraft.com, Email: walt@expaircraft.com, Cell: 972-746-5154
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07-17-2011, 07:31 AM
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Join Date: Jul 2007
Location: Delta, CO/Atlin, BC
Posts: 2,391
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Roger,
I'm still not home (stuck in Smithers BC with claggy weather this morning) but I built my engine (IO360) in Dec 2007, so probably similar numbers. I never noticed any morning sickness but the engine was running roughly immediately prior to the failure. When the engine was rebuilt, Lou at Eagle Engines said that there was a lot of carbon in the engine even though I run LOP consistently. He attributed it to the injector body not being set quite right.
greg
__________________
Greg Arehart
RV-9B (Big tires) Tipup @AJZ or CYSQ
N 7965A
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07-17-2011, 12:17 PM
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Join Date: Dec 2008
Location: na
Posts: 1,457
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Two similar failures, both relatively low time engines, both Xp-IO360's, both run LOP regularly.
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07-18-2011, 06:55 AM
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Join Date: Jul 2011
Location: Phoenix, AZ
Posts: 7
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Walt,
I would use about 1 quart of oil in 15 -16 hours. I didn't consider that high oil consumption. Nor did the #3 plugs ever show any signs.
Larry
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