What's new
Van's Air Force

Don't miss anything! Register now for full access to the definitive RV support community.

2400 Hour Report

petehowell

Well Known Member
Mom is 2 weeks post vax and I have not seen her for a year, so it was time to go have lunch in South Bend!! Got six hours of seat time and 3 hours with mom. We kept our distance, but had a great meal on the deck. The O-320 purred like a kitten, down and back. Oil consumption is still in the 1.5 qt/50 hours range and Oil pressure still looks great. I'm looking for signs she is getting tired.

Those 6 hours put me right at 2400, so I dropped the oil, checked the filter and scoped the valves. No chunks in the screen, and the typical carbon in the filter. Compression tested the cylinders as well- took the data on a cold engine.

78 75 78 78

Here is your valve porn:

Intake 1
ACtC-3cNKuBvCMBL1mGaabpYf02Lgyv4Y1dzeSc18S3MA7A7kVBgEE1i8iqiBrAlf-IUilypiCSHLfsa02OQQ_UUBlIvgkdcHgnByyg8SFZDLsjdnPvOGbCH9cRfeuaGM_hbI0p3YNkCBU-5busyd95F8hpIdQ=w640-h480


Exhaust 1
ACtC-3eo35vViKvNZ_Wjx-iwPZT3UkTVKFORG3aulHuQCoLkF23D7e-0sS8YRKBsKon41G2NDCAIt9LY4xy9gHvR0mN1VCcl6j74rKFVNq6W7i46HS8M0sCuX8PPwUJekeDnGPUWRlnAy0M2mjfkB_wRIQQE5Q=w640-h480


In 2
ACtC-3c8hb-y2zyjThAPraEEyOLgJu2QoL6ZNONJU3wKbUQ8joS3R1qJgowSV3fJZn1BJdnhkjXlnkj9AcrWhvs9fo8M6KhZAJL-or-QH1Iz-MOsHPkR63sGN0H8jnkxFVODs5ETA1MV2kDt0xQmSlVOyNlNMg=w640-h480


Ex 2
ACtC-3dBTrXWs22dlqIrCam6mIDtfsmdS-q89qaWwwu7BT2XF7qncG_EvKvwO40wTqcvKRHqB0V3aw63A4TAnfwH5HSW_Dqv9KPmmOKCzet_HXmNoGlVUKzsZ9Eu5DPCadulOJeOAT_Dt0ZS7eLr86MG07DK_w=w640-h480


In 3
ACtC-3d-Y2R89Cq9F2kyR0lWG6rfIutClbD5s5cTZ0F_deCi7pnrGKgbC5AUhzPSeN49kw12taOwa-fFgXn_k4xIFusst-YZwx-Qvn2w8lLdAD9DL4eV0_2QF5s-x6gyN2fNc0TmZfQcxEmPF0paaiQ__ANtzw=w640-h480


Ex 3
ACtC-3dX5fA9NR7T66OazS3GPI_eAdyBEyhoB8wED9lShOaUBbOds2lqEK9Ar4dXeNz6IR3Wz5ctM9FhnvPT2PPepzMkqMy5d04lNoJsUNmkfW5XQiXZgH--iOlcnM4UsZiKAs1ldxAJCSLgA-MdlyFBa9PCfA=w640-h480


In 4
ACtC-3dTNTUj8PMYl-LJT-17hhTJRguNa7Kz41PAxHhvkfYnL-BaYfD_YbVuJmJEuVlWuFTo0VmmcSaeAfHynqnhkeSboZJT3rk4OsMhu7tvPJ4jMRligzjgQzuKLhjFYh-AQHfYtiVlPPFf5Sg89dnlnhKhbQ=w640-h480


Ex 4
ACtC-3dVk0V8PFZSSVlNUVG-4giduosPH1bqFWZZxWF48-OtgO4qxcPJ5zXZ5KBKyNm4SwqbJDCgK0QbrUOZv-pLsqH4grHfgjxK8OQGqCRvzVX7_GNigcXn0q7Fw5IxWZEgIMveAoW678qlftDtfZrdCjQmeQ=w640-h480
 
Last edited:
What is the design life of an RV airframe?

I know most things can be maintained forever, but at some point it's just not worth replacing internal structural bits. Spars, longerons, etc.
 
2400 hours on engine?

Thanks for the pictures and info. I'm assuming this is a post showing 2400 hours on your engine, original cylinders etc.

Great data points. I fully intend to run my Lycoming well past TBO and only do something to it on condition.

My O-320 was flying over 2300 hours and still running nicely on the RV-4 I sold a couple years ago. It had a Catto fixed pitch 3-blade propeller and was smooth as glass, compressions in the low 70s warm, high 60s cold, great boroscope and no metal being made.

Trick is to fly them, get them up to temperature at least a few times a month and change the oil as prescribed, 4 months or 50 hours, whichever comes first.

Do you run MOGAS or 100LL? Which oil are you using?

I don't think it really matters as long as we fly, get them up to temperature and change oil regularly.
 
Hi Al,

Yep 2400 on the original engine, original cylinders. I run mostly 91 Mogas LOP and have used Phillips XC oil from the very first start.

I agree - flying and changing oil is key.


Thanks for the pictures and info. I'm assuming this is a post showing 2400 hours on your engine, original cylinders etc.

Great data points. I fully intend to run my Lycoming well past TBO and only do something to it on condition.

My O-320 was flying over 2300 hours and still running nicely on the RV-4 I sold a couple years ago. It had a Catto fixed pitch 3-blade propeller and was smooth as glass, compressions in the low 70s warm, high 60s cold, great boroscope and no metal being made.

Trick is to fly them, get them up to temperature at least a few times a month and change the oil as prescribed, 4 months or 50 hours, whichever comes first.

Do you run MOGAS or 100LL? Which oil are you using?

I don't think it really matters as long as we fly, get them up to temperature and change oil regularly.
 
What is the design life of an RV airframe?

I know most things can be maintained forever, but at some point it's just not worth replacing internal structural bits. Spars, longerons, etc.

I doubt Van's or anyone else would place a number on this given variations in builds and flying conditions that contribute to fatigue life, but my guess is it's a long time...like Douglas quality long, not the current cycle limited disposable models of airliners built these days.
 
... Oil consumption is still in the 1.5 qt/50 hours range and Oil pressure still looks great. I'm looking for signs she is getting tired.

Those 6 hours put me right at 2400, so I dropped the oil, checked the filter and scoped the valves. No chunks in the screen, and the typical carbon in the filter. Compression test will happen tomorrow - will add data from that to this post.

Here is your valve porn:

...
I doubt it can get much better than that! What are you using to take those pictures? I "borescoped" mine this weekend with the VA-400 and was not overly impressed with the photos.
 
I always enjoy your posts Pete. If anyone needs confirmation that LOP and Mogas isn't hard on a Lycoming... here it is.:)
 
Compressions

Got the data on the cylinders tonight - took the data on a cold engine.

78 75 78 77

#2 has always been the red-headed step-child, but is hanging in there.....
 
Anyone remember Mike Busch was running his 310 engines way past TBO because he was determined to make a point?

Top ends talk to you via the engine monitor, bottom ends talk with oil on the windscreen.....or so the saying goes.

Has anyone ever seen Mike talk about his engine failure (lower end) at about 4300 hours in the summer of 2014? On his way to Oshkosh?

I am curious to know :rolleyes:
 
Oil change question ?

I agree with the 91 mogas endorsement. I also use XC 20-50 and camguard. My question is 4 month oil change frequency. Is there any data to encourage that . I fly weekly to assure good oil temp, battery charged and camshaft oiled. I have to walk out of the hanger into good daylight to read the dipstick, cause the oil is so clear until about 35 hours. Without water and lead contaminates, what is the invisible demon to suggest 4 month change frequency ?
 
Anyone remember Mike Busch was running his 310 engines way past TBO because he was determined to make a point?

Top ends talk to you via the engine monitor, bottom ends talk with oil on the windscreen.....or so the saying goes.

Has anyone ever seen Mike talk about his engine failure (lower end) at about 4300 hours in the summer of 2014? On his way to Oshkosh?

I am curious to know :rolleyes:

IIRC, Mike told us on one of his EAA webinars that the piston that failed was sent in for analysis to the piston manufacturer and it had a manufacture's casting flaw in it that was the cause of the failure. In other words, if it was manufactured properly, then his engines might still be going.
 
What is the design life of an RV airframe?

I know most things can be maintained forever, but at some point it's just not worth replacing internal structural bits. Spars, longerons, etc.

I believe I saw 12,000 hours in an RVator issue a while back. That for an anodized spar like the -7/8. Built up spars had the potential to go longer. This based on the fatigue schedule of a military trainer. Basic aerobatic, formation, and lots of cross country.
 
Flaw?

IIRC, Mike told us on one of his EAA webinars that the piston that failed was sent in for analysis to the piston manufacturer and it had a manufacture's casting flaw in it that was the cause of the failure. In other words, if it was manufactured properly, then his engines might still be going.

While I agree with many (but not all) things that Mike preaches, what is written above (if true) provides an interesting discussion point. This engine was run to nearly 3x TBO before the failure occurred. If the failed piston was an original, this seems to highlight the need for inspection and overhaul at more frequent intervals. This sounds like a cycle-time failure that was at least partially caused by some type of discontinuity in the casting. Was the failed part actually out of specification due to the casting flaw and the failure occurred because the part was used for several times its design life, or was the part truly defective? I believe that had the engine been overhauled closer to recommended intervals, inspection likely would have revealed fatigue cracking in the part due to the flaw before the actual failure occurred.

Skylor
 
2021 Speed Data

It was a beautiful spring day in Minne, so I got out today to do my annual speed testing. TLDR - nothing much has changed....

ACtC-3fGTjQe4YYf_jtT4Vd9BOgTwXf8_D9UvgCm-R9p_G8wikjVoDgmQTo9q2R6HcC0BtRJKQ2dh8VbHzjli7iIsOt6Go-o62LtZg-VGSmDPmcDiMJCpmiTt3RFS62uGAdPh6aWizgZ0aP2xZ3lK4n_9LGDlg=w500-h291


Set her up at 6.1GPH and see what she can do flying the square. Came out
a little over 150KTAS - right where she likes to be.

Higher (12K) up you can get the same speed on 5.5 or so. Down at 3000 feet you need to burn 7ish GPH to get the 150KTAS.

She is still quite a plane. Nose wheel pant is beat up from grass strips and ice runways - but nothing like cousin Vlad!
 
You’re nailing it Pete!
Don’t bother to show us the graphs 10-15knts faster burning an unholy 10 GPH!
7500 and up burning 91 octane running LOP has been my promised land for a while now, hard to hate the cooler temps and slightly lower speeds while trading it for 3-4GPH.
 
Back
Top