----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
Wayne, That is a great idea. I try to get my customers to do something like that, they feel it is too much trouble, until? Break-in is the most important time of any overhaul, and checks after break-in is a must. Most mechanics feel a compression check is unnecessary after break-in and fly-in, but, again it is a must to get proper evaluation of the overhaul. Bob Parker Mena, AR. ----- Original Message ----- From: "Wayne Woollard" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Cc: <[EMAIL PROTECTED]> Sent: Friday, February 01, 2002 9:17 AM Subject: Re: [COUPERS] Engine problems ----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- In response:: a top overhaul requires a skill level beyond the average, and a certain amount of special tools. It is easy to break the lands of the top of the oil ring if it is not properly transitioned from the ring compressor to the cylinder. This remains true for any internal combustion engine or configuration. in 1992 I had a C-75 zero timed in Colorado using chromed cylinders, I recall the break-in period was very critical, the requirement was for continued flight just long enough to get the engine temps up to redline then park the airplane long enough for it to naturally cool, then repeat the procedure. The engine temp dramatically fell into norms at 25 hours, just like the "poop sheet" said it would, indicating proper installation. If a ring was broken it would have shown up as a questionable cylinder at the interim annual compression check, or at a compression check that was (or should have been) performed after the break in period. Even though these engines are small and simplified, they require ownership observation and inspection to maintain first rate performance. A little note book to scribble down the numbers at the end of a flight, not just the time, but all the information presented in the form of instrumentation. This would maintain a sustaining log of the engines performance without relying on pilot memory. Just some thoughts Wayne Greg Bullough wrote: > ----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- > > At 03:29 PM 1/31/02 -0600, Bruce Lanza wrote: > >----[Please read http://ercoupers.com/disclaimer.htm before following any > >advice in this forum.]---- > > > >Does anyone have any experience with the problem I am faced with? I had my > >engine o/h a few days short of 2 years ago and replaced my cylinders with > >chromed cylinders. I have flown 240.4 since the o/h. The problem is one > >cylinder is now shot. Both piston and cylinder are unrepairable. > > I didn't even know they did chromed cylinders any more. From my understanding, > what you've experienced is not uncommon. A decade or so ago, you'd see > ad after ad in Trade-A-Plane bragging about '250 SCMOH' I guess a lot of > these planes ended up being '0 STOH' not too long after. Apparently the > chrome is so hard that some cylinders never really break in properly, > and they instead just die a death in their adolescence. > > Greg > -- Mr. D. Wayne Woollard, CPBE AIM: DWWoollard ICQ: 124132836 "Why fly a Spam can when you can have fun and fly an Ercoupe?" ==^================================================================ This email was sent to: [EMAIL PROTECTED] EASY UNSUBSCRIBE click here: http://topica.com/u/?aVxiLm.aVzvvT Or send an email to: [EMAIL PROTECTED] T O P I C A -- Register now to manage your mail! http://www.topica.com/partner/tag02/register ==^================================================================
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