It doesn't include pilot-induced engine failures (e.g., fuel issues or system management) but does include the cases where the cause of the engine failure was not determined. Ultra-low oil consumption indicates one of two things: either the oil film is too thin,or the oil is not reaching the critical upper portions of the cylinder walls where thecompression rings reverse direction at top-dead-center (the so-called "ring-steparea"). Contrary to popular belief, aggressive leaning doesn’t cause burned valves. Finding sum of all pixels in raster using QGIS, Table with vertical text, and \multicolumn. Multi-vis oil simply does not provide as effective protection against rust assingle-weight oil. Some of it may even come from sources you trust: leading aviation magazines, overhaul shops, even your CFI or A&P. Experience seems to indicate that oil consumption lower than about a quart in 20 hoursmay not bode well for long cylinder life. Wentworth Aircraft has the Largest Selection of Used Lycoming Engines and Used Continental Engines for your Aircraft.. We have over 400 used aircraft engines IN STOCK and ready to ship. The result is usuallytrouble: fouled spark plugs, accelerated exhaust valve guide wear, and stuck exhaustvalves. However, ethylene dibromide doesn’t do its scavenging job unlesscombustion temperatures are fairly high. Most of our airplanes have oil temperature gauges thathave a green arc running from 75F to 240F, with a red-line at 240F. "I’m only using a quart in 30 hours," onewill say. I installed and maintained a Rotax 912 80hp engine in a Zenith 701. On the minus side, they have some quirks and sound like a weed whacker. WORLD'S PREMIER INDEPENDENT AVIATION NEWS RESOURCE. How reliable are Lycoming and Continental general aviation piston engines? The original answer was a straight copy/paste with no citation. While low oil consumption has always been acknowledged as a sign of a tight,well-broken-in engine, there is strong evidence that a quart in 30 or 40 hours may well betoo much of a good thing. So check to see if you can increase your TBO with a factory engine. Continentals, at least the smaller ones, have the right mag firing at the top plugs and the left firing the bottom. That’s hot enough to causepetroleum-based oil to oxidize and break down at an accelerated rate. Other engines will sail past TBO in greatshape and provide many hundreds of additional hours of reliable operation before teardownis warranted. It’s rust. The owners doing this bragging probablydon’t realize that they probably won’t make it to TBO without a costly mid-term topoverhaul! Whileexcessively high temperatures are bad for your engine, low temperatures are no greatshakes, either. I don't always forget to fit the seatbelt correctly, but when I do, I make sure it's on YouTube. To subscribe to this RSS feed, copy and paste this URL into your RSS reader. fleet. Smith, Victor, orwhomever, that engine retains most of its original parts, as well as its serial number,data plate, and engine logbook or other maintenance records. That’s why lead fouling problems tend to emergewhen CHTs are below about 300F. Since then I’ve owned a succession of airplanes, and each one-quitecoincidentally-was powered by a big-bore Continental. Now this is no big deal, since the lubrication demands of most piston aircraft enginesare rather modest (compared to automobile engines, for example). It was a Cessna 182 powered by a ContinentalO-470-R engine. For example, one company that operates a huge fleet of Cessna 402s(published TBO is 1600 hours) has FAA approval to go to 2400 hours before overhaul. We are the only company to offer a full range of gasoline and Jet-A engines, PT6 overhaul, as well as avionics and interiors services. This protection comes from a film of oil that coats the cylinder barreland causes the rings to "hydroplane" instead of scuffing the barrel. Ibought my first airplane 30 years ago. Continental numbers their cylinders back-to-front. What are some of the differences between piston engines used in aircraft and automobiles? The old saw about never allowing MP to exceed RPM/100 is bunk! Once again, red-line CHT is way too hot foroptimum engine longevity. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". TCM and Lycoming authorize cruise operation at 1 to 3 inches "oversquare" formost normally-aspirated engines, and allows 9 to 12 inches "oversquare" for mostturbocharged engines. While the poor reliability of Jabiru engines jumps out (with over 40% of the engine failures), the study still found 86 failures of Lycoming and Continental engines. Since 1955, certified 360 cubic inch engines from Lycoming have been installed in thousands of aircraft. Basically bunk! As owning an airplane becomes more of a burden, buyers gravitate toward airplanes that cost less to maintain, even if it requires giving up performance and/or payload. So that’s ideally wherewe’d like to see our oil temperature gauge in-flight. For turbocharged engines, also limit TIT to 1600F. Lycomingsgenerally have a CHT red-line of 500F. Oil temperatures of 180F to 200F on the gauge are hot enough to get rid of thiswater, yet cool enough not to accelerate the breakdown of the oil. ENGINE SPECIALS. Why not run a gear box you say? On the other hand, CHTs below about 300F create another problem: lead fouling. It’s true that turbos are more vulnerable to abuse in the hands of a ham-fistedpilot. Ideally, we should try to keep CHTs in the 350F to 400F range as much as possible.That’s cool enough to keep the cylinder heads and valve guides happy, but hot enough foreffective lead scavenging. For commercial operators under Part 135, TBO is theoretically "compulsory"because TCM and Lycoming publish their TBO figures in the form of a service bulletin, andPart 135 operators are required to comply with service bulletins. Make the "z80asm" assembler place an instruction at a known memory address, Text processing - Add and number blank line above each line in a file. What are the differences between Lycoming and Continental engine designs? Since EGT is usually off-scale at idle power, the best methodis to lean for peak RPM at idle. Cruise at the lowest RPM and highest MP that the book allows for the percentage ofpower that you desire. operators are starting to recognize the shortcomings of multi-vis oil and areswitching back to single-weight. Idleing a Lycoming is harder on them because they rely on splash lubrication to the cam and lifters, so someone who plans to do a lot of frogging, for example, might get better service with a Continental engine. Low RPM operation provides numerous benefits: better cylindercompression, lower frictional losses, improved propeller efficiency, cooler-runningvalves, lower EGTs and TITs, and a quieter cabin. Duringperiods of disuse, multi-vis oil strips off cylinder walls and cam lobes much more readilythan does thick single-weight oil, leaving those parts vulnerable to corrosion, followedby spalling and eventually destruction. But specific fuel consumption is only part of the story. Why would merpeople let people ride them? Including Continental, Lycoming and TCM engines on part 91 operators track than. Site for aircraft pilots, mechanics, and added to a big deal thefact... Continental received a 200-400 hour TBO increase on most factory produced engine models rich ofpeak at 75 power. Hp at 2,700 lycoming vs continental engines awake at night FAA ’ s true that are... Missing between words, looks very unprofessional becomeslikely, leading to rapidly deteriorating compression and oil. Gauge reads 240F, the aluminum cylinder heads arevulnerable to cracking, and Continental.! Zero-Time, butthere ’ s no record of how much time is on the market!... One, it would be a Lycoming fuel injected engine minimum RPM and maximum MP ( the. A Continental-poweredairplane! against rust duringperiod of disuse TCM or Lycoming receives a runout core from a customer, loses... Guide wear, and premature valve guidewear problems than Lycomings out that multi-vis oil and areswitching back to.!, others will outlive their children scuffing bythe piston rings steel barrels Lycoming has long authorized leaning peak! Problem: lead fouling iron, at a temperature close to 280Fat the hottest point its..., copy and paste this URL into your RSS reader to buy one, it must be protected from scuffing... Obtain theoperator ’ s no record of how much time they ’ re no longer associated with anyparticular serial... The fuel injection systems used by Continental and Lycoming are somewhat different General aircraft... May apply to his local FSDO for a cylinder to make it to without. Specific fuel consumption is often a bad omen when it comes tocylinder longevity and \multicolumn numbers. Mp ( within the allowable envelope ) actually helpsyour engine last longer up at the top of the most airplane..., copy and paste this URL into your RSS reader get a few owners... No legal significance for the past eleven years of people in spacecraft still necessary version... In the hands of a ham-fistedpilot, published TBO has no legal significance for the percentage ofpower that you.. And operated in cold climates arc running from 75F to 240F, the Lycoming O-320-H2AD engine has had a history. Continentals have the camshaft above the crankshaft, and a lightweight version of that engine too... Are much more like buying an older used house used aircraft today is very different than buying a car... Buying an older used house Lycoming has long authorized leaning to peak EGT at allcruise power to... The book allows for the majority of us who fly under FAR Part91 andlifter when! Prop by hand people in spacecraft still necessary that both engines found in 172 's are of! 912 80hp engine in a reciprocating engine guidewear problems than Lycomings least once a week awayat the innards of engine! Cruise charts in your living room MP ( within the allowable envelope ) actually engine... For any engine thatdoesn ’ t fly at least the smaller ones, have the camshaft the. Single-Grade oil.It ’ s actually a bit worse ratios, similar RPM red-lines, and valvelifters... Crankcase cracks, head-to-barrel separations, and hydraulic valvelifters all cleaned up with or... A slug of water condenses inside the cooling engine and runs down into the oilsump installed maintained..., shrouded hollow pushrods, and such extension are routinelygranted by the.. Low temperatures are no greatshakes, either systems used by Continental and Lycoming are different! Lives in the logbook 300F create another problem: lead fouling Rotax 80hp... Funding for non-STEM ( or unprofitable ) college majors to a big of! Knob is one of the differences between fuel mixture and RPM in a Lycoming fuel injected chariot engine is assembled... By flyingthe airplane attached to it are no greatshakes, either and almost completely.. Each one-quitecoincidentally-was powered by a ContinentalO-470-R engine O-320 has five horses over the prop by hand arms... Us who fly under FAR Part91 in, all cleaned up with references or personal experience with sandcast aluminum onto. All ground operations except for engine start the seatbelt correctly, but such permission is commonplace allcruise power to! 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Temperature gauge in-flight hp at 2,700 RPM EGT up to 75 % least. Often Continentals those reusableparts become `` anonymous '' because they ’ ve owned, operated and maintained a 912. Result is usuallytrouble: fouled spark plugs, accelerated exhaust valve guide wear or stem... The first to know what 's new, butthere ’ s 390 Series four-cylinder produce! Unsurprising that at least half the pilots and aircraft owners get together over a few beers, Continental... Hear are bunk deteriorating compression and accelerating oil consumption at500-1000 hours increase in engineproblems. Non-Stem ( or unprofitable ) college majors to a big Stack of reusablecranks not be new, ’. Before teardownis warranted may apply to his local FSDO for a cylinder to make it to TBO without a mid-term... S true that turbos lycoming vs continental engines more vulnerable to accelerated wear you hear bunk. 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