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millstrj(at)ozemail.com.a
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 Posted: Mon Jan 02, 2006 2:44 am Post subject: Engine choice |
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Rotax 912 engines run and cruise at 5200 + in cruse and after a 1500 hrs on one of mine it still had crosshatch marks on the bore.
The 1930 lyco's don't do that do they ?
A well balanced 6 cylinder should be better.
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sisson(at)consolidated.ne
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| Posted: Mon Jan 02, 2006 6:50 am Post subject: Engine choice |
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Trevor Mills wrote:
Rotax 912 engines run and cruise at 5200 + in cruse and after a 1500 hrs on one of mine it still had crosshatch marks on the bore.
The 1930 lyco's don't do that do they ?
A well balanced 6 cylinder should be better.
Yes they will have cross harching down where the rings dont slide, but keep in mind, a Lycoming probably won't be tore apart at 1500 hours to find out. There are many Lyc's out there with 4 and 5 thousand hours total time which have been through normal overhauls with parts replaced for normal wear as needed. There are also many which go 2200 and 2300 hours and even more, before they get tore apart the first time. And there are some that have had a top and some haven't at those hours. And then there are some that don't make it that long. It is kind of how they were operated and maintained...
Phil |
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rv7(at)b4.ca
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| Posted: Mon Jan 02, 2006 9:57 am Post subject: Engine choice |
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I think the point he was making is that a Rotax doesn't need to be torn
apart at 1500 hours either, but it's a good idea to get into any engine
near it's TBO or recommended maintenance interval and take a look around.
Your statistically insignificant claims about Lycomings don't really add to
the discussion, either. We've all heard about the proverbial Lycoming with
5000 hours on it with "minimal maintenance", and I agree, there are lots
that make TBO without any problems at all.
On the flip side, "and there are some that don't make it that long" doesn't
really cover it. I can recall at least a dozen off this list alone that
failed well before TBO. Further, I have first-hand knowledge of two
failing (ingested valves) before TBO. One I was flying behind at the time.
The other was a plane that I flew regularly. Both resulted in dead-stick
landings, but no damage other than to the engine. I'm sure many people
here know of similar failures from their local flying groups.
No engine is foolproof. But you can be reasonably sure that a
well-maintained engine, be it a Rotax, Automotive conversion, or Lycoming,
will be a reliable engine.
-Rob
On 8:54:28 2006-01-02 "Phil Sisson, Litchfield Aerobatic Club"
| Quote: | Yes they will have cross harching down where the rings dont slide,
but keep in mind, a Lycoming probably won't be tore apart at 1500
hours to find out. There are many Lyc's out there with 4 and 5 thousand
hours total time which have been through normal overhauls with parts
replaced for normal wear as needed. There are also many which go 2200
and 2300 hours and even more, before they get tore apart the first
time. And there are some that have had a top and some haven't at those
hours. And then there are some that don't make it that long. It is kind
of how they were operated and maintained...
|
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rv6(at)grandecom.net
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| Posted: Mon Jan 02, 2006 3:06 pm Post subject: Engine choice |
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Quoting "Rob Prior (rv7)" <rv7(at)b4.ca>:
I think the point he was making is that a Rotax doesn't need to be torn
apart at 1500 hours either, but it's a good idea to get into any engine
near it's TBO or recommended maintenance interval and take a look around.
Your statistically insignificant claims about Lycomings don't really add to
the discussion, either. We've all heard about the proverbial Lycoming with
5000 hours on it with "minimal maintenance", and I agree, there are lots
that make TBO without any problems at all.
On the flip side, "and there are some that don't make it that long" doesn't
really cover it. I can recall at least a dozen off this list alone that
failed well before TBO. Further, I have first-hand knowledge of two
failing (ingested valves) before TBO. One I was flying behind at the time.
The other was a plane that I flew regularly. Both resulted in dead-stick
landings, but no damage other than to the engine. I'm sure many people
here know of similar failures from their local flying groups.
No engine is foolproof. But you can be reasonably sure that a
well-maintained engine, be it a Rotax, Automotive conversion, or Lycoming,
will be a reliable engine.
-Rob
On 8:54:28 2006-01-02 "Phil Sisson, Litchfield Aerobatic Club"
> Yes they will have cross harching down where the rings dont slide,
> but keep in mind, a Lycoming probably won't be tore apart at 1500
> hours to find out. There are many Lyc's out there with 4 and 5 thousand
> hours total time which have been through normal overhauls with parts
> replaced for normal wear as needed. There are also many which go 2200
> and 2300 hours and even more, before they get tore apart the first
> time. And there are some that have had a top and some haven't at those
> hours. And then there are some that don't make it that long. It is kind
> of how they were operated and maintained...
|
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rv6(at)grandecom.net
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| Posted: Mon Jan 02, 2006 3:08 pm Post subject: Engine choice |
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Quoting "Rob Prior (rv7)" <rv7(at)b4.ca>:
Rob, You hit the nail on the head.
Maintainance,
T. J.
I think the point he was making is that a Rotax doesn't need to be torn
apart at 1500 hours either, but it's a good idea to get into any engine
near it's TBO or recommended maintenance interval and take a look around.
Your statistically insignificant claims about Lycomings don't really add to
the discussion, either. We've all heard about the proverbial Lycoming with
5000 hours on it with "minimal maintenance", and I agree, there are lots
that make TBO without any problems at all.
On the flip side, "and there are some that don't make it that long" doesn't
really cover it. I can recall at least a dozen off this list alone that
failed well before TBO. Further, I have first-hand knowledge of two
failing (ingested valves) before TBO. One I was flying behind at the time.
The other was a plane that I flew regularly. Both resulted in dead-stick
landings, but no damage other than to the engine. I'm sure many people
here know of similar failures from their local flying groups.
No engine is foolproof. But you can be reasonably sure that a
well-maintained engine, be it a Rotax, Automotive conversion, or Lycoming,
will be a reliable engine.
-Rob
On 8:54:28 2006-01-02 "Phil Sisson, Litchfield Aerobatic Club"
> Yes they will have cross harching down where the rings dont slide,
> but keep in mind, a Lycoming probably won't be tore apart at 1500
> hours to find out. There are many Lyc's out there with 4 and 5 thousand
> hours total time which have been through normal overhauls with parts
> replaced for normal wear as needed. There are also many which go 2200
> and 2300 hours and even more, before they get tore apart the first
> time. And there are some that have had a top and some haven't at those
> hours. And then there are some that don't make it that long. It is kind
> of how they were operated and maintained...
|
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sisson(at)consolidated.ne
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| Posted: Mon Jan 02, 2006 5:26 pm Post subject: Engine choice |
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rv6(at)grandecom.net wrote:
Quoting "Rob Prior (rv7)" <rv7(at)b4.ca>:
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rocketbob(at)gmail.com
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| Posted: Tue Jan 03, 2006 6:58 am Post subject: Engine choice |
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I know of one particular C-172 with an H2AD that went 3854 hours between
overhauls, no top overhaul or anything of that nature (serious maintenance.)
It could have kept on going had the owner not worried about liability. It
never saw anything but Phillips X/C oil. The only thing that ever went
wrong with the engine was a worn magneto cam, requiring a precautionary
landing. This was also on a rental airplane that was regularly used and
abused, started frequently in cold conditions.
Regards,
Bob Japundza
RV-6 flying, F1 under const.
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sisson(at)consolidated.ne
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| Posted: Tue Jan 03, 2006 8:05 am Post subject: Engine choice |
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Bob J wrote:
I know of one particular C-172 with an H2AD that went 3854 hours between
overhauls, no top overhaul or anything of that nature (serious maintenance.)
It could have kept on going had the owner not worried about liability. It
never saw anything but Phillips X/C oil. The only thing that ever went
wrong with the engine was a worn magneto cam, requiring a precautionary
landing. This was also on a rental airplane that was regularly used and
abused, started frequently in cold conditions.
Regards,
Bob Japundza
RV-6 flying, F1 under const.
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