REFLECTOR: Oil, P-factor and othe things

Tom Cacek hytec45 at aol.com
Sat Feb 23 13:42:09 CST 2013


I have over 800 hrs on my IO360C1C and have been fighting the same oil consumption issue since new.   2hrs per quart.  I re-honed the cylinders (twice) new pistons and rings with no difference.  After about 500 hrs. (With nothing else to spend money on) I went so far as to install new cylinders, nitrited w/chrome rings (best low oil consumption combination),followed break-in to the "T",with the same results, 2hrs per quart.  Tried all different oil levels, oil separators.  My engine has the oil nozzles in the main bearing bolsters that point into the cylinders to spray oil on the piston base.  I think that these nozzles flood the cylinder wall, and the oil ring doesn't get it all.  I have never had any signs of any oil on prop, or leakage, and my exhaust has always been a light ash color.  I have been told I can remove the nozzles, but since my cylinder and oil temps are great, I decided not to.

I will be interested to see what this thread can provide.

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-----Original Message-----From: David Ullman <ullman at robustdecisions.com>To: reflector <reflector at tvbf.org>Sent: Sat, Feb 23, 2013 04:45 AMSubject: REFLECTOR: Oil, P-factor and othe thingsI now have 80+ hours on my SEFG.  Still have a 50' paint job and theinterior isn't finished.  When we first started flying we had handlingproblems and so the IO-360 C1C never got broken in correctly as we couldn'tdo full power at first.  Thus, the rings are not seated so I use oil, a lotof oil - a quart a tank (maybe I have a 2-cycle engine).  I am thinking ofpulling the cylinders, honing and reringing.  Any thoughts?On take off my plane pulls to the left enough that I have to tap the rightbrake.  It is not very much so on taxi.  I don't seem to have brake drag andI have tinkered with the toe in.  I though Canards did not have a P-factorand if so should be to the right.  IS this really a toe-in issue?  If so,which wheel is off.  I have tried 13 different ways of measuring toe in andthought I was about right.  But??I just found that I broke an exhaust pipe.  The factory supplied system hadone piece for each cylinder, with the two pieces on each side slip fittogether and projecting forward.  In order to get the 1-3 cylinder assemblyto fit in the cowl, I cut a Vee in them near the cylinder flange and hadthem rewelded.  I thought we normalized them, but this where the #3 pipecracked.  My cowl does hit this pipe a little.  So I need to replace thepipe near the flange and fix the cowl clearance issue.  Anybody know whatstainless steel this is and a source for it.  I will call the factory onMonday and see if they can aim me at the original vendor.In spite of the oil problem I did a lap around Mt. St Helens last week(found the broken exhaust on return).  See attached photos.  First one islooking west with the Olympics in the background and the second south withthe dark, still warm part of the mountain in the lower part of the of theimage.  I am at 9500 in these photos.David UllmanN444DXPresident EAA 292541-754-3609david at davidullman.com_______________________________________________To change your email address, visit http://www.tvbf.org/mailman/listinfo/reflectorVisit the gallery!  www.tvbf.org/galleryuser:pw = tvbf:jamaicangooseCheck new archives: www.tvbf.org/pipermailCheck old archives: http://www.tvbf.org/archives/velocity/maillist.html
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