REFLECTOR: Oil, P-factor and othe things

Sat Feb 23 13:04:09 CST 2013

My suggestion......

Don't use any abrasive in the intake system.... It's a NO NO.... Causes lots of engine wear in places you don't want it......

Steve 

> Date: Sat, 23 Feb 2013 09:15:46 -0700
> From: scott at tnstaafl.net
> To: reflector at tvbf.org
> Subject: Re: REFLECTOR: Oil, P-factor and othe things
> 
> David,
> 
> Oil consumption. The best engine for a newly built airplane is a high 
> time one.  Having to baby a new engine to deal with airframe teething 
> issues will cause high oil consumption as you found out.
> 
> I've heard of sprinkling Comet, Bonami or other abrasive based cleansers 
> into the intake at high power setting to encourage the rings to seat but 
> I have serious doubts that would work.  I think pulling the cylinders, 
> removing the glaze with a honing tool, 
> http://www.ehow.com/how_7629961_remove-cylinder-glaze.html , and using a 
> new set of rings may work.
> 
> Remember to run your engine at 75% power or better for the new ring 
> break-in.
> 
> I don't think your experiencing P-factor on take off.  The most likely 
> culprit in descending order.
> 
> 1.) Low tire pressure on one or both mains.  Pump them both up to 55-60 
> psi.  Make sure the nose has 45 psi.
> 2.) Dragging main brake. Loose bearings can cause this, make sure they 
> are tightened correctly.
> 3.) Incorrect alignment of mains.  I think this has to be really off to 
> make a difference.
> 4.) Nose gear incorrectly aligned, also has to be really far off to make 
> a difference.
> 
> To check the alignment visually, load up the front seat with bags of 
> cement or sand. 200 lbs. and full gas tanks is good too. Then push the 
> plane 20-30 ft, don't pull from nose gear. Get 20-30 ft in front and 
> look carefully at the nose gear and mains for miss-alignment.
> 
> Scott
> 
> 
> 
> -------- Original Message --------
> Subject: REFLECTOR: Oil, P-factor and othe things
> From: David Ullman <ullman at robustdecisions.com>
> To: reflector at tvbf.org
> Date: 02/23/2013 07:40 AM
> 
> > I now have 80+ hours on my SEFG.  Still have a 50' paint job and the
> > interior isn't finished.  When we first started flying we had handling
> > problems and so the IO-360 C1C never got broken in correctly as we couldn't
> > do full power at first.  Thus, the rings are not seated so I use oil, a lot
> > of oil - a quart a tank (maybe I have a 2-cycle engine).  I am thinking of
> > pulling the cylinders, honing and reringing.  Any thoughts?
> >
> > On take off my plane pulls to the left enough that I have to tap the right
> > brake.  It is not very much so on taxi.  I don't seem to have brake drag and
> > I have tinkered with the toe in.  I though Canards did not have a P-factor
> > and 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 and
> > thought I was about right.  But??
> >
> > I just found that I broke an exhaust pipe.  The factory supplied system had
> > one piece for each cylinder, with the two pieces on each side slip fit
> > together and projecting forward.  In order to get the 1-3 cylinder assembly
> > to fit in the cowl, I cut a Vee in them near the cylinder flange and had
> > them rewelded.  I thought we normalized them, but this where the #3 pipe
> > cracked.  My cowl does hit this pipe a little.  So I need to replace the
> > pipe near the flange and fix the cowl clearance issue.  Anybody know what
> > stainless steel this is and a source for it.  I will call the factory on
> > Monday 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 is
> > looking west with the Olympics in the background and the second south with
> > the dark, still warm part of the mountain in the lower part of the of the
> > image.  I am at 9500 in these photos.
> >
> > David Ullman
> > N444DX
> > President EAA 292
> > 541-754-3609
> > david at davidullman.com
> >
> >
> >
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> Martin Luther King Jr.
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