Engine problem

Rich · Post by **Rich** » Thu Jun 11, 2015 9:48 pm

Lance,
Can you share with me what oil (and any additives) were used in those 2 planes?

Lance Murray · Post by **Lance Murray** » Sat Jun 13, 2015 5:33 pm

They were both repaired prior to my ownership but I believe the 2002 California plane was using aero shell 100. I don't remember what the Florida plane was using. It may also have been Aeroshel

l 100.
"
I now use the 100 PLUS.

Rich · Post by **Rich** » Sat Jun 13, 2015 7:01 pm

Thanks, Lance. This repair looks a lot like mine will be.

It looks like the W100 plus (at least now) does have the LW 16702 additive in it, which the plain W100 seems to lack.

Rich · Post by **Rich** » Tue Jun 30, 2015 5:28 pm

Almost post-mortem:
Tab from the engine shop, including freight, right about $15K. Lots of new parts, so it's break-in time again.

Plane getting put back together this week. So I should be back in the air pretty soon.

Lance Murray · Post by **Lance Murray** » Tue Jun 30, 2015 5:49 pm

Was it just a repair or did they overhaul the motor?

Rich · Post by **Rich** » Tue Jun 30, 2015 6:01 pm

Lance Murray wrote:Was it just a repair or did they overhaul the motor?

Repair.

Rich · Post by **Rich** » Tue Jul 14, 2015 9:00 pm

At long last I got to fly the bird today. A few last hiccups delayed it until this morning. First flight (initial shakedown - about an hour) went well except for the inconsequential (to me) bird strike.

The mechanic and I then looked it over for things like oil leaks, stuff hanging off, etc. Nothing to see, so off I went for another hour and a half.

CHT's running higher than they used to but this is apparently expected. They do seem to be coming down a bit.

Several kinds of special operations recommended for break-in, which means I need pretty decent weather. Basically flying around at fairly high power settings and modest altitude (<4000 ft.) so I can attain those power settings. It makes me wonder what they'd say if I were doing this in my next home area, where surface elevations are generally 3200 ft. upward.

And the repair shop has these lists of admonitions as to what you must never, never, or always, always, do. I'm good with one demand: to use cam guard at each oil change. But this guy is dead set against ever, ever:

- Using Shell oil products that have their additive packages.
- Running at or lean of peak EGT, ever. (You know you saw this coming)

Not just during break-in mind you. These are apparently tools a procedure of the devil. Of course, the LOP admonition is going out the window as soon as the engine is broken in.

Chris B · Post by **Chris B** » Tue Jul 14, 2015 9:07 pm

Hi Rich -

Congratulations on getting your bird back!!

Chris

Rich wrote:Of course, the LOP admonition is going out the window as soon as the engine is broken in.

Lance Murray · Post by **Lance Murray** » Sat Jul 18, 2015 9:31 pm

Did he say why he is against Shell?

Rich · Post by **Rich** » Sat Jul 18, 2015 11:39 pm

Lance Murray wrote:Did he say why he is against Shell?

Nope, but I will ask. This is on their standard catechism of break-in instructions for "proper" operations.

An update - 8 hours on the engine, still with its original oil and it's used just under a quart. Definitely runs smooth. CHT's are higher than I'm used to seeing, though they are balanced really well, as are EGT's.

Gotta clean those baked bird bowels off tomorrow.

Engine problem

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