Electronic Ignition - Is it worth it
You beat me to it with that question.
But it is all about perception, you understand. According to far too may in aviation, a perception of a "safety" problem is the same thing as a "fact/true fact/genuine fact" , So, if Rod the Con says the goals are full of LAMEs who signed an engine out on condition, and the aircraft subsequently crashed, it must be true, as a LAME, he wouldn't say it otherwise, would he??
Tootle pip!!
While your at it Rod, can you give me an example of a signed out over TBO engine failing and the bloke who signed it out being taken to the cleaners? Why is everyone happy to sign out engines that have calendar expired but no one wants to touch engines that have TX?
Why do you need to know the engine to sign it out over TBO? Can't a bloke of your expertise simply tell a good engine from an detailed inspection and the logbooks?
Why do you need to know the engine to sign it out over TBO? Can't a bloke of your expertise simply tell a good engine from an detailed inspection and the logbooks?
Rod may be able to at the moment tell an engine and what will happen over the next 12 months, me I reduce the risk but knowing the operator/owner/other engineers. I add that to test results and what can be seen and what may be in the logbooks. If I am then happy I will release on condition, that's just my rules - others have a different approach.
Join Date: Jul 2005
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Had a failure due to cam/lifters being corroded not long back - no you can not inspect that easy.
Rutan, I just saw a similar thing last week. An IO520 not started for 8 weeks, when started had a stuck exhaust valve. The problem was a corroded lifter. The corrosion started at an area of high wear. About 1200 TT from factory reman just 5 years ago.
On the other hand, I have recently seen an IO360, not run for 8 years and budgeted for a bulk strip prove to be absolutely corrosion free inside. Same environment too.
What this has to do with electronic ignition, I am unsure, both engines had conventional mags
Must say, I am a fan of Camguard, although neither of these engines had it in them.
On the other hand, I have recently seen an IO360, not run for 8 years and budgeted for a bulk strip prove to be absolutely corrosion free inside. Same environment too.
What this has to do with electronic ignition, I am unsure, both engines had conventional mags
Must say, I am a fan of Camguard, although neither of these engines had it in them.
As I recall, that was a problem with some Lycoming VAR cranks a while back.
Is it my perception, or are there more engine failures from material defects these day?? particularly cams/cam followers, balance weights and actual crankcase problems.??
Tootle pip!!
This was a O-320 from memory, within TBO and Calender time but sat for several years. Lasted less than 200 hrs after that. No sign of metal in filters that were inspected regularly and about 10 hrs before failure.
