Used Lycoming Pitfalls
Join Date: Nov 2005
Location: UK
Age: 78
Posts: 249
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I would suggest a Superior engine kit that can be assemble in the UK. Then you would have an engine that some of the problems have been ironed out and you would know how well it has been put together. I seem to remember an article in either the Pilot or Flyer from a few years ago, I think a RV builder did this with guy in Wokingham, Berks putting it together.
All the problems I list have happened over two engines some several times.
The last was oil control rings worn on 3 and stuck on 4 with high oil consumption.
All the problems I list have happened over two engines some several times.
The last was oil control rings worn on 3 and stuck on 4 with high oil consumption.
The Lycoming and Continental can be very forgiving.
We had an Continental 0-200 come in reported as a little low on power. The rocker shaft had sheared off the no 4 cylinder head completely.
Even stranger was an R22 that flew in for a 50 hr and was found to have zero compression on all cylinders when a differential compression test was carried out.
First we changed the tester as it was obviously faulty to achieve only the same result.
We then changed the engineer (me) as being incompetant.
Second engineer got exactly the same result.
We could hear air whistling in the exhaust so we removed it and examined the valves.
All four cylinders had the valves hanging low on the seats with the guides totally worn out.
What was happening was that under a slow rotation during test the valves failed to close. However under speed there was sufficient force to drive the valves back on to their seats. Have to say I did not believe the pilot when he said there were no unusual symptoms but nevertheless the aircraft flew in with the cylinders in that condition.
We had an Continental 0-200 come in reported as a little low on power. The rocker shaft had sheared off the no 4 cylinder head completely.
Even stranger was an R22 that flew in for a 50 hr and was found to have zero compression on all cylinders when a differential compression test was carried out.
First we changed the tester as it was obviously faulty to achieve only the same result.
We then changed the engineer (me) as being incompetant.
Second engineer got exactly the same result.
We could hear air whistling in the exhaust so we removed it and examined the valves.
All four cylinders had the valves hanging low on the seats with the guides totally worn out.
What was happening was that under a slow rotation during test the valves failed to close. However under speed there was sufficient force to drive the valves back on to their seats. Have to say I did not believe the pilot when he said there were no unusual symptoms but nevertheless the aircraft flew in with the cylinders in that condition.
