Return-Path: Sender: (Marvin Kaye) To: lml@lancaironline.net Date: Sun, 25 Apr 2004 16:38:15 -0400 Message-ID: X-Original-Return-Path: Received: from mta3.adelphia.net ([68.168.78.181] verified) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3189943 for lml@lancaironline.net; Sun, 25 Apr 2004 14:42:48 -0400 Received: from f3g6s4 ([69.166.117.156]) by mta13.adelphia.net (InterMail vM.5.01.06.08 201-253-122-130-108-20031117) with SMTP id <20040425184050.CNHV13425.mta13.adelphia.net@f3g6s4> for ; Sun, 25 Apr 2004 14:40:50 -0400 X-Original-Message-ID: <002501c42af5$00281f00$9c75a645@losaca.adelphia.net> From: "Dan Schaefer" X-Original-To: "Lancair list" Subject: Exhaust crack X-Original-Date: Sun, 25 Apr 2004 11:42:02 -0700 MIME-Version: 1.0 Content-Type: text/plain; charset="Windows-1252" Content-Transfer-Encoding: 7bit X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1409 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 Patrick When you devise a support for the tail pipes be sure it has some flex in it to allow the pipes to move with the engine plus thermal expansion/contraction. A support is a good thing but a rigid attach point will insure more cracks. I've hung mine with a couple of moderately stiff springs just below the firewall edge and have over 750 hours on that arrangement with no exhaust cracks. On my early LNC2, the pipes on the left side of the engine were designed to be rigidly attached to the side of the engine (at a sump bolt) and it failed within the first 50 hours (perhaps even before, but that's when I found the crack). After repair, I replaced the rigid attach with an exhaust attach taken from a Cessna (182 I think) and that has also worked fine. Dan Schaefer