X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 26 Aug 2012 10:54:51 -0400 Message-ID: X-Original-Return-Path: Received: from blu0-omc3-s3.blu0.hotmail.com ([65.55.116.78] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with ESMTP id 5729036 for lml@lancaironline.net; Sat, 25 Aug 2012 23:53:39 -0400 Received-SPF: neutral receiver=logan.com; client-ip=65.55.116.78; envelope-from=frederickmoreno@bigpond.com Received: from BLU0-SMTP196 ([65.55.116.72]) by blu0-omc3-s3.blu0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Sat, 25 Aug 2012 20:53:04 -0700 X-Originating-IP: [124.183.106.69] X-EIP: [MdDC903iwwSVggMkO/fYASYNPeeean+T] X-Originating-Email: [frederickmoreno@bigpond.com] X-Original-Message-ID: X-Original-Return-Path: frederickmoreno@bigpond.com Received: from Razzle ([124.183.106.69]) by BLU0-SMTP196.blu0.hotmail.com over TLS secured channel with Microsoft SMTPSVC(6.0.3790.4675); Sat, 25 Aug 2012 20:53:02 -0700 MIME-Version: 1.0 X-Original-Date: Sun, 26 Aug 2012 11:52:52 +0800 Content-Type: multipart/alternative; charset="iso-8859-1"; boundary="------------Boundary-00=_44GCOW18WCW000000000" X-Mailer: IncrediMail (6295203) From: Frederick Moreno References: X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 X-Original-To: "Lancair Mail (lml@lancaironline.net)" Subject: Re: [LML] Performance Engine TSIO 550 X-OriginalArrivalTime: 26 Aug 2012 03:53:03.0227 (UTC) FILETIME=[4AF31CB0:01CD833E] --------------Boundary-00=_44GCOW18WCW000000000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Mike Busch writes an excellent column in the EAA magazine and talks about engine problems and their diagnosis. Give him a try. Could it be frettin= g of one crankcase half against another? That would be aluminum on aluminu= m, but should also produce some oil oozing. =0D =0D Are aluminum pistons scuffing on cylinder walls? If walls are cerma-nil = or some other ceramic impregnated coating of the type the ECI uses in their cylinders, the wear of the walls may be slight compared to erosion of aluminum pistons. =0D =0D But I concur, trend up and increasing metal flakes are not a good sign. = =0D =0D Please let us know what you find. =0D =0D Fred Moreno=0D =0D =0D =0D =0D -------Original Message-------=0D =0D From: John Barrett=0D Date: 25/08/2012 8:56:36 PM=0D To: lml@lancaironline.net=0D Subject: [LML] Performance Engine TSIO 550=0D =0D Hello all,=0D =0D I have a quandary with this engine and am hoping to get some help in solv= ing it.=0D =0D I have about 60 hours on the engine now and it runs quite well. Due to t= he worries related to Fred Moreno=92s problem with his engine and various ot= hers I was highly concerned about the safety of operating my L-IVP with this power plant. To that end I=92ve been monitoring it closely and have been doing frequent oil changes to look for developing problems. =0D =0D All parameters have been good except there was silicone early on in the o= il (first change was at 5 hours then at about 15, then at 35 hours and anoth= er later on.) and a slight elevation in aluminum. Second oil change still h= ave the silicon and aluminum was much higher. Also there was a bit of metal flakes in the filter element =96 non magnetic. Last oil change was even higher aluminum and silicon still elevated. The oil filter element looke= d like it had glitter applied to it. Blackstone has been doing the oil analysis. I sent the last filter element to Howard Fenton (2nd oilpinion= in Oklahoma) and he expressed concern and advised to quit flying until the problem is figured out. =0D =0D He says the only metal found is aluminum and he=92s never seen or heard o= f that. Always in his experience there would be some other metal showing u= p in excess as well because there isn=92t a place in the engine he=92s awar= e of the aluminum rubs against aluminum. =0D =0D I discovered after the second oil change that the alternate air door was = not closing completely and that probably explains the silicon.=0D =0D I did compression check a couple of days ago and got normal readings =96 = 80/75 to 77.=0D =0D I don=92t have a plan about how to trouble shoot the origin of this metal= =2E I notice that cylinder #5 runs hottest egt=92s during warmup but other than= that I can=92t think of anything out of the ordinary.=0D =0D Does anyone have a suggestion about how to sleuth out this problem?=0D =0D Regards,=0D =0D John Barrett, CEO=0D Leading Edge Composites=0D PO Box 428=0D Port Hadlock, WA 98339=0D =0D www.carbinge.com=0D =0D =20 --------------Boundary-00=_44GCOW18WCW000000000 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Mike Busch writes an excellent column in the EAA magazine and t= alks about engine problems and their diagnosis. Give him a try.  Cou= ld it be fretting of one crankcase half against another?  That would= be aluminum on aluminum, but should also produce some oil oozing.  =
 
Are aluminum pistons scuffing on cylinder walls?  If walls are = cerma-nil or some other ceramic impregnated coating of the type the ECI u= ses in their cylinders, the wear of the walls may be slight compared to e= rosion of aluminum pistons. 
 
But I concur, trend up and increasing metal flakes are not a go= od sign.  
 
Please let us know what you find.
 
Fred Moreno
 
 
 
 
-= ------Original Message-------
 
Date: 25/08/2012 8= :56:36 PM
Subject: [LML] Per= formance Engine TSIO 550
 

Hello all,

 

I have a quandary with this engine and am hoping to = get some help in solving it.

 

I have about 60 hours on the engine now and it runs = quite well.  Due to the worries related to Fred Moreno=92s problem w= ith his engine and various others I was highly concerned about the safety= of operating my L-IVP with this power plant.  To that end I=92ve be= en monitoring it closely and have been doing frequent oil changes to look= for developing problems. 

 

All parameters have been good except there was silic= one early on in the oil (first change was at 5 hours then at about 15, th= en at 35 hours and another later on.) and a slight elevation in aluminum.=   Second oil change still have the silicon and aluminum was much hig= her.  Also there was a bit of metal flakes in the filter element =96= non magnetic.  Last oil change was even higher aluminum and silicon= still elevated.  The oil filter element looked like it had glitter = applied to it.  Blackstone has been doing the oil analysis.  I = sent the last filter element to Howard Fenton (2nd oilpinion i= n Oklahoma) and he expressed concern and advised to quit flying until the= problem is figured out. 

 

He says the only metal found is aluminum and he=92s = never seen or heard of that.  Always in his experience there would b= e some other metal showing up in excess as well because there isn=92t a p= lace in the engine he=92s aware of the aluminum rubs against aluminum.

 

I discovered after the second oil change that the al= ternate air door was not closing completely and that probably explains th= e silicon.

 

I did compression check a couple of days ago and got= normal readings =96 80/75 to 77.

 

I don=92t have a plan about how to trouble shoot the= origin of this metal.  I notice that cylinder #5 runs hottest egt=92= s during warmup but other than that I can=92t think of anything out of th= e ordinary.

 

Does anyone have a suggestion about how to  sle= uth out this problem?

 

Regards,

 

John Barrett, CEO

Leading Edge Composites

PO Box 428

Port Hadlock, WA 98339

 

www.carbinge.com

 

 
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