Return-Path: Sender: (Marvin Kaye) To: lml Date: Thu, 03 Apr 2003 20:54:15 -0500 Message-ID: X-Original-Return-Path: Received: from [63.150.227.63] (HELO admsmxsint01.jocoks.com) by logan.com (CommuniGate Pro SMTP 4.1b2) with ESMTP id 2101621 for lml@lancaironline.net; Wed, 02 Apr 2003 09:39:04 -0500 Received: by mail1.jcnc.info with Internet Mail Service (5.5.2650.21) id ; Wed, 2 Apr 2003 08:38:58 -0600 X-Original-Message-ID: <4B9B1B1833408C40AE2F14A881F276F6104E2F@admsmxs2usr10.ad.jocoks.com> From: "Metcalfe, Lee, AIR" X-Original-To: "'lml@lancaironline.net'" Subject: FW: [LML] Re: IO-320 / Hartzell Prop Strange RPM Behavior (Long) X-Original-Date: Wed, 2 Apr 2003 08:38:54 -0600 MIME-Version: 1.0 X-Mailer: Internet Mail Service (5.5.2650.21) Content-Type: text/plain Gray(er)hawk: 1. The engine is not a "certified" engine in the sense that it was made for a certified airframe. It was built for an Air Farce* drone program. Lycoming won't even admit they built it, so it must have been a "black" program. The guy who built my plane (retired Air Farce) had "connections," and was able to buy three of these engines in the original crates. He re-sold two of them for enough profit that the one he kept was "free." My A&P has researched the engine's tech specs and cannot find any differences between the -D1B and the -D1C in terms of configuration. The taps available for oil pressure and temp seem to be standard O-320. 2. The gov is forward mounted. 3. The builder is in the early stages of Alzheimer's and doesn't even remember building the plane (very sad). He flew B-24s in the big war. Got shot down three times! Ended up a POW in Italy. Forrest "Woody" Haynes... Whiskey Hotel.. damn, got somethin' in my eye. 4. We sorta did go back to the original configuration in that we cranked the oil pressure back up to 110, which is just 10psi short of the original setting. No change. I can't believe that swapping the temp and press sensors back is going to make any difference, but then again, I'm no airplane motor expert (see my response to Cy Galley). It's interesting that when the motor was torn down for the prop strike inspection, there was no evidence of any unusual wear on any oil-lubricated surface. Whatever the oil pressure really was, it didn't have any apparent affect on the wear surfaces. My A&P remarked that the insides of the engine looked like they hardly had any time on them at all (real time = 450 hrs. since new). 'Tis a puzzlement. Q-Tip *Air Farce - Being a former Marine, it is not within my power to speak of the other services without some sort of derogatory comment. Semper Fi!