X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 28 Aug 2012 16:30:18 -0400 Message-ID: X-Original-Return-Path: Received: from carbinge.com ([69.5.27.218] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with SMTP id 5730873 for lml@lancaironline.net; Mon, 27 Aug 2012 13:34:43 -0400 Received-SPF: none receiver=logan.com; client-ip=69.5.27.218; envelope-from=jbarrett@carbinge.com Received: (qmail 6698 invoked from network); 27 Aug 2012 17:34:06 -0000 DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; h=X-Originating-IP:Reply-To:From:To:References:In-Reply-To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:Thread-Index:Content-Language; s=default; d=carbinge.com; b=JRLlM2cS7vNFAD53rO43mUWLjavDsWhWf+P8fr40l7coRhXABDK2PxP0adYh5uffnlxkNqeHdqL/zbHr8LZXUDlYCB8xyEIUgUXsocLyOjo2U+rs1vnRgJld3dWCixQp696z9Il07CRqM67LvWMh5ZhGDd6ys9kb3QXk8kqDb38=; X-Originating-IP: [66.235.58.245] Reply-To: From: "John Barrett" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Re: Performance Engine TSIO 550 X-Original-Date: Mon, 27 Aug 2012 10:34:04 -0700 X-Original-Message-ID: <01d001cd847a$28448c70$78cda550$@com> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_01D1_01CD843F.7BE5B470" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Ac2ES+YDa8SpsUxbTbCAzYwtT2FjSQALckMw Content-Language: en-us This is a multi-part message in MIME format. ------=_NextPart_000_01D1_01CD843F.7BE5B470 Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable OK, =20 Thanks to the many who responded on List and off to my question. Still = haven=E2=80=99t come to a decision what to ultimately do, but = it=E2=80=99s almost 100% assured there is an engine tear down in my = future =E2=80=93 and SOON. =20 Lots of constructive input that I appreciate immensely. =20 It=E2=80=99s confirmed what we all have known for few years. Almost all = (good) roads lead to Barrett Performance Engines. =20 John Barrett =20 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = N66mg@aol.com Sent: Monday, August 27, 2012 5:03 AM To: lml@lancaironline.net Subject: [LML] Re: Performance Engine TSIO 550 =20 To all that need a good engine rebuilder, I had my Glasair engine = rebuilt by LyCom in Vasilia, CA...When it was rebuilt and installed, = thats when I was glad they did the rebuild...Ran so smooth and with = increased power, same amount of gallons per hour and increase in = speed...From 183kts to 191 kts...I was very happy, they delivered what = they promised...That's my 2 cents Michael Giardino n7sz L-IV 98%=20 =20 In a message dated 8/26/2012 7:54:24 A.M. Pacific Daylight Time, = n5zq@verizon.net writes: John, =20 I have a Performance Engine. With zero time on it, I sent it to Barrett = Precision Engines http://www.bpaengines.com/site.html in Tulsa for = complete teardown and overhaul due to the problems that many others have = had with Performance. Even if no metal was showing up, you=E2=80=99ll = never have any confidence in your engine. I believe that everyone on the = list who has dealt with Barrett will give them a strong recommendation. = Bite the bullet and send it to Barrett (maybe you=E2=80=99ll get a = family discount? :-) =20 =20 Bill Harrelson N5ZQ 320 2,050 hrs. N6ZQ IV under construction http://www.mykitlog.com/harrelson/ =20 =20 =20 =20 =20 =20 =20 =20 From: John Barrett =20 Sent: Saturday, August 25, 2012 8:56 AM To: lml@lancaironline.net=20 Subject: [LML] Performance Engine TSIO 550 =20 Hello all, =20 I have a quandary with this engine and am hoping to get some help in = solving it. =20 I have about 60 hours on the engine now and it runs quite well. Due to = the worries related to Fred Moreno=E2=80=99s problem with 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=E2=80=99ve been monitoring = it closely and have been doing frequent oil changes to look for = developing problems. =20 =20 All parameters have been good except there was silicone early on in the = oil (first change was at 5 hours then at about 15, then at 35 hours and = another later on.) and a slight elevation in aluminum. Second oil = change still have the silicon and aluminum was much higher. Also there = was a bit of metal flakes in the filter element =E2=80=93 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 in Oklahoma) and he expressed = concern and advised to quit flying until the problem is figured out. =20 =20 He says the only metal found is aluminum and he=E2=80=99s never seen or = heard of that. Always in his experience there would be some other metal = showing up in excess as well because there isn=E2=80=99t a place in the = engine he=E2=80=99s aware of the aluminum rubs against aluminum.=20 =20 I discovered after the second oil change that the alternate air door was = not closing completely and that probably explains the silicon. =20 I did compression check a couple of days ago and got normal readings = =E2=80=93 80/75 to 77. =20 I don=E2=80=99t have a plan about how to trouble shoot the origin of = this metal. I notice that cylinder #5 runs hottest egt=E2=80=99s during = warmup but other than that I can=E2=80=99t think of anything out of the = ordinary. =20 Does anyone have a suggestion about how to sleuth out this problem? =20 Regards, =20 John Barrett, CEO Leading Edge Composites PO Box 428 Port Hadlock, WA 98339 =20 www.carbinge.com =20 ------=_NextPart_000_01D1_01CD843F.7BE5B470 Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable

OK,

 

Thanks to the many who responded on List and off to my = question.=C2=A0 Still haven=E2=80=99t come to a decision what to = ultimately do, but it=E2=80=99s almost 100% assured there is an engine = tear down in my future =E2=80=93 and SOON.

 

Lots of constructive input that I appreciate = immensely.

 

It=E2=80=99s confirmed what we all have known for few years.=C2=A0 = Almost all (good) roads lead to Barrett Performance = Engines.

 

John Barrett

 

From:= = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = N66mg@aol.com
Sent: Monday, August 27, 2012 5:03 = AM
To: lml@lancaironline.net
Subject: [LML] Re: = Performance Engine TSIO 550

 

To = all that need a good engine rebuilder,  I had my Glasair engine = rebuilt by LyCom in Vasilia, CA...When it was rebuilt and installed, = thats when I was glad they did the rebuild...Ran so smooth and with = increased power, same amount of gallons per hour and increase in = speed...From 183kts to 191 kts...I was very happy, they delivered = what they promised...That's my 2 cents<= o:p>

Michael Giardino<= o:p>

n7sz  L-IV  98%&= nbsp;

&= nbsp;

I= n a message dated 8/26/2012 7:54:24 A.M. Pacific Daylight Time, = n5zq@verizon.net writes:

=

John,

<= p class=3DMsoNormal> 

=

I have a Performance Engine. With zero = time on it, I sent it to Barrett Precision Engines http://www.bpaengines.com/s= ite.html in Tulsa for complete teardown and overhaul due to the = problems that many others have had with Performance. Even if no metal = was showing up, you=E2=80=99ll never have any confidence in your engine. = I believe that everyone on the list who has dealt with Barrett will give = them a strong recommendation. Bite the bullet and send it to Barrett = (maybe you=E2=80=99ll get a family discount? :-)  =

 

=

Bill = Harrelson

N5ZQ 320 = 2,050 hrs.

N6ZQ  = IV under construction

 

=

 

=

 

=

 

=

 

=

 

=

 

=

=  

= From:= John Barrett =

= Sent:= Saturday, August 25, 2012 8:56 AM

= Subject:= [LML] Performance 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=E2=80=99s problem with 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=E2=80=99ve been monitoring it closely and = have been doing frequent oil changes to look for developing = problems. 

 

All parameters have been good except there was = silicone early on in the oil (first change was at 5 hours then at about = 15, then at 35 hours and another later on.) and a slight elevation in = aluminum.  Second oil change still have the silicon and aluminum = was much higher.  Also there was a bit of metal flakes in the = filter element =E2=80=93 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 in 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=E2=80=99s never seen or heard of that.  Always in his experience = there would be some other metal showing up in excess as well because = there isn=E2=80=99t a place in the engine he=E2=80=99s aware of the = aluminum rubs against aluminum.

 

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

 

I did compression check a couple of days ago and = got normal readings =E2=80=93 80/75 to 77.

 

I don=E2=80=99t have a plan about how to trouble = shoot the origin of this metal.  I notice that cylinder #5 runs = hottest egt=E2=80=99s during warmup but other than that I can=E2=80=99t = think of anything out of the ordinary.

 

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

 

Regards,

 

John Barrett, CEO

Leading Edge Composites

PO Box 428

Port Hadlock, WA 98339

 

www.carbinge.com

 

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