Return-Path: Sender: (Marvin Kaye) To: lml Date: Mon, 27 Jan 2003 00:20:01 -0500 Message-ID: X-Original-Return-Path: Received: from quark.look.ca ([207.136.80.22] verified) by logan.com (CommuniGate Pro SMTP 4.0.5) with ESMTP id 1999907 for lml@lancaironline.net; Sun, 26 Jan 2003 23:03:48 -0500 Received: from ab-cal-a52-03-57.look.ca ([216.66.145.185] helo=bdt4y) by quark.look.ca with smtp (Exim 4.05) id 18d0Uq-00058G-00 for lml@lancaironline.net; Mon, 27 Jan 2003 04:03:44 +0000 X-Original-Message-ID: <005f01c2c5b8$d5c4e420$a506fea9@bdt4y> From: "Barney Briton, Minit Drugs #1" X-Original-To: X-Original-Date: Sun, 26 Jan 2003 21:01:50 -0700 MIME-Version: 1.0 X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1106 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1106 Subject: Internal corrosion Content-Type: multipart/alternative; boundary="----=_NextPart_000_005A_01C2C57E.253E8280" X-Spam-Status: No, hits=1.0 required=7.0 tests=SPAM_PHRASE_00_01,SUPERLONG_LINE,USER_AGENT_OE version=2.43 X-Spam-Level: * This is a multi-part message in MIME format. ------=_NextPart_000_005A_01C2C57E.253E8280 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable I have recently purchased N53LB a IVP with 240 hours on it and the = Continental TSIO 550E. I did a full pre-purchse inspection and annual = then flew it for 26 hours before changing the oil again. Upon = inspection of the oil filter we found metal. It turned out to be from = internal corrosion that caused the lifters to flake off some of their = surface hardness. 9 out of 12 to be exact. I have since rebuilt it = with a new Magnum cam and lifters. I assumed that this was caused from = being built in Florida and possibly not being protected properly. But = after putting it back together and flying it for about 8 hours, I have = noticed that it seems to build up internal condensation after each = flight. Once the engine cools down from the flight after a few hours = there is condensation on the oil filler tube and dip stick cap. I am = located in Calgary Alberta which is very dry this time of year, and I = also hangar it in a heated hangar. Has anyone else noticed this kind of = condesation after a flight? It's been a long time since I have flown = pistons but I do not remember ever having this kind of water on the oil = cap. To me this is probably why the engine had internal corrosion = damage to begin with. Is there any kind of crank case dryer available = or is this just a by product of a twin turbo charged engine? I have now = taken to removing the oil cap after each flight to let it dry out. Any comments would be appreciated. Barney Briton New owner of Serial #134 N53LB ------=_NextPart_000_005A_01C2C57E.253E8280 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
I have recently purchased N53LB a IVP = with 240=20 hours on it and the Continental TSIO 550E.  I did a full=20 pre-purchse inspection and annual then flew it for 26 hours before = changing the=20 oil again.  Upon inspection of the oil filter we found metal.  = It=20 turned out to be from internal corrosion that caused the lifters to = flake off=20 some of their surface hardness.  9 out of 12 to be exact.  I = have=20 since rebuilt it with a new Magnum cam and lifters.  I = assumed=20 that this was caused from being built in Florida and possibly not being=20 protected properly.  But after putting it back together and flying = it for=20 about 8 hours, I have noticed that it seems to build up internal = condensation=20 after each flight.  Once the engine cools down from the flight = after a few=20 hours there is condensation on the oil filler tube and dip stick = cap.  I am=20 located in Calgary Alberta which is very dry this time of year, and I = also=20 hangar it in a heated hangar.  Has anyone else noticed this kind of = condesation after a flight?  It's been a long time since I have = flown=20 pistons but I do not remember ever having this kind of water on the oil=20 cap.  To me this is probably why the engine had internal corrosion = damage=20 to begin with.  Is there any kind of crank case dryer available or = is this=20 just a by product of a twin turbo charged engine?  I have now taken = to=20 removing the oil cap after each flight to let it dry out.
 
Any comments would be = appreciated.
 
Barney Briton
New owner of Serial #134=20 N53LB
------=_NextPart_000_005A_01C2C57E.253E8280--