Search the Community
Showing results for tags 'continental'.
Found 6 results
-
Looking to define the reason(s) exhaust valves fail. reading the LOP thread, there is a lot of generalization about operations - such as damage the engine internal pressure - high ICP burn up your engine detonation there are continual reports of top end replacements at 1000 hours or less, yet some operators can go to TBO without issues. How can we define these differences that make sense relating to exhaust valve failures. Mechanical issues are well documented, alignment and tolerancing is obviously important but it is more than that, even with the mis-alignment it seems some engines survive but others do not. It is certainly linked to operational methods. Let's try to develop specific, measurable factors in operations. Some things that seem important - CHT, EGT, FF, ROP, LOP, POWER, RPM etc.
-
I have a copy of Continental_Tips_on_Engine_Care_1.pdf that I probably downloaded from JPI years ago. It's a REALLY BAD scan and I was wondering if anyone else had a better scan or actually had the booklet that they'd either be willing to part with or at least loan it for a much better scan?
-
I am writing about my recent experience with replacing my Continental TSIO-360 The original motor was running fine but was at TBO hours and had served for 35 years. WIth planned use including IFR and night work, I was keen to have the feeling that I could rely on that engine up front... So after weighing up the alternatives, and being dissuaded from field-overhauling the current motor due to its complexity, I decided on a 'zero-time' reman. unit from Continental, delivery expected in February - due to a 'crankshaft line supply problem' this was delayed to May Despite best efforts, I Still don't have my aircraft back. I have been told that (so far) the installer has found: 1) Overboard exhaust pipe assembly does not properly align with turbo and wastegate 2) Dip-stick does not fit in tube, cannot be used 3) Bendix magnetos installed (Slick were specified, for which I have the correct RPM sensors) Continental quality control? I am thinking that such a concept must be totally unfamiliar to them. Can this engine have been test run? - it certainly wasn't assembled fully. Anyone else had similar problems?
- 11 replies
-
- 1
-
-
- tsio-360mb sb
- m20k 252 tse
- (and 2 more)
-
So I have a 1979 M20K, 75 hours into a new top end overhaul, the number 3 cylinder vibrates and broke 2 of the bolts holding it to the engine. After proper break-in procedure based at KSNA. I have done some research and from what I can find, it could of happened if the seal wasn’t prefect and over time the vibration cause the suds to break. The mechanic that did the top end doesn’t want to take any responsible and claims it’s because of the way I flew the plane LOP. He thinks all the cylinder could have been burnt up. He recommends doing an overhaul exchange at 1,000 hours it’s only $35,000. I feel like he just wants to wash his hands with everything, and cover his tracks.. Has anyone ran into similar problems? This is my first plane, and I really don’t know how to proceed....
-
Continental announces new Tempest oil filter part no's with a new gasket that they say is easier to remove in SIL 17-03. See attached SIL. SIL17-03.pdf -
I know I should know this, and searching the forums didn't find me an immediate answer... What are the possible reasons for a cylinder running hot (CHT) on an IO550? What I can tell you is that it is the hottest both LOP and ROP (so it isn't a clogged injector?) meaning I have to go either extra lean or rich to keep that cylinder from getting out of my sub 400 degree comfort zone in cruise. This just started - coincidentally after an oil change. It also seems to have the lowest EGT of all the cylinders... Where should I start? thanks! Greg
