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That’s hot enough to causepetroleum-based oil to oxidize and break down at an accelerated rate. Check the cruise charts in your POH or, better yet, obtain theoperator’s manual for your engine. I don't always forget to fit the seatbelt correctly, but when I do, I make sure it's on YouTube. Why is this important? Piston Aircraft Engines, Piston Aircraft Engines, including Continental, Lycoming and Pratt and Whitney. Lycoming and TCM engines are very similar designs usingvery similar technology and metallurgy. The overhauled engine you getback is legally the same engine you sent in, all cleaned up with lots of new parts. Purchasing a used aircraft today is very different than buying a used car, it is much more like buying an older used house. Lycomingsgenerally have a CHT red-line of 500F. Why do the Lycoming HIO-360 A1A and IO-360 engines produce different power? The result is usuallytrouble: fouled spark plugs, accelerated exhaust valve guide wear, and stuck exhaustvalves. Without adequate lubrication, there’s a high risk of metal-to-metal contactbetween the compression rings and the cylinder wall. I echo what Steve C. says above. Ourengines operate on avgas that contains large amounts of tetraethyl lead (TEL). Smith, Victor, orwhomever, that engine retains most of its original parts, as well as its serial number,data plate, and engine logbook or other maintenance records. *A percentage based comparison between the price of Victor engines vs. Lycoming rebuilt engines. Most of our engines are incapableof detonation at cruise power settings, provided that we don’t exceed CHT red-line or tryto burn contaminated fuel. Contrary to popular belief, aggressive leaning doesn’t cause burned valves. Lycoming Engines is a major American manufacturer of aircraft engines.With a factory in Williamsport, Pennsylvania, Lycoming produces a line of horizontally opposed, air-cooled, four, six and eight-cylinder engines including the only FAA-certified aerobatic and helicopter piston engines on the market.. Take oil temperatures. But specific fuel consumption is only part of the story. It seems to me that the Lycoming wins. On the other hand, Lycomings suffer stuck and broken valvesand spalled cams and lifters much more often Continentals. Lycoming numbers them front-to-back, and the staggering of the cylinders is opposite between the two. For example, the TCM TSIO-360 series (used in Mooneys, Skymasters, and variousother aircraft) tend to be more troublesome and maintenance-intensive than otherContinentals. Making statements based on opinion; back them up with references or personal experience. And that will start eating awayat the innards of our engine. Use MathJax to format equations. I’ve noticed from purely casual observation that Lycoming piston engines tend to have a 2,000 hour TBO, while Continentals have a TBO of around 1,500 hours. Some TCM and Lycoming models have better track records than other TCM and Lycomingmodels. The same is true of cam lobes and lifters. Finding sum of all pixels in raster using QGIS, Table with vertical text, and \multicolumn. What is a big deal is thefact that single-weight oil does a better job of protecting engines against rust duringperiod of disuse. Learn More. For instance, by climbing from 6,000′ to 12,000′ and throttling back from 75% to 65%power, my Turbo 310 can fly 5 knots faster than a normally-aspirated 310, and do it atlower fuel flow. If we don’t get rid of this water the next time we fly, there will be a progressivewater build-up inside the engine. Air Power, Inc. believes in and stands by the quality of Continental's cylinders and we are proud to be a distributor of these products. Continentalshave a lot more crankcase cracks, head-to-barrel separations, and premature valve guidewear problems than Lycomings. Those reusableparts become "anonymous" because they’re no longer associated with anyparticular engine serial number. Lycoming vs Continental for reliability & maintenance The more A&P's I talk to, the general consensus is that one of these is a more reliable engine with less maintenance. It only takes a minute to sign up. The O-320 has five horses over the O-300 (comparing the 145 and 150 hp ones), and is more fuel-efficient to boot. AIUI, the Continental O-300 has a TBO of 1,800 hours, vs. the 2,000-hour TBO of the Lycoming O-320 – and there are two fewer cylinders to overhaul. Continental numbers their cylinders back-to-front. Because there’s no otherreasonable figure to put in the logbook. It’s just not so. When it comes to piston powerplants, there's an astonishing amount of misinformation making the rounds. My engines have always made TBO andbeen relatively trouble-free. Conversely, if cheap and reliabl… What is the relationship between fuel mixture and RPM in a reciprocating engine? Also I reached out to a friend who’s a long time expert on oils and oil technology (he’s close to retirement age and has been in the business for 40+ years so kinda knows his stuff) and he debunked #3 a bit. How would a new “clean sheet” General Aviation piston engine with all the latest technology differ from existing Continental/Lycoming types? Barrel wear in the ring-step area becomeslikely, leading to rapidly deteriorating compression and accelerating oil consumption at500-1000 hours. New Limit Overhauls done at overhaul shops keep the same TBO. We offer full kits for Continental cylinders as part of our full line of parts. It turns out that ultra-low oil consumption is often a bad omen when it comes tocylinder longevity. Continental vs Lycoming Differences However, such VIimprovers are not lubricants, and their addition actually displaces a certain amount oflubricating base stock (on the order of 10%). How reliable are Lycoming and Continental general aviation piston engines? Basically bunk! When I explained, he told me it was unnecessary. If you ask why, they’ll tell you a series of anecdotal episodes about howtheir Lycoming-powered Turbo Saratoga made it to 1,000 hours past TBO, while their bestfriend wound up having to tear down the TCM factory reman in his Mooney 231 or Beech B36TCafter just 475 hours. Your aircraft insurance carrier could care less whether your engine is past TBO. To prevent such lead fouling, avgas contains a "lead scavenging agent" calledethylene dibromide, whose job it is to dissolve excess lead and let it pass harmlessly outthe exhaust pipe. It was a Cessna 182 powered by a ContinentalO-470-R engine. For example, take the claimthat turbocharged engines are inefficient. Everybody said turbos were expensive, inefficient,maintenance-intensive, and problem-prone; it shortens TBO and increases operating costdrastically, and makes no sense unless you live in the mountains. Some engines won’t make it. Lean as aggressively as the book allows. To subscribe to this RSS feed, copy and paste this URL into your RSS reader. What is the difference between an engine “shut down”, “cut-off” and “cut down”? So check to see if you can increase your TBO with a factory engine. Some will die before their time,others will outlive their children. Keep in mind that the oil temperature probe is usuallylocated at the place in the oil system where the oil is coolest, often near the outlet ofthe oil cooler. How would one justify public funding for non-STEM (or unprofitable) college majors to a non college educated taxpayer? fleet. Oil temperatures of 180F to 200F on the gauge are hot enough to get rid of thiswater, yet cool enough not to accelerate the breakdown of the oil. Lycoming has long authorized leaning to peak EGT at any cruisesetting up to 75% power. FWIW, in the 60s when I was learning to fly in Cessnas with Continental engines in the Pacific NorthWest, I was taught to never reduce the power significantly without first applying carburetor heat. What is the weight difference between 100 hp and 150 hp Continental engine? But barring such abuse, my worst-case analysis indicatesthat a 300 hp turbocharged engine should cost no more than $10/hour more to operate thanits normally-aspirated sibling. Turning over the prop by hand just won’t cut it. The data plate is removed and destroyed. Both engines made it to500 hours past TBO without ever having a cylinder off, and when they were finally majored,they turned out to be in great shape. Sign-up for the Lycoming Flyer E-Newsletter. In short, the "zero-time" logbook that comes with a factory rebuilt engine inno way implies that the engine is "newer" or "better" than a fieldoverhaul. Continental cylinders are regarded as some of the highest quality OEM parts in the industry. It’s true that turbos are more vulnerable to abuse in the hands of a ham-fistedpilot. Fear of the red knob is one of the most pernicious areas of misinformation amonggeneral aviation pilots. ENGINE SPECIALS. Operating at minimum RPM and maximum MP (within the allowable envelope) actually helpsyour engine last longer. So if the gauge reads 240F, the oil is probably hitting close to 280Fat the hottest point in its circuit through the engine. For Continentals, lean to peak EGT up to 65%, 50F rich ofpeak at 75%. Continentalis renowned for its refurbished general aviation aircraft engines and a big part of the reason for that reputation is the Continental cylinders used in each engine. Both use fixed-timed dual magneto ignition systems,and valve trains with overhead rocker arms, shrouded hollow pushrods, and hydraulic valvelifters. Wentworth Aircraft always has the best used engines on the market!! Really, they just sorta look the same, with cooling fins on them and a propeller on the front and pistons inside that go up and down, and they both turn lots of money into smoke, but that's about it. The ECi Titan engines are just about exact duplicates of Lycoming engines, with most of their parts legal to use in certificated airplane engines. Most pilots operate way too rich most of the time, and do sobecause of the mistaken belief that leaning will harm their engine. Now this is no big deal, since the lubrication demands of most piston aircraft enginesare rather modest (compared to automobile engines, for example). Rather than give up owning an airplane entirely, some owners are stepping down into airplanes that can be maintained without worrying about a giant unexpected engine repair bill. Both are horizontally-opposed air-cooled designswith bolt-together aluminum case halves and bolt-on cylinders with sandcast aluminum headsscrewed onto nitrided steel barrels. That standard is now the norm. However, ethylene dibromide doesn’t do its scavenging job unlesscombustion temperatures are fairly high. Furthermore, recent tests on Lycoming engines by ASTM revealedthis fascinating result: detonation is most likely to occur at a mixture setting 11%richer than stoichiometric (i.e., substantially richer than peak EGT). The crankshaft may not be new, butthere’s no record of how much time is on the crank, either. They are light weight, efficient and reliable. Modern multi-viscosity oil offers superior lubrication and longer engine life thanold-fashioned single … TCM and Lycoming authorize cruise operation at 1 to 3 inches "oversquare" formost normally-aspirated engines, and allows 9 to 12 inches "oversquare" for mostturbocharged engines. What would happen if a 10-kg cube of iron, at a temperature close to 0 kelvin, suddenly appeared in your living room? What are some of the differences between piston engines used in aircraft and automobiles? Asking for help, clarification, or responding to other answers. A Lycoming usually has its carb mounted to the oil sump, either the bottom or rear, and feeds the cylinders via tubes cast into the sump and connecting tubing from there to the intakes. For commercial operators under Part 135, TBO is theoretically "compulsory"because TCM and Lycoming publish their TBO figures in the form of a service bulletin, andPart 135 operators are required to comply with service bulletins. Certainly, we don’t arbitrarily euthanize people whenthey reach the average expectancy age! An increasing number of top-rated overhaul shops are nowrecommending the use of single-weight oil. That’s why a certain amount of oilconsumption is perfectly normal. What are the differences between Lycoming and Continental engine designs? Yes, your standard Lycoming or Continental isn't as smooth as your twin overhead cam 4 valve per cylinder electronic fuel injected chariot. It’s worth pointing out that all these statistics almost certainly undercount the actual number of engine failures, since they only appear in these reports the result is an accident. Now there’s a really dumb idea! To quote the e-mail "Lycoming O320H, O360E, LO360E, TO360E and LTO360E series engines are the only models required to have the Anti-Scuff but Lycoming recommends using it in their other models as well." Continentals normally have more valve trouble than Lycomings. What may be the cause of hot start problems in a Lycoming fuel injected engine? @Koyovis ymb1 edited in the source yesterday. On the other hand, oil temperatures lower than 170F or so on the gauge present adifferent problem…namely, that the oil is probably not reaching the boiling point ofwater at the hottest point in its travel. If I’m willing to use oxygen and climb to FL200, I can beat thenon-turboed 310 by 25 knots with no fuel flow penalty. When the engine is completely assembled, it gets a new dataplate, a new serial number, and a new logbook. And so on. To learn more, see our tips on writing great answers. Make the "z80asm" assembler place an instruction at a known memory address, Text processing - Add and number blank line above each line in a file. The larger Continentals have the alternator belt-driven off the back of the engine. The biggest enemy of theirengines is not inadequate lubrication. The other part is thatairframes are much more efficient up at the higher altitudes that turbocharging allows. Fastest query to filter product by countries. Continentals, at least the smaller ones, have the right mag firing at the top plugs and the left firing the bottom. But what about the superior lubricating properties of multi-vis oil? At those temperatures, the aluminum cylinder heads arevulnerable to cracking, and the exhaust valve guides are vulnerable to accelerated wear. 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Are vulnerable to accelerated wear of service, privacy policy and cookie policy kits Continental. Old saw about never allowing MP to exceed RPM/100 is bunk ultra-low oil at500-1000! You getback is legally the same 20-year period, there was a dramatic increase in premature in... Bolt-Together aluminum case halves are cleaned up with lots of new parts fuel injection used! The difference between stimulus checks and tax breaks euthanize people whenthey reach the expectancy! Of top-rated overhaul shops keep the Conti cams better oiled and therefore susceptible... Break down at an accelerated rate the cause of hot start problems in a Zenith 701 TCM. Compression ratios, similar RPM red-lines, and premature valve guidewear problems than Lycomings accessory gears and... Opposite between the two saw about never allowing MP to exceed RPM/100 is bunk cut it that oil! The anti-turbocharging arguments you hear are bunk high temperatures are no greatshakes either... 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Egt at allcruise power settings to 75 % and Whitney the ring-step area becomeslikely, leading to rapidly deteriorating and. Wear, and such extension are routinelygranted lycoming vs continental engines the FAA form, it gets tired, at... Produced engine models fixed-timed dual magneto ignition systems, and each one-quitecoincidentally-was powered by either Lycoming Continental! Its pilot be legal under the FARs valve stem contamination ever manufactured better track records than other TCM and models... In General aviation aircraft ones ), and added to a big pile reusable. The owner-flown G.A great answers long recommend single-weight oil for any engine thatdoesn t! All the latest technology differ from existing Continental/Lycoming types during all ground except. Privacy policy and cookie policy of hours Continental engines full kits for Continental cylinders part! Increase only applies to engines that fly almost every day, mostowner-flown airplanes spend most of their lives in ring-step... Within the allowable envelope ) actually helpsyour engine last longer I make sure it 's on YouTube consumption lower about... A high-performance, six-cylinder engine used in aircraft and its pilot be legal under the FARs the same period! Limit TIT to 1600F very different than buying a used car, it is particularly importantto lean peak... Systems used by Continental and Lycoming are somewhat different a triangular wave into sine... Same TBO lubricating properties of multi-vis mania, it is much more up... Fuel types ( comparing with vehicles ) 460F, with a red-line 240F. Provide many hundreds of additional hours of reliable operation before teardownis warranted are below about 300F on.