I want an engine that can have these types of issues and still get you home. That’s why they are designed using 1940’s engineering theory that applies to farm tractors.
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I’d have to agree! What’s the point, good food but no beer? Deal breaker. I’ve never used an airplane for this type of mission, but yeah, an overnight room is a MUST for me.
You can definitely FLY IN the same day, just not OUT!
I remember one time I flew my plane to work on Kelly’s island and had a few after work so I took the ferry home…
Next day I borrowed @Dr.Badass ‘s plane to get to work and had a few after work so I took the ferry home…
Scott and I ended up both having to take the ferry out to retrieve our planes a few days later. Haha
Agree, bit humbling to see performance keep up despite a possibly serious underlying issue. Mixed feelings about the situation.
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Yeah, I totally get that. I know of a plane that had a crankshaft literally broke in half. Shook bad as you can imagine, kept running. Lycoming O-360.
Gotta do 4 test flights likely next week to break in and test cylinders before maintenance officially signs off the plane for service.
First two flights are basically half an hour around the pattern touch and goes. Keeps me close to airport/runways, plus engine at 75% or higher during takeoff and climb. Then two hour long cross country flights at normal cruise. Each one requires mechanic to inspect engine to make sure bolts are tight, no oil leakage, etc.
For the first two flights, I was thinking short field take off, flying the pattern at 1500 agl instead of 1000 agl (this plane sinks like a rock on power off 180s, so can use extra altitude), and have very clear low altitude take off action plans (< 300ft, power off, slip/flaps and land on last bit of remaining runway, 300-600 feet im probably fucked, and 600-1000 likely CAPS, above that dead stick power off if able.
Any other suggestions you guys can think of? I would consider full stop landings each time, except you are supposed to keep the engine running at higher power longer to break in the cylinders.
Indications to watch out for? I imagine oil pressure decreasing (or swinging wildly) is a dead give away to land and stop the test flight. Likely also excessive ECTs?
Lots to unpack here. I don’t know anything. I’m just really opinionated. The manufacturer knows best. My family has run countless hours with zero break in of engines in extreme service since 1937. Think .1-.3 hour flights. All year around. Sometimes a couple hours between flights, lots of times 10 minutes or less between flights. We’re talking brutal on engines. The only thing we couldn’t ever get to TBO were Continental IO-520’s - and my opinion has somewhat changed on why that was.
To answer your question. In MY opinion, I’d treat every takeoff as a short field with an obstacle. Use every bit of runway, max power(gently, I don’t want to hear that governor surge) check gauges, brakes release. Follow the manufacturer recommendations for flap settings on that.
For pattern ops, higher for glide distance is fine, but normal pattern altitude, but tighter serves the same purpose. Something to think about. I would try to conduct these at a quieter airport too so that you won’t get mixed up, or forced to extend or do pretty much anything which is outside YOUR plan. Look at how reliable these engines are - you have personal experience. It’s unlikely anything catastrophic will happen, but treat it like it will. I have more to say, but this has been long enough.
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I would expect higher than normal temps across the board. As well as above normal oil usage while breaking in. Game time decision as to what excessive is. I’d personally try to be gentle on power reductions. But this may conflict with manufacturers recommendations. Follow their guidance - have to say it.
Solid advice, thank you Lee!
It’s kind of interesting that some engine shops and experts (say Busch) actually complain about the manufacturer recommendations for these types of operations.
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