Yeah, it was Mark Zimmermann's 210. He went with a factory reman. WHile we didn't shoot his break in, we did shoot a break in with my top overhaul. If you need that link, let me know.
Mark and John have probably forgotten more about engine management and maintenance than most folks in aviation have learned in a lifetime. They know exactly what they are doing.
There is a lot more to the overhaul decision making progress than what is shown here. Compression doesn't actually tell us as much as many mechanics think it does.
TBO means almost nothing for a well run engine. Here we have many engines well past TBO that are working just fine. One is at 4000 hours and is in excellent health by all measurements and performance. Your failing valve was obvious by the EGT cycling. What did the borescope look like? What was the oil analysis saying?
Yes, much more involved then what was discussed in video clip. Mismatched Cylinders that were mostly Chrome, Crankcase already cut down at least twice previously, undersized crank, non-7th stud case etc etc & list goes on. Factory replacement was best option overall. Went well past TBO & it was time to pull.
Very informative! Question about take off though, I was always told to back off the manifold to 25 in and RPMs at 2500 on climb out. I noticed that while he backed off the RPMs, he didn't back off the manifold pressure.
The T210M with TSIO-520-R ratings:Takeoff (5 min. at 2700 r.p.m., 36.5 in. Hg. mp. (310 HP). For all other operations 2600 r.p.m., 35 in. Hg. mp. (285 HP). Proper Fuel Flow & Conforming Engine, Terrain, Flight profile, Fuel Economy, Load etc are all contributing variables. With accurate digital TACH readings the RPM was consistently 10 RPM high with T/O power set. Held higher MP for proper Climb cooling confirmed with use of Engine Monitor readings (EGT/CHT's). If you reduce MP during Climb this will also reduce FF so with a 6-Pt Engine Monitor this allows you to adjust accordingly. 30" MP Climb is pretty std w/Turbo
Why in the world would you fly the pattern at 2700 RPM's? That's crazy. Leave the RPM 2300-2500 as it was in cruise and go prop full on final in prep for a go-around.
good episode
I love your videos. They are kinda detailed, which is what I want. I teach A & Ps at the local College. Do you mind if I use your videos in my lesson?
Please do!
👍
Would be nice to see which way they went for the engine replacement and show the replacement and break in.
Yeah, it was Mark Zimmermann's 210. He went with a factory reman. WHile we didn't shoot his break in, we did shoot a break in with my top overhaul. If you need that link, let me know.
@@TakingOff thanks for the reply glad hes back up and cruising the friendly skies
Mark and John have probably forgotten more about engine management and maintenance than most folks in aviation have learned in a lifetime. They know exactly what they are doing.
Yup!
Can't believe this channel has so few subs!
I know right?? LOL. But we are growing, and appreciate all the help if you can share the channel around!
There is a lot more to the overhaul decision making progress than what is shown here. Compression doesn't actually tell us as much as many mechanics think it does.
Compression was just one piece if information. Bad valves, past TBO were other pieces of info.
TBO means almost nothing for a well run engine. Here we have many engines well past TBO that are working just fine.
One is at 4000 hours and is in excellent health by all measurements and performance. Your failing valve was obvious by the EGT cycling. What did the borescope look like? What was the oil analysis saying?
The borescope confirmed their fears. I didn't include that in the edit. Where's "here" for you?
Yes, much more involved then what was discussed in video clip. Mismatched Cylinders that were mostly Chrome, Crankcase already cut down at least twice previously, undersized crank, non-7th stud case etc etc & list goes on. Factory replacement was best option overall. Went well past TBO & it was time to pull.
Very informative! Question about take off though, I was always told to back off the manifold to 25 in and RPMs at 2500 on climb out. I noticed that while he backed off the RPMs, he didn't back off the manifold pressure.
What airplane?
The T210M with TSIO-520-R ratings:Takeoff (5 min. at 2700 r.p.m., 36.5 in. Hg. mp. (310 HP). For all other operations 2600 r.p.m., 35 in. Hg. mp. (285 HP). Proper Fuel Flow & Conforming Engine, Terrain, Flight profile, Fuel Economy, Load etc are all contributing variables. With accurate digital TACH readings the RPM was consistently 10 RPM high with T/O power set. Held higher MP for proper Climb cooling confirmed with use of Engine Monitor readings (EGT/CHT's). If you reduce MP during Climb this will also reduce FF so with a 6-Pt Engine Monitor this allows you to adjust accordingly. 30" MP Climb is pretty std w/Turbo
Why in the world would you fly the pattern at 2700 RPM's? That's crazy. Leave the RPM 2300-2500 as it was in cruise and go prop full on final in prep for a go-around.
Because they were getting the engine ready for compression checks and need to run hot.