Wow, coming from an automotive technical background, that was HANDS-DOWN the best explanation of cylinder honing and the bedding-in process I have ever seen. Seriously, lots of car guys rebuilding V8's and arguing in their garages about the merits of so-called "dinkle-ball" honing could learn a lot from watching this! Excellent video.
Brilliant video. Really good visual demonstration and explanation of why cylinders are cross hatched and what actually happens during the break in process. Thanks.
Fantastic video, perfectly timed for me as I've just started on the Aircraft General Knowledge and specifically tonight I was just reading about the 4 stroke engine, pistons, oil system and turbo's, so thanks for that!! Great to see it after reading up about it.
That’s one amazing video Jon 👍 I’ve heard all this before when we had our engine zero-timed and I helped run it in afterwards, but I picked up more from this video with the excellent visual explanation than I’ve ever done before! 👌👍👏👏👏
Interesting running-in process, a little different from a car, motorcycle etc. I've used a straight "single grade" oil when running-in cars, motorcycles etc (or new engines) Eg back in n the 1980s and 1970s we'd use, iirc, SAE 30 (I think they use that in Lister/Petter powered barges these days🤔😄😄😇). Then we'd drop it out after the required period and check everything round, re-torque the head etc etc and refill with correct grade oil. Even now we still run cars in, then get the oil changed at 500-1000 miles. Engines are better for being used Eg flying clubs, frankly it worries me if our cars are sat about for too long, let alone an aero engine 🤔😳😳 But back in the day, the straight oil was zero detergent/additive and similar for the multi-grade oil for first 10,000 miles, pretty much for the same reasons you've described here👍👍 For automotive there have been good anti-wear, anti-corrosion additives, but I always reckon on at least 10,000 miles engine use before adding such. Also gently increasing speeds and revs at certain key milages without labouring the engine and on motorways vary the revs to stop the creation of ledges/lines in the bores. Japanese motors can be (were) tricky to run-in due to their fine tolerances.
What a fascinating video. Would love to see more of the maintenance side of things as it's something myself and presumably a lot of other pilots don't get to see
A few questions for the engineers :) Thanks a lot btw for that, it's really nice to get a chance to understand a bit better what is going on under the hood! - Corrosion: it seem that one of the leading causes of corrosion is leaving an engine not running for a while. Why is that exactly? What can be done to minimize it, aside from flying more often? What are the consequences of corrosion, concretely? - Good practices: What are the best things you have seen pilots do to take care of the airplane's engine - in flight, and on the ground? - Learning the mechanical side as a pilot: what's the best way to gain a better understanding of how the airplane actually works? Pilot training has _very_ little of that. Go to a course? (are there some good engineering courses for pilots?) Be there when the mechanic is working, and ask a lot of annoying questions? :p
Thanks Jon, another great video, lots of good work in the edit. Congrats on escaping the supply chain dramas experienced by many folks currently, and getting back in the air in relatively quick time. My vote for another topic? How about that age old classic of operating Lean of Peak verses Rich of Peak, the pros and cons of both, and how to lean correctly? It's a subject not fully taught at PPL level, and yet can be such an important part of engine management, and hence helping our engines' lifespan. Keep on going with your interesting content.
While the principles will be the same, the running in procedures are engine-type specific and you should see what the Rotax manual states. it may specify different oils to those we are using in the turbo continental. Hope it goes well!
Great video Jon-very informative. Quick question -are u getting same performance as before the new cylinders re: TAS for a given MP/RPM setting? Curious since our flying club turbo Saratoga dropped 10 kts TAS after a cylinder replacement.
It's probably a camera shutter artefact. I expect to a human, it looks continuously on. I can't imagine that any manufacturer would install a flashing light that was not a warning of something.
@@sylviaelse5086 Nope, it is a warning light , advising you that the automatic gear retraction system has been overiden, nomally when you do that you pull the bulb out a little so it des not drive you nuts. The reason you do the override so the gear does not drop out when you pull back to much power.
@@sylviaelse5086 it is a landing gear override warning light, it indicates that the automatic gear extension system is disabled. From the dim and distant past I seen to remember that Piper issued an SB to disable / remove the system and do away with the irritation of the continual warning.
Wow, coming from an automotive technical background, that was HANDS-DOWN the best explanation of cylinder honing and the bedding-in process I have ever seen. Seriously, lots of car guys rebuilding V8's and arguing in their garages about the merits of so-called "dinkle-ball" honing could learn a lot from watching this! Excellent video.
Don’t know how this hold up in an engine that revs to 6000rpm? 🤷♂️
Thanks Jack.
Brilliant video. Really good visual demonstration and explanation of why cylinders are cross hatched and what actually happens during the break in process. Thanks.
Fantastic video, perfectly timed for me as I've just started on the Aircraft General Knowledge and specifically tonight I was just reading about the 4 stroke engine, pistons, oil system and turbo's, so thanks for that!! Great to see it after reading up about it.
This was a great episode. Loved the explanation of the honing!
Thanks for watching.
Excellent! Thank you
The engineer is top notch.
That’s one amazing video Jon 👍
I’ve heard all this before when we had our engine zero-timed and I helped run it in afterwards, but I picked up more from this video with the excellent visual explanation than I’ve ever done before! 👌👍👏👏👏
Thanks Kev. Glad you found it interesting.
Great episode. Very informative. Looking forward to more of these. Good job.
Thanks Martin.
Sprag clutches..... a good topic, assuming you have one, all our rotax's do.
I learnt a load from this episode. Thank you
Awesome video. Extremely interesting engineering insights. 👍🏻
It’s good init Ian?
Great to see IV up and running again
Certainly is Marvin.
Grass roots and nice flight video keep em coming and safe flying crack on
Thanks for watching Barry.
Very educational thank you.
Thanks for watching Chris.
Interesting running-in process, a little different from a car, motorcycle etc. I've used a straight "single grade" oil when running-in cars, motorcycles etc (or new engines) Eg back in n the 1980s and 1970s we'd use, iirc, SAE 30 (I think they use that in Lister/Petter powered barges these days🤔😄😄😇). Then we'd drop it out after the required period and check everything round, re-torque the head etc etc and refill with correct grade oil. Even now we still run cars in, then get the oil changed at 500-1000 miles. Engines are better for being used Eg flying clubs, frankly it worries me if our cars are sat about for too long, let alone an aero engine 🤔😳😳 But back in the day, the straight oil was zero detergent/additive and similar for the multi-grade oil for first 10,000 miles, pretty much for the same reasons you've described here👍👍
For automotive there have been good anti-wear, anti-corrosion additives, but I always reckon on at least 10,000 miles engine use before adding such.
Also gently increasing speeds and revs at certain key milages without labouring the engine and on motorways vary the revs to stop the creation of ledges/lines in the bores.
Japanese motors can be (were) tricky to run-in due to their fine tolerances.
Do they still run-in car engines?
Loved this, more of these Jon, I know very little about aero engines.
Just learnt something new, thank you
A great video Jon! Very interesting and great way for us all to learn. 👍
What a fascinating video. Would love to see more of the maintenance side of things as it's something myself and presumably a lot of other pilots don't get to see
Thanks LK.
Another informative and entertaining gem.
Thanks Stephen.
A few questions for the engineers :) Thanks a lot btw for that, it's really nice to get a chance to understand a bit better what is going on under the hood!
- Corrosion: it seem that one of the leading causes of corrosion is leaving an engine not running for a while. Why is that exactly? What can be done to minimize it, aside from flying more often? What are the consequences of corrosion, concretely?
- Good practices: What are the best things you have seen pilots do to take care of the airplane's engine - in flight, and on the ground?
- Learning the mechanical side as a pilot: what's the best way to gain a better understanding of how the airplane actually works? Pilot training has _very_ little of that. Go to a course? (are there some good engineering courses for pilots?) Be there when the mechanic is working, and ask a lot of annoying questions? :p
Thanks Xavier. Good ideas - all added to the list.
Love the video Jon, amazing content and great viewing. Cheers :)
Thanks Jon, another great video, lots of good work in the edit.
Congrats on escaping the supply chain dramas experienced by many folks currently, and getting back in the air in relatively quick time. My vote for another topic? How about that age old classic of operating Lean of Peak verses Rich of Peak, the pros and cons of both, and how to lean correctly? It's a subject not fully taught at PPL level, and yet can be such an important part of engine management, and hence helping our engines' lifespan.
Keep on going with your interesting content.
Thanks Rupert - yes - good idea.
A fascinating video, thanks… I learned a lot about my own engine. Looking forward to this series.
Thank you TFF.
Thanks Jon. My Bristell NG5 build is nearing completion and I wondered if the bedding in process described Aiden is similar for the Rotax 912 ULS?
While the principles will be the same, the running in procedures are engine-type specific and you should see what the Rotax manual states. it may specify different oils to those we are using in the turbo continental. Hope it goes well!
Any noticeable difference in the three blade prop.....??
Better climb performance and quieter and smoother.
Great video Jon-very informative. Quick question -are u getting same performance as before the new cylinders re: TAS for a given MP/RPM setting? Curious since our flying club turbo Saratoga dropped 10 kts TAS after a cylinder replacement.
I'm getting the book performance figures Douglass. If anything it's probably better. Climb performance is considerably better.
That continual flashing gear unsafe warning would irritate the hell out of me, is there not a Piper SB to stop that ?
It's probably a camera shutter artefact. I expect to a human, it looks continuously on. I can't imagine that any manufacturer would install a flashing light that was not a warning of something.
@@sylviaelse5086 Nope, it is a warning light , advising you that the automatic gear retraction system has been overiden, nomally when you do that you pull the bulb out a little so it des not drive you nuts. The reason you do the override so the gear does not drop out when you pull back to much power.
@@sylviaelse5086 it is a landing gear override warning light, it indicates that the automatic gear extension system is disabled. From the dim and distant past I seen to remember that Piper issued an SB to disable / remove the system and do away with the irritation of the continual warning.
Why is your gear light flashing constantly
Perhaps a video about the importance and effects of carb heat.
Might be tricky as he has a fuel injected plane :)
Thanks Tom - it's a good question for the engineers..
Does the engineer who rebuilt the engine always go on the first two hour flight?
Hi Sylvia - I don't think it's necessary. But always good to have an engineer's eye for things!