It turns out that multi-vis oil is not a better lubricant than single-grade oil.It’s actually a bit worse. Since then I’ve owned a succession of airplanes, and each one-quitecoincidentally-was powered by a big-bore Continental. Whileexcessively high temperatures are bad for your engine, low temperatures are no greatshakes, either. Lean as aggressively as the book allows. They already knew about the UL260i/iS and in cooperation the UL260iSA was developed. It turns out that the "cooler is better" notion isn’t quite right. Use MathJax to format equations. The solution is to make sure the oil gets hot enough to boiloff the entrapped water, so that the resulting steam passes harmlessly out the breather. It’s proven to be the most reliable airplane I’ve everowned: reliable, efficient, and almost completely trouble-free. Most pilots operate way too rich most of the time, and do sobecause of the mistaken belief that leaning will harm their engine. I installed a brass nipple just aft of the intake scoop opening. By clicking “Post Your Answer”, you agree to our terms of service, privacy policy and cookie policy. Copyright © 2017 Victor Aviation Service, Inc. For a cylinder to make it to TBO, it must be protected from metal-to-metal scuffing bythe piston rings. Did they dump the UL's or are they still a good option? [citation needed]. I then used some 1/8"ID radio control aircraft fuel tubing to connect the ports. And the only way to do that is to run the engine at high RPM…preferably by flyingthe airplane attached to it. 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. However, a Part 135operator may apply to his local FSDO for a TBO extension, and such extension are routinelygranted by the FAA. of the engine. It doesn't include pilot-induced engine failures (e.g., fuel issues or system management) but does include the cases where the cause of the engine failure was not determined. However, such VIimprovers are not lubricants, and their addition actually displaces a certain amount oflubricating base stock (on the order of 10%). Ibought my first airplane 30 years ago. In my past I operated a number of Continental O-200 engines, and some Lycoming O-235s. It has 80 kW (107 hp) and a fully inverted oil system[5]. More power – less weight. Now this is no big deal, since the lubrication demands of most piston aircraft enginesare rather modest (compared to automobile engines, for example). But while certain specific TCM and Lycoming models are problem-prone, it is simplywrong to make a general assertion that engines of either manufacturer are more reliablethan those of the other. Rudi, Lycoming uses two style oil sumps on the 180 HP engines that Van's uses (By the way you might want to check on the prices of the engines they sell as I believe there was a price increase at the end of last year) The vertical sump engine mounts the carburetor or fuel injector if you go with that option so that they stick down from the bottom of the engine when mounted. How common are gear-driven or belt-driven superchargers in modern aircraft? A type of compartment that rises out of a desk. Well, everybody was wrong. To learn more, see our tips on writing great answers. I learned very quickly that the O-200 was a much better engine than the O-235. The following engines have been installed and tested in the Zenith CH 650 prototypes at the factory: UL Power, Continental O-200, Jabiru 3300, Lycoming O-235, Rotax 912S, and Viking Engines. In 2017 Sonex Aircraft introduced their "B" models with slightly larger fuselage giving room for more engine options[4]. experimental/amateur-built category aircraft, where differences in Some TCM and Lycoming models have better track records than other TCM and Lycomingmodels. I still maintain, however, that the only way to replenish the protectiveoil film is to fling large quantities of oil around the innards of your engine with greatvigor. In 2009, ULPower launched new engine types: the UL260iS 80 kW (107 hp) and the UL350i/iS 93 kW (125 hp) where the stroke was increased from 74 mm to 100 mm. They all have the same bore of 105.6 mm. Posted on 19 June 2020 in pressrelease. Aggressive leaning doesn’t cause detonation, either. It scrapes oil off the top of the cylinders and accelerates its flowdownhill. Evenso-called "100LL" contains enough TEL to keep the EPA awake at night. In other words, there’s more "oil"in a quart of single-weight oil than in a quart of multi-vis. So that’s ideally wherewe’d like to see our oil temperature gauge in-flight. Now suppose you turn over the prop by hand. The new engine should have the following aims and objectives: FADEC, simple, robust, easy to maintain, low parts count, high power to weight ratio and low cost of ownership[1]. Prices subject to change at any time without notice. Most of our airplanes have oil temperature gauges thathave a green arc running from 75F to 240F, with a red-line at 240F. Maximum continuous CHT is 320 F (160 C). Basically bunk! Thanks for the replies. This protection comes from a film of oil that coats the cylinder barreland causes the rings to "hydroplane" instead of scuffing the barrel. Why zero? It's priced at $499 and has... © 2020 Aviation Publishing Group. the majority of installations, the engines power Making statements based on opinion; back them up with references or personal experience. Most of the anti-turbocharging arguments you hear are bunk. When I learned to fly on the East Coast thirty-something yearsago, turbocharging was a dirty word. "Sure it does! site design / logo © 2020 Stack Exchange Inc; user contributions licensed under cc by-sa. instill issues that vary from one installation to another. Some engines won’t make it. They brashly state "I’d never own a Continental-poweredairplane!" It doesn't include pilot-induced engine failures (e.g., fuel issues or system management) but does include the cases where the cause of the engine failure was not determined. Latest news ULPower manuals have been updated. I just ordered the Titan option for my own reasons. Get a few aircraft owners get together over a few beers, and inevitably theconversation turns to oil consumption. For general discussion of the Just Aircraft family of aircraft. Check the cruise charts in your POH or, better yet, obtain theoperator’s manual for your engine. Multi-vis oil simply does not provide as effective protection against rust assingle-weight oil. 2415 Embarcadero Way Cruise at the lowest RPM and highest MP that the book allows for the percentage ofpower that you desire. Why are piston-engined aircraft generally exempted from U.S. flight recorder requirements? Take oil temperatures. I learned very quickly that the O-200 was a much better engine than the O-235. On the other hand, CHTs below about 300F create another problem: lead fouling. Aviation Stack Exchange is a question and answer site for aircraft pilots, mechanics, and enthusiasts. Part 135 operators need toask the FAA’s permission before flying past TBO, but such permission is commonplace. Ideally, we should try to keep CHTs in the 350F to 400F range as much as possible.That’s cool enough to keep the cylinder heads and valve guides happy, but hot enough foreffective lead scavenging. For example, if the price of a new Lycoming engine was$10,000 and the price of the Victor engine was \$9,000, Why do piston engines in aircraft burn fuel at a higher rate than a comparable car engine? Since EGT is usually off-scale at idle power, the best methodis to lean for peak RPM at idle. Precision Matched Hydraulic Lifters and Camshaft, Volumetric Efficiency Balanced and Flow Tested, Real-Time Reciprocating and Rotational Balanced, Iron Manganese Phosphate Internal Corrosion Coated, Cylinder Chambers Cubic Centimeter Tested, Cryogenic Liquid Nitrogen Stress Relieved, Eddy Current Electromagnetic Induction Tested, Inertia Supercharging Air Flow Optimization, Corrosive and Harsh Environment Protection, Limited Warranty T.B.O.