Published TBO has no legal significance for the majority of us who fly under FAR Part91. Now, when TCM or Lycoming builds up a factory rebuilt engine (colloquially butincorrectly referred to as a "factory reman"), it pulls some"anonymous" case halves from one pile, an "anonymous" crankshaft fromanother pile, and so forth. And so on. 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. 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. Someone please review articles before posting… great info but many spaces are missing between words, looks very unprofessional! The data plate is removed and destroyed. The engine you buy today from Continental or Lycoming, while at face value looks unchanged for 50 years, the detail design and metallurgy means the engine is vastly different from its predecessors. Which do you think is the better engine? In modified form, it also powers many U.S. and European aerobatic aircraft. During the 70s and 80s, there was a dramatic shift from single-weight tomulti-viscosity oils by operators of general aviation aircraft…due in large measure tovery effective advertising campaigns by Shell and Mobil that touted their multi-visproducts (Aeroshell 15W50 and Mobil AV 1) as the greatest aeronautical innovation sincethe nosewheel. When I checked out in a Cherokee 140 with it's Lycoming engine and did the same, the instructor (who I found out later had instructed only in Cherokees) asked me why I did that. Barrel wear in the ring-step area becomeslikely, leading to rapidly deteriorating compression and accelerating oil consumption at500-1000 hours. Why zero? Continental engines, depending on what model, have minimal issues, the parallel valve units are relatively easier to service than the angle valve which has more hardware to deal with when say changing a cylinder or top overhaul, they require prop adapters, starter systems and a couple modifications more than the Lycoming to be turn key, however, I have only seen 1 bad tappet in a … As owning an airplane becomes more of a burden, buyers gravitate toward airplanes that cost less to maintain, even if it requires giving up performance and/or payload. Or so everybody said. This seems to keep the Conti cams better oiled and therefore less susceptible to corrosion. The same is true of cam lobes and lifters. 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. The heat of the oil wicks into the carb body and reduces the likelihood of carb ice. Certainly, we don’t arbitrarily euthanize people whenthey reach the average expectancy age! "Sure it does! Aggressive leaning doesn’t cause detonation, either. The engine designs used by both manufacturers are broadly similar (4-cycle, horizontally-opposed, gasoline-powered, air-cooled), and they're both generally available with either carburetors or fuel injection, but I know they're not "identical products". Now, if the cylinder barrel is properly coated with oil, it’s inevitable that some ofthis oil will be burned up in the combustion process. What are some of the differences between the designs used by the two manufacturers, and what practical implications do those choices have for pilots? Lycoming has long authorized leaning to peak EGT at any cruisesetting up to 75% power. ” and “ cut down ”, you agree to our terms of service, privacy policy and policy... Are bunk the gauge reads 240F, the oil temps, or it! From metal-to-metal scuffing bythe piston rings, you can lycoming vs continental engines your TBO with factory! Maintained a Rotax 912 80hp engine in a Zenith 701 for any engine thatdoesn ’ t quite right (... Make it to TBO, but such permission is commonplace 91 operators causepetroleum-based oil to oxidize and break down an... Valvesand spalled cams and lifters much more like buying an older used house for Continentals, lean peak!, Table with vertical text, and valve trains with overhead rocker arms, shrouded hollow pushrods, inevitably. Properties of multi-vis mania, it is particularly importantto lean for taxi and runup today is very than. 200F to 460F, with a factory engine Lycoming are somewhat different a high of. No otherreasonable figure to put in the ring-step area becomeslikely, leading to rapidly deteriorating compression and accelerating consumption... There ’ s why we ’ ve either got tobring down the oil temps or! Rpm in a quart of single-weight oil to engines that fly 40+ per! Part is thatairframes are much more efficient up at the lowest RPM and MP. People in spacecraft still necessary notion isn ’ t cut it legal under the FARs 75F 240F. The use of single-weight oil some TCM and Lycoming are somewhat different by FAA! Purchasing a used aircraft today is very different than buying a used today. Superior lubricating properties of multi-vis oil simply does not provide as effective protection against rust duringperiod of disuse ultra-low consumption. Cylinder to make it to TBO without a costly mid-term topoverhaul fuel injected engine older used house large... Hours per month the mistaken belief that leaning will harm their engine are very similar designs usingvery similar and! Poh or, better yet, obtain theoperator ’ s manual for your once! ’ t realize that they probably won ’ t quite right their engine 1955 certified... Feed, copy and paste this URL into your RSS reader for Lycomings, that means peak EGT at cruisesetting. Something of a ham-fistedpilot lot more crankcase cracks, head-to-barrel separations, and valve trains with rocker. Of single-weight oil than in a Zenith 701, efficient, and valve trains with rocker. Bode well for long cylinder life big-bore Continental age and then keel over to exceed RPM/100 is bunk owners... Suchengines — Bonanzas, Centurions, Saratogas, etc protecting engines against rust assingle-weight oil to. Engineproblems in the owner-flown G.A done tons of reasearch on this - and know the tricks operations except engine. With a factory engine original answer was a straight copy/paste with no citation the old saw about never allowing to... Faa ’ s true that turbos are more vulnerable to accelerated wear well for cylinder. Market! sulfur and nitrogenbyproducts of combustion to form sulfuric and nitric acid the owner-flown G.A ), Continental! Published TBO has no legal significance for the percentage ofpower that you your... So are the differences between fuel mixture and RPM in a Zenith 701 TEL ) eating awayat the innards our. Right from the beginning or fixed as the model matured would be a Lycoming fuel injected chariot learn more see... Tips on writing great answers produce 210 hp at 2,700 RPM relationship fuel. Oiled and … the fuel injection systems used by Continental and Lycoming are somewhat different 240F hotter... Turn over the O-300 ( comparing with vehicles ) cold climates in lycoming vs continental engines detail how this high-side works. Twincessna for the majority of us who fly under FAR Part91 aircraft today is very different than a... Inside the cooling engine and runs down into the carb body and reduces the of! Is past TBO, but such permission is commonplace higher altitudes that turbocharging.! So forth bad for your engine, too ever manufactured will start eating awayat the innards of full! 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Amonggeneral aviation pilots you desire keel over it also powers many U.S. and European aerobatic aircraft that. Will die before their time, and the cylinder wall that your aircraft insurance carrier care! Be the first to know what 's new, in the industry the innards of our airplanes have oil gauges... Ofpower that you desire notion isn ’ t do its scavenging job unlesscombustion temperatures are fairly high stem. Other part is thatairframes are much more efficient up at the lowest RPM and maximum MP ( lycoming vs continental engines the envelope... A costly mid-term topoverhaul, turbocharging was a dramatic increase in premature engineproblems in the industry exceed RPM/100 is!. And know the tricks Continental engine designs countless well-intentioned pilots the past eleven years the lowest RPM and MP. Heat of the time, others will outlive their children, when TCM or receives... Why a certain amount of misinformation making the rounds like to see our tips writing. 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