jnmeade
Cleared for Takeoff
Has the lifter and cam problem on this engine been corrected, or are they still a problem?
Has the lifter and cam problem on this engine been corrected, or are they still a problem?
If I remember right the engines that self destructed did it the first couple of hundred hours, then the Lycoming additive came out,
If you're going to print out an AD compliance list for an H2AD (aptly named) make sure the paper bin is full.
My Uncle once told me that if I bought an airplane had a H2AD engine I'd been HAD!
My customer put 2400+ hours on one never had any big problems cylinder rework at 1300 but that's about all.
State the purpose of the snake oil.
Any one remember?
Anti-scuffing additive. The cam lobe/lifter interface has terriffic pressures on it in terms of pounds per square inch. Oil gets squeezed out. The additive seems to be an extreme-pressure lubricant to discourage the metal erosion that occurs on the lifters and cams on some engines, and that wear is the reason Lycoming went to roller lifters about eight or nine years ago. They convert returned cores to roller lifters during overhaul as well.
I use the 15W50 in my old A-65. The oil temp runs as much as 40°F cooler with it compared to other non-anti-scuff oils, and when I used it in the flight school airplanes they ran to TBO and still were like new. No metal, compressions all in the high 70s.
http://www.lycoming.com/Portals/0/t...Lycoming Engine PN LW-16702, Oil Additive.pdf
Read the AD, it says some thing different.
The first AD that came out told the purpose of the Snake oil was to provide lubrication of the cam/lifter at start. now thru 2 revisions of the AD and three revisions of the SB, they all now say to prevent spalling of the filter.
Read the Service bulletin about using this in engines that have friction type clutches, like all the Continentals.