Pilot - - TECH LOG -

Ly­coming’s Op­er­a­tor’s Man­ual states: ‘Cor­ro­sion can oc­cur… on cylin­der walls of en­gines that will be in­op­er­a­tive for pe­ri­ods as brief as two days’ and warns that ground-run­ning a lit­tle-used en­gine ‘will tend to ag­gra­vate rather than min­imise this cor­ro­sion con­di­tion.’ It also says: ‘If an en­gine… does not ac­cu­mu­late fifty [fly­ing] hours within four months, the oil should be changed at four month in­ter­vals.’ Their cor­ro­sion-pre­ven­tion process in­volves spray­ing a spe­cial in­hibit­ing oil into each cylin­der through the spark plug holes.

Con­ti­nen­tal says: ‘The most detri­men­tal ef­fects of en­gine in­ac­tiv­ity are rust and cor­ro­sion dam­age… Lu­bri­cat­ing oil… will even­tu­ally drain to the low­est point… and is sub­ject to evap­o­ra­tion. The crank­case and cylin­ders ‘breathe’ in mois­ture as the air tem­per­a­ture and pres­sure rise and fall… through the in­take and ex­haust and through the crank­case breather. Mois­ture, acids and cor­ro­sive lead salts also form in­side your en­gine dur­ing start up and again on shut down be­cause of these tem­per­a­ture changes.’

Con­ti­nen­tal con­tin­ues: ‘The sim­plest and most eco­nom­i­cal so­lu­tions are to fly the air­plane fre­quently and change the oil reg­u­larly. If you re­ally want to do right by your en­gine, avoid leav­ing it stand idle for more than seven days re­gard­less of where it is based.’

This is clearly com­mon to ev­ery pis­ton en­gine, so ap­plies to all Volk­swa­gen de­riv­a­tives, Jabirus, Ro­taxes, Ulpow­ers and the oth­ers, and equally to he­li­copters and air­ships. Even some sailplanes and glid­ers have ‘turbo’ or ‘sus­tainer’ en­gines.

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