OregonMaule wrote:Looks like I won't make it to TBO. I fly behind a 2000 O-540 B4B5. 970 TTSN The oil analysis said elevated levels metal. Just in the caution zone. If I change it at 25 hr. it is normal but has higher levels of metal than it had 200 hours ago.
I run Exxon Elite 20-50. Champion filter. Normal change both 25-35 hr. Once in awhile will go to 40-50hr. I fly most weeks. Once or twice a year it will sit 2-3 weeks.
I think the problem came from 2001 prop strike. Lycoming rebuilt. Sat till 2006 with 30 minutes on the engine.
Last change was 35 hours. I cut the filter and washed it out in solvent. I ran a magnet through the solvent and got a very small amount. Very fine like flower. Think of a pencil eraser cut into 6 pieces. The amount was equal to 1/6 maybe 1/4, not much.
Took the magnet to the local engine shop, a well respected business, never heard a bad word about them. The owner said the only metal that looks like my sample is cam VS lifter.
I am looking for your knowledge related to this issue.
How long before it really starts to get bad and I got to tear into it?
What should I do now?
Is it OK to keep running it and monitor it every 25 hr?
How much should a tear down inspect, replace cam and lifters for sure, cost?
Does the engine have to come out to do the cam?
While they are in there I was thinking rings, bearings and freshen up the heads?
Anything you want to add I will appreciate.
mr scout wrote: Ram aircraft has done extensive testing and give a thumbs down to semi- or full synthetics
EZFlap wrote:mr scout wrote: Ram aircraft has done extensive testing and give a thumbs down to semi- or full synthetics
Tangentially to this issue, my friend Terry Bowden at RAM Aircraft is a first class, highly educated expert on this stuff. He is an FAA-DER on engines and engine installations, as well as a vintage aircraft DAR. He also personally flies vintage aircraft with the third wheel located under the rudder. For whatever my opinion is worth, if Terry was involved in testing the success or failure of any airplane engine oils, I'd consider his word as credible.
All of the ideas presented by others in this thread are probably very good advice. Especially the oil analysis by a good lab. Call and ask the lab what you can do to mitigate the problem... perhaps doing oil changes more frequently than otherwise needed? If their spectrometers and machines are sensitive enough, then perhaps they can even see small changes and ID some trends sooner than every 25 hours?
The plan is to get it to the engine shop before I leave for Africa......
....I fly over some nasty terrain, I don't need a half ass engine.
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