Mags are full of plastic components that are less than robust; plastic is used because it’s non-conductive.
The mechanic advised it must be replaced.
Although I lack experience with aircraft engines of any kind, I have extensive experience and knowledge of extremely high specific output automotive engines in motorsports. By clicking on or navigating the site, you agree to allow us to collect information to help improve your browsing experience. It was 20 minutes into the scheduled flight from New York City to Dallas that disaster struck Southwest Flight 1380.The jet suffered an engine failure at 32,500 feet over eastern Pennsylvania. Pushrod failures are caused by stuck valves, and can almost always be avoided through regular borescope inspections. The mags are full of fragile plastic parts that seem to fail fairly often (at least as engine components go).
There is a little a pilot can do to avoid birds other than try to manoeuvre the aircraft around them, but they often seen to late to attempt this. Lycoming did a study that showed their crankshafts often remain in service for more than 14,000 hours (that’s 7+ TBOs) and 50 years. The result is invariably a rapid and often total loss of engine power.Connecting rods usually have a long useful life and are not normally replaced at overhaul.
However, it appears to me that very few pilots are properly trained in this regard. If oil pressure is lost, the engine will seize quickly.
Cylinder heads can suffer fatigue failures, and occasionally the head can separate from the barrel.
There are still shops and mechanics who are performing annual inspections on Continental-powered airplanes that don’t own a borescope! The pilots varied in experience from newbies to greybeard CFIs. Actual valve failures are becoming much less common nowadays because incipient problems can usually be detected by means of borescope inspections and digital engine monitor surveillance.
After reviewing the engine logbook I discovered the name of the engine shop. The experimental airplanes mostly already do.Excellent article Mike.
Just like my ’72 Datusn 240Z, the bottom end will last forever, while the top end is more questionable.In the 70s, I owned a cat Datsun 240Z, too, and rallied it competitively.
Logically, you would think that since our engines have completely redundant ignition systems, the magnetos could be safely run to failure.
Though I fly a twin, I’m mindful that an engine failure in a piston twin on takeoff is more likely to kill me than one in a single. Losing Power in Some but not all Engines No TBO, no annual inspection – no nothing. This might happen, somewhere in the world, no more often than once every 5 – 10 years.
Shutting down the wrong engine.
If the compressions are above the master orifice thershold, then most mechanics consider the engine “good to go” and never ‘scope the cylinders.
When the distributor gear fails, the magneto starts firing random spark plugs at random times and the engine pretty much goes berzerk.
In a… Read More; automotive systems A four engined plane will work happily on two engines, but with only one engine it becomes a sort of ‘super long range glider’. Even if a valve fails completely, the result is usually only partial power loss and an on-airport emergency landing.Rocker arms and pushrods (which operate the valves) typically have a long useful life and are not normally replaced at overhaul.
Disrupted, turbulent airflow follows this airflow separation around the blades, entering the engine.
This is a perfect illustration of how much resistance to change exists in our maintenance infrastructure.Lycoming has been less vocal on the importance of borescopy, but of course it’s every bit as important for Lycomings as it is for Continentals.Your story is also a perfect illustration of the fact that many engine and aircraft design problems are only diagnosed and cured after there have been a significant number of actual failures in the field. There’s now an AD mandating a post-prop-strike engine teardown for Lycoming engines, and a strongly worded service bulletin for Continental engines. Failures occasionally occur after a long period of crankcase fretting, but such fretting is usually detectable through oil filter inspection and oil analysis).They can also occur after extreme unpreheated cold starts, but that is quite rare.Connecting rod failure is responsible for a significant number of catastrophic engine failures. In a perfect world, pilots would be trained to deal with such failures and we could run the mags to failure.
In the GA operating environment, with the level of monitoring and inspection technology available, there is no reason I can see to do a major overhaul at fixed intervals.
With respect to your engine mount, you probably should have sought a second opinion from another A&P. The mags are full of fragile plastic parts that seem to fail fairly often (at least as engine components go). Nowadays, most major overhauls include new cylinders, so age-related cylinder failures have become quite rare.It is quite common for exhaust valves and valve guides to develop problems well short of TBO. I am absolutely obsessive and compulsive when it comes to the value of borescopy. Yet I’m amazed how many engines have never been borescoped, or have had cylinders borescoped only when they have substandard compression results.
Cylinder barrels typically wear slowly, and excessive wear is detected at annual inspection by means of compression tests and borescope inspections. Engine failures caused by case cracks are extremely rare—so rare that I don’t think I ever remember hearing or reading about one.The cam/lifter interface endures more pressure and friction than any other moving parts n the engine.
Under normal circumstances, bearings have a long useful life. An inspection determined to be caused by a crack where the crankshaft meet the propeller flange.
If the crankshaft survived its first 200 hours, we can be confident that it was manufactured correctly and should perform reliably for numerous TBOs.Unreported prop strikes seem to be getting rare because owners and mechanics are becoming smarter about the high risk of operating an engine after a prop strike.
Thanks!Very interesting article. The aircraft was written off. “Air show legend Bob Hoover is living proof of the concept.
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