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RE:QUESTION [modern] Winterization concerns

To: "'Arnold Q. Lane'" <eagle@inlink.com>, heath@fsna.com, ncjoc@jagnet.com, modern@jag-lovers.org, triumphs@autox.team.net, jensen-cars@british-steel.org
Subject: RE:QUESTION [modern] Winterization concerns
From: "Taffel, Sherman" <STaffel@bcps.k12.md.us>
Date: Mon, 20 Nov 2000 16:42:06 -0500
Hi Arnold:
Thanks for the question. I certainty didn't intend to imply any engine
doesn't  have steel gears. (However, the original Chrysler 440's as used by
Jensen in the Interceptors, did have nylon timing gears, later changed by
wise owners to steel, as they had a history of failure between 65K and 100K
miles).

 I was referencing the critical expansion and cooling rates of aluminum
aircraft air-cooled cylinders being even more critical for instant internal
lubrication than automotive engines with their water /antifreeze 'water
jacket' surrounded cylinder bores. As we know, the aircraft cylinders are
noted for 'hot spots' much more so than automotive engines, which is why the
baffling, especially on my upflow directed air lfow fore cooling is so
important, as is descent power management. I believe this is why the
semi-synthetic oils with much improved and stable viscosity were developed
in the aircraft industry.

It was my understanding that the lower Crankshaft bearings of my Commander's
Lycoming T0360--CIAD are 'splash lubricated' as well as internally fed by
the oil gears in the accessory case. That - 'some' of the connecting rod
CRANKSHAFT bearing surfaces are almost immersed in the oil of the oil pan,
the splash finger is, and so 'by splash' get oil protection quicker (those
approaching  BDC) than others which may have come to rest approaching TDC. 

Don't Jaguar engines have 'splash fingers' as well? I recall when we did the
'cylinder overhaul of the lycoming engine, we turned the crank (ie
propeller), holding the piston voided connecting rods ,so as not to have
them touch the crackcase; so we could 'lube the crank' and internal caseing
while the cylinders were getting examined by Lycoming. We had quite a few
cycles of moist weather, and I wanted to make sure no 'dry spots' would be
'un lubed'.  Did I mis-understand something?

Sherman 

-----Original Message-----
From: Arnold Q. Lane [mailto:eagle@inlink.com]
Sent: Saturday, November 18, 2000 3:52 AM
To: Taffel, Sherman; heath@fsna.com; ncjoc@jagnet.com;
modern@jag-lovers.org; triumphs@autox.team.net;
jensen-cars@british-steel.org
Subject: Re: [modern] Winterization concerns


You stated:

Often I will , if weather is bad after two weeks, just turn the propeller
> over by hand about 25 times to manually lubricate the upper cylinder and
the
> bearing surfaces that are not 'embedded' in oil in the crankcase. In
> air-cooled aluminum finned aircraft engines, this lubrication is equally
as
> critical as steel geared automobiles- the temps critical to 'cold start
> wear' even greater than automobiles!
>

I have owned aircraft with radial engines and flat opposed engines. I have a
FAA issued A & P license along with more than 16,000 hours pilot time. I am
always willing to learn something about my profession, would you tell me the
aircraft engine and the Jaguar engine that have bearing surfaces "embedded
in oil in the crankcase". You imply the aircraft engine does not have steel
gears. What manufacture and model engine is this?

Arnold Q Lane
1988 Vdp
Missouri USA


----- Original Message -----
From: "Taffel, Sherman" <STaffel@bcps.k12.md.us>
To: <heath@fsna.com>; <ncjoc@jagnet.com>; <modern@jag-lovers.org>;
<triumphs@autox.team.net>; <jensen-cars@british-steel.org>
Sent: Friday, November 17, 2000 2:09 PM
Subject: [modern] Winterization concerns


> Hi Roger,
>
> As an Aircraft Owner and Pilot since 1979, I have learned that running the
> plane in the winter is a no-no unless one can fly the engine at least 45
> minutes to an hour non-stop.  Why - because it takes that long, after
> reaching  oil operating tenmperature to evaporate any moisture in the oil,
> or what ends up in the oil from condensation inside the engine when the
> engine is started.
>
>  Often I will , if weather is bad after two weeks, just turn the propeller
> over by hand about 25 times to manually lubricate the upper cylinder and
the
> bearing surfaces that are not 'embedded' in oil in the crankcase. In
> air-cooled aluminum finned aircraft engines, this lubrication is equally
as
> critical as steel geared automobiles- the temps critical to 'cold start
> wear' even greater than automobiles!
>
> Personally- If I can't fly at least 1 1/2 hours on a given day (going and
> coming from the $100 hamburger), I do the above.
>
> The problem with stored cars is the tranny and differential. Running the
> engine at idle for 45 minutes is fine- but the tranny and diff don't get
> 'hot'.  The tranny in an automatic will be OK- as the torque coverter will
> pump ATF around, but with stick shift cars- that doesn't happen.
>
> If I lived in Ottawa, Canada (I grew up in Upstate (Rome) New York, I'd
> winterize the engine with a fresh oil change, fogging the engine (if
> carbureted) and periodically just turn it over without ignition hooked up.
> (keep battery on automatic trickle charger).
>
> BTW, that's what I do on my TR4, E-Type V-12, and the '96 XJR, and will on
> the Jensen Interceptor, none of which I subject to salt or cinders. I even
> try to keep them away from  rain and road spray, especially as I try to
keep
> them 'Concours' care.
>
> Sherman
>
> Sherman D. Taffel
> Columbia MD
>
> TR4
> 2 Jensens
> 4 Jags
> 4 Americans

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