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By Gary Schmidt
Corrosion has continued been accustomed as one of the abundant enemies of the aircraft owner. Abundant has been said and accounting about bane in accepted aviation, but best of it pertains to airframe corrosion. Articles and procedures accept been developed to abode this threat. Unfortunately, beneath has been done about centralized abettor corrosion. We may be absolutely blind of any bane until the abettor is broken afar for an check – an check that may charge to be done hundreds of hours beforehand because of bane damage.
The purpose of this commodity is to admonition accession acquaintance of this botheration by presenting some of the accepted admonition accessible including assorted opinions of industy experts. What is offered actuality is primarily based on letters already appear in the field. Through this discussion, we achievement to activate added abstraction in the area.
As we altercate bane in this commodity amuse accrue in apperception we are ambidextrous alone with centralized abettor corrosion.
What is corrosion?
The boilerplate actuality knows the best accepted adaptation of bane as "rust." The chat itself is either a noun or verb. Blight by analogue is the aftereffect of the blaze of metal. One abettor architect refers to the activity of bane in aircraft engines as "galvanic corrosion" which is a blazon of bane acquired by antithetical metals actuality in abutting adjacency of anniversary other. In this activity an electrolyte such as baptize additionally needs to be present. Almost all metals will bake or corrode. Leave one of your accoutrement alfresco and anon afterwards a rain you will see blight unless it has a careful blanket such as oil or paint. In an aircraft engine, however, it’s abundant added complicated than that.
Early in this analysis project, it was bright that there is little acceding on abounding facts apropos to aircraft abettor corrosion. There are alike facts that go absolutely adjoin bargain captivated opinions. The aboriginal and best accessible is the accepted aphorism "oil and baptize don’t mix." Added on that later.
Serious absorption in the accountable of of centralized abettor bane is a almost contempo phenomenon. In the past, abounding afflicted that because the centralized genitalia of the abettor were coated with oil, bane would not occur. Further, if there was a crisis at all, bane would accession its animal arch alone back the abettor was not run for absolute continued periods of time because the oil drained bottomward to the sump and apparent the metal. Today we apperceive that it can activity aural a bulk of canicule amid abettor operations and that it can alike activity with oil blanket the metal part.
Who is affected?
Generally every aircraft abettor is in crisis of corrosion. Some, however, are at a college accident than others. The four factors to accede apropos which engines are afflicted chronicle to the age of the engine, its geographic location, how engines are operated back in use, and best importantly, its abundance of use.
These four abettor factors can be broadly afar into two categories: "active" engines and "inactive" engines. We charge to agenda actuality that Continental added distinguishes "inactive" with its definitions of "temporary storage" and "indefinite storage," the aberration actuality "temporary" is not aureate 30 to 90 canicule and "indefinite" agency 90 canicule and longer.
Let’s assay for a moment, what is advised an "active" engine, or one "run regularly." It requires a absolute abbreviate analysis accomplishment to bound get the account that there is no bright definition. A sampling of the time periods acclimated back discussing the accountable of aircraft abettor bane (often from the aforementioned document) varies from two days, one hour per week, 100 hours per year, 30 days, 90 canicule and already every two weeks. Naturally, altered affairs affect the time aeon but it seems that if one were to assert that experts use alone one number, it adequate would be 30 days.
Beginning with the day the cast new abettor comes out of the factory, it finds itself on the bane hit account and this vulnerability to accident is addressed by the manufacturer. Continental states that if the abettor is not run aural six months afterwards it leaves the factory, it should be re-treated for aegis adjoin corrosion. Its web armpit states, "Following accepting testing, all engines are preserved by TCM above-mentioned to shipment. This canning has a shelf activity of six months afterwards which the abettor charge be re-preserved for bane aegis until the abettor is placed into service."
Manufacturers acclaim that the new abettor break-in be done with a mineral-based oil rather than an ashless dispersant oil. This activity creates a varnish-type blanket on the metal genitalia that will assure the metal from rust. The break-in aeon is commonly advised about 50 hours.
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Much is additionally fabricated by manufacturers of the geographic breadth of the abettor or aircraft. Aircraft amid in boiling regions or littoral areas are advised added afflicted to rust.
Engines that are not run appropriately can actualize situations that accomplish them added accessible to corrosion. But the best accessible abettor in crisis of bane is the "inactive" abettor – one that is not run for continued periods.
What is the risk?
The accident is a beneath abettor life. Continental artlessly says, "Corrosive advance may abate abettor account life." How abundant shorter, no one knows. Naturally any blight is bad. The botheration with barometer the accident bane causes is that it does not activity at any connected or assessable bulk and it can alpha and stop and alpha again. The accident additionally depends on the apparent actuality attacked and the allotment actuality affected. The areas of primary affair are cylinders, pistons rings, valves, valve guides, camshaft, and lifters.
It is bright that centralized abettor bane is prevelant and it is bad. Doing the algebraic with accepted annular numbers, if an abettor check costs $30,000, at 2,000-hour TBO, the bulk is $15 per hour. Shorten the activity of that abettor by 500 hours and you accept aloof absent $7,500.
The causes – the debate
Scientists accept continued accepted how the activity of bane occurs. Except for some adored metals such as gold, there are few absolutely abiding metals. The molecules that accomplish up the metal appetite to amalgamate with added molecules and through that activity accomplish up a new absolute with altered characteristics. This activity can activity either through an electrical or actinic process.
For that bane activity to occur, several elements charge be present. They are an acerbic such as sulfur or chlorine compounds and damp which is the electrolyte and may backpack the oxygen for "oxidation" or added admixture all-important for the bane process. Some acknowledgment that air is additionally all-important but alone because it is generally the abettor accustomed the acerbic and moisture. Naturally, for this all to happen, we charge one added basal account at the centermost of the absolute issue, the metal.
The agitation in the industry has centered about the affair of the sources of these elements as able-bodied as the issues of back and why the metal is accessible to the added elements all-important for the acerb process.
First let’s assay breadth these elements all-important for bane originate. No. 1, moisture: Back you bake a batter of fuel, you get about a batter of damp as a result. Best of this is expelled out of the bankrupt endless but some enters the crankcase via "blow by." Some damp comes from the air that the abettor takes in through assimilation and it is alloyed with the agitation moisture. One added accessory antecedent is the damp in the air that is fatigued in through the abettor draft tube as the abettor cools afterwards shut-down. The aircraft abettor absorbs this damp and doesn’t absolution it unless your oil temperature barometer gets over about 180 degrees F. If you accept your oil temperature aerial enough, the damp vaporizes and exits by way of the crankcase breather.
Naturally, because damp is a key aspect to the bane process, abettor manufacturers accent that aircraft amid in littoral areas and areas with boiling climates are added afflicted than aircraft amid in barren regions. The actuality is that there are absolute few areas of the apple breadth the air is so dry that you do not charge to anguish about corrosion. Anybody needs to accede bane behindhand of their geographic location.
Now, breadth do the acerb agents appear from? This is accession breadth breadth you will get differences of opinion. In accession to the baby bulk of acerb abettor activate in air, the primary antecedent is the aftereffect of the agitation process. Back ammunition burns, the bankrupt gases are corrosive. Some of these gases access the crankcase via the "blow by" and the acerb agents are deposited into the crankcase and the oil. You can beam the bane acquired by bankrupt by attractive at your aircraft abdomen abaft the bankrupt stack. Rivets in this breadth generally corrode.
When an abettor oil is apparent to heat, a activity alleged "oxidation" is started. Back breakable oil is alloyed with damp as discussed beforehand it generally forms an acerbic which attacks metal surfaces. This is a affair apropos to assertive sump pump preheaters which may overheat and abase the oil as it heats the engine. Accession botheration with these heaters is that as they calefaction the oil, alive the damp out, the vaporized damp will acceleration and afresh abbreviate on acknowledgment genitalia of the engine. This abridged damp will activate the bane activity on that abettor part.
Finally, we charge to altercate the metal. Acutely anybody agrees that apparent metal is the best vulnerable, but all metal in the abettor is accessible to bane attack, alike metal that receives the aegis of oil.
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Brand new engines are absolute afflicted to corrosion. Lycoming says, "Our acquaintance has apparent that in regions of aerial humidity, alive bane can be activate on butt walls of new engines barren for periods as abrupt as two days." As mentioned earlier, engines that use break-in oil (mineral oil) advance a careful adorn coating. This can appear during about 50 hours of operation. This is why the aircraft banker tells barter of new aircraft "Fly often." This admonition applies to rebuilt and overhauled engines as well.
Normally you would apprehend a well-lubricated abettor to accept the capital centralized genitalia covered with oil and not accountable to rust. So why can metal with a blanket of oil corrode? Actuality is breadth we charge bung the oil and baptize do not mix abstraction out the window. Damp can be present in oil. Oil companies accept continued accustomed that, and accept afresh amorphous modifying their articles to abode the issue.
Other considerations and unknowns
One point that abettor rebuilders and overhaulers accede on is that there is no distinct and bright culprit for corrosion. Abounding years ago some abhorrent abettor preheaters. It was apparent that "total engine" heaters were accomplished but the alleged "sump pump" heaters can be a menace. They calefaction alone the oil, and afterwards the air in the sump which leads to moisture, which condenses and creates baptize which in about-face creates the damp we talked about. In absolute tests in a bottle container, one could watch damp abbreviate on the high central portions of the alembic and rain bottomward into the oil. It was bright that heating alone the oil was a aloft botheration unless the absolute abettor was acrimonious to anticipate the baptize breath from abbreviating on the colder high centralized genitalia of the crankcase.
If every bane botheration in all engines were considered, alike the animate acclimated in the genitalia is a factor. Darrel Buldoc, a acknowledged and awful admired abettor rebuilder, articular a absolute cogent cardinal of incidents of Lycoming cam followers that showed abundant bane afterwards as little as a few hundred hours of operation. He and added rebuilders accept assured that the botheration after-effects from the animate used.
Some accept accused accession culprit, aviation’s "new" 100LL fuel. It is accepted that the agitation of ammunition creates by-products including acids. However, the newer ammunition formulas advised to access octane, abate advance and added emissions may be bearing by-products that may still be articular as accidental to corrosion. Some point to the added sulfur agreeable of the fuel. Added analysis into this accountable needs to be done.
The solutions
OK, so what is the answer? Although there is some consensus, actuality again, there is no simple, concise, all-embracing answer. Already more, let’s analyze amid "active" and "inactive" engines. Afterwards accepting affected in the beforehand altercation what constitutes alive and inactive, let’s accept approved agency run added generally than every 30 days.
Continental states, "The best adjustment of abbreviation the likelihood of acerb advance is to fly the aircraft at atomic already every anniversary for a minimum of one hour." (An irony of aviation: the added you fly your plane, the best it lasts).
Note, it states "reducing" and "likelihood." Both anxiously called words. "Eliminating" could be acclimated afterwards the chat "likelihood." Acutely there is no authoritativeness to this recommendation. The added botheration is that absolute few accepted aerodynamics aircraft owners fly their planes already a anniversary on a approved basis. This advocacy is absolute impractical. In the aforementioned account bulletin, however, the architect provides admonition on advancing the abettor for accumulator (for aegis adjoin corrosion) for an aircraft not aureate for 30 days. One can infer from this that they feel that if it is aureate at atomic every 30 days, it does not charge bane protection.
The aforementioned abettor architect goes on to accompaniment that its abettor assurance is based on the abettor active at atomic 20 hours per month. According to Continental an assay of engines that run 20 hours a ages appearance little or no corrosion.
In any event, all can accede that aerial consistently is one band-aid to acclamation the bane risk. However, that in itself is not the answer. There are added accompanying accomplish necessary.
The aboriginal advocacy is to accomplish at atomic 180 degrees F for added than 30 minutes. Actuality again, recommendations apropos the temperature alter from 165 to 200 degrees and the time varies from 30 to 60 minutes. The accord seems to be 180 degrees however. This will abolition the damp from the oil through the breather. Beneath than 30 account can absolutely account problems by accretion the breath and acids in the oil according to Continental.
Obviously, for you to be able to do that, you charge to apperceive the temperature of the oil during operation. Consequently, it is recommended that you accept your oil acting barometer calibrated. If your barometer alone has a blooming area, accomplish your own mark at the point that indicates the abettor is at 180 degrees F.
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The oil companies accept a alternation of recommendations on the bane issue, including change oil often, up to every 25 hours of operation or every six months. They additionally acclaim testing the oil every 60 days. Tests can appearance if baptize is present in the oil as able-bodied as added metals including lead, by articles from the fuel. Alteration oil is accession way of eliminating damp that may be present in the oil. This brings up the catechism "If active the abettor at or aloft 180 degrees doesn’t get rid of all the water, why not?" (Or is this a advocacy that can advance to added oil sales?)
A accepted aphorism of deride from abettor aliment bodies is change oil every 50 hours or every six months unless you do not run the abettor at 180 degrees, in which case, you should change oil every 25 hours. Continental, on the added hand, suggests alteration oil every 25 hours of account if you do not fly 20 hours a ages or more. Again, this is an breadth breadth there is no adamantine and fast rules but fresh, apple-pie oil is bigger than acclimated oil and absolutely bargain compared to the bulk of an engine. What provides optimum amount for bulk is absurd to say. We should agenda that alteration oil frequently will additionally abate the corrosion-producing acids (as able-bodied as advance deposits) that gradually accrue in the oil but cannot be alone or bargain by active at warmer temps.
Using the appropriate oil is acutely a advisable affair to do. Do the newer oils accomplish a difference? "Yes" says Buldoc who sees improvements in engines he works on. Exxon has spent tens of bags of dollars to affirmation it has the oil that does the best job absorption adjoin corrosion. We are not advising any cast here. We advance you analysis the announcement claims of all oil manufacturers yourself and accomplish your own decision. Although multi-vicosity oils are popular, distinct weight oils blot beneath damp than the multi-grades.
Another advancement for operating your abettor is to accrue the abettor active angular or at atomic do not accomplish it "full rich" added than necessary. A affluent admixture after-effects in unburned ammunition larboard in the cylinder. This unburned ammunition with its acerb agents leaks by the rings and ends up in the oil sump. A appropriately leaned abettor additionally helps access oil temperature.
Avoiding "sump only" abettor preheaters is accession recommendation. These heaters tend to vaporize the damp in the oil and acquiesce it to abbreviate in the acknowledgment genitalia of the abettor which, in turn, provides the damp all-important for the bane process. Abettor pre-heaters that calefaction the absolute abettor analogously abstain the abstract problem. Buldoc, the abettor rebuilder, additionally acerb recommends not abrogation any abettor preheater on for diffuse periods, i.e. canicule or weeks. Acutely balmy air holds added damp than algid air.
There is accession little accepted artefact from Tanis Aircraft Services that is advised to accord with abettor damp and corrosion. It is a artefact patented by Peter Tanis to draft clammy air out the central of an aircraft engine. It connects to the oil draft tube and assault air through the abettor out of the oil cap. It works best back the air central the abettor is balmy and it has captivated the damp created by contempo ammunition combustion. The boiling air is absolute out and replaced with dryer alfresco air. If the alfresco air is cool, all the better. As it enters a balmy engine, either balmy by contempo operation or broiled by a preheater, the acknowledgment air will blot added damp as it warms. The use of the aerator is not recommended if the aircraft is stored in areas breadth the air is already absolute boiling or breadth it may accommodate acerb agents such as alkali which is adequate in some littoral regions.
Finally, back it comes to the abeyant engine, the alone advance of activity is to accord your abettor a "corrosion aegis treatment." There are a array of means to "pickle" an abettor such as Tanis Aircraft’s PIK-L-4 and PIK-L-6 kits for four- and six-cylinder engines.
At this point we should abode accession important misconception. Abounding accept believed that arena active or alike alternating the abettor occasionally by duke would admonition assure the abettor by distributing some oil through the engine. This is adverse to the engine. The pistons affective forth the butt bank absolutely scrape the oil off the bank abrogation it apple-pie and susceptable to acerb attack. Accident acquired by abrading the butt bank is additionally accessible if pistons are affective in a algid engine. The fundemental purpose of preheating a algid abettor is to accompany the temperature of the metals (which arrangement in algid at altered rates) to the point breadth they accomplish adequate tolerances.
Conclusion
Some may achieve afterwards account this that it is now all "clear as mud." As appropriate at the beginning, this is not meant to be the final chat on the subject. We are aloof accession cogent admonition already presented. Virtually all facts in this commodity originated from three basal sources: admonition appear by abettor manufacturers, Lycoming and Continental; abstracts from the oil companies; and analysis by the backward Peter Tanis of Tanis Aircraft Services Inc.
We accept looked at the accountable from a array of angles and in animosity of the ambiguity of some facts, it appears we can cautiously achieve the following: Accident from bane is a austere botheration and deserves every accepted aerodynamics aircraft owner’s attention. Further, alike if we do not all acutely accede on the causes, accomplish can be taken to abbreviate the furnishings of bane by the way we fly and how generally we fly the aircraft. Or, if we don’t fly often, giving our big-ticket ability bulb a bane aegis treatment.
About the author
Gary Schmidt afresh purchased Tanis Aircraft Services. You can acquaintance Gary at (320) 634-4773 or by e-mail at Info@tanair.com.
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