Thanks to a good friend who acts as my “conscience” for my posts, I’ve been advised that I may have mislead those who may be thinking about permanently removing a vacuum pump in a Lycoming engine in a Piper Arrow III.
Before you make any decision, make absolutely certain that when you look at the options, be sure to compare apples to apples. Don’t let prices influence your decision, because the least expensive option may not be the best value.
My new engine is burning a quart of oil every four to five hours. Some “experts” are telling me I probably have glazed cylinders and others say just keep on flying it hard and the consumption will drop. Should I be concerned?
What could cause such high levels of aluminum in the oil? Inactivity plays a big role, according to our engines expert Paul McBride.
Through normal operation your engines blow the first quart overboard ending up on the wing and the flaps. I could tell you that this was a design by Lycoming in an effort to prevent corrosion in those areas, but that wouldn’t play very well, so we won’t even go there! Seriously, it’s nothing to worry about, as long as your engine does not have a history of excessive oil consumption.
This 1946 engine may very well be able to be overhauled and put back in service, providing you have the engine logbook.
Corrosion is probably the biggest contributing factor when it comes to fatigue failures on valve springs.
What should I be concerned with when buying an airplane that hasn’t been flown in two years?
I suspect that the blow-by is caused by glazed cylinder walls. This could possibly be a result of improper break-in, so let’s begin there.
There is no problem removing the vacuum pump drive from the engine — and there are actually two options for you.