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Post by roger on Dec 14, 2015 10:55:40 GMT -9
How long are you folks finding that turbos last? I thought I heard that Warbelows changes them at 1/2 TBO?
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Post by navajoflyer on Jan 2, 2016 16:19:14 GMT -9
We are routinely having our turbos go to Engine TBO, however, we are pretty conservative on engine power settings and leaning. We have had one unscheduled turbo in the last 6 years. We have gone through 12 engines on 4 airplanes in that time. We use nothing but factory overhauled engines.
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Post by Tim Glubaskas on Jan 6, 2016 11:21:18 GMT -9
I am attaching our analysis of 6 years of turbo replacements (115 total replaced through either failure or natural engine replacement) We have an extended tbo of 2200 but have found it's 'cheaper' to change them at half-tbo If anything, it's a cool graph :-) T Turbo Replacements.pdf (63.72 KB) |
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Post by Tim Glubaskas on Jan 6, 2016 11:22:39 GMT -9
After we implemented the half-tbo limitation we have had zero issues.....possibly draconian but it has been working great for us
t
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Post by roger on Jan 11, 2016 15:28:19 GMT -9
I am attaching our analysis of 6 years of turbo replacements (115 total replaced through either failure or natural engine replacement) We have an extended tbo of 2200 but have found it's 'cheaper' to change them at half-tbo If anything, it's a cool graph :-) T That's some awesome information. I hope to get to the point where we can grab data like that for our aircraft. |
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Post by Tim Glubaskas on Aug 8, 2016 7:54:50 GMT -9
Just a quick note on this so far -
We have yet to have to change a turbo for issues since we have went to changing them at half-life of the engine
Knock on wood but it's working great for us up till now
T
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Post by roger on May 2, 2017 12:14:00 GMT -9
Grr. Just had warranty denied on a 680 hour turbo that was leaking oil. Denied due to "evidence of coking". I think that's Hartzell's default answer to get out of warranty...
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Post by Tim Glubaskas on May 3, 2017 6:00:23 GMT -9
That's an early one....and the typical response we get.
Mostly from 'improper shutdown' = pilot not cooling the engine down .... just rolling in and shutting off.
We go back and forth on the proper shutdown, time, temp etc but in the end we finally just resorted to the time limits as a catch all...or at least catch most
T
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Post by roger on May 4, 2017 7:21:45 GMT -9
That's an early one....and the typical response we get. Mostly from 'improper shutdown' = pilot not cooling the engine down .... just rolling in and shutting off. We go back and forth on the proper shutdown, time, temp etc but in the end we finally just resorted to the time limits as a catch all...or at least catch most T Honestly, I think in our case the biggest problem is that we do like 2.2-2.3 cycles per hour, and a lot of those legs involve a climb from sea level to 8000' for IFR altitudes. That's a lot of time at the higher boost levels and higher temps that coke up the turbos. |
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Post by Tim Glubaskas on May 12, 2017 6:45:46 GMT -9
We have a few small hops but overall not like that -
Do you keep your caravans out of those cycles or do I end up in the severe category (if they have that anymore)?
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Post by roger on May 12, 2017 7:50:04 GMT -9
We have a few small hops but overall not like that - Do you keep your caravans out of those cycles or do I end up in the severe category (if they have that anymore)? Yep, we are severe category due to coastline location AND cycle/hour ratio. We even have one on floats that hits the grand slam of severe utilization. Lots of trips for the AIX guys to come do NDT. We also cycle out a lot of our rotating components pretty quickly on the turbine engines. |
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Post by klausnw on May 14, 2017 10:24:46 GMT -9
Something that you guys might want to check someday.
While doing some troubleshooting, the intake tube was off the turbocharger and after the run-up the pilot brought the power back to normal practice cool down.
I was standing off to the leading edge of the wing and noticed the turbocharger slowing down revolutions. about 45 seconds to a minute later the turbocharger quit turning altogether. If the turbo is not turning it is not getting proper oil flow through the bearing. We changed shut-down policy to 3 minute over 1000 RPM and the turbo continues to aggressively turn until shutdown. The coking problem went away but we still did the mouse milk each 100 hours anyway.
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Post by roger on May 15, 2017 8:57:07 GMT -9
Something that you guys might want to check someday. While doing some troubleshooting, the intake tube was off the turbocharger and after the run-up the pilot brought the power back to normal practice cool down. I was standing off to the leading edge of the wing and noticed the turbocharger slowing down revolutions. about 45 seconds to a minute later the turbocharger quit turning altogether. If the turbo is not turning it is not getting proper oil flow through the bearing. We changed shut-down policy to 3 minute over 1000 RPM and the turbo continues to aggressively turn until shutdown. The coking problem went away but we still did the mouse milk each 100 hours anyway. Our policy is 3 minutes at 1000-1100 RPM. Does that mean that each and every single landing gets that treatment? I doubt it, but most of us flying it at least try to get close to that. |
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Post by Tim Glubaskas on May 18, 2017 11:33:20 GMT -9
Who are you guys using for NDI at the moment- decent guys are hard to find
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Post by roger on May 19, 2017 8:26:33 GMT -9
Who are you guys using for NDI at the moment- decent guys are hard to find Alaska Industrial Xray out of ANC...no complaints so far. |
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