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Date:         Sat, 19 Oct 2002 14:48:38 -0400
Reply-To:     David Brodbeck <gull@CYBERSPACE.ORG>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         David Brodbeck <gull@CYBERSPACE.ORG>
Subject:      Re: Increasing horsepower
Comments: To: Angus Gordon <agordon@BRIGHT.NET>
In-Reply-To:  <4.2.0.58.20021019065642.00b83dc0@mail.bright.net>
Content-Type: TEXT/PLAIN; charset=US-ASCII

On Sat, 19 Oct 2002, Angus Gordon wrote:

> This is nonsense. There is no one universal mandated TBO for aircraft engines. > Here is an example of the recommended TBO for Lycoming engines - > > http://home.earthlink.net/~tbo/SI1009.pdf > > Many of the turbocharged models (those with a T in the prefix) > have recommended TBO's that are as long or longer than some normally > aspirated engines.

Those recommendations are also just that -- recommendations, though most people follow them. They do not carry the force of law. Turbine engines tend to have some parts that *do* have mandated lifespans after which replacement is required. This is also often true of helicopter rotor blades.

What I have heard is that turbocharged aircraft piston engines are considerably less forgiving than normally-aspirated ones. They require a bit more skill and attention to operate. (Many have manually-controlled wastegates, for example, and the fuel mixture (also manually controlled) is a bit more critical than in NA engines.) A ham-fisted pilot can destroy a turbocharged engine in relatively few hours. It takes someone with skill to get the engine to last until its TBO.

_ _ __ _ _ _| | | | David M. Brodbeck (N8SRE) Ypsilanti, MI / _` | | | | | | +----------------------------------------------------- | (_| | |_| | | | @ cyberspace.org \__, |\__,_|_|_| "More and more of our imports come from overseas." |___/ -- President George W. Bush


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