EAA Sport Aviation - April 2011

the No. 1 cylinder oil spray nozzle and its Heli-Coil had come out,
bounced around inside the engine for some indeterminate period of
time, managed to hit all six pistons, and scored two connecting rod
end caps.

“What is strange is there was no indication of this in the oil analysis or any evidence when we cut open the oil filter at each oil change. However, when I took your maintenance seminar in Tulsa a few months ago, I learned that Lycoming engines have a suction screen that you said is supposed to be removed and inspected for metal at every oil change. It was this screen that caught the metal from the disintegrating oil spray nozzle and its Heli-Coil, which is why the metal never made it to the filter.

“I checked with the shop that does my oil changes, and they admitted that they didn’t know about the oil screen—they’re mostly Continental dudes. I know I didn’t know about this screen (until I took your recent class), so I didn’t remove it either. After this, I will never forget it, and I’ll make sure my A&Ps don’t forget it.

“The inside of the engine, although marked by the flying nozzle, was extremely clean. The crankcase has to be repaired and certified as well as the camshaft. Little evidence of rust was detected on the lifters. All pistons and cylinders will be replaced. The turbocharger will also be overhauled. It looks like I’ll be down for a couple of months. When I get the plane back, I’ll need flying lessons again.

This shrapnel was too big to pass through the suction screen, so was never spotted during oil filter inspections.

If you rely solely on oil filter inspection and oil analysis, you’ll never know about stuff like this. Here’s what was left of the Lycoming’s flying oil nozzle.

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