!85 Winterizing

[Waldo Peppar]

Gentlemen,
I have owned an amphib 185 for 4 years now, and each winter it was stored in a heated hangar, attended to by an AME, got a new annual each spring. The summers were spent on a pond some distance away from the hangar.
My problem is this...my original hangar space is no longer available... I found out a week ago , my back up hangar plan was a no go.

The situation is this:
The airplane is out of the water , trapped/stored at my pond, outdoors in the elements. I am assured that the 185s are built for this.She has been washed, floats pumped, tanks filled.I am in the process of making external control locks,and have an engine cover to go on her. AS soon as we get a warm day, grease will be pumped into all the gear fittings to ensure water displacement. Orifices have been taped over.

My questions for those of you in the know:
-I am unclear on the engine preservation procedures ...recommendations please?
- Do you recommend removing radio gear?

I am open and welcome any and all suggestions on protecting and preserving my baby/considerable investment.

In Advance, Thank You

[Colonel Sanders]

http://www.tcmlink.com/pdf2/SIL99-1.pdf

Most people don't bother because the above
is simply too obtuse and complicated. Probably
simpler to launch a nuclear weapon.

Truth be told, your IO-520 TCM engine handles
the abuse of lack of use phenomenally well.

I know of a six cylinder TCM engine (E-225)
that wasn't pickled. It just had it's oil changed
and was parked for FIFTEEN YEARS and it's
compression was fine and it started right up.
Incredible. No internal corrosion - yes, the
cylinders were pulled for a visual.

There's something amazing about the metallurgy
of TCM engines, with respect to corrosion, compared
to Lycoming engines which internally corrode
horribly if you look sideways at them. I doubt
we will ever know the answer. All the Continental
engineers involved are long retired and probably dead.

If you are NOT in a salty & humid environment
(ie there is NO SALT and it's dry as a bone) then
you can probably get away with draining the oil,
changing the filter (if you have one), then buy a
case of el cheapo Aeroshell W100 (not W100plus)
and a pint of camguard. Run the engine to splash
it about, and you're probably ok for the winter.

Frankly, I'd worry more about stuck valves after
a TCM engine sits, more than I would about internal
engine corrosion - IFF there is no salt, and no humidity.

If it was going to be stored for a long time, I would
buy a second case of W100 and after it ran, pour oil
in until the crankcase was completely full of oil.

Frankly, the above - a case of W100 with camguard,
then filling the crankcase with oil - is probably better
than 2F, which I have concluded is NOT the silver bullet
that it is billed as.

PS For God's sake, pull the battery. Put it in your basement
and charge it every 30 days. I would only pull the radios
if you are pretty sure that someone is going to steal them.
I know a guy who f__ked up the connectors at the back of
his trays, when he took his AME's advice to pull the radios,
and tried to put them back in.

[Waldo Peppar]

Colonel,
Thank you SIR!
The engine pickling is my biggest concern. The theft of radios not so much... she is wintering 30 feet from my bedroom window and I have a trusty watchvarmit! ( who is more dear to me than the 185) Your thoughts coincide with those of my AME , who rebuilt two wrecks, flew and maintained them. He happily put my airplane in the heated hangar at a cost and his own two outside !
As a side note , I believe it was you who planed the trip East in a Husky?...I did send you a post inviting you to stop here but because I was new on the site...for some reason I don't believe you received it. It is a non event since you didn't make is "across" due weather?

The offer still stands, should you ever consider stepping on our shores, with or without airplane, I have friends here, one with a Little Bussard and another with a Murphy moose that are looking for someone to check them out!
And ME TOO ...I am still willing to learn...refreshments included .....limit of a Imp Gal per week!
Cheers
Waldo

[Waldo Peppar]

Colonel,
Re-reading your response..

Caveats...DRY .. NO Humidity????

Damn!... Colonel, I am on the ROCK...30 miles from the mighty ATLANTIC!
Come on back with your recommendations for this environment!!
I am paying attention.
Thanks,
Waldo

[Colonel Sanders]

Oh, my. Salt & moisture. At least you don't have heat
(see Gibb's free energy).

Personally, I would do the "indefinite" pickling process
exactly as per the TCM SB. I wouldn't cut any corners.

PS I might humbly suggest misting your airframe (and
the outside of your engine) with a compressed air sprayer
and a gallon of Corrosion-X or ACF-50, your choice.

This is not optional with aluminum exposed to salt.

[Waldo Peppar]

Thank you Colonel,
Your most respected advice is being acted upon....
We are getting it done.
As I believe I said , I kind of got cut short when the heated hangar
plans went bust, late , late in the season
She's a great airplane and I want to keep her that way.
Cheers,
Waldo

[Colonel Sanders]

Glad to be of some help. I dearly love my engines,
and do my very best to take care of them all:


Above is a Pitts AEIO-540 "Testa Rossa"




Been taking care of this one for 42 years now.

[DGuy]

I have been unable to fly my airplane for the last 2 months and it seems unlikely that I will be able flying it for another month. Just before my last flight the oil/fllter has been changed . I use Aeroshell 15w50 with camguard added in a midtime Lycoming IO-360. Reading the above story from C.S. Which I believe is based on Continental engines, Makes me wonder if this is also valid for Lycoming engines?
Another question I have is what brings on crankcase cracks, and is one engine more prone to it than another?