Modelling engine wear and WEP limitations

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oil filter check

Seadog,

You have many misguided conceptions about airplanes. Have you ever owned an airplane?

Of course not. You would know this is standard when changing the oil. Every time you change the oil, you cut the filter apart, examine the filter element inside and analyze the oil.

A new engine makes metal and once broken in, an engine makes metal when something is wrong. This metal comes from many different sources in the engine and a mechanic can tell what is going on with your engine from it.

Steel shavings for example generally represents cam wear, valve issues, or ring wear. Aluminum is generally bearing wear. Small flakes of aluminum, depending on the amount is normal or can be excessive. It all depends on the engine type being analyzed.

Chunks of metal are of course very bad.

A sample of the oil is then taken and sent to a lab for microscopic analysis.

Yes, It was a requirement to inspect the engine after each use of emergency power. It was an overload condition for the motor and the reduction in service life had to be assessed by a mechanic and the use of it logged before the aircraft was returned to service.

Combine that with compression checks and an overall inspection will tell a mechanic much about the health of an engine. That is pretty much what is done every year during annual or every 100 hours for commercial/military aircraft to gauge the airworthiness of the aircraft.

Those are the facts based on the documents you posted. Nowhere does the fantasy notion that the Merlin could run in an overloaded condition for as long as necessary exist. It was limited and it was tough on the engine when it was used. The use of Emergency Power had to be logged, the engine inspected, and upon passing that inspection returned to service.

It is that simple, bud.