I have a Lycoming O-360-A3A in my Cherokee. According to the Type Certificate Data Sheets (TCDS), this engine is similar to an -A1A, except without provisions for a constant speed prop. Nevertheless, it is equipped with a hollow crankshaft, and there is a pad on the accessory case for a prop governor.
I own a 1974 Grumman AA-5, SN550. Last winter I had the engine (O-320) rebuilt. I have a question about EGTs.
I own a Cessna R-182 that has a Lycoming O-540 J3C5D engine. It seems like a great engine and runs well. I have a concern about the “”dual-pack”" type magnetos that run off a common gear. Yesterday, another pilot told me of an engine failure that he had years ago in a Cherokee Six where the common magneto gear on that engine failed, causing him to lose both mags and forcing him to make a deadstick landing. He felt that it was a rare event for that gear to shear but, maybe on second thought, not so rare.
After my Nov. 3 column, “”Why are there increased levels of copper in my oil?”" was published, I received some valuable advice from industry experts on the subject.
I am having a hard time finding any usefulness in your column. People ask specific questions and you tell them to look it up. As a reader, I would like to see some sort of expert answer to their questions. Like the mag check, what is your opinion (What’s the best way to test a mag, Oct. 6 issue)?
Recent oil analyses seem to be showing increased levels of copper coming from my XP-360. Could you help with a diagnosis?
Can you give me an idea of what STCs are available to convert an O-320-E3D from 150 to 160 hp?
I often hear from U.S. mechanics that in their opinion the only way to really test a mag is to do it while flying. They say that’s because you can really get the highest rpm, say 2,550, and then do a left/right check as I normally would do at 1,700 on the ground.
My friend and I were discussing why many Lycoming engines were built without oil filters, just oil screens. He guessed it was because in the beginning they just didn’t have oil filter technology, and once certified, the engine design is hard to change, so they just stayed that way for a long time.
I have nearly finished assembling a Lycoming O-360 that will be fuel injected. I am trying to find information regarding what kind, if any, sealant I should use and how to apply that sealant should one be used. I am assuming that careful application would be required in this area, specifically the fuel flow divider. Also, any information about the routing of the fuel line from the throttle body to the fuel flow divider would be a big help.