I have a Lycoming O-320-D2A that will be going into a Wittman Tailwind. The crankcase and crankshaft are yellow tagged. The camshaft is really pitted and will need to be replaced. I imagine the followers will need replacing also unless refurbishing them isn’t a big deal.
I have a high-wing homebuilt aircraft into which I have installed an IO-360-A1B 200-hp Lycoming salvaged from a Lake Amphiban, with 660 TT. My problem is that it makes loud popping noises at low RPM, such as when landing or taxiing. I have a cross-over type exhaust, and have had a mechanic check both the exhaust and the intake for leaks, but this is not the problem. Do you have any idea what else might cause this problem?
I own a 1962 Piper Colt with a O-235-C1B engine. My operator manual says that I should have 115 hp at 2800 RPM. At what point would I achieve highest RPM? On takeoff? Level flight at full throttle?
Cessna 182s have been burdened by a 1,500 hour TBO for many years. However, the O-470-U engine is now available with a 2,000 hour TBO. What possibly could they have done to the engine to extend the TBO by 33%?
I have a Lycoming AEIO-360 in my Pitts S1S. I have been running AeroShell 100W Plus for years. Some buddies I fly with have been using an Amsoil oil (I’m not sure the number). What is the best oil and weight to run in this engine?
How about a discussion of the scalloped wheel on the injector pump for an IO540-C4B5 engine? My engine will “”load up”” at idle and I have to run the rpm up to about 1,200 quite often during taxi. Also the engine will “”talk to you”” on final with the throttle closed. I have tried the idle cut-off procedure looking for rpm rise, but this doesn’t seem to help.
I have a 2005 Robinson R-44 Clipper II that I purchased new. The engine is a 540 injected Lycoming. I broke the engine in on mineral oil as suggested and changed to ashless oil after the initial 50 hours of break in. The ship has used about 1 quart of oil per every four hours flown on average from day one and continues today (there are currently 240 hours on the ship). During the 200-hour inspection, we checked compression and found all cylinders to have excellent compression. I have always noticed oil coming out of the breather after shutdown and have also noticed oil on the rear cross tube, which would indicate the loss of oil during flight. I have never seen blue or any unusual smoke out of the exhaust. The plugs looked perfect on the 100-hour and 200-hour inspection with no dark spots or indication of burned oil. The ship has plenty of power and always starts and runs great.
My 1955 Tri-Pacer original Lycoming O-320 engine was torn down and inspected. It has a Part No. 74166 camshaft gone bad (#3). I found a P/N 76097 camshaft. Is it OK to use this part number for the engine?
Q, I have a Lycoming O-320 150 hp engine with no suffix in my PA-22 Tri-Pacer. In one of your articles you list the O-320-A1A and the O-320-A3A as the numbers to refer to for replacement parts. Lycoming does not list an O-320-A1A and shows the O-320-A3A fitting a Piper PA-23. Lycoming lists the O-320-E3D as the engine for my PA-22. I’m thinking of either replacing my engine or overhauling it, but I’m not quite sure what to look for in either case.
I was reading about the XR-7755 on the Internet and was wondering if you would clear something up for me. Most sources say there were two engines made, but I’ve found there were three versions. The first was set up for a single output shaft, a second had contra-rotating shafts and the third was set up with fuel injection. Are some of these versions the same engine or were there three engines?