Q: Because of medical problems, my IO-720 has not run in six months. While always hangared, the hangar is sometimes damp. The question is what to do in re-starting? Do we open it up and clean, or change the oil often? [Read more…]
Q: Big picture question here: For a 250 or 260 hp Lycoming O (or IO)-540, is there any significant reason to favor a wide or a narrow deck engine?
In particular, I’m looking at buying a core for a project and there seem to be more narrow deck cores available (presumably because their host aircraft are being parted out at the end of their service lives).
Kyle Boatright, via email
Q: Hi Paul, I’m wondering if you’ve ever come across Aztecs with the right engine oil temperature running warmer than the left. I’ve had mine 11 years. The right side oil temperature is usually 190°, while the left is 160°. CHT is usually pretty even.
Mine came with louvers on the right side cowl, and I’ve seen other Aztecs with right side louvers, which made me think this is possibly a chronic Aztec issue.
Now I have two new engines, same numbers. Gauges and probes have been calibrated, bench checked, etc. Any ideas? [Read more…]
Q: I have a PA-25-260 ag plane. When I let it idle 640 rpm, it makes a popping noise, however after takeoff, when I reduce power (slowly), the loader says he can hear a popping noise.
Both mags check good and I recently replaced the spark plugs due to a drop in one mag. This fixed the mag problem. A day after I replaced the spark plugs, one mag sounded rough, which caused my mechanic and I to pull and look at the bottom plugs. Several already had lead forming. Cleaned, no problem. [Read more…]
Q: Paul, I hope you are still answering these questions, as your experience with these engines will help set me at ease or push me to investigate further. I have an 0-320 Aerosport Power engine in my airplane and I put a new prop on it recently, which is a much better performance prop for my plane, but I have seen temperatures higher than what was our norm since that change. But based on your comments I read, maybe this is not a problem. [Read more…]
Q: We have a 1981 Cessna 182 with the Lycoming O540 L3C5D engine, which has the Cessna-installed turbo system. Lately, we’ve been experiencing some pretty high oil consumption with quite a bit of oil on the belly.
A compression check shows high compressions with the exception of #6, which has gone from 75/80 to 60 in the last 16 months. It has gone from 64 to 60 in the last three months.
We’ve had the plane for around three years. It was using about a quart every 10 hours up until about the last six months. It is currently consuming around four quarts per hour. [Read more…]
Q: Should one read the oil level with the dip stick screwed in or just resting on the threads?
Gary Brown, via email
A: Gary, I’m glad you asked this question even though I can see the boys in the hangar beginning to smile about it. First of all, it’s not quite as simple as it sounds. [Read more…]
Q: I just bought back my original Pitts Special after 41 years. It now has a narrow deck O-360 that hasn’t been run in four years. I’m getting the PS-5C overhauled, but wonder what you think about pulling cylinders to inspect the camshaft before running it. We borescoped the cylinder walls and there appeared to be a honey-colored film on various areas. [Read more…]
Q: I am in the process of acquiring a Piper Seneca equipped with twin Continental TSIO-360-RB engines. Both engines have about 450 hours to go before overhaul.
The aircraft was last flown approximately three years ago. Technicians maintain that the cylinders have to be honed due to glazing as a result of the time elapsed since the last engine run. [Read more…]
Q: If on a radial engine (specifically a Warner) one finds one stud broken at the flange level, would you recommend replacing all the affected cylinder studs? I assume cylinder movement caused the break.