A puzzling compression problem

Posted on October 20th, 2010 by

Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Q: My engine, which now has 300 hours on it, is an O-290-D2B which had a new-limits field overhaul. It has settled-in as a nice smooth-running, economical... Continue Reading →

Is it possible to convert my engine?

Posted on September 28th, 2010 by

Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Q: I have a Lycoming O-360-A1F6D that was originally installed in a Cessna Cardinal. This engine has since been used in an Van’s RV-6 and I will... Continue Reading →

Ask Paul: Are these spark plugs approved for my plane?

Posted on August 8th, 2010 by

Q: Could you please help my pretty blonde wife and myself with our spark plug problem? We are desperate! Our mechanic is going to put the new fine wire plugs we just bought into our 1976 Cessna Cardinal RG, but... Continue Reading →

Ask Paul: Can this be correct?

Posted on July 11th, 2010 by

Q: My Tri-Pacer has an O-320 with a narrow deck (A) engine. It has SL32000N-A1 Millennium cylinders, which are are installed with no plates and splined nuts. Can this be correct? I have no wide deck cylinders to compare them... Continue Reading →

Is new technology worth the investment?

Posted on July 4th, 2010 by

Q: I am about to change my Alfa Romeo boxer engine to a Lycoming O-360A1F1 on my experimental Glastar aircraft. I read your answer recently to a question if LASAR is really useful (Will my engine benefit from new technology?... Continue Reading →

Ask Paul: Why do my serial numbers differ?

Posted on May 2nd, 2010 by

A: I have a narrow deck configuration in my 1964 PA 30-270. The first entry in the aircraft logbook, made on Jan. 3, 1964, shows radio installation and LE serial #S or L 606-55 and the RE L 640-55. However... Continue Reading →

Ask Paul: The seal of approval

Posted on March 29th, 2010 by

Q: We’re building an RV-6A using an O-360 narrow deck engine. There are six studs that hold this engine together. The center studs are wider at the base than the outer four studs. The case has an indentation where the... Continue Reading →

Ask Paul: Use it or lose it

Posted on February 24th, 2010 by

Q: I am considering buying a plane with a Lycoming 540 factory rebuilt engine. TSOH is 50 hours. The problem is the engine was installed five years ago with a new turbo and the owner has not flown it much... Continue Reading →

Ask Paul: More on hot engine starts

Posted on February 3rd, 2010 by

Q: I’d like to offer my response to a hot engine start (What is the procedure for a hot engine start?). If I know I’m going to have a quick turnaround after engine shutdown, this is what I do: I... Continue Reading →

Ask Paul: Why are Piper and Cessna mag checks different?

Posted on February 1st, 2010 by

Q: During a checkout in a Piper Cherokee, (I had only Cessna experience), I asked the CFI why Piper has me check the mags at 2,000 rpm and Cessna at 1,700 rpm on what is, essentially, the same engine? My... Continue Reading →