In my last several columns, I discussed some suggestions on oil temperature and oil change intervals. I continue to receive questions on which oil to use and the compatibility between oils. [Read more…]
In my last column, I described two of the most important factors in getting to full TBO with your aircraft engine: Getting the oil temperature up to around 180°F and using your plane frequently.
I recently read an article on oil change intervals in another publication. The author went on and on about what a mistake it was when the engine companies changed the oil change interval from 25 to 50 hours. To the author’s credit, he did mention in passing that there is also a four month oil change limit.
The problem is that the four month time limit is the most important criteria and the 25 hour and 50 hour limit are secondary. Most pilots hear the 50 hour change limit and stop reading, which is OK if you fly more than 150 hours a year. [Read more…]
To keep myself awake while watching TV in the evenings, I will read other aviation magazines or pull them up on the internet. One of the main purposes for this is to learn what the latest in aviation lubrication thinking is. The other is for a good laugh.
Recently, I was reading an article on aviation lubrication do’s and don’ts. The author had evidently worked in the aviation industry and had a few good points.
However, he made a statement to the effect that the only two ways to get rid of moisture in the oil was to change the oil or add this additive that, I assume, he was advertising or selling.
I read the article over several times, and he never mentioned the best way, which is evaporation. This is like talking about Dec. 25 and not mentioning Christmas (and I hope you all had a merry one). [Read more…]
In my last column, I did an update on the status of the 100 motor octane unleaded fuel programs by the Piston Aviation Fuels Initiative (PAFI) steering group members, as presented at Oshkosh. In this column I would like to talk about my visit with George Braly from General Aviation Modifications Inc. (GAMI) about the company’s unleaded avgas development, which is not part of the PAFI program. [Read more…]
In my last column, Tracking down answers at Oshkosh, I wrote about the disappearance of the diesel cycle engine in the Cessna 182. From that article, people might think that diesel cycle engines in general aviation aircraft are dead. Well, maybe not dead, just on life support.
The reason for the continued interest is more from third world countries than from the U.S., but there is still significant market pressure to continue work on new diesel models. [Read more…]
In the good old days, Oshkosh was a technical information exchange and social gathering. The primary purpose of the event was for homebuilders and aircraft owners to learn about their aircraft. It has now become a major sales event with some social and technical information mixed in.
For example, the major exhibitors are such general aviation stalwarts as John Deere, Ford, Honda and Boeing. Consequently, even the GA companies now send sales personnel to man the booths. This makes finding answers to technical questions challenging at best. [Read more…]
I have received numerous questions from farm and ranch pilots about using #1 diesel fuel in aircraft with diesel cycle piston engines. The reasoning behind these questions concerns the availability and price of Jet A in rural agricultural areas. #1 diesel is cheaper and more readily available. [Read more…]
Regular readers will remember that my last few columns have been on concerns with the proposed new unleaded avgas. Well I am done venting on that subject for now, so I am getting off that bully pulpit until the alphabet groups and the federal agencies produce some more column fodder.
And I am getting on my soap box: Recently I was driving across the state and was listening to talk radio. The subject of the discussion was David McCullough’s new book on the Wright brothers.
The thing that got to me was not that the book described the Wrights as geniuses, but that the announcers seemed surprised at this assessment. [Read more…]
My last several columns have been on the relationship between knock and unleaded fuels in aircraft engines. I have received several questions from people who have experienced knock in their car engines, especially in the 1970s and 1980s. They note that knock didn’t harm their auto engines, so why am I worried about a little knock in an aircraft engine?
There are a number of significant differences between auto and aircraft engines. The biggest is liquid vs. air cooling. [Read more…]