Q: What is the recommended TBO for a Lycoming TIO-540-J2BD engine in a Piper Chieftain?
ROGER VEZINA
What’s the serial number on this deHavilland Dove’s engine?
Q: I just stumbled onto a post of yours from nearly a dozen years ago, where you were helping identify serial numbers for a gentleman with an Lycoming IO-320 engine.
I am fortunate to get to fly the last airworthy deHavilland Dove in the U.S. As a part of the Riley Turbo 400 Exec mod from the Jack Riley Corp., its Gypsy Queen 70 motors were replaced by IO-720-A1A engines in 1966.
Recently, I tried to get some technical info from Lycoming on one of the motors, only to be told that “the serial number (L-278-54) does not have enough digits.”
Now I am lost, as I pulled the serial number straight off the 1965 data plates, which match the logbooks. I have attached a picture of the #1 engine dataplate. [Read more…]
Ask Paul: Why isn’t this engine producing enough power?
Q: I have a mid-time O-235-N2C. I recently pulled the engine from service due to low power reports from our renters. Initial troubleshooting revealed two cylinders with low compressions. One was 55 and the other was 62. Decided to do a top overhaul.
Put it all together, including an overhauled carb, and I still cannot get more than 2200 static on the ground.
All compressions are 77 or better on the overhauled cylinders.
I also performed the Lycoming valve lifter clearance procedure recommended after cylinder replacement.
The engine is installed in a 2004 AMD Alarus and the TCDS indicates 2550 min and 2750 max static. I also noticed the oil temperature was higher than usual. [Read more…]
Tips to get the best answers from experts at air shows
Many of you from around the world will soon be heading to EAA AirVenture 2018. There’s no better place than Oshkosh and other air shows to speak directly to the experts to get answers to your technical questions about your aircraft and your engines.
But you have to be armed with some information to get the best answers from those experts, so here are some pointers: [Read more…]
Ask Paul: What’s the best way to hone the cylinders in my engine?
Q: I pulled cylinders #1 and #2 to replace the base “O” rings due to oil leaks. The engine is a Lycoming O-360 A3B6D with 650 hours and is a factory reman from 1994 due to Chevron Oil fuel contamination.
I would like to know if it is acceptable to use a Flex-Hone to deglaze the cylinder (hone with the round abrasive balls). I will also replace the rings. The cylinders are nitride hardened (blue paint below spark plug). [Read more…]
Ask Paul: What’s the best oil for my airplane?
Q: Paul, I fly my single engine Comanche two to three times a month during our cold winter months here in Wisconsin. During EAA chapter meetings and fly-outs, we debate what is the best engine oil to use? The most common answers are 15-50 multi viscosity oil or a straight weight like 80 or 100. Even when I discuss with engine shops I get no preference. Thoughts?
Steve Lark
Ask Paul: Can I increase the horsepower of this Lycoming engine?
Q: Is it possible to increase the horsepower of this engine to 260? or even 300? I’m a relatively new to all things airplanes as I have just been flying rental planes, but I just picked up a Velocity XL-RG and an O-540 from a Piper Cherokee. The Velocity requires at least 260 hp, but ideally if I could get to 300 hp safely I would like to do that. I would also like to add fuel injection.
Michael J. Baron
Why is there steam inside my 152’s engine?
Q: May I ask a question regarding our engine in a Cessna 152? When we shut down from flight, there’s a foam or steam inside the engine and it will come out at the breather like water. What is the cause of this and what is the remedy?
Also, what is the hottest cylinder in an IO-540 Lycoming engine?
Mario Bedayo, Italy [Read more…]
Why is my new engine running so much hotter than my old engine?
Q: I fly a Cessna 182S registered HP1401. It has a Lycoming IO-540-AB1A5, 3 blade prop. Sea level OAT is 90°F or so year round.
It had a single probe analog CHT display connected to cylinder #1, which always remained around 320°F.
I then installed a digital engine monitor, which showed the rest of the cylinders easily getting into the 400°F range. So I started flying lean of peak with GAMI injectors and cowl flaps fully open all the time and got the CHTs into the 360°F range.
The original engine reached its 19th birthday and some 1,900 hours, so I decided to replace it with a factory rebuilt.
The test data sheet from Lycoming shows all temps completely normal at the factory.
I just flew the first two hours with the new engine, and it’s running much hotter than the old engine, particularly cylinder #2. In order to keep the temp at 400°F or below, I have to keep cowl flaps full open and keep the mixture around 19 gallons per hour. [Read more…]
What’s the proper mag timing for my engine?
Q: Hi Paul, you helped me out a few years back regarding a question on an O-290 D2B and I really value your advice and opinions, so now I’ll ask for your help once again.
I’m new to a beautiful 1974 Piper Arrow, which still has the original IO-360 C1C installed. Total aircraft time is 3,395 hours and TSMOH is 1,309 hours.
My question is regarding proper mag timing on this engine. When going over the aircraft during annual, the timing was checked and found to be at 20° BTC. Looking at the engine data plate it appears someone in the past had re-stamped the data plate to 20° degrees.
Thinking this was a bit unusual, we consulted the Lycoming Operators Manual for this engine and found that this engine should be timed at 25° BTC. [Read more…]