Because flying is cool
Q: Are there any Service Bulletins or Service Instructions pertaining to permanently removing a vacuum pump from a Lycoming engine?
I’ve noticed a Plug-Vacuum Pump Drive, P/N LW-10303, is shown in some parts manuals, but is not shown in other parts manuals.
The engine I’m currently servicing is an IO-360-C1C6, installed on a PA-28R-201 (Arrow III), built in 1978. This plane has recently had its two original gyros removed and replaced with dual Garmin GI 275 indicators.
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Q: I have a Lycoming O-320 (150 hp) on a homebuilt Super Cub. I am using 91 octane auto fuel (no alcohol). This engine has developed a backfire problem after starting.
At idle (700-750 rpm) there are some pops and then several louder pops for several minutes and then it seems to quit. My hearing isn’t wonderful, but I think it is coming from the left side of the engine.
I checked the points and condenser and timed the left mag (it has the impulse coupler) to the engine. Right side mag was right on the 25° mark.
I can’t find anything loose, it doesn’t seem to lack power, and backfiring quits after warming up and at higher rpm.
I am stumped. Your thoughts would be appreciated.
[Read more…]Q: I was reading your article “What’s contributing to such high high oil consumption?” I am having that issue on a Lycoming 390 that recently had all four cylinders honed and rings replaced.
My question stems from your comment that if the rings are seating properly you won’t hear any air escaping via the oil filler tube during a compression test. I performed one and got 78/79/78/79, but in all four I could hear very slight air escaping if I listened right next to the filler opening.
My thinking is it’s a little bit normal because the air is following the ring gaps through the cylinder and getting into the case. Is just a tiny bit of escaping noise ok with properly sealing rings?
[Read more…]Q: I am currently flying my Wag Aero Super Sport (essentially a short-wing Cub) with a Lycoming O-290-D2 engine. It is coming due for a major overhaul (by age, not hours.)
It appears that it is increasingly hard to get parts for this engine, so I have begun to consider replacing it with one that is currently supported by Lycoming. The O-320 is suggested, but there are many of them.
Is there an O-320 that would fit on my existing engine mount and within my existing cowling?
[Read more…]Q: Given Lycoming’s propensity for cam lobe spalling, are O-320s available with roller cams?
John Caulkins
A: Before I respond to your question John, I’d like to make a statement regarding your comment about Lycoming’s propensity for cam lobe spalling.
I will agree that over the years we’ve all heard the “hangar talk” about Lycoming cam and tappet problems. While many of these cases caused serious and costly repairs, I can tell you that the majority of the problems were caused by extended periods of inactivity, infrequent oil and filter changes, high RPM starts in cold climates without proper preheating, etc.
[Read more…]Q: Our flying club’s airplane, a 1976 Cessna 172 Model M, has a Lycoming O-320 E2D engine that runs hot only during the summer months of June, July, and August near Grand Rapids, Michigan.
Here are the details we compiled from our JPI EDM-730-4C engine monitor on May 25, 2020, after 15 minutes of level flight:
[Read more…]Q: What are the estimated labor times for replacing the carburetor on my Lycoming O-360?
[Read more…]Q: I overhauled my PA-30 IO-360 fuel-injected engine five years ago. I have flown around 560 hours since overhaul, but have a high temperature on the left engine.
During climb out/cruise the engine temperatures are in the green. The minute I throttle back on downwind, flap and gear, the temperatures increase. On final approach, it starts to go into the band of red and when I land, it’s fully into red and the pressure drops.
I have changed the oil cooler. I have redone the baffles. I have changed the vernathern valve and the oil adaptor and I have overhauled the fuel injector unit.
I am basically pulling my hair out and don’t want to take apart the engine as I have new superior Millenium cyclinders on overhaul and don’t want to upset any seating.
Shakil
[Read more…]Q: I have a 1979 Arrow IV with an IO-360-C1C6 200-hp engine. My #3 cylinder EGT runs about 120° higher than the other three. I lean to accommodate #3 at about 1,400°, which makes the rest of the engine run pretty rich.
Today I took the spark plugs out of #3 and found some light colored deposits between the insulator and the barrel of the spark plugs. Both had the deposits. Both were black around the electrodes. I took the spark plugs out of cylinder #1 and they were also black, but had no deposits.
I need to add oil every three or four hours of flying. Compression on #3 was 80/80 at the last annual in June. That was actually up from the previous annual (bad measurement?).
Am I leaking oil into #3 or do I have a partially clogged injector nozzle, defective fuel distributor, or injector? What do you suggest?
Bob Wert
[Read more…]Q: The airplane owner wants 10% to 20% increase in horsepower without breaking the bank (if that is possible). The engine in the Cessna 182RG is going to be due for a major overhaul in 300 or so hours.
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