Q: I have an O-320-E2A engine that is rated at 140 horses. What is required to add an additional 10 horses to that engine? I heard that all I need to do is change the cylinders and pistons. Please provide guidance.
Bob Agledor Sr.
A: Bob, you may be in luck when it comes to increasing the horsepower on your engine to 150 from 140 horsepower. [Read more…]
Q: I am converting a Cessna 150 to a Lycoming O-320-E2D engine. The engine came off a Cessna 172M that had an oil cooler. I did not remove the engine.
There are several ports on the accessory case, but I am not sure which port is the pressure and which is the return for the oil cooler. Could you help please? The engine has an oil filter adapter installed. A picture is worth 1,000 words.
DON BETHEL
Q: Regarding Narrow Deck vs. Wide Deck Lycoming O-320 engines: I just read your article on this.
On substituting one engine for the other, wouldn’t the later D series engine have a type 1 Dynofocal versus the early narrow deck engines having a conical mount determine that?
I cannot find a way to determine through the suffix numbers/letters which is wide deck versus narrow deck. Seems that the B through D series are wide deck, but I’m not sure. [Read more…]
Q: I have just ordered a Lycoming rebuilt IO-360-A1A for my 1965 M20E Mooney. I am replacing a nearly run out Mattituck overhaul.
The engine has treated me very well for more than 1,900 hours with one top overhaul.
After break-in, I used Aeroshell W100 Plus (contains LW-16702) and a 12 ounce bottle of AvBlend at each oil and filter change. Oil analysis has been normal from the beginning.
Besides the Lycoming instructions for break-in, do you have any suggestions, from your years of experience, on how I should treat this “new” engine. [Read more…]
Q: What is the recommended TBO for a Lycoming TIO-540-J2BD engine in a Piper Chieftain?
ROGER VEZINA
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…]
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…]
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…]
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…]
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
