Q: Paul, I hope you are still answering these questions, as your experience with these engines will help set me at ease or push me to investigate further. I have an 0-320 Aerosport Power engine in my airplane and I put a new prop on it recently, which is a much better performance prop for my plane, but I have seen temperatures higher than what was our norm since that change. But based on your comments I read, maybe this is not a problem. [Read more…]
Q: We have a 1981 Cessna 182 with the Lycoming O540 L3C5D engine, which has the Cessna-installed turbo system. Lately, we’ve been experiencing some pretty high oil consumption with quite a bit of oil on the belly.
A compression check shows high compressions with the exception of #6, which has gone from 75/80 to 60 in the last 16 months. It has gone from 64 to 60 in the last three months.
We’ve had the plane for around three years. It was using about a quart every 10 hours up until about the last six months. It is currently consuming around four quarts per hour. [Read more…]
Q: Should one read the oil level with the dip stick screwed in or just resting on the threads?
Gary Brown, via email
A: Gary, I’m glad you asked this question even though I can see the boys in the hangar beginning to smile about it. First of all, it’s not quite as simple as it sounds. [Read more…]
Q: I just bought back my original Pitts Special after 41 years. It now has a narrow deck O-360 that hasn’t been run in four years. I’m getting the PS-5C overhauled, but wonder what you think about pulling cylinders to inspect the camshaft before running it. We borescoped the cylinder walls and there appeared to be a honey-colored film on various areas. [Read more…]
Q: I am in the process of acquiring a Piper Seneca equipped with twin Continental TSIO-360-RB engines. Both engines have about 450 hours to go before overhaul.
The aircraft was last flown approximately three years ago. Technicians maintain that the cylinders have to be honed due to glazing as a result of the time elapsed since the last engine run. [Read more…]
Q: If on a radial engine (specifically a Warner) one finds one stud broken at the flange level, would you recommend replacing all the affected cylinder studs? I assume cylinder movement caused the break.
Q: I own a factory overhauled O-360 A4A, which I’ve owned since it left the factory. I’ve flown behind it for 600 hours. I recently had a prop strike and the engine was stripped and reassembled with no damage found. All they replaced were the exhaust valve guides and piston rings. (And all the rest as per shock load spec.)
The plane has been put together exactly as before and performs almost better than before. I have 10 years of multi probe engine monitor data to compare. [Read more…]
Q: I have 210 hours on my engine, which was overhauled in November 2009 at 3,288 hours. Five of the eight studs are now broken on cylinder #3.
The motor had only a slight vibration during the last 3/10ths of an hour before discovering the broken studs.
I would appreciate your input as to how extensive an inspection should be made. Have you had experience with such an occurrence? [Read more…]
Q: I own a 1963 PA24-250 Comanche. Over the past two years I have replaced all six cylinders, both mags, harnesses, primer lines, new fine wire plugs, fuel lines, engine fuel pump, both electric boost pumps, and I am baffled. During cruise settings at 2,400 rpm and 23 inches of manifold pressure, my engine still feels as if I’m flying in rough air. There’s a constant roughness that is minor in nature, but still there. [Read more…]
Q: I have a Cessna 172N with the Lycoming O-320-H2AD 76 series engine, serial number L-3406-76. I’m trying to sell it, and I’m getting all kinds of questions regarding the “A” suffix, the “T” mod, and others that are way too far out there to even mention. [Read more…]