Q: My Piper Colt PA-22-108, has a C1B installed. I have a little rust in the cylinders in the lower part. From the middle part and up to the top of the piston area there are no cracks or visible rust. I have honed all cylinders and there are no sharp edges.
Q: I am acquainted with two IO-540 engines with 1,000-plus hours that have bent rods in the #5 cylinder and stuck valves in the #2 cylinder. One aircraft was manufactured in 2007 and the other in 2009. The oil has always been changed at 50 hours using Exxon Elite 20/50. Any particular thoughts?
RICHARD WEICHMAN, via email
Q: I have a ’69 Skyhawk with 2,500 hours on the engine. Good compression, no metal, one quart oil burn every eight hours. Should I get a top overhaul or a complete engine overhaul or just keep flying until an indication of a problem?
TED HALL, Upperco, Md.
A: Well, I must tell you that with 2,500 hours of operation since 1969, this engine certainly doesn’t owe you anything! If this is the original engine in this aircraft and after providing you reliable service for 45 years, I’d say you got your money’s worth.
Q: Regarding Narrow Deck and Wide Deck Lycoming engines, what would be the differences between a Narrow Deck O360 and IO360 heads, sump, and fuel pump? The cylinders appear the same.
BOB STOUGHTON, via email
Q: I’ve been plagued with engine trouble on my Cherokee 140 for nearly three months now (O-320E2A). It began missing briefly every five seconds or so in-flight. After landing, we pulled the plugs and cleaned them. But it did no good, she still wasn’t happy.
Q: Can the Champion 37BY plug (either REM or RHM) be used on a Lycoming O-360 A1A engine? My concern is that the piston may hit the plug tip. Is this a valid concern?
DAVID M. GITELMAN, via email
In the July 5 print issue of General Aviation News, reader Dennis Reiley offered his thoughts in Letters to the Editor about my column, “Does my engine need an oil filter?”
Here’s a bit of what he had to say: “I have to disagree with Paul. Every internal combustion engine needs an oil filter — even those that have frequent oil changes. An oil filter can mean the difference between getting to your destination safely and experiencing a catastrophic engine failure.”
First, I wouldn’t say Dennis is disagreeing with me, because I understand exactly where he’s coming from. Besides that, I agree with him, but there are other factors that come into play as to whether an engine is equipped with a full flow oil filter or not.
Q: I have a 1998 Maule with an O-360 engine. I have the original needle oil temperature gauge, as well as a JPI-730 engine analyzer, and they both read the same temperature during all phases of flight.
My annual was completed a few days ago and the first thing I noticed was that the original oil temperature needle would initially fluctuate (never happened before) and then settle down, and when airborne it was at least 45° higher than the JPI-730.
I brought the plane back to the IA and he tightened the probe connection on the engine, but the temperature split is the same. Is the original oil temperature gauge adjustable?
ROBERT BLAKE, via email
Q: When an engine with chromed cylinders comes into a shop with oil leaks and the source has been identified as thru bolts and cylinder base o-rings, how should the cylinder removal and reinstallation be handled? Also, is there any wisdom in turning the oil scraper ring upside down in chromed cylinder to help control oil consumption?
JAMES FINLAYSON, via email
Q: I work on a IO-360-MIA Lycoming engine. My problem is that the right mag has a drop of 220 rpm. I have done internal timings, engine to mag timings, ignition leads check and cleaned the plugs. I have done nothing to the left mag, and now the left mag is dropping to 210 rpm.
ANGI LISA CHAMBERS, via email