“The patent describes an innovative system engineered to deliver power-dense, efficient, and reliable power for electric aircraft, supporting onboard applications as well as driving rotors and propellers for lift and thrust,” company officials explain.
I’ve recently been experiencing a starting problem with my Mooney 201. The first start of the day is typical. However, after the first flight, it most likely will not fire.
After the engine sat for several years without being run, it began to backfire about 20 minutes into a test flight.
A reader has two questions for Paul McBride, the General Aviation News engines expert, about the Lycoming O-235-C1B engine in an amateur-built Wag-Areo Cub.
The new baffles, which have undergone individual PMA approval, can be purchased as standalone units or as a complete set, according to officials with McFarlane Aviation, Airforms parent company.
Continental reports two milestones for its Jet-A piston engine series: The jet-fuel burning piston engine family has accumulated more than 10 million flight hours, while the CD-170 engine has received a Time Between Replacement (TBR) extension from 1,200 to 1,800 hours from the European Aviation Safety Agency (EASA).
When it comes to vibrations on a Piper Navajo Chieftain, there are several possibilities. From my experience, one of the most common causes is the engine mount rubbers have exceeded their useful life.
Reader Jeffrey A. Hughes asks our engines expert: What is the advantage to doing a high compression conversion to a Lycoming O-320 (from 150 hp to 160 hp)? I suppose the obvious answer is 10 more horsepower, but my natural inclination, given the name “high compression,” would be improved fuel economy. Are there other advantages?
Recently an engine rebuilder called with a question I had not heard before. He asked if multigrade oils would increase the possibility of valve sticking in piston aircraft engines. My first response was “why would you think that?” Then I started to think through the mechanics of the problem.