The mechanic listed an oil change as part of the inspection, even though the aircraft had been flown just 12 hours in the last 12 months. The owner insisted it did not need an oil change since the manufacturer recommends an oil change only every 50 hours. He completely disregarded the other part of the manufacturer’s recommendation: “Every 50 hours or four months, whichever occurs first.”
aircraft engines
Continental gets the lead out
Continental has applied to the FAA to use unleaded aviation gasoline in more than 100 engine models, including select O-200s, IO-360s, O-470s, and IO-470s. As the industry searches for a long-term fuel solution, Continental considers 91UL and 94UL fuel as a transitional step in a long-term strategy to reach a more sustainable aviation, company officials said.
Ask Paul: Why has my oil consumption increased?
When breaking in, the best I’ve ever achieved was maybe 11 or 12 hours on a quart of oil. Now I’m down to a quart every three hours. The oil gets black fast.
Ask Paul: Can I rebuild this engine to increase horsepower?
Can I take a 150-hp O-320-E2D, say from 172 or Cherokee, and rebuild it with D2G parts and make it a 160-hp D2G?
Ask Paul: What else can I do to discover why my EGTs and CHTs are climbing?
A Glasair owner turns to our engines expert for help in troubleshooting some higher than comfortable temperatures in his aircraft engine. A back and forth of possible solutions finds the answer.
Higher RPM, better performance for your aircraft engine
Takeoff and climb show about 2,400 rpm. Out of respect for the old girl, I try to keep down to 2,200.
Ask Paul: Replacing a lost data plate
What is the best way to find an engine serial number without using the data plate?
Carb ice: A known unknown
From our first flight training lesson we were taught that carbureted engines are susceptible to the formation of “carb Ice” and it can occur at anytime and at any power setting…even at high-cruise power settings, but not always. The potential for carb ice even varies among aircraft types — Piper and Cessna are prime examples. That’s part of the dilemma: The “unknown.”
Can I bypass the oil cooler on my aircraft engine in colder temperatures?
Question for our engines expert: I have an RV-6 with a Lycoming O-360 and in winter, even with the louvres of the oil cooler closed, my oil temperature may only reach about 150°-160°. Can I install a shut-off valve to prevent oil flow through the cooler in cold weather, or does oil need to flow through it to keep oil pressure from getting too high?