Q: The airplane owner wants 10% to 20% increase in horsepower without breaking the bank (if that is possible). The engine in the Cessna 182RG is going to be due for a major overhaul in 300 or so hours.[Read more…]
Q: My #1 cylinder is running 100° hotter than the rest on my Lycoming O-360 engine. What do you think could cause this ?[Read more…]
Q: During summer time when the weather is hot, when I taxi to the runway, the oil temperature in my Cessna 310 is very high. The gauges are almost at the edge of the green. During cruise, the oil temperature is a little better.
The engines are Continental IO-540s. Oil coolers are on the back of the engines. The baffles are perfect.
Can you please advise about any modifications or upgrades that might be able to solve this problem?
Haim Wilder[Read more…]
Q: I did a compression check today on my Continental IO-520D engine. It’s a low time (300+ hours) factory overhauled engine, done in 2012. All cylinder compressions are excellent, the lowest being 77/80. But, a few of the cylinders under 80 psi are causing an air sound in the oil filler tube.
Can I have bad rings even when I get good compression numbers?
I’m puzzled by this and would value your input.
Rich Stone, Colorado[Read more…]
Q: I have put together a small group of people to purchase an early to mid-1980s Saratoga. Naturally, the conversation has come up about turbo vs naturally aspirated engines.
The plane will be based in Dayton, Ohio, with five to seven pilots. I estimate it will fly about 200 hours a year. Most trips will be over flat land with only a few trips over the mountains.
Since potential owners have brought up turbo for the increased performance reasons, I’m hoping you can answer a couple of questions:
- What is the difference between the overhaul costs between the turbo and naturally aspirated engine?
- How long do the turbos usually last?
- How much are they to replace?
- What is the average life of the turbo and naturally aspirated?
- What other maintenance does the turbo add along the way?
- How sensitive is the turbo to varying pilot techniques?
Mark Nuttbrock[Read more…]
Q: Dear Paul, greetings and thank for your vast information on the web for solving mysteries.
I recently overhauled a Cessna 182 IO-540-AB1A5 engine. The challenge we are having is the oil pressure drops gradually after a four to five minute run-up to 25 PSI at about 1,500 rpm. Oil temperature seems to settle at 150. All other parameters are normal.
The pressure seems to move with the increase in rpm. We looked at the CSU and the oil filter adapter gaskets and all correctly fitted.[Read more…]
Q: Jean from South Africa here. I need some advice, if possible. I am in the process of rebuilding a one-of-a-kind high-wing pipe and fabric airplane and replacing the engine (an underpowered car engine) with a recently major overhauled Lycoming O-235-C1B engine.
The airframe flew with the car engine, but as this is seen as a major design change I need to treat the whole aircraft as a first flight and build up from there.
The engine has not been started since the overhaul. The engine needs a proper break-in to make sure the rings seat nicely.
My problem is how to properly run/break in the engine while it’s on the ground as the aircraft won’t be able to fly for long periods to achieve the proper power setting and time required.[Read more…]
Q: I see 400° to 415° CHT on takeoff and 360° to 400° in cruise, depending on leaning, cowl flaps setting, etc. What’s acceptable on the O-540 Lycoming?
If I don’t lean much it’ll do 330-350, but that thing is thirsty running like this.
SCOTT HAMMACK[Read more…]
Q: Dear Paul, could you help me solve a problem I have in the #4 cylinder of an IO-540-K1K5 engine, which is mounted on a Pillan T-35 aircraft of the Chilean Air Force?
We already checked the draft of the magnets and their fall. These are OK.
The other cylinders are working well. We checked the fuel injectors and the fuel distributor and they are also OK. The baffles and fairings are also OK, as well as the signals to the instruments.
Could you tell me something else about this single-cylinder isolated fault?
Mario Rodríguez Yáñez, Santiago-Chile[Read more…]
Q: I have a 1974 PA-32-300 and I have ordered a remanufactured Lycoming IO-540 K1A5 for it. Unfortunately, I’m learning that Lycoming has a huge cylinder manufacturing backlog and my “new” engine is delayed indefinitely pending some miracle.
My question is this: My engine is a narrow deck, but I’ve located several cylinders for the wide-deck flavor of this engine. Would it be an option to install the wide deck version in this airplane or is that a bad idea for some reason?
Thaddeus Fickel, Hermiston, Oregon[Read more…]