"If that doesn't work you've got the flame thrower option"

Ask the A&Ps

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محتوای ارائه شده توسط AOPA. تمام محتوای پادکست شامل قسمت‌ها، گرافیک‌ها و توضیحات پادکست مستقیماً توسط AOPA یا شریک پلتفرم پادکست آن‌ها آپلود و ارائه می‌شوند. اگر فکر می‌کنید شخصی بدون اجازه شما از اثر دارای حق نسخه‌برداری شما استفاده می‌کند، می‌توانید روندی که در اینجا شرح داده شده است را دنبال کنید.https://fa.player.fm/legal

<div class="span index">1</div> <span><a class="" data-remote="true" data-type="html" href="/series/tickets-to-travel">Tickets to Travel</a></span>

1
Tickets to Travel

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۵ روز پیش۵d ago

لغو اشتراک

ماهیانه+

What exactly is a travel experience? A travel experience is more than just a destination. From the pulsating beats of a major music festival, to the adrenaline -fueled excitement of professional sports, to the legendary tours of music icons, these events are more than just spectacles. They are game changers affecting airfares, hotel room rates, restaurants, and growing local economies. Welcome to Tickets to Travel, the podcast that unlocks the stories, businesses, careers, and personalities within the realm of unforgettable travel experiences. I'm Mario B, and I have over 20 years of experience in online travel and entertainment ticketing distribution. Join me as we delve into the vibrant tapestry of these industries, uncovering hidden gems and insider secrets along the way. Tickets to travel spotlights the trailblazing businesses shaping the future of travel experiences. These startups and innovative companies are driving forces that redefine how we explore the world. Whether you're a seasoned jet center, an aspiring entrepreneur, or simply curious about the transformative power of travel, join me on Tickets to travel as I embark on this exhilarating journey through the world of travel experiences. Follow us where you get your podcasts.

حدود یک سال پیش 1:05:24

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Full notes below:

Ken is experiencing vibrations in his Cherokee at certain throttle settings. After installing an engine monitor he discovered that with the throttle at roughly 90 percent full he could induce the vibration, but then quell it by using the mixture. He could see that a cylinder was going offline at full rich, but came back online when leaned. Mike suggests that he needs to lean in the climb to compensate for the overly rich mixture, but Ken said he’s also able to stop the vibration by reducing the throttle setting but keeping the mixture full rich. The hosts still think he’s too rich. They recommend leaning in the climb and keeping the EGT constant as he climbs. Ken also noticed that the cylinder that goes offline is also an outlier on the engine monitor. They tell him to do a GAMI lean test and an induction leak test to try and isolate whether he has a problem or just a poor mixture distribution.

Find the test Mike described on Youtube: https://youtu.be/_VfiPuheeGw

For more on the induction leak test Paul described: https://www.savvyaviation.com/wp-content/uploads/savvy_pdf/Savvy-Flight-Test-Profile-Expanded.pdf

Marcus has a first generation Cirrus and he wants to ensure he is leaning properly for high-altitude takeoffs. Paul said to put his EGT around 1,300 or 1,350 degrees, which will put him close to the Cirrus chart, but is more accurate. For high altitude go arounds, Paul knows his fuel flow at around 1,300 degrees EGT, so he just sets the fuel flow to the expected amount.

Luke has been having an issue with the flaps coming down in his 182. What follows is a loooooonnng and detailed description of the Cessna flap system.

Blythe was restoring his family’s Cessna 150 and found a bunch of mud daubers. The inspection panels allowed him to clean out some, but he assumes there are more that he couldn’t reach. Paul said the potential corrosion is a key to the solution. He said the bees don’t like to build nests on corrosion inhibitors. He also said to make sure to check up the vertical stabilizer, which is a popular spot. Mike said he’s had luck with moth balls in other machinery.

82 قسمت

#Lifestyle #Podcasting Education #AOPA #Pilot #Aircraft #Airplane #Fly #Maintenance

"If that doesn't work you've got the flame thrower option"

Ask the A&Ps

17 subscribers

published حدود یک سال پیش

اشتراک گذاری

MP3•خانه قسمت

Email podcasts@aopa.org for a chance to be on the show.

Join the world's largest aviation community at aopa.org/join

Full notes below:

Find the test Mike described on Youtube: https://youtu.be/_VfiPuheeGw

For more on the induction leak test Paul described: https://www.savvyaviation.com/wp-content/uploads/savvy_pdf/Savvy-Flight-Test-Profile-Expanded.pdf

Luke has been having an issue with the flaps coming down in his 182. What follows is a loooooonnng and detailed description of the Cessna flap system.

82 قسمت

#Lifestyle #Podcasting Education #AOPA #Pilot #Aircraft #Airplane #Fly #Maintenance

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Ask the A&Ps

1
"You have license to go zorching around" 1:00:55

1 day پیش1:00:55

1:00:55

An owner wants to fly his engine after it sat for 7 years. Plus, prop strike at the shop, lean of peak, and break-in trouble. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Rupert is having trouble breaking in his new cylinders. They have five hours and the temperatures are still trying to go above 420 degrees on departure. They’ve checked fuel flow and baffling. In a twist of irony he is causing his cylinders to run too hot because the break-in is being prolonged because he won’t run the engine hard enough. Paul said Comanche’s have notoriously have poor baffling, which can also compound the problem. They recommend running it hard for a few hours and not to worry about the temps being around 420. Craig has a Pitts that was damaged on a high-power run-up after his annual. The tail came up and hit the prop. He’s wondering if there’s something else they should inspect since the case is going to be open. His crank is subject to an AD. The associated service bulletin requires replacement if the case is opened, but the AD does not. He said the insurance has agreed to replace the crankshaft anyway. They said other than close cylinder inspections, it sounds like he’s fully covered. Larry was finding that the lean of peak indication on his Dynon would show that he was lean of peak before the cylinders were actually there. He found a short paragraph in the manual that says if he changes the horsepower percent rating, it works fine. He also describes a procedure in the Dynon that basically recreates the GAMI lean test. Mike describes how Savvy does the AI engine modeling. The amount of air or fuel going into the engine will be the limiting power factor. In rich of peak, fuel is abundant, so air is the limiting factor. In lean of peak, fuel is the limiting factor. Dave last ran his engine 7 years ago. He mixed oil and camgard, put it into a pressurized tank, and sprayed it under pressure into every place he could. He’s changed desiccant plugs, and had a dehumidifier running as well. If he has pitting he’s wondering if it’s dangerous to fly. Paul said airplanes don’t fall out of the sky because of pitting on the camshaft, and Mike added that they do fall out of the sky after taking off cylinders to look for signs of corrosion. Either the engine will make metal in the filter or it won’t, he said. If the filter is clean for the next 100 hours he dodged a bullet. Nothing that could be wrong corrosion wise is a safety of flight item. It’s a safety of wallet item. Paul said he would recommend changing the oil soon after running it. If the cylinders don’t look corroded the bottom end probably isn’t either, Mike said. Paul suggests he crank the engine with one set of plugs inoperative until he gets an oil pressure indication, and then start it normally.…

Ask the A&Ps

1
"Continentals burn valves and Lycomings stick valves" 1:11:57

18 روز پیش1:11:57

1:11:57

Valves are sticking all over as the hosts give advice on how to avoid pulling cylinders. Send your questions to podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Rick has a 182 with a new Pponk engine and he’s burning lots of exhaust valves. He’s wondering what he should change operationally. Paul said to borescope more frequently to find the asymmetric burn patterns before they need to be replaced, and if they start to have asymmetric patterns to lap them immediately. He recommends borescoping every 100 hours. Mike gives some initial results of Savvy Aviation’s borescope initiative, which after 100,000 images found that 7 or 8 percent of valves showed signs of heat distress. Twenty five percent of the engines had at least one valve that was heat distressed. About 85 percent of those valves were in the early stage of distress and could be lapped. Only about 15 percent were considered late stage. Brad has an SR22 with an IO-550 that had high oil usage. They pulled a cylinder, rehoned it and put on new rings. Later he started asking questions about torquing the through bolts, and the shop told him they held a wrench on the other side, but didn’t torque both sides. He’s wondering if he should go back and retorque the bolts. Mike and Paul think he’s probably ok. Bruce is sick of sniffing gas fumes. They installed new fuel senders and a digital fuel gauge in their 172. They followed the procedure to calibrate the fuel senders, but he’s having trouble getting it correct. He’s as much as two gallons off from what it should be. Paul starts by asking what bucket Bruce is using because the utility buckets from the home stores are unreliable as calibrated containers, he said. The other issue is the wet wing construction, which can lead to dams that make it difficult to fully defuel or refuel. Bruce has even accounted for temperature. He’s within half a gallon on one side, which Paul said is usually as close as you can get it. Ed is stirring the pot. He read that in an article in the American Bonanza Society publication that operating lean of peak is bad for engines. Obviously the hosts disagree, and a discussion of the merits of rich of peak and lean of peak ensues.…

Ask the A&Ps

1
"My airplane is a flying experiment" 1:06:15

۵ weeks پیش1:06:15

1:06:15

It's all engines all the time this episode. Rusty ones, sticky ones, and one that doesn't burn oil. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Ralph had to throw away his relatively new engine. His flying club has a 1968 Cherokee 180. They overhauled their engine, and the first annual looked good. On the second annual and after only 100 hours of flying, they had a stuck valve. Digging in they found extensive corrosion. Now past a second overhaul, they want to ensure it doesn’t happen again. The hosts focus on how much (or little) the airplane flew with the new engine. 50 hours a year isn’t much, especially if they weren’t regular hours. An hour a week is great, for example, and something like 4 hours once a month is worse. They advise Ralph use camgard, fly more often, hangar it, and use an engine dehydrator. Adam has a Cirrus SR20 on leaseback to a flight school with only 500 hours on it. A student was taking off, and around 900 feet they heard a bang, and experienced partial power and a loss of oil pressure. Lycoming took the engine back for an inspection. Sticking valves caused it to throw a rod. Mike said Lycomings often stick valves, and it’s something that should be expected. The manufacturer recommends a wobble test per Lycoming Service Bulletin 388C every 400 hours in airplanes and 300 hours in a helicopter. You can go a thousand hours with the new valve guides. Mike stressed that it’s also very important to be trained to detect morning sickness, which is usually the first sign of a valve sticking problem. If a cylinder doesn’t light up with the others on a cold start, or feel rough, it indicates valve sticking and the engine should be shut down right away and examined by a mechanic. Colleen suggests having an eagle eye on the engine monitor during the first startup of the morning. Mike said leaning aggressively, especially on the ground, can also help. Adam asks if Lycoming’s recommendation to run the engine up before shut down in order to clean the valves actually does so. Mike thinks it’s just inconsiderate of those around you, and maybe not terribly helpful. Jason runs mogas on his Cessna 182. Last year he was climbing through about 8,000 feet and the engine started to stumble. He added carb heat and a few other things, but the engine seemed to come back to life on its own. His Savvy account manager said it was probably vapor lock. Mike agrees with the account manager that the airplane was exhibiting vapor lock symptoms. He thinks it’s possible that a fuel line might be close to the exhaust or something else is warming the fuel before it gets to the carb. Paul suspects it might be the fuel line to the JPI engine monitor transducer. They recommend wrapping it the fuel lines in fire sleeve to see if that improves the problem. Thad has a 1977 Cessna 182Q. He had the engine rebuilt in 2021 and since then it has been “a rockstar.” He thinks it might burn too little oil. It’s only burning about a quart every 50 hours. It makes more chromium and aluminum than the lab is happy with. He wonders if the lack of fresh oil is somehow concentrating the contaminants. It’s possible he’s not getting enough lubrication on the cylinders, Mike said. The chromium can only come from the rings and the valve stems. Usually the problems with the valve stems come combined with increased nickel because they are made of an alloy. Mike said the aluminum in his report is ok, although slightly high. Thad said they’ve borescoped the cylinders and everything looks good. There’s still cross-hatching on the cylinder walls. The hosts are intrigued, but Mike thinks it’s faulty thinking. They debate how much metal stays in suspension though the process of adding quarts. Mike suggests keeping an eye on the filter, but otherwise to keep flying.…

Ask the A&Ps

1
"They put all their maintenance records on napkins" 1:02:17

۷ weeks پیش1:02:17

1:02:17

Chris is trying to make sense of his logbooks. He has a Cessna 172 RG and he and his partners had a few electrical issues recently. Some of the logbook entries went in the airframe book and some went in the engine logbook, and he’s wondering about the decision-making process involved in picking the proper logbook. Mike said there’s no requirements around which entry to put in which logbook, and in fact, there’s no requirement to have a logbook in the first place. It’s easier and retains the value of the aircraft, of course, but the need to keep a specific logbook isn’t based on regulation. The reason we use different logbooks, he said, is because if we were ever to sell the engine separately from the airplane, it would be nice to be able to include the record in the sale. If the item would move with the engine, put it in the engine logbook. Paul said his shop only puts the annual inspection in one logbook, and typically that’s in the airframe book. Brandon has a 1977 Cessna 182Q with a low-time engine. Every time he borescopes it he sees lots of lead buildup on the valve stems of the cooler cylinders. He’s wondering if there’s a way to run it hotter, or is there something he can add to the fuel. The hosts agree that it’s actually a mixture distribution issue, something normal and expected in the O-470. Paul had a 182 and he did a bunch of lean testing. When he would lean to roughness and roll it back only enough to smooth out the engine, he would have two cylinders lean of peak, two at peak, and two rich of peak. Mike suggests adding TCP to the fuel. The main downside is that it’s quite toxic, so careful handling is required. Scott is interested in pushing the boundaries of the maintenance regulations. He’s wondering if he is allowed to sign off an AD as an owner because the regs don’t specifically state it has to be a mechanic. Mike thinks it must be an A&P because they are inspections, and only A&Ps can do inspections. There are a few ADs that explicitly allow the owner/operator to perform them. Paul suggests that a lot of ADs require a maintenance action that is outside the scope of owner-performed maintenance as well. Mike is questioning Continental’s guidance that limits extended running below 2,300 rpm. He finds that his airplane runs smoothest at 2,100 rpm. Mike explains that the bulletin came about after an issue with Cape Air and their 402s. After a few in-flight engine failures, they grounded the fleet and started inspecting engines. The failures were caused by counterweight release with accelerated wear in the pins and bushings. Continental couldn’t find anything wrong with the parts, and they guessed that it was due to operation at low rpm. Cape Air was operating at high power, rich of peak. They never tracked down the real problem, and guessed this was the issue. Cape Air had gone from operating at 2,300 rpm to 2,200 rpm. Mike believes that if you are operating at high power and rich of peak, it might be worth observing the limit, but if you are operating at low power, or lean of peak, you can ignore it.…

Ask the A&Ps

1
"Keep torturing those airplanes...and students" 54:31

۹ weeks پیش54:31

54:31

John is a maintenance officer in a club, and he is wondering about tire ply ratings. The manual calls for 4 ply, but they often install 6 ply and he’s wondering if that’s ok. The hosts all agree that they have subbed in higher ply ratings when supply dictates. Paul’s rule of thumb is that he always allows a higher ply, but not lower. That’s because the ply rating relates to the weight of the aircraft. Heavier aircraft need higher ply ratings. They get into a discussion on retreads, which can cause issues. They like retreads, but caution that you must ensure they will fit in the wheel well on a retract. Paul worked on a 210 once that caught the skins when retracted. Doug instructs in Aerostars, and he has worked with a number of clients lately who want him to omit the engine-out portion of the training in order to avoid stress on the engines. There’s talk in the Aerostar community about heavy and light cases. Mike said not to worry about the case. Rather, cylinders that rapidly cool are the concern and that’s because the piston and cylinder are different metal densities and cool at different rates, which can lead to scuffing. They all agree the training is important, but pulling the power back slowly, rather than cutting the fuel, will help reduce the risk of engine damage. Paul makes the point that flight schools do this in Seminoles all day, and that he doesn’t hear of widespread issues. Failure isn’t a concern, Mike said. Scuffing is a wear issue. If it’s an issue, Paul said his pistons probably look terrible, but he’s not going to worry about it. He already borescopes regularly. And Mike said he will run an aux tank dry on a long flight. Jason has a Comanche 250 with some electrical issues. Throughout the flight the bus voltage will come down. After landing and taxiing in the voltage climbs back up, and rests around 13.8. Recently after takeoff, the low voltage alarm flashed and went to 10.8 while raising the gear. The hosts think it’s a voltage regulator issue, where it works when cold but not warm. Paul said he thinks of voltage as an indicator of whether the system is working and the amps as an indicator of how hard it’s working. It should be around 13.8 or 14 when working properly. Colleen said she had an electrical issue where her JPI would go offline when she would cycle the gear. Under the panel she found that there was a loose connection on the shunt, causing high resistance. Jason’s issue could be at the circuit breakers, voltage bus, voltage regulator, or any number of places. One way to easily troubleshoot is to see if he can find anything hot by running his hands along the wires. Or look for discoloration, Paul said. Steve writes in asking about oil coolers. During his recent engine overhaul the shop asked if he wanted a congealing or non-congealing oil cooler. Congealing is bad, he thought, so he elected to go with non-congealing. But he lives in Arizona and he’s found the engine runs a bit hotter with a higher oil temperature in long climbs. He’s wondering if he made a mistake. Non-congealing oil coolers have a solid line running through the middle that passes warm oil through the cooler at all times. Mike thinks it’s possible the non-congealing has less cooling capacity because it has less surface area.…

Ask the A&Ps

1
"Shame on you for even thinking about it" 57:33

11 weeks پیش57:33

57:33

Should you trade your aging airplane in anticipation of higher repair costs on your current bird? Mike, Paul, and Colleen have a strong opinion on this. Plus, sticky valves, taking good care of turbos, and engine monitor set-up frustrations. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Scott has a Tecnam P2010 with a Lycoming IO-390. He’s had a few instances where cylinders dropped off, the engine ran rough, and then they quickly came back on. It was followed by morning sickness. In essence he had a sticky valve. He found that his CHT temperatures were quite low. At altitude, running the airplane at best cruise power, his CHTs are about 350 degrees. In climb if he leans he can get three cylinders over 350. Mike said he wouldn’t stress about the CHTs, but he would borescope the cylinders to verify that there isn’t too much build-up. Yuriy has a new-to-him 2010 Cirrus SR22 that’s turbonormalized and he’s looking for some tips on taking care of his turbos. He flies lean of peak at 28 inches. He is limiting turbine inlet temperatures at 1,500 degrees. Mike thinks 1,500 is excessively conservative. The red line is 1,650 degrees, and Mike tries to keep his at or below 1,600 degrees. He also doesn’t subscribe to the one inch per minute reduction of manifold pressure. Lycoming at one time published a document that said not to cool CHT more than 60 degrees a minute. Mike’s engine monitor alarm is at 30 degrees a minute, and he said it doesn’t go off very often. He also doesn’t cool the turbo on the ground before shutting down unless he had high power right before landing for some reason. Wade has a Cessna 185 with an IO-550. On his last annual he had a few burned exhaust valves. He’s trying to avoid higher maintenance bills in the future. Paul tries to make Wade feel better by telling him that burned valves have nothing to do with how he’s operating the engine and everything to do with the lead in avgas. Going through his operating technique, the only suggestion they have is for Wade to lean much faster, and avoid using the lean find feature. The green arc on his manifold pressure gauge is also wrong. He was worried that he’d have to take off at partial power in order to stay in the green arc on the gauge. The hosts discuss how to reprogram the display. Matt doesn’t want to throw good money after bad. He’s wondering how long you should hang on to an airplane as it ages. He has a 1977 Cessna T210. Parts are starting to get scarce. It’s hard to find qualified mechanics. He feels like he wants a great airplane that lasts him well into the future. The hosts all agree that it’s better to hold on to the airplane he knows, and not to worry about 210 parts availability, at least when compared to other airplanes.…

Ask the A&Ps

1
"If that doesn't work you've got the flame thrower option" 1:05:24

13 weeks پیش1:05:24

1:05:24

Ever wonder how the flap system in a Cessna works? This episode Mike, Paul, and Colleen take a deep dive on the system, plus engine vibrations, leaning for high altitude takeoffs and go arounds, and getting bees out of a restoration. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Ken is experiencing vibrations in his Cherokee at certain throttle settings. After installing an engine monitor he discovered that with the throttle at roughly 90 percent full he could induce the vibration, but then quell it by using the mixture. He could see that a cylinder was going offline at full rich, but came back online when leaned. Mike suggests that he needs to lean in the climb to compensate for the overly rich mixture, but Ken said he’s also able to stop the vibration by reducing the throttle setting but keeping the mixture full rich. The hosts still think he’s too rich. They recommend leaning in the climb and keeping the EGT constant as he climbs. Ken also noticed that the cylinder that goes offline is also an outlier on the engine monitor. They tell him to do a GAMI lean test and an induction leak test to try and isolate whether he has a problem or just a poor mixture distribution. Find the test Mike described on Youtube: https://youtu.be/_VfiPuheeGw For more on the induction leak test Paul described: https://www.savvyaviation.com/wp-content/uploads/savvy_pdf/Savvy-Flight-Test-Profile-Expanded.pdf Marcus has a first generation Cirrus and he wants to ensure he is leaning properly for high-altitude takeoffs. Paul said to put his EGT around 1,300 or 1,350 degrees, which will put him close to the Cirrus chart, but is more accurate. For high altitude go arounds, Paul knows his fuel flow at around 1,300 degrees EGT, so he just sets the fuel flow to the expected amount. Luke has been having an issue with the flaps coming down in his 182. What follows is a loooooonnng and detailed description of the Cessna flap system. Blythe was restoring his family’s Cessna 150 and found a bunch of mud daubers. The inspection panels allowed him to clean out some, but he assumes there are more that he couldn’t reach. Paul said the potential corrosion is a key to the solution. He said the bees don’t like to build nests on corrosion inhibitors. He also said to make sure to check up the vertical stabilizer, which is a popular spot. Mike said he’s had luck with moth balls in other machinery.…

Ask the A&Ps

1
"Your airplane is on a full-time IV drip" 1:08:56

15 weeks پیش1:08:56

1:08:56

Can one high oil pressure reading forever alter your engine? Mike, Paul, and Colleen answer this question, plus the quirks of the O-470, compression test redemption, and repairman certificates. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Everett is wondering if his oil pressure is forever altered. He has a Piper Colt with an O-235. The pressure used to be 75 psi, and on a flight the oil temp spiked and the pressured went up to 85 psi. Even after cylinder work, the temperature and pressure have remained high. Paul starts by asking if he’s sure the indications are correct. They suspect a blockage somewhere, although there’s no oil cooler on the O-235. They suggest getting a manual to check for the engine’s entire oil pathway and follow it to see if he can find a blockage. Randall wants to know if the hosts are too hard on compression tests. He asks whether they hold any value. Mike said there’s no harm in doing compression tests, but that one should never change or overhaul a cylinder with compression numbers alone. Knowing where the air is escaping does offer some value, they say. There’s not much you can discover on a compression test that you wouldn’t discover on a borescope inspection that impacts safety of flight, Paul said. Manuel asks how EGT and fuel flow relate on his Cessna 180. He’s seeing a spike in EGTs before they come down again on takeoff. The low compression O-470 will have higher EGTs, especially on takeoff. Mike said Manuel's engine monitor is configured for a carbureted engine, and thus puts a big time delay and smoothing function on the fuel flow. Without the smoothing, the fuel flow would wobble up and down often, making it hard to read. That’s why fuel flow indications rise so slowly after adding takeoff power. And bu slowly adding power, Manuel is delaying the addition of the enrichment function of the carb, which is why he’s seeing a delay for the EGTs coming down. Marty is trying to understand repairman certification limitations. He’s done some work on his prop, magnetos, and so on, and he wants to make sure it’s all been legal. Mike said as he understands it, you basically have unlimited authority to do what you want on your airplane. The common sense rule applies, which is to get a demo or some instruction before you do it for the first time.…

Ask the A&Ps

1
"You don’t know if he’s going to hit you with a wrench or a lawsuit" 1:09:51

17 weeks پیش1:09:51

1:09:51

Should you overhaul an engine based on oil analysis? The hosts answer this question, plus fuel pumps, valve grinding, and a pesky hot cylinder. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: David is worried about the relatively new IO-470 in his Bonanza. His oil analysis history shows a lot of aluminum, and recently, high on all metals. The narrative said to check for crankcase fretting. Paul said he would check the torque on the through bolts for piece of mind. Mike said he’s not particularly concerned about any of the numbers on the report. He said oil analysis is only a trend monitoring system. Once you establish a baseline you look for major diversions from the report. Colleen disagrees and said they aren’t stable, but have been increasing. There’s nothing that would cause all numbers to go up unless there’s dirt or a bad sample. Paul then details how David can use his borescope to look at the cam, a few lobes, lifters, and so on. It might not give him any information, but it could give him some reassurance that things are ok. Colleen suggests inspecting the pick-up screen if he can. Mike said he would never tear down an engine based on an oil report. Maurice wants to know about the fuel pump on his Mooney M20J with a Continental IO-550. He has an altitude compensating fuel pump, and he wants to know how to use it. Mike explains that it automatically leans for you in the climb. Once he’s ready to lean in cruise, it’s time to lean manually. Jared is ready to start grinding some valves. As he gets deeper into lapping valves in place, he’s wondering what sort of threats there are. Is it maintenance to the extent of being subjected to potential maintenance induced failures? Is it better to wait until a valve needs it, or could it be done pre-emptively? Mike said he wouldn’t necessarily do it pre-emptively, but if he sees any sort of potential deposits then it can be worth doing it. Paul said they go through an inspection process afterwards, including making sure the grinding compound is cleaned up as well as possible, that the valve keeper is properly in place, and that the bolts holding the rocker shaft holds are torqued properly. Paul said it’s critical to get another set of eyes and not check yourself. The hosts haven’t heard of any failures from lapping. Chris has an O-540 in his Cherokee 6 that was recently overhauled. His number 6 cylinder spikes up to 450 degrees CHT on takeoff and he can’t figure out why. Mike looked at his data going back before the current engine and found that even the old engine had high temps on number 6. Chris finds that the cylinder also run the leanest. Paul suggests it could be an induction leak.…

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1
"There's a serious brain drain in aviation maintenance" 1:04:12

20 weeks پیش1:04:12

1:04:12

A 182 mysteriously losses power and the hosts struggle to explain why. Plus, basic engine temperature theory, confusing ADs, and why it's so hard to find good help these days. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Andrey was flying low and slow on autopilot for a mission when he noticed the airspeed dropping. He saw a drop in rpm, and an increase in manifold pressure. He also saw very low oil pressure. He added power, climbed, and returned to the airport. After landing, he checked the oil level and everything was fine. On a run-up check after talking to his mechanic, the engine stumbled. A new oil pressure sensor seemed to have fixed the issue, but he’s wondering if that’s really what was wrong. The hosts agree that it sounds like Andrey was having two issues because a drop in oil pressure shouldn’t impact engine performance. A big drop, or complete loss, will impact the prop governor, but not in the way Andrey experienced. After looking at the data they wonder if there was also something working through the oil pressure relief valve. Willie has a Cessna 310T and is confused about the exhaust AD. He’s getting conflicting information from mechanics and 310 experts. Mike was involved in the fight surrounding this AD, which is so confusing that the FAA had to issue an SAIB after the AD to explain it further. Yet the community is still confused, with the top Twin Cessna shops divided on when the AD should be complied with. Mike said it’s his opinion that it happen at overhaul. Others believe it’s 12 years. Andy is a maintenance manager and wants to know how to teach troubleshooting skills. Paul said in his experience techs can troubleshoot in their heads, do it via manuals and diagrams, or not do it at all. The process should not be, let’s go change this part and see what happens, he said. It should be, let’s go test something and see what we learn from the result. Relatively few mechanics are talented diagnosticians, Mike says. It requires a different skill set. Mike discusses Savvy Aviation’s new mechanic troubleshooting service they are working on. Royce wants to know if power equals risk. For example, if you have a higher compression engine or a turbo engine that produces more heat, will that impact EGT? Are peaks different based on the engine? Mike said CHT is basically measuring how much heat is present during the power stroke, while the EGT is measuring how much energy is being wasted out the back door. Paul said you can see this with an in-flight mag check when EGT goes up and CHT goes down. Running on only one plug shows how it’s more wasteful. Compression ratio is the big determining factor in the level of peak EGT. A higher compression engine will waste less heat, and thus have lower EGTs.…

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1
"Check it, log it, and then relax" 1:16:32

22 weeks پیش1:16:32

1:16:32

Can you have a prop strike without a prop? This is one of the more unusual questions the hosts have faced. They also track down a carbon monoxide leak, advise on Continental rpm settings, and help an owner who likely had a pre-ignition event. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Robert is an A&P who is trying to help a flight school track down a carbon monoxide leak in a Cherokee. An instructor had a carbon monoxide event, took up a monitor, and found that it was reading at least 300 ppm. The exhaust and heater shroud were replaced, but the cabin was still getting more than 10 ppm. He’s wondering if there is a maximum level allowed in aircraft. Mike said Car 3 didn’t have a maximum, but that Part 23 says 50 ppm is the allowed maximum under current regulations. Hypoxia and carbon monoxide are cumulative, and he said his current comfort is below 20 ppm. He also said leaning impacts CO levels. Peak or lean of peak EGT lowers CO. How it gets in is a bit of a mystery sometimes. He said there was a case where Mooneys with air conditioning were drawing in air from the intake on the side of the airplane. Paul said in a Cherokee it comes in via the forward wing attach point. There is supposed to be insulation to stop it from coming into this area, but over time they are taken out or lost. It’s often not from the engine compartment. It’s through the belly or downstream from the exhaust pipe. John wonders if you can have a prop strike without a prop on the engine. He bought an RV9 with the engine on, but no propeller. He loaded it into the back of a box truck. Stopping partway to check on it, he found the tie-down straps had slipped and the airplane had be banging around in the truck. He’s wondering if he should be concerned, and what he should be checking for. Paul said to put a dial indicator on it and check to make sure it’s less than .005. Some of the bolts on the Van’s prop simulator were lose, and one was hard to screw back in. Paul said he would be surprised if there was any damage. Jesse has a 310 with Continental engines and he’s wondering about the service bulletin that recommends maintaining 2300 RPM in cruise. Previously the hosts said it’s probably good advice when rich of peak, but you could ignore it lean of peak. He wonders if he should go lean of peak first, and then pull the prop back, or is going to a lower rpm first ok? Mike thinks it’s sufficiently brief that it won’t make a difference. Rick had an infant mortality issue with his Mooney. His A&P found valve wear, oil though the rings, and corrosion on the engine, which only had a few hundred hours. He did a top overhaul, flew for 27 hours with the propre break-in procedure. About 30 hours later he got a high CHT indication on a descent, followed by dropping oil pressure. The belly was coated with oil and only 2.5 quarts were left. They found broken rings on 3 of the cylinders. They took off the electronic ignition, but are looking for ideas as to what may have happened. Mike found Rick’s data, which showed the CHT event was in cylinder #1, and the temperature rose at around .7 degrees per second. That approaches Savvy’s rule of thumb that anything at a rate of a degree per second or higher is a pre-ignition event. The hosts think it's possible the electronic ignition was the culprit. He thinks the broken rings may be an unrelated event. Colleen said improper ring installation could have caused the new ones to break She also suggests checking to make sure he doesn’t have a cracked plug.…

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1
"There’s a reason they call these amateur built" 59:49

24 weeks پیش59:49

59:49

How to identify CamGuard in an oil analysis, erratic idles, how to check the oil, and what the wrong prop does to an engine are on tap for the latest episode. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Tan has a 1968 Piper Arrow 180. He has an erratic idle as the engine warms. Mike and Paul said it sounds like maybe sticky valves. He and his mechanic haven’t done the wobble test. It almost can’t be a spark plug, Mike said. Colleen said it could be an ignition harness. Paul suggest he could do an in-flight mag check to help verify. Even though it should start with morning sickness, Paul said it’s not unlikely that it’s a sticky valve. Fuel could also be an issue, as they’ve cleaned the injectors, which Mike, Paul, and Colleen think they induces more problems than it solves. Dicky is concerned about his last oil analysis report. Some of his wear metals are much higher since he’s been using CamGuard, and he’s wondering whether that’s normal. High calcium and high phosphorus are CamGuard’s signatures on an oil analysis, according to Mike. One thing Mike noticed that Dicky didn’t ask about was high silica, indicating dirt in the engine. High silica usually brings high wear metals because the dirt acts to scrub the cylinders. Dicky said he had a problem with his air filter box, and had replaced a part. Enock is trying to settle a flight school debate. He checked the oil and the instructor asked if he screwed the dipstick back in when checking it, or if he just tapped the stick to the top of the tube. Everyone he asked at the school had a different answer. Paul said he screws it back in to check. Colleen agrees. Mike said all the readings should be taken with a grain of salt. He recommends running about two-thirds full. Many type certificate data sheets have a minimum level. And the only somewhat accurate reading is the first one of the day when the oil has time to fully drain back into the sump. Rex is doing his best to follow the hosts’ leaning guidance. He has an RV-8 with an IO-360 engine with high compression pistons and e-mags and a fixed pitch propeller. He isn’t able to lean full throttle, but he can at cruise power. Mike clarifies that the guidance to leave the throttle full forward was for constant-speed propellers. Operating lean of peak slows the combustion event. The flame front takes longer to propagate. Engines don’t like lean of peak if the rpm is too high because the faster speed of the engine doesn’t like the disparity. Mike said he lowers rpm while keeping the throttle full before he leans. Then Rex makes an off-handed comment about his prop pitch, which the hosts quickly pick up on. They are convinced he has the wrong prop. He’s only getting 2400 rpm at full power in cruise. He also had a denotation event, and is trying to determine what the normal timing is supposed to be.…

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1
"Don't open up the fuel system if you don't have to" 1:03:39

26 weeks پیش1:03:39

1:03:39

Clogged injectors, how to care for an engine while training, avoiding costly altimeter checks, and engine design considerations are on tap for this episode. Email podcasts@aopa.org for a chance to be on the show. Join AOPA to become a member of the world's largest aviation community at aopa.org/join Full notes below: Marko’s engine had a strong revving sound on takeoff. He saw that he had an EGT above 1,800 degrees and one that was below baseline. A run-up after landing made it seem like it one cylinder wasn’t firing. A borescope inspection revealed nothing unusual. A subsequent check of the injectors found that there was debris in one. His mechanic suggested it was a blocked injector. He’s wondering what would cause that. It turns out this event was soon after the annual when the injectors were cleaned. The hosts agree that the maintenance is clearly what caused the clogged injector. Mike said this is such a delicate operation that he thinks it’s almost as if the fuel system should only be cleaned under sterile conditions. Colleen said she used to clean hers, but now doesn’t because she knows the risks. Paul colorfully describes the problem of cross-contamination. Dylan teaches in a carbureted Seminole and he wants to treat the engines well, and is looking for best practices. He mentions shock cooling, which the hosts quickly debunk. The school’s engines are over TBO and they’ve never had to replace a cylinder. Obviously whatever the school is doing is working. He’s also wondering about failing the engines. Lycoming recommends failing the engine with mixture, but many people like to shut off the fuel. Mike said he wouldn’t worry about shutting the engine down from the fuel selector, and that it shouldn’t introduce air or other issues. Mike worked in the auto industry for many years, and he works on his own airplanes as much as possible. He’s wondering why aircraft engines don’t have ventilated crankcases. Mike said crankcase ventilation is primarily for environmental reasons. And piston aircraft engines have significantly more blowby. You don’t want to keep it in the crankcase. He said air/oil separators return a lot of junk back with the oil. You want the filth to leave as much as possible. Doug has three altimeters in his airplane, and he’s wondering how to save money on the checks. Mike thinks he shouldn’t be charged three times for three checks because you hook up the equipment once, and adding on a second or third altimeter doesn’t take too much additional time. Each check includes about five tests, according to Paul, and each has to be separately documented.…

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1
"The engine didn't explode" 1:02:12

28 weeks پیش1:02:12

1:02:12

Mike, Paul, and Colleen sludge through oil pumps that lose prime, skipping an oil filter change, and using the right oil in this Texas tea-themed episode. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org Full notes below: Mike has a Cessna Bird Dog with an oil pump that isn’t cooperating. When he lets the airplane sit for a month or more, he doesn’t have oil pressure on the first start up. He’s conceived a workaround of pumping oil by hand into the engine and turning the prop backwards. Paul and Mike both describe having experienced this issue with Continentals. Mike said that Continental told him to prime the pump by removing the top spark plugs and pressurizing the case with shop air while you move the starter. Paul said they will unscrew the oil filter, fill it with oil, and then put it back on. Cameron is trying to protect the Aeronca that’s been in his family for decades. He thinks using thinner oil sounds good because its viscosity helps after not starting for a long time, but the thicker W100 might better protect? He flies mostly in the winter, but he preheats. Mike thinks his strategy to use W100 when it’s warm and multiweight is good for colder temps. Paul likes multiviscocity so he doesn’t have to worry about temperatures. Chuck is an A&P with another job, and he’s considering maintenance side hustles. He’s thinking of offering aircraft weighing services. He can either defuel aircraft or completely fill the tanks prior to going on the scales. Advisory circular 43-13 is unclear about which approach is better. Paul has always thought it strange that proper weighing procedures are in the POH, and not the service manual. That’s the first place to check, and the procedure that should be followed first. If there’s no procedure you go to the AC. He finds that most airplanes must be de-fueled first. Mike says to use FAR 43.13(a), which says that the mechanic must use the procedures in the maintenance manual, or acceptable practices and techniques. The AC has a note at the beginning saying that it’s only to be used if the manufacturer doesn’t have a process. But given that the procedure is in the POH, and not the maintenance manual, Mike suggests Chuck can pick and choose the way he weighs the airplane. Jared is looking for a more permanent oil filter solution. First he wonders if he can skip changing the filter when changing the oil, in part because they were hard to get at one point. Paul said the only time it’s required to change the filter is during annual, when the IA is required to inspect it. Mike said he would like to inspect the filter as often as possible. He considers it the most important thing to do to monitor engine condition. Although people have taken their filters beyond 100 hours, there is oil analysis data showing that it’s a bad idea. The hosts then discuss reusable oil filters. Mike changed to reusable filters prior to Oshkosh, and has been initially pleased with the results. The Challenger filter comes off, the filter element comes out of the can, and the filter then washed. He was astonished by what came out of the filter because it’s easier to see what comes out after washing versus having to see what’s in the pleats of a filter.…

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1
"When they go bad the engine is toast" 1:02:47

30 weeks پیش1:02:47

1:02:47

Lean of peak is causing odd vibrations in a Commander, and the hosts discuss proper troubleshooting. Plus carb heat on the ground, dehydrators, and parts no longer manufactured. Email podcasts@aopa.org for a chance to get on the show. Full notes below. Chip said his mechanic is concerned about lean of peak because we don’t know the actual temperature at the valve, as the temperature is taken downstream. Colleen makes the point that EGT temperatures are fine because it’s well below the valve limit temperature. Mike said valves burn only when they don’t seat properly. They shed their heat through physical contact with the seat at the cylinder head. They also shed it through the valve stem. Detonation once flying lean of peak isn’t a concern. It’s getting to that point that’s the biggest risk. Paul suggests that once you know the fuel flow at your desired power setting you can lean straight to that fuel flow and not worry about EGT or CHT until it’s set and stable. Chip is also concerned about a vibration in the floor of his Rockwell Commander. Mike suggests he do some testing to help isolate the issue. If it goes away at certain rpms, then it suggests that it’s an engine-based issue. At a constant rpm but with changing pitch, it suggests a potential airflow or airframe source. Frank is questioning the logic of the Luscombe handbook. It says to put the carb heat on for takeoff. It’s also placarded that way on the panel. The hosts can’t figure out why this would be required. The hosts suggest he ignore the handbook and operate as he would in other airplanes, in part because the engine would be breathing unfiltered air while on the ground. Bill has a Cessna 180 on floats with an O-470-50 engine. For the last few months he hasn’t been flying as much and he wants to preserve the longevity of the engine. He is looking for details on engine dehydrators and whether they actually work. Colleen looked through some research and found that those who had done some side-by-side testing had found good results. Mike said Tanis found that people who ran their heaters all the time were causing corrosion, but that if they use engine dehydrators they are fine to run the heater all the time. In other words, they seem to work. Mark is pushing back on airport naysayers that tell him autofuel is dangerous. He flies airplanes with older, small Continentals, and with all the info that has come out on the transition away from 100LL, he’s wondering if he should be worried. Mike said running on autofuel is the best thing he can do for his engine. People tell Mark he has to run at least half low lead. Mike said they’ve never seen issues with low compression engines running on autofuel. Mark flies from an airport a mile high, and locals are also telling him that vapor lock is also an issue.…

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