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.

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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. 

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.

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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. 

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 [email protected] for a chance to be on the show.

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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.

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 [email protected] for a chance to be on the show.

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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. 

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 [email protected] for a chance to get on the show.

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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.

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 [email protected] for a chance to get on the show.

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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. 

Rough idle, electronic ignition basics, airplanes to avoid (or not), and the difference between detonation and pre-ignition are on tap for this episode. Email us at [email protected] for a chance to get on the show.

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Stephen wants to get the engine on his Cessna 206 purring. At idle the engine stumbles down to 600 rpm. It never quits, but doesn’t run smoothly either. Mike asks if they’ve done an rpm rise test at 600 rpm. Paul explains it’s part of the installation process of a new engine. You set the engine at a set rpm, then pull the mixture back slowly to get a 25 rpm rise. More than 25 rpm means it’s running rich. Less than 25 rpm means it’s running lean. Engines don’t come out of a crate ready to go. They need to be set up properly. Mike also said that landing with full mixture rich is an issue as well. He said there are only two times you should have full mixture. One is when starting cold, and the other is when applying 100 percent power (at lower density altitudes).

Mark is interested in electronic ignition for his 210, particularly the Surefly. Paul loves the Surefly on his airplane. He doesn’t love the advanced variable timing. He thinks a bit aggressive. But it is selectable, so you can turn it off if you like. Mike said he would try it with the variable timing on, and only turn it off if the CHTs are too high. Colleen said her husband has done the dual Surefly on his Legacy. He has higher CHTs, but not unacceptably high. The fuel burn is also lower, but the biggest benefit is easier starting.

Erick is looking for any angle to justify buying his first love, a Cessna 337. He would prefer a turbocharged Skymaster. He’s wondering if there’s any hope for the future of these engines being affordable. You must go and buy a turbocharged Skymaster, Mike said. The engines that Mike has previously been worried about are on the pressurized Skymaster. The turbocharged engines are rated at 210 horsepower, and the pressurized ones are rated at 225 horsepower, which he thinks impacts longevity. He thinks engine longevity is related to horsepower per cubic inch. An O-470 is about .5 horsepower pre cubic inch. The TSIO-360 is around .625 horsepower per cubic inch.

Warren is wondering if detonation caused a power failure in an accident he’s studied. The NTSB data shows that the cylinder reached about 700 degrees, and it went up by about 1.3 F degrees per second. Mike said CHT increases greater than 1 degree per second can only be caused by a pre-ignition event. It means that something in the cylinder was either acting like a glow plug, or if there’s a magneto failure. A cracked spark plug insulator can act like a glow plug, for example.

How do you know when to replace certain parts? They begin to talk to you. Find out what, why, how, and when when Mike, Paul, and Colleen tackle this and other questions. Email [email protected] for a chance to be on the show.

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John is part of a club that owns a Cessna 172. Another member told him he shouldn’t move the rudder by hand when he preflights. Mike said to make sure he pushes it at a rivet line to ensure he doesn’t bend the sheet metal, but otherwise it’s ok. Paul describes how the system is built. He said in a Skyhawk the rudder pedal tension is created by springs that pull them toward the firewall. There’s not a cable tension spec. The steering bungees are between the rudder pedals and the nose gear. If you get in and push the pedals when stationary, you are putting stress on the bungees.

Jarek wants to know if the FAA has lost its mind. He is wondering about the FAA’s AC 20-105, which says that engines that run past TBO have a higher rate of failure, and that engine overhauls at TBO are usually cheaper than those that are run beyond. Mike said Lycoming had previously issued a white paper that said that the typical lifespan of a crankshaft was 14,000 hours. Camshafts have corrosion issues, and don’t cause failures, and sometimes gears need to be replaced. But rarely does time impact safety. There are people inside the FAA who disagree with the policy, Mike says. On one hand they require manufacturers to set a TBO. On the other hand, they tell Part 91 operators that they can ignore it. Typically engines that fail that have run beyond TBO tend to be not related to age, but because of maintenance resulting from the fact that the engine is older. In fact, it’s usually the opposite, Mike says. Lower time engines typically fail because of infant mortality.

Aaron and a partner recently purchased a Seneca with turbo Continental TSIO-360-KBs. They installed new intercoolers and the manual revision suggests new power settings. He’s ignored the chart and is flying around 30 inches lean of peak. Mike said the chart is interesting if you are operating rich of peak, but irrelevant lean of peak. The power output of the engine is determined by whichever component is in shortest supply. Rich of peak, you have more fuel than you need, so power is controlled by air through the throttle and the prop. Lean of peak, fuel is in shortest supply, so power is controlled through the mixture. He would run a slightly reduced throttle, just to avoid overworking the turbos.

Rory has a Cardinal that he bought 12 years ago, and he hadn’t ever changed the ignition wires. So he started to wonder about when and why to change them. The hosts agree that if a wire fails it feels like a stumble or mis-fire because it just takes one spark plug offline. They say to run them on condition, and only change them when they start talking to you through mis-firing.

Metal in the filter, starting problems, and mechanics who don't understand the definition of installed are on tap this episode. Email [email protected] for a chance to be on the show.

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Roger has a Mooney M20J that has developed an odd starting problem. Over the past few years he’s had to increase the time the boost pump runs before the engine will start, and even then it sometimes doesn’t fully catch. Paul suggested that the bellows inside the flow divider could be bad, which would cause it to perform poorly. Mike also suggested that the idle mixture could be set incorrectly as well. An rpm rise test can verify if it’s correct.

Craig has a 182 that he uses to go back and forth to his fishing cabin. He took the back seat out and he wants to add in some plywood in the back to protect the structure. He isn’t planning to affix it in any way other than Velcro. His A&P told him to avoid doing this because the wood isn't burn certified. But without installing the plywood with a structural fastener, it’s not technically installed and he can carry it however he likes.

Malcolm has an 182 with the Texas Skyways conversion, and it hangs up during the starting sequence. They’ve replaced the starter, bought a battery tender to check the battery, and more. It’s so obvious what the problem is, Mike says. This is a classic and common problem among Continentals. The starter drive adapter is bad, the hosts say. He can have the part repaired and it should no longer be a problem.

Aaron found a significant amount of metal in the oil filter on his Piper Cherokee 140. There was aluminum in every pleat of his filter after only about 15 hours. They were thin, but large flakes. The pieces were too big to even show up in an analysis. No other metals were elevated in the analysis. Colleen suggests that it could be from the oil pump impeller, but since he only found oil in the filter, and not in the sump itself, he thinks it’s coming from the pistons. Mike said piston pins migrate back the other direction, which often means it’s self-resolving. As it turns out Aaron knew the answer. He removed all four cydlinders, and two of the piston pins were severely worn. They also found ring chatter. Mike said Superior has had issues with ring chatter and they’ve tracked down the manufacturing problem and replacing the cylinders under warranty. 

An airplane that hasn't flown in 8 years quits when going to full power. A turbocharged Mooney meters out less fuel as it climbs. Mike, Paul, and Colleen tackle these questions and many more in this episode. Email [email protected] for a chance to get on the show.

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Eric is having trouble with his Aero Commander. The engine has only 150 hours but sat for 8 years. After an extensive annual, they test flew it. One of the engines dies at full power, but runs fine at partial power. The flow dividers were checked, the fuel lines were blown out, and the fuel servos were bench tested. Colleen suggests that it could be a blockage of the exhaust, especially given the long sitting time. Paul thinks it’s possible that a lack of air supply could be a problem. They suggest opening the alternate air to see if that fixes it. Paul said he would go through the entire induction system to verify it’s clear and open.

Will is struggling to get the fuel system set up in his turbo Mooney. As he climbs he says the fuel pump is decreasing fuel pressure. The manifold pressure starts to decrease when fuel pressure gets low in the upper teens. Mike said there’s nothing wrong with the manifold pressure or upper deck pressure. The line from the upper deck pressure to the fuel pump aneroid is bad. The aneroid thinks it’s seeing lower pressure as he climbs, even though it shouldn’t. He thinks there’s a leak in that line, the aneroid, or the upper deck pressure. He suggests pulling the b-nuts and replacing the seals first.

Jim is wondering about how to lean when flying low in a formation fly-over. With 10 airplanes and lots of throttle changes back and forth, it’s hard to know how to lean. Colleen suggests doing some tests at the same altitudes not in formation to see what sort of power settings he’s at and apply it based on those tests. Mike said he would lean to around best power.

Jason is a partner in a 182 and a potential new partner went for a test flight and found a potential issue. The rpm dropped 150 to 170 during the mag check, and he refused to fly the airplane. So he’s wondering if the pilot was overreacting or if he was right not to fly it. Paul said EGT rise is a better indicator than rpm drop. Very little drop or no drop could mean the P leads weren’t connected. Mike said bigger drops, like 300 rpm, should prompt a timing check. Switching to one plug has the effect of artificially retarding the mag timing. If it’s already retarded, that can make a large drop