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You'd have to ask them if they had that shroud off the muffler at annual. They likely didn't. I have found the screws rusted into the tinnerman nuts on those things even though we have the AD that forces the inspection. And that rust doesn't get that bad in one year. Nor did that crack form just...

Check the risers between the mufflers and the exhaust ports on the heads. Those crack next to the welds, too.

Yes. From the Canadian Flight Instructor Guide, under the discussion of Primacy: 4. While the student is performing an exercise, supervise the actions very closely. Stop the student as soon as any performance error is noticed and teach the correct method. Close supervision means - NEVER allow a...

The nut comes off but there's still the pin's threads and its fat end sticking out. In that first picture, a bolt is used rather than a taper pin. Likely depends on airplane serial number. You might get lucky and find a bolt in it.

That's exactly why Canada has that AD to force an annual/150-hour inspection on that stuff.

Not likely. That taper pin sticks out, as does its nut, and it won't fit though the bushing in the panel on the way out. One might be able to get it out by dismantling the bushing assembly from the panel. Dunno; never done it. I do remember having to drill that taper pin once, from the...

The Baylor University paper says this: So we go to the FAA's STC site, https://drs.faa.gov/browse/STC/doctypeDetails where all STC holders are listed alphabetically, and see if Baylor is listed as an STC holder: Nope. Not there. So we check the names of the authors of that study, as...

So, let's see who certified what: The certification was by Baylor, NOT BY THE FAA. Critical difference there. Show me in that document where the FAA certified the O-235s and O-540s to run on ethanol. https://afdc.energy.gov/files/pdfs/2896.pdf Sure. The Baylor studies from the '90s. If the...

If it's starting to burn, it's beyond lapping.

Looks like it might be starting to burn. What is the compression like in that cylinder? Can you hear leakage at the exhaust pipe?

Stratoflex had to get certification for that.

As usual, a whole pile of bunk. Lycoming's SI 1070 gives the specs for fuels their engines are certified to use: https://www.lycoming.com/sites/default/files/attachments/SI1070AB%20Specified%20Fuels.pdf Ethanol is NOT LISTED at all. If we go to the Type Certificate Data Sheets for those...

I would be. Every time a manufacturer makes a change, the product has to be tested and certified again. So we are often stuck with the ancient polymers. For instance, the Cessna nosegear oleo has a bad habit of ripping its O-ring seal in cold weather/ That seal shrinks and grabs the piston, and...

The oil is drained out and preservation oil put in, and the engine run for a few minutes. https://www.shell.com/business-customers/aviation/aeroshell/knowledge-centre/technical-talk/techart09-30071425.html

Weak spark can do that. Might be mags, leads, or plugs, or all three. The accelerator pump has a piston with a cup seal, not a diaphragm. There are tiny check valve balls that might be stuck due to varnish from dried-up fuel. Weak spark, again. The mixture will tend to lean as the throttle is...

The deterioration may not be reversible. Many years ago I was the shop foreman in a heavy-duty brake component remanufacturing plant. Most of it was air brake related, but we did do the hydraulic boosters for medium-duty trucks as well. Some of that business was rebuilding boosters in systems...

Replace both the master and starter solenoids. They get old, and the starter solenoid actually suffers more due to the arcing when it opens and the inductive voltage spike from the starter jumps the contacts. If either the master or starter solenoids have any resistance, even 1/50th of one ohm...

In ten years or less! Fly right from your driveway! Oops. That was published in 1957. Still don't have anything like it, whether electric or IC powered. If IC engines, or even turbines, aren't light and powerful enough to do it, what makes us think that batteries will do it? We old guys are...

It won't fire like that, alright. But the belt isn't fully seated in the flywheel pulley at first, used or new. The friction at each end of the arc of contact prevents the rest of it from pulling down into the groove in the rest of the arc. I have seen the belt a little looser after rotating...

I also found that I needed to tension the belt, then rotate the crank once to seat the belt in the pulleys, then check the tension again. The tension will often fall, especially due to the belt not initially seating in the flywheel pulley. Lots of friction around that arc. Got to have the plug...