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I would routinely do but only over flat country or reasonably near an airport.

Where is VERY important! And polish those engine baffles.

Unrelated.

Years ago Lycoming built an O-360 engine that was rated at 168 hp for 80/87 fuel. The same parallel valve engine delivers 180 hp today on 100LL. That difference is comparatively minor. What might the O-360 deliver on MoGas which exists with an equivalent octane greater than 80/87? Fuel...

Why? high temperatures and high humidities reduce horsepower now yet we accept it. Maybe just reduce the max gross weight?

Not to mention there would have to be a separate supply chain for "Aviation grade" mogas. The mogas you buy at the gas station doesn't have the QC/QA that aviation fuels do. Especially with the influx and contamination of ethanol blends. Ethanol contamination is a ridiculously easy check...

Maybe they gotta reduce the compression in those engines. Not a big deal to change pistons. Otherwise unleaded MoGas can offer a real solution.

It is interesting the number of posters above and other prognosticators including the aviation rag publications, that totally discount or ignore the obvious solution to the present EPA concern about a replacement for leaded 100LL using ridiculous logic or self imposed barriers. MoGas premium...

And be sure to re-supervise your A&P for material selection, workmanship, fit, etc. I'm amazed at how informal this critical element is designed in many OEM installations, for such an important function of providing adequate engine cooling.

That gearbox isn't gonna stay at $5000 very long.....!

3393RP - Thanks for that valuable post.

I'm flabbergasted at the amount of weight the pictures above happen to show. My idea of weight was several coats of paint on the back side of one blade to experimentally bring it into balance. McCauley paid on warranty for Maxwell prop shop to straighten that one out.

I'd guess the thrust bearing rigs had been left out!

I suppose it could happen that all four big end rod cap bearings could have been left out! It would probably run but no oil pressure & would make a helluva noise! Tom - If you get to see the insides of this engine you have to tell us what happened!

The assumed prop diameter should have been 70 inches, the stroke is 3.625 inches. Assuming no clearance elsewhere (such as main bearings etc), 1 inch at the prop tip equals (3.625/70) X (clearance). Therefore clearance = .051 double amplitude, which is a correction to my original...

Theoretically 1 inch of double amplitude free play at the prop tip (assuming a 76 inch prop diameter) with all 4 cylinders of a direct drive engine approximately at mid stroke would suggest a total clearance of the rod big end plus little end plus ring gap of .012 inch. This ignores main...

Somewhere I have seen alternator systems in which a seventh "master diode" is added between the bridge output and the rest of the system. IOW battery isolation is not just guaranteed by the bridge diodes, but also the master diode (or whatever it is called). I'm not sure why that was done...

Are the individual diodes of the three phase bridge failing open, which would suggest excess current or a serious current spike, or are they failing shorted which would suggest an inverse voltage spike? If I interpret the digital oscilloscope trace above correctly, they are failing open. Is...

Could this be inadequate preload on the through studs? Were there signs of fretting on the cylinder base-crankcase interface or on the adjacent main bearing seat faces?

Note the pilot attempts to steer the airplane like a car, i. e. with the ailerons. I keep seeing/reading accidents like this due to too much driving experience and not recognizing the needed rudder control inputs for aircraft. Flight instructors should emphasize the difference - and I am not one.