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A 100 RPM surge will rock you for and aft in the seat! Take off the ANR headset and you would hear it.

+1 on gravel damage. The file job is so bad that I have to doubt it was done by a licensed mechanic.

I left Penn Yan 25 years ago so I don't recall what the climb was like at 5,000 at gross. IIRC the M uses a 57" pitch prop but it's a whole different McCauley prop. A constant speed prop gives a slight improvement in takeoff and climb with no improvement in cruise. Also the CSP does not...

Where does the "word" come from. Here is my "word" based on flying close to 100 hours in the Penn Yan demonstrator as well as test flying 20 or so of the aircraft converted at Penn Yan while I was managing partner there. The standard prop on both the Penn Yan and Air Plaines 180 conversions is...

Had both but never tracked cost. I'll give it to the Comanche. Not having to repair Continental cylinders helps the Comanche.

Operation on one mag typically increases egt reading by about 75. Increase should be the same on either mag. I would check mag timing then do a proper compression check. If there is exhaust valve leakage borescope is next.

That's a new one on me with 44 years in the engine business. The overhauling agency be it an A & P or a certified repair station should provide a logbook entry for the overhaul. That in my book is the return to service for the engine. The installing signs off the installation of the engine and...

For an engine to be overhauled it must be test run. When you received your engine it had not been run so it was not technically overhauled at that time. Your mechanic signing off on the test run completes the overhaul process. Don's shop does good work but I am surprised that they leave the...

AKA cam follower! Lycoming calls them roller tappets.

Each airplane is it's own science project when it comes to corrosion. Last year I sold my 1980 Warrior that lived in the Lakeland area all its life. I had it painted the year before and VERY little corrosion was found. About 10 years ago I bought a new Lycoming IO-360 that sat in the factory box...

12" numbers only required returning from the Bahamas so you carry a roll of 3" wide painters tape and install prior to departure from the Bahamas.

Sort of like the medics do with older people! We like to know how we are going to 'go'!

Find a copy of the February Aviation Consumer magazine. It has a very good article on 210's. Charlie Melot

Current Zephyr price for the IO-360-C1C is $23,900 with overhauled cylinders add $4,000 for new Lycoming cylinders. New Cam option is $800. Includes new harness and plugs, overhauled magnetos, starter, and fuel injection system. Crankcase and crankshaft must be repairable. On the airframe side...

There is a gross weight increase available for the Warrior ll with the 160 hp engine. The 180 conversion STC's for the Warrior do not have a gross weight increase. That being said I had a 161 and converted it to 180 hp after I did the paper GW increase STC. The 180 conversion is very expensive...

So who are you? PM is zephyrengn@aol.com

The O-470-50 requires a crankshaft with 4 counterweights. Those cranks are in the O-470-U and the earlier O-470-L. The R and S cranks have 2 counterweights.

If you are overhauling the "K" it is very simple to convert it to an "A". There may be an STC to install an "F" 300 HP in the 210 and again the conversion at overhaul is simple. In my opinion based on a lot of hours in 285 and 300 HP C-206's turning it 2850 to make 300 HP for 5 minutes isn't...

FWIW a prop hunting can cause oil pressure variations if it is not quite getting enough oil to the prop. The oil transfer from the governor is contained so it goes to the prop by pieces of nylon set in grooves inside the case.

Borescope the cylinders. If they are not rusty good chance the cam is OK. Why top it?