Search results

I've done it numerous times on various engine types without problems.

Older Superflite systems had some problems but it seems like things have been sorted out for a while now. The last few versions of the system are similar in application to Air Tech, but seems to be more durable. Repairs on either system aren't going to be as easy to hide as they are with Poly...

I do. Mostly from a repair standpoint but some general information as well. I’ve been part owner in three aircraft with the system on it and recovered another one that had it. It is an easy system to use and will generally produce good results even for an amateur. Longevity can be a mixed bag...

While I would agree, I think it is worth pointing out that the question of whether Phillips XC is acceptable for break in isn't simply a mechanic's opinion. Phillips states in their own literature that it can be used. So then the finger pointing can begin when something goes wrong. As was...

I switched to the T-Mobile home internet at both of my houses. Bandwidth has not been a problem in either location, one of which is in a densely populated area and the other being a pretty rural setting. The same could not be said about either service that I replaced, both of which would have...

Highly unlikely it is going to come from the cam. There is a thrust surface to keep it in place and the gear driving the governor off the cam is straight cut. If anything, I’d be concerned about the bevel gear that actually drives the governor. But, that said, there is something unusual about...

Beech made it easier by the time the M35 came out. I wouldn't consider that fuel system complicated at all. I ran tanks dry on my F35 on occasion. Engine power was always restored almost right away after the fuel selector was moved to a tank with fuel in it. I'm guessing that this guy wasn't...

Time often isn’t the issue. Try finding some of the parts that are unobtanium and see how long it takes to overhaul an engine. I’m finishing up one right now that I started during the Covid fiasco because parts were an issue.

They're fine. There's a reason they have been one of the standards for performance applications for years, and why there have been numerous clones made of them. GM had computer controlled carburetor systems on various cars in the 1980s. I haven't had one or worked on one since the early 2000s...

Unfortunately, that airplane went down the road about 5 years ago and I don't have any recollection of what magneto part numbers were used on it. The left one was set up for shower of sparks and the right one was plain.

Is it on a TCd aircraft? I had a set of Bendix S-20 magnetos on mine, installed by the previous owner.

The narrow deck 540s had no retention mechanism other than the cap itself and I haven't seen one of the narrow deck caps worn like yours is. I haven't seen everything though, and presumably Lycoming had a reason for wanting a more substantial means of retention. Apparently try #1 didn't work the...

But it is still pressure. That pressure is just lower than ambient. Unfortunately, many people don’t understand that and the commonly used term vacuum confuses most people. We’d all be better off if everything was measured in absolute pressure so the misunderstandings would be eliminated.

Both. And I do development work for an American engine OEM. Things aren’t as absolute as is presented.

Those are the common units of measure for the boost gauges people view, but not universal (my current car's stock boost gauge isn't). And every factory ECU I've worked on have the pressures in absolute and the unit of measure in kPa or bar. Some aftermarket units may be in other units of measure...

They both do that. One reads in gauge pressure while the other reads in absolute pressure.

Yes

My first thought as well. Among the Diamonds I’ve operated and maintained the only one that gave me autopilot trouble was one with a KAP 140, which had annoying pitch problems. The Garmin units worked great.

For everyone’s information/consideration, there are some unusual ADs on the Continental IO-360 cranks that require inspection even if nothing was wrong. I’m not suggesting that mistakes weren’t made, just mentioning that sending the crank in may have been collateral damage due to the ADs.

Labor isn’t cheap and neither are the replacement parts. I haven’t shopped for a cylinder for about a year now but with only a few exceptions in the past decade or two it has been cheaper to just buy new if we’re talking about common engines that have both OE and aftermarket cylinder options available.