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I'd like to add one other scenario, and this is the one that prompted me to apply for CANPASS. Last summer, I arrived at Billy Bishop to process customs on my way to St. Thomas. I called Canada customs as instructed and was on hold for over an hour. My cell phone almost died waiting for someone...

The Cessna 150's O-200 had at one time an AD that required retarding the mag timing. I bought such a 150 and realized that because it had actual Lycoming cylinders, the mag timing could be returned to the original. it definitely made a difference, especially in climb performance. It would be...

This accident isn't the plane's fault. The NTSB concluded that he was pulling about 8.3 Gs at 220KTS (Vne is 193) in an airplane that isn't designed for aerobatics. I'm not sure many 3.8G max normal category airplanes could withstand that type of stress. If anything, it's impressive that the...

Sure, but I really meant RPM and MP are set according to the book, in my example above, 2300 RPM and 23" MP.

My engines have, thankfully, gone well beyond TBO on my 1978 Grumman Cougar and still have good compressions and oil usage. However, I have seen quite a gap between real world and book performance. For example, the book says that at 4500 ft, 23 squared, I should be seeing about 140-145 knots TAS...

I guess miracles do happen. Now I have to figure out how to get it in or approach the A&P to ask him to do it. BTW, for the one who asked above, this a Grumman Cougar (GA-7).

If by some miracle I found the bearing rolling around on the floor, could I place it into the ramp and try to force/finesse it back in? Does anyone sell the bearings by themselves?

On the last day of my plane's annual inspection, the AP/IA called me to say as he was finishing up the carb heat lock knob "popped out." He doesn't seem too confident about putting it back. Does anyone have experience with this type of locking knob and what needs to be done to fix it?

Exactly. They both started at the tabs and then about 8 gallons flowed from right to left. I'm sure the ramp isn't quite level. This sounds a lot like what was going on with Mongoose's Seneca. The plane goes in for annual this coming week so this is high on the list of repairs. Thanks for all...

This is one of my frequently visited airports. I was just there yesterday in fact. Initial reports was a Cherokee Six. I was very concerned because I'm in a Six partnership, but later it was referred to as a Lancair IV-P. Thankfully, this seems to be an injury only situation with no fatalities...

So the last week I filled both tanks to the 40 gallon tabs on my Grumman Cougar. Took a short flight 30NM flight and put the plane away. When I returned this week. The right tank was half way from the tab to empty and the left tank was almost full. By the way, this seems to have started after I...

This may be a little specific but it's POA so I thought I'd give it a shot. The left vacuum pump failed on my Cougar, with the classic sheared off gear. After replacement, the red failure bullseye on the gauge is cleared, gyros spin up correctly and instruments display normal behavior. However...

First induction system check was a visual inspection. I was involved with that one as it was done when I changed out the CHT probes. I'm very hands on but the annual inspection was scheduled several states away as it was a condition of sale when I bought the aircraft. The worn rings was just me...

Checked at annual and they reported that the induction system was fine. I wonder if worn piston rings could cause this?

I should've mentioned that the first thing I did was to replaced the probes with new ones. No difference.

The real issue here is high CHTs on the #2 and #4 cylinders. We checked the baffling and it looks good. No intake or exhaust leaks found anywhere. Mags are great. Primer nozzles were cleaned. No change in CHT, still high. Would an issue with rings cause high CHTs? The other thing I notice is...

"Have you actually laid eyes on the primer fittings?" No but it is having it's annual inspection and I've asked that those be looked at. You said “ if no action is taken”. What action do you take for a fix? Reducing power below a normal climb setting. Using a richer mixture than what I would...

All cylinders are primed. I know that this engine tends to have weak a primer system. I recall hearing that the primer nozzle holes are smaller than the ones found on other O-320s. Could clogged or weak primer valves cause high CHTs?

Will check the entire intake system. Thanks for the help.

Thanks for your response. This is the left engine on a Grumman Cougar. Things seem fine except that #2 and 4 CHTs are too high as shown on an EDM 760. On departure CHTs will shoot upwards of 450 degrees and higher if no action is taken. Baffling is good. Mag checks are great. Making full RPM...