QUESTION: Thanks for your great column. It is wonderful having a resource like yourself. My question is regarding an intercooled TIO-540-S1A installed in an Aerostar 601P. The right engine MAP has been rapidly increasing past the 29.5″” limit. This has happened on takeoff as well as in cruise. In each instance the power has been reduced then slowly increased and the engine then operates normally. The turbocontrollers were overhauled 200 hours ago (four years) and mouse milk has been applied to the wastegate. The MAP gauge has also been replaced. What are your thoughts as to the problem? Do these occurrences — approximately four times with MAP increasing up to 45″” — warrant a tear down and inspection? Thank you for your time and keep those columns coming.
Should engine break-in after an overhaul be as fast as possible?
QUESTION: After an engine overhaul, it is recommended that the engine be run at high power settings for 50 hours during the break-in period and oil consumption, etc., is to be monitored. My question: Is there any advantage or requirement to putting these hours on as fast as possible or can this be spread out over several months?
How do I figure what parts to use for an early O-320?
QUESTION: I have one of the very early O-320s with no suffix. Can you enlighten me as to what modern engine code I should use to buy parts for it? I went to the Lycoming website and it lists the A2A as the earliest generation, but I have heard that is not necessarily correct.
Will TCP help with lead buildup?
QUESTION: I have a Rotax 912 and am concerned about lead buildup in the engine using 100LL. Will TCP reduce the problem?
Failure of mysterious part results in emergency landing
QUESTION: I have a 1975 Piper Warrior with a Lycoming 0-320 E3D. On the way to Oshkosh I lost oil pressure and made an emergency landing (aircraft and I are OK). At first I thought I had lost the front crankcase seal due to the huge amount of oil on the cowling. We took the cowling off and couldn’t find the source of the leak. We put oil in the engine and did a very short run. What we found is a pressure switch on the right upper case had failed and was shooting oil right into the prop.
What is causing this engine’s vibration problem?
QUESTION: I have a vibration problem with my IO-540-C4B5. I had a computer analysis done and it seems to be the engine instead of the prop. The test showed to add 96 grams at the 72° position and this seemed way out of tolerance. What can cause vibration instead of the prop being out of balance? A local IA seems to think it is carbon build up in the exhaust valve guide vanes. Any help or suggestions would be appreciated.
What is the maximum oil temp for this engine?
QUESTION: I have a 1968 Mooney-F with an IO-360-A1A. The oil cooler was relocated to the J model position with an STC and the cowl openings have been changed to the J-model size. I have sustained oil temperatures of 206°-210° when leaned to 100° rich of peak and will reach 215°-220° if leaned to 75° rich. What is the maximum oil temperature that this engine should run?
Seeking information on an O-320 powered Cessna 150
QUESTION: I’m thinking of purchasing a C150 with an 0-320 engine, serial number 4800-027. It may be a D2J.
Should I buy a Canadian engine on eBay for my 152?
QUESTION: I have a chance to buy an engine on eBay that is a good deal for me. I have a Cessna 152 with a Lycoming O-235-L2C and am looking for a replacement.
What causes engines to develop less-than-rated power?
QUESTION: I just read your article on the history of the 0-320-H2AD engine (What engines should I avoid, Dec. 24, 2004, issue). I have had three Skyhawks with the later engine (two 1977s and one 1979) and have had no problems with TBO — all went well past 2,000 hours.
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