Switching GA to unleaded fuel is something that has been going on for the better part of 50 years, if not longer. I vividly remember being pounded on at EAA AirVenture Oshkosh for many, many years as to why Lycoming wouldn’t approve the use of “car gas” in its engines.
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Ask Paul: Why did my tach fail?
Our engines expert turns to another expert for help in answering a reader’s question.
Ask Paul: How would I know if my engine’s cam lobes are pitted?
I must admit that an engine that left the Lycoming factory in 1978 may be a little concerning, simply because of the time it’s been in storage, especially in Florida.
Is it risky to fly with a recently overhauled engine?
Do you see elevated risk in flying a plane right after an engine overhaul?
Ask Paul: What is the best EGT?
Our engines expert says: Let me begin by telling you a very simple rule when it comes to leaning.
Can I upgrade to a turbocharger?
Question for Paul McBride, the General Aviation News engines expert: I own a Piper Cherokee 6. Is it possible to upgrade this engine with a turbocharger?
Ask Paul: How can I determine which pistons are in my engine?
Question for Paul McBride, the General Aviation News engines expert: I have acquired a Lycoming O-290 in an experimental. The data plate has been removed. Is there anyway with a borescope to look in and see what pistons I have to know if it’s a D or a D2?
Can my engine really be converted with just a simple adjustment?
I am building a Velocity and it happens that I purchased a zero time rebuilt 250-hp Lycoming IO-540-C4B5 engine. I have been told by a maintenance shop that the only difference between a C4B5 and a D4B5 is the setting of the fuel servo. The D4B5 is rated at 260 horsepower, and they claim they can adjust the servo to convert the C4B5 into a D4B5.
Is what I’m doing protecting my aircraft from corrosion during the winter?
The short running of the engine pumps heavier oil throughout the engine. Better corrosion protection is the theory. What is your opinion?