Video

Do you have a point of contact? I’m having an issue with my IO-550B with all the right cylinders not firing off on start but eventually starts firing.

There is a major flaw in this test.

What most here do not realize is- the aviation industry is kept in the dark and stone age by the FAA Red Tape. In the racing world and most other applications, we like to shoot for zero percent leak dwn numbers and get giggly with a 3 percent. Yeah yeah i hear ya whine whine! "But our engine runs at 100 percent some of the time and we then back off to cruise or 3/4 throttle. You cars dont di that.. Really? Better look at the endurance and race world and even porsche ! Next- The aviation-certified NA engines run an eight-to-one CR for most of them! ( Super low compared to most applications) You guys are not even manufacturing full cylinder dynamics and looking and wanting larger leak dwn numbers? LOL In the dark, I tell you! In the crispy cold nighttime of deliquant dark.!! In the automotive racing world, we have been using gapless rings since Total Seal made them. (In the early 70s) In the air-cooled world and even without gapless, Porsche engines AA (with turbo) has been getting an EZ 500HP for way more than 40 years!! They would be laughed out of twn if they got 10% leak-down numbers! So dont now get all defensive and start with clearances needed in a brand new worn-out aviation reciprocating platform. They are made worn out from the start !. From the start, from the Wright Bros fwd, Big Bro has kept them that way cause fools, YES FOOLS keep repeating the nonsense as in this video! OMG, just stop with the supposed know-it-all all about the slop needed. Start using some better materials, some better engineering. Now besides all the archaic talk about needing a larger leak-down number, do you all know what it doing to your Dark Ages non-detergent oils? ( another carry-over stupid idea) No? LOL Yeah its Black, yea it plugging up valve guides and causing them to sieze valves!. The Certed aviation world is laughed at by us on the outside in the Experimental market. Yup, you guys keep it up, get in the lockstep and keep reapeating the same old stupid crap...

The chickens coming home to roost.

Thanks for your video. On the cylinder being leak checked, the piston rings should be seated in the bottom surfaces of their lands, (ring grooves in the piston). To achieve this the piston must be coming up on its upstroke. If the rings are not seated in the bottom of their lands, the compressed air can escape thru the ring gaps, then under the rings and give a little lower gage reading.

And we wonder why aviation is stuck in 1970.

So I take it you don’t agree with WOT operation as per Mike Busch?

good info!

You’re right. The Cessna 185 POH doesn’t mention max continuous cruise or max cruise but the chart does show, for example, @2,500 ft, 2500/25hg, is 76%. Then it says at 65% leaning to peak is fine. I interpret this to mean that at 76% you can hurt the motor?

Excellent thanks Bill, all good to hear, particularly when lining up with the knowledge imparted by Mike Busch and Savvy Aviation. The only area where perhaps you disagree with his assessment is your statement that operating up to 460F CHT in accordance with the manufacturer’s testing criteria will do no damage, assuming not exceeding max continuous power. Really…? Isn’t 460F somewhat on the warm side for long term operation, especially when considering the properties of how the metal in cylinder heads behaves when above 400F? Your discussion on the dangers of low oil temperatures makes sense, and without mentioning Busch’s name I feel you may be referring to folks following his guidance. He does also mention the dangers of excessively low oil temperatures, but neither of you put a minimum figure on it, instead telling us the oil manufacturers like to see a sustained 180C. That’s fine, but in certain cold areas and climates folks may be sat with oil at 170, or 160C … are they in for trouble? A bit like the CHT discussion, if it falls within manufacturer’s temperature limits for sustained operation, how does a pilot know if he or she is doing damage long term? Your information re. low internal cylinder pressures and piston ring performance is an area I haven’t heard Mike Busch talk about. Good to know thanks.

I worked with MEK at one of my jobs. Stay away from it if at all possible, it's extremely difficult to use safely, IMHOP.

Subbed and I hit the lime button.

Subbed and I put a like button.

all rattle can one component paint have similar acryl paints. no matter what paint u use plane. 2 component car paint can use but need compressor and paint gun.

most what FAA want and say have big shit only normal plane owner not newer need hear anythink what faa speak all shit.

Thanks for the tip about recording engine/flight time on a stop watch. I am in Australia and use an EFB called Ozerunways. It is set up to record engine start ( by noise level) and flight time (by ground speed). I have checked fuel burn for specific flights in the past, but have just realised if I record these 2 x times and total them when I re-fuel I will easily get an appreciation of my 'real' fuel burn. Thanks.

Good stuff, but I couldn’t keep listening to so many ah’s and umph’s. Drove me nuts..had to turn it off as much as I wanted to hear the information

Great information! I'm really impressed with the excellent way that Bill was able to present useful information while walking through the minefield of so many different ways that manufacturers recommend to operate their engines. Thanks for taking the time to do this!

Hello , very good video , good work . I saw it all to the end , and even understood 95% (flew gliders in the past) of it . Could i ask a question : from an environmental point of view , will it be able in the future to fly general aviation aircraft-engines that do not run on avgas(100LL) that contains lead in order to prevent detonation ? How far does technology stand towards that goal ? Do Lycoming O-360 engines (Mooney 20C) still need this leaded fuel ? Also , how far is the evolution in the USA of the production of carbon-neutral Power-to-liquid synthetically produced fuels through green energy (e-fuels) for the aircraft industry ? Thank you . Erwin , Belgium .

Well done

Since no one else has commented, here goes........Go Biden. Fuck trump

I didn't hear any note regarding Night Vision. I fly out of L35 Big Bear Lake, CA Our departure alt. is 8500' and wow what difference in Night Vision when using. The benefits are immediate. Fly Safe

czcams.com/video/Qsj4YSNn71A/video.html

Great post! A little long but great stuff to know as a pilot, A&P or aircraft owner. The only post I’ve seen on You Tube that discusses how the calibrated leak works with the differential compression testers and aircraft reciprocating engines. Thanks for posting.