Month: April 2018

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During the engine change, it’s a great time to take care of some other items that are much easier to access when the engine is not in the way.

Before we get to that, I want to thank Brad Schmidt for his recent iTunes review.  Brad is a friend of Bret Chilcott and he, like Bret, owns a Stinson aircraft.   Brad loves the tube and fabric airplanes, and it reminded me of an Aeronca champ my previous boss owned years ago… you’ll have to listen to the episode to hear a little more about that airplane.

In today’s episode, we talk about an email question I received earlier this month.   JD Goldstein’s eagle eye mechanic found a crack in his engine case during the inspection, and he ended up needing to change the engine.  Naturally, he was wondering, “What else should I consider doing while the engine is out of the airplane?”

JD’s mechanic had some ideas and recommendations, JD himself had some, and then I also had some ideas.  Here are at least some of those ideas:

1. Thorough cleaning.
2. Replacing all hoses with new.
3. Replacing any deteriorated wiring.
4. Removing the engine mount if it’s a tube type.
   1. Strip paint off.
   2. Inspect.
   3. Paint or powder coat.
   4. Reinstall (replace worn hardware.)
5. Closely examine engine control cables and rod ends, and replace as necessary.
6. New engine shock mounts and new hardware.
7. Look at everything on firewall for any needed repairs or preventive maintenance.

Another little reminder, if you haven’t checked out the video tutorial course, “Safety Wire Like A Pro!,” then please go check it out.  Here’s the link:  https://airplane-owner-maintenance.teachable.com/p/safetywiring

Jeremy Zawodny sent me some good feedback about the course, and he’s already putting it to good use, on his airplanes.  Well done Jeremy!

One last thing, I wanted to especially recommend the latest episode of Airplane Intel Podcast… stories and recordings of live interviews from Sun N Fun.   That episode was released just this week.

Here’s a link to that episode:  https://www.airplaneprebuy.com/snf

Have a great week everyone!

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Ignition system issues and a couple other strange scenarios… that’s what we’ve got for today.

Also, if you have not seen Dean’s safety wiring tutorial course, be sure to check out the details here:

Click Here for full details.

In today’s episode, we talk about three different airplanes, and the issues each one had with their ignition system.   Perhaps if you encounter something similar in the future, this information will be helpful in troubleshooting your airplane’s situation.

Before getting into those issues, we also talk about a couple out-of-the-ordinary situations that might be worth mentioning.  Here they are:

1. An ACK E-01 ELT that would not test properly.  It turns out that one of the eight Duracell “D” batteries was corroded internally causing it to show no voltage.
2. An intermittent master electrical switch.  The switch contacts had burnt spots on them.

Now for the ignition system issues:

1. A Piper Cherokee 235:  During the mag timing check, I discovered the mags were “hot” even with the ignition switch in the “off” position.  The switch was not able to ground properly because the broken portions of the shielding ground wiring on the P-leads.  A new ground wire from the ground terminal of the ignition switch to the airframe, fixed this problem.
2. A Mooney M20J:  A transient airplane at SHD, that ran rough when the right mag was selected.  After some head-scratching trouble shooting, we discovered the P-leads in the dual magneto were swapped… they were installed in the  wrong positions.  After installing the P-leads in the correct positions and replacing the #4 bottom spark plug due to a cracked ceramic, the engine ran just fine, and they were on their way again.  Tom McFadden is the owner of this airplane… a super friendly guy I might add.  He had an interesting business where he provides a  service to digitize aircraft maintenance records.  You can find information at MyAvBook.com
3. A Cessna 172RG:  The pilot / owner reported  “Repair left mag (no RPM drop.)”  It turns out the right mag P-lead was broken, causing no RPM drop when left mag was selected.  This was because there was no capability to ground the right mag, since the P-lead was broken.

If you know of any interesting ignition system stories, let me know and maybe we can include some of those in a future episode.

Happy troubleshooting, and safe flying!