Sabremech

Link didn’t work for me. Any details that can be shared directly here? Thanks

I’ll be interested to see if thousands of operators are seeing the same thing?

I decided to do some google searches to see if Lycoming or any engine shop for that matter endorses or recommends Camguard. I found none. Will continue to dig for that elusive endorsement.

I too will standby to hear what Don reports back from the cylinder shop. Will be interesting to hear why they feel the valve guide failed. David

What I have never seen is a report from an operator who used Canguard from engine overhaul to engine overhaul be compared against another engine that didn’t use Camguard at all for the same timeframe. That would be real data versus a lawn chair humidity test that didn’t simulate any real world conditions in a Lycoming engine. In conversations I’ve had with an engine overhaul shop, they saw no appreciable difference from running Camguard in relation to wear on a Lycoming engine. I would and still would today tell an operator to save that Camguard money at each oil change and put it in a fund to purchase a new camshaft at overhaul. If it gives you some comfort or peace of mind, then certainly use it. I’m still waiting on that definitive data today that proves beyond a doubt the marketing claim is true. David

Since I owned 2652W for 10 years before Don and if memory serves me right, #4 always ran the warmest. I am not a fan of Camguard on my own accord and not some wives tail. I tend to believe that maybe there’s an issue with Camguard and excessive heat that the cylinder shops are seeing? Who knows but I would at least listen to what the shop is saying as they’ve seen thousands of cylinders and keep up on the cylinder technology more than any operator. I’ve also spoken with Poplar Grove Airmotive as they’re in my back yard and I trust what they say over anyone else including Mike Busch. You can look at Don’s pictures of that engine and see that he and I have done well in engine management. David

Can you explain why you value an operators opinion much more than a shop that sees thousands of these parts? I find that mindset baffling? Thanks

The #4 cylinder on Peyton’s Mooney jumped back on today. Will wrap up the installation early this week and then the break in process can be done.

I hate to say it again Don, but just another reason I’m out of owning and flying airplanes. Glad 52W is in good hands though. David

The battery box can be removed but you’ll need another persons to be inside the aircraft to hold the nuts unless you have the avionics panels. If you have those, you can reach through and hold the nuts on the bolts with a wrench. That will give you plenty of room to remove the mag and also a chance to check your battery box for corrosion.

Who knows. This is not the first time something like this has happened at EAA and unfortunately won’t be the last unless the event is cancelled permanently.

How do you check and verify the insurance on 10000 airplanes? I work the insurance side for EAA for the Warbirds and we have to verify they have insurance, that it’s current, and has verbiage that states on the COI, Airshow flybys, formation flight and static display approved. I deal with about 250 airplanes that say they’re flying in the show and it’s absolutely nuts the first four days. I don’t know how the ultralights work or EAA main show for that matter. I have too much on my hands with just the warbirds.

This can only be considered if you can get both sides of the story. In many cases, we only hear one side and because this is primarily a pilot/owner populated forum, we get mostly this side. Hearing only one side can damage a mechanics business without them even knowing it. Also, some pilots have that champagne want list but only willing to pay for beer level unless it’s their Porsche or Mercedes, then the wallet is open without question.

Too bad we mechanics can’t leave a bad review for cheap owners and pilots.

Good morning, I can’t explain the discrepancy with the bolt P/N without some research into the documentation including service bulletins which could have changed the P/N from what’s shown in the IPC. As for the threads, they are a threaded insert that is welded into the tubing. The point of the magnet being inserted through the opening and past the threads is to see if there is corrosion inside the tubing. From the ones I’ve done, you will pull out light fuzz on the magnet. If you pull out heavy chunks or more than light fuzz, you have a problem with the tubing. I’ve gone so far as to borescope the tubing through both bolt holes to see if there’s heavy pitting which would also be bad. As for the threads, if the bolt torques to spec, the threads are good as you typically won’t see them corroded due to anti seize being applied to the threads of the bolt before installation. Hope this answers your questions. David

A copy of the 337 gets sent to OKC. If you have copies of them, make another copy and send it in. You can google the address that they get sent to.

Was for me and am in touch with Paul. Thanks, David

I agree with Alan. This downlock block is a gear collapse waiting to happen. It’s quite worn.

I work out of Waukegan. Nice airport and no where near the congestion of Exec! Signature is ok but expect a ramp fee if you park on their ramp. I believe no fees if you park on the South ramp by the self serve fuel pump. David

I know of the with and without Ram Air. Mine will not have Ram Air. Was not aware of the no landing light. I don’t see that in the J IPC. I see two P/N of cowlings and the main difference being a larger oil service door on the last few years of the J. Thanks, David

Cowling for the C and G’s still coming. Landing light placement is an issue due to muffler location and clearance needed.

There’s no telling with the FAA. Last PMA took me 2 years because they say they work safety items first.

The third cowling is getting ready for the mold to be made. This will be a cowling for the E, F and a PMA for the J. Baffling is being drawn to cut out multiple sets. Air induction parts are manufactured and waiting for the rest of the parts to be drawn and cut. I will have 10 new air induction boxes for E and F models. Moving forward slowly but parts are being manufactured and drawings made for the PMA and STC process. Thanks, David

I have a friend who has one of the SWTA one piece belly panels he may be interested in selling. I’ll find out. David

I have F model baffling except for the front of the cylinders that is excess for my needs. It’s available if you need a good start. Appears to be in fairly decent shape. Thanks, David