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Ask the A&Ps: Daily Summaries Delivered
by AOPA
Experts Mike Busch, Paul New, and Colleen Sterling answer your toughest aviation maintenance questions.
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- 2 weeks ago1h 1m
"You need to tackle your mechanic"
What happens when you shut off the mags in flight? Mike, Paul, and Colleen answer this question, plus Cirrus cylinder woes, lapping technique, and more. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Jeff is questioning the part of his checklist that calls for turning off the mags just before shutting down. He remembers doing this accidentially in flight training and his instructor becoming somewhat panicked. The hosts explain that turning off the mags before shutting down is safe and determines if the P-lead is intact. Accidentally turning them off in flight is a different story. Unburned fuel in the exhaust will ignite rapidly and probably ruin the exhaust if you were to immediately turn them back on. If this happens, Paul recommends leaning the mixture completely, counting a few seconds, turning the mags back to both and then slowly brining up the mixture again. By doing this you'll hopefully allow the collected fuel to dissipate. Brian asks about Cirrus cylinder problems after a recently failure caused his partner to execute an emergency landing. The hosts explain that Continental has been having issues with cylinders on certain big bore Continentals. There's an AD that requires the cylinder exhaust ports to be filed, and while they've seen many cracks where the AD had supposedly complied with, Mike said the issue is that most mechanics aren't filing away enough material. However, Paul has also seen cases where the AD was properly complied with and the cylinder still cracked, and even new cylinders that aren't covered by the AD are cracking. He recommends doing a careful visual inspection for cracking near the exhaust port anytime the cowling is off. Yuriy wonders how much exhaust valve sidestepping is too much. Mike said he's had big sidestepping in many of his valves with no adverse effects. They recommend continuing to borsescope a few times a year to ensure the valve isn't burning. As Yuriy's compressions continue to come down the hosts recommend being proactive with lapping. Otherwise they recommend to keep flying as much as possible. Randall wonders how much lapping is enough lapping. He's looking for clarity on when the job is done. Paul invokes the TLAR method (That Looks About Right) while Mike additionally says to invoke the TFAR method (That Feels About Right). They say 4 times with new compound is often enough, but that it's about feel and look of the valve. Mike does recommend a compression check before putting everything back together as a gut check, and that most people new to the procedure often don't go far enough.
- 4 weeks ago57 min
"They will find you"
The right oil temp, inop and new equipment, and oily turbos are on tap for this episode. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Grace’s engine runs rough above about 2,000 rpm. She currently has a single probe monitor, and is waiting to install a more comprehensive engine monitor. She’s worried about running too cold, given that her oil temp is relatively low, even in the Pennsylvania summer. It’s not too low in her 180-horsepower Sundowner, Paul said. She’s unsure what’s too cool and how to check to see if there’s too much moisture in the oil, which would indicate it’s not running hot enough to burn off the moisture. Mike said that an oil analysis is the best way to tell, and so far hers have been consistently good. Boris is looking deep into the regs and is wondering about equipment failures. He has a friend with a Piper Seminole and the manifold pressure gauge was inop. The gauge isn’t listed in the type certificate, minimum equipment list, etc. The current Part 23 doesn’t specifically require a manifold pressure gauge with a controllable pitch propeller. However, 91.113(d) says that the equipment must be operational as originally certified, and Part 23 at the time required a manifold pressure gauge for an engine with a controllable pitch propeller. Mark is wondering how turbos impact oil. Mike had written that the ratio of displacement to oil capacity is an indicator of how long you can go between changes. An IO-550 with a small sump calls for more frequent oil changes, for example. The other thing Mark has heard is that an airplane with a turbo should have more frequent oil changes, and he’s wondering if that’s true. The turbocharger doesn’t make the oil dirty, Mike says. If the oil cooler is working properly it also shouldn’t make the oil run hotter. Paul also said not to worry because it doesn’t seem to make a difference. Mike said he’s seen really poor oil analysis reports with Cirrus that run to around 75 hours. Jacob is a new A&P and he’s trying to figure out some of the ELT installation regulations. He’s unsure whether the remote audio and controller is a different installation for the purpose of the STC, regs, logbook, etc. The hosts agree that the TSO that form the basis of the ELT certification requires the remote switch.
- Sep 16, 20261h 2m
"Be careful what you ask for"
A caller wants to know what they don't teach you in A&P school. Plus AD compliance, a scary engine failure, and putting the lean in lean of peak. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join KC wonders why ADs appear on some logbook entries as having been complied with with a terminating action, and in future entries the AD reappears. He discovered this was a common occurrence when he was looking through logbooks as he and a partner were purchasing an airplane. Mike said you can't tell from an AD compliance summary whether something has been permanently complied with. That is found in the logbook through some sort of permanent change, like a kit or STC. If some other IA signs off the AD compliance again it could be because the IA simply missed that the AD was permanently complied with. Paul said he always assumes an airplane he sees for the first time has errors in AD records compliance and he verifies everything himself. Paul said this often happens because the part was changed somewhere in the airplane's history to make it no longer permanently complied with. Jeff is looking to fine-tune his lean of peak performance. He flies an RV-10 with an IO-540. He has a small window in lean of peak where he is running a bit rough, but if he runs more rich the CHTs will climb into the 360-degree range. Mike said Jeff is trying to run too cool. A Lycoming typically runs 20 degrees hotter than a Continental, so he said flying at 400 degrees CHT is perfect and nothing to worry about. Keeping it cooler won't necessarily matter. Mark is going to A&P school on the side for additional enjoyment and greater involvement in his airplane maintenance. He is at a Part 147 school, and he feels like the education is good, but he's wondering what else he needs to know about GA maintenance. Paul explains that school is a great intro to the various topics, but it's not long enough to be detailed in all facets of aviation maintenance. Most specific learning is on the job training. Mike suggests Savvy's new IA renewal program, which anyone can take for free. Frank has a turbocharged Rockwell Commander. The engine sputtered and stopped at 1,200 feet. He turned back to the runway and made it safely. His first thought was water, but none was found. The mechanic sent his magneto out but didn't find anything. Paul said it wouldn't be an ignition problem because both would have to fail or one would have to go badly mis-timed. A key piece of evidence is that the engine did end up restarting again on his approach to the runway. The hosts think it's fuel delivery. The electric boost pump was on. Mike suggests it was a stuck carb float. Paul said the engine will run on a similar engine for about 23 seconds with fuel just in the bowl.
- Sep 1, 202636 min
Live from AirVenture 2026, Session 2
Join Mike, Paul, and Colleen for a second live session from EAA AirVenture in Oshkosh 2026 as they are try to answer the audience's most pressing maintenance questions. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join
- Aug 15, 202630 min
Live from AirVenture 2026
Join Mike, Paul, and Colleen as they take questions live from the audience at the AOPA tent at EAA AirVenture 2026.
- Aug 1, 202645 min
"We're in the twenty-first century here folks"
Which oil is best, where is the oil going, running lean of peak with a carb, and how to fly a turbo are on tap for this episode. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Chris' American Champion Super Decathlon has an oil consumption issue. While his engine was apart after a prop strike the cylinders were honed, and he broke it in properly. He has since replaced cylinders, broke it again, and is still only getting three hours per quart. He said oil is coming out of the fuel servo, which everyone has told him is normal, but the hosts quickly disagree. Mike suggests borescoping the back side of the intake valves and looking to see if one is oily. If it is, chances are the intake valve isn't seating properly and is being sucked back up and burned. Chris is trying to run lean of peak with a carbureted engine. He has an O-360 and he wants to make sure he's not doing anything wrong. His technique is to lean to the point of roughness and enrichen only enough to smooth things out. Mike said that's a solid technique and that most four-cylinder carbureted Lycomings run well lean of peak because they have a good balanced mixture distribution. Mike said not to worry about how lean he is. If the temperatures are within limits and the engine is running smoothly, you are good. James has a Piper Turbo Lance and he wants to make sure he is running it properly. His manual has a five-minute limitation on takeoff power, and he's wondering where that comes from. Paul said the older Cessna 210s have a five-minute limit at 2,700 rpm, and they discovered that the limit was all about noise, and not about the health of the engine. They told James to check section 2 of his POH, limitations, which would require the procedure regardless of the reason. Mason uses Aeroshell 100 plus Cam Guard. He's heard that straight weight oil remains on engine parts longer during periods of mis-use. But he read that Aviation Consumer tested oils and that corrosion protection was more correlated to added chemistry than viscosity. He's wondering if there's data to support either position. Mike said he'll recommend a multigrade for pilots who operate in a variety of temperatures. Mike things the cleanliness probably has more to do with Cam Guard use and operating lean of peak.
- Jul 15, 202648 min
"Your mechanic feels than you do"
A fidgety fuel problem, octane ratings, and water in the oil are on tap for this episode. Email podcasts@aopa.org for a chance to be on the show. Join the world's largest aviation community at aopa.org/join Full notes below: Gareth has a turbo Arrow and he's been fighting a problem with fluctuation fuel flow. Sometimes the engine quits on the ground or runs rough in the air. They've checked the fuel spider, fixed intake leaks, overhauled the fuel pump, an exhaust leak, and much more. Paul is convinced that air is entering the system or there is a vapor issue. He suggests checking the heat shields near hot parts of the engine, etc. Mike suggests that it could be related to upper deck pressure, which controls the aneroid in the fuel pump. Matt wonders if fuel octane impacts timing. He has a Cessna 150 and is running autogas, and he's wondering if his ignition timing should be changed to accommodate a difference in octane. Paul said the airplane was certified with 80 octane, so it's fine to keep the timing as it is. Scott is wondering about an alternative to safety wire. A company called Bergen makes a safety wire alternative and he's wondering if it's legal to use on FAA certified airplanes. Mike said even if the company doesn't say it's FAA certified that it would almost certainly be a minor alteration, and therefore at the discretion of the installing mechanic. Paul uses them in certain applications and likes them. Scott has a IO-540 on a Socata Trinidad and was about to overhaul his engine, but found Mike's maintenance philosophy. He's now at 2,300 hours and counting. Everything looks good except that water occasionally shows up in his oil analysis, and he's struck out finding help through his mechanic. The water is a byproduct of the combustion process. When you shut down the crankcase is full of steam, and that steam then condenses into water. You can help keep that water down by taking off the oil cap after shutting down, or by hooking up an engine dehumidifier. Scott flies about 100 hours a year evenly spread out, and he lives in a dry environment, so the hosts agree the dehumidifier probably isn't necessary.
- Jul 1, 202652 min
"It's in your head"
Very cold cylinders, sort of warm cylinders, turbochargers, and pressurized mags are on tap for this episode. Email podcasts@aopa.org for a chance to get on the show. Join the world's largest aviation community at aopa.org/join Full episode notes below: Bill has a Cessna 182S with the Lycoming IO-540 and he has a temperature issue with his number 2 cylinder. Climbing out at full rich he would back up the mixture a bit at 1,000 or 2,000 feet and the CHT would climb to about 405. By going full rich again he can keep it below 400 degrees. Mike said the problem is totally in Bill's head. A CHT of 405 is a perfectly respectable temperature for a Lycoming. The redline on the cylinder is 500 degrees, so there's no need to worry about 405. Mike recommends keeping Lycoming cylinders below about 420 degrees. Daniel has a Columbia 400 with a TSIO-550. He's been thinking about how car turbochargers don't have enough exhaust gas pressure to start working until a few thousand RPM and he's wondering if airplane turbos are the same. Paul said the waste gate closes immediately upon startup, so all the exhaust runs through the turbocharger from the beginning. Bob is wondering about corrosion on pressurized magnetos. Mike has previously explained that they are prone to corrosion because of water entering the system. Bob wonders if because the water entering the system can only be in the form of water vapor and because the vapor is coming from clouds, which are low in the contaminate that cause corrosion, if Mike might be overstating the problem. Mike doesn't disagree with Bob's theory, but in practice the issue is real and prevalent. Adam flies lean of peak in his Columbia and his CHTs can be as low as around 240 degrees and he's wondering if he's flying too cool and what he should do about it. Paul asks how far lean of peak he's flying. Adam thinks it's about 40 degrees, but at a fuel flow of 12.5 gallons per hour at an RPM of 2400. The hosts agree he's flying very lean. They recommend he try to fly about a gallon per hour more, which will get him a lot more speed and more normal temperatures.
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