ajwood79
N209J
- Joined
- Jun 10, 2016
- Messages
- 60
- Reaction score
- 17
I thought I would share my latest joy of owning an aircraft.
I have a 1982 Warrior II. I have owned the aircraft since January 2016. While my daughter and instructor were doing a pre-flight run up they noticed that the oil pressure was high and out of the green. So they decided not to fly.
The engine was coming up on a 50 hour oil change. So I decided to do an oil change before I messed with anything else. After warming up the oil on the ramp at 2000 rpm I decided to go full throttle and check the oil pressure. At 2000 rpm and 185 degree oil temp and pressure at the top of the green band I thought I would go ahead to go to full throttle.
When I fire-walled the throttle the engine would only turn 2250 rpm. Adding carb heat to check for an inlet restriction did not help. At 2250 rpm the engine was running smooth. No sputtering, no knocking, no roughness.
I proceed back to the hangar for the oil change and to check the Lycoming Troubleshooting Guide. The inlet was fine. The throttle cable adjustment was fine.
So I took off the exhaust system. Once I got it apart I found one muffler with three-quarters of the baffles missing and the other muffler had missing baffles and the remaining baffle was starting to collapse in toward the center of the pipe.
I might be lucky. We did what I thought was a very thorough pre-buy inspection. It took us 3 hours to complete. I did not try to run a bore scope up the pipes. We did a pre-buy flight with no obvious problems. Then I flew with a very experienced and careful instructor for 23 hours learning how to fly again and getting my flight review signed off.
I feel lucky that the plane was not in the air when this lack of power problem reared its ugly head.
Now I am shopping for 2 new mufflers.
I have a 1982 Warrior II. I have owned the aircraft since January 2016. While my daughter and instructor were doing a pre-flight run up they noticed that the oil pressure was high and out of the green. So they decided not to fly.
The engine was coming up on a 50 hour oil change. So I decided to do an oil change before I messed with anything else. After warming up the oil on the ramp at 2000 rpm I decided to go full throttle and check the oil pressure. At 2000 rpm and 185 degree oil temp and pressure at the top of the green band I thought I would go ahead to go to full throttle.
When I fire-walled the throttle the engine would only turn 2250 rpm. Adding carb heat to check for an inlet restriction did not help. At 2250 rpm the engine was running smooth. No sputtering, no knocking, no roughness.
I proceed back to the hangar for the oil change and to check the Lycoming Troubleshooting Guide. The inlet was fine. The throttle cable adjustment was fine.
So I took off the exhaust system. Once I got it apart I found one muffler with three-quarters of the baffles missing and the other muffler had missing baffles and the remaining baffle was starting to collapse in toward the center of the pipe.
I might be lucky. We did what I thought was a very thorough pre-buy inspection. It took us 3 hours to complete. I did not try to run a bore scope up the pipes. We did a pre-buy flight with no obvious problems. Then I flew with a very experienced and careful instructor for 23 hours learning how to fly again and getting my flight review signed off.
I feel lucky that the plane was not in the air when this lack of power problem reared its ugly head.
Now I am shopping for 2 new mufflers.
