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On a fuel injected engine couldn’t you reduce power to 60%, find peak EGT, then adjust to 100F ROP, finally then increase throttle to 70% power…..all while staying outside of the “Red Box”?

Need to increase playback speed to 1.25…

lol cheap owners love savvy aviation

😅😅😅😅😅😅😅😅😅

It takes some times to locate a ok shop, many fob shop with a decent runway, airport are not ok shop, many good shops are normally hidden in countries, Mr, S, all you have said today is 100% true, that is a fact, it get pain for the aircraft owner

Change your parts, oil; and everything else less. It’s proven you’ll have less issues. This 7 year old BS 🤦🏻‍♂️

Mike I feel like this is again more repetitive information that you have given many times before. Nothing new. I think you need to shift gears. Do video webinars in the shop. How to videos. Cylinder changes, how to repack wheel bearings, oil changes, preventative mx items. Pre buy inspections, how to make an engine dehydrator, so many topics.

Thanks Mike for sharing the wisdom. My partner with the 182H (470R) with channel chrome cylinders has expressed concern about 1qt/5hours oil consumption. I can again tell him again that’s what they do.

Due to my work , sometimes, many times miss the webinar on time but later I do watch on RUclips, sir /Ma'am, many who contributed their time and effort have been appreciated, thanks

My wife is a clinical specialist for TAVR procedures. Neat stuff!

With the Florida airplane...Pull a cylinder and look ! Not that expensive.

BTW, a "liver flush" every few years will get these stones out before they can cause trouble.

That switching from Slick mags to Bendix, or vise versa, not only means a new harness but also new drive gears. Since they differ. Those are expensive. So those two items end up causing most owners to forgo the swap.

That is a cool high-tech gadget I never had. I used a special flashlight with a light wand attached so to awkwardly peer down beside that and of course I always did the compression test when / as required. But if not retired now, I'd not give up the old compression tests for cylinders, I'd use both methods. And I'd put the flashlight and wand to their other small area uses where a simple visual look inwards and around is all that's needed, that was always handy when looking for dropped tools and hardware between engine parts. How technology can grow, it's amazing. 😊

Another meaningless video

Been listening for a while a only just subscribed, great timing for an upload, always so much good info to glean

Mike is starting to get a little repetitive for my taste.... Guess that means I've been listening for too long

I wish you would do some magic and translate with ai, in to Spanish, Italian, German, etc. Everyone needs to seen this.

This is the most important point any airplane owner needs to get a serious understanding on. This is gospel. Don't invade unless absolutely necessary.

Ah yes, the parts cannon!

Most people were trained on four cylinder engines with carburettors which are notorious for having unequal pressures in the cylinders. No seperate EGT and CHT temps per cylinder so very difficult to lean adequately.

working on my CFI lesson plans and this is incredibly invaluable information. thanks for the great work!

Nobody teach these technic. Thank you very much

Leaning to peak EGT was another aggravating factor.

Hi, Guys, I’m an Part 121 Captain and I’m really confused about the overall process of an Defect Deferral, mainly Other then MEL/CDL/NEF are used such as the AMM, or the Engine LMM, etc.

Those baffle wears out due to heat, vibration, but I wonder how long the longevity is , how many engine hrs, also depend on hot climate or cold climate, I wonder, Mr savvy, thank you for all these knowledge training

start using vp racing c9 or c10 and call it a day...my god aviation is in the stone age

I find it fascinating that there are problems associated with jug replacements. Please explain to me why a jug replacement procedure is any different than the original assembly of a new engine.

I think Maurice was interested in buying the plane to flip it around and make more money$

The rich are running out of chattel. that's amazing

Mike, Great work as always! A small note for you....this is not Artificial Intelligence. This type of analysis.... is something that has been around for while. This is business intelligence, trend and predictability analysis. I have been building intelligent systems for more than 14 years. the latest buzzword is AI. I hope no one is over selling you a bill of goods. Any way great work! (I am IT professional for 25 yrs and a pilot)

Still lots of good honest mechanics available, that is the good news, but unfortunately we still have dishonest a/p mechanics around,

I’m not sure he fully understands why you wait to shut down your engine with a turbo charger. The turbo charger spools down almost immediately when you cut the throttle to idle. My understanding, especially coming from the trucking world and agricultural world is a turbocharger runs extremely hot and not only does the oil lubricate, but it also cools the center section which is literally touching the exhaust. So while running hard, that center section is extremely hot and the oil is cooling it while it’s running so a four minute idle Cools down the casting so that when you shut the engine off, you don’t have burnt oil that can eventually plug the supply to the bearings.

This video has an encyclopedia's volume of information, but is painful to watch with the slow speech and pauses!

Smart to give away all this for free so you can build the predictive analytics engine on this. Data and images is the real value.

😁 Thank you very much! Excellent material based on factual observations.

Tip: Only borescope a cool engine, otherwise the heat will create a lot of video noise in the VA400 camera sensor.

"Polish the cam as much as possible with emery cloth...or krokus cloth". A "C" cam is as close to an "F" as an "A" and cam "pitting" was nowhere near the whole cam issue. The base circle is clearly "cupped" and the lifter wear pattern has reached to the outside edges and beyond and lifter rotation obviously stopped long ago and the camshaft has failed. The Continental recommendation says nothing about "pitted" cam lobes to go with "spalled" lifters and the "acceptable" lifter "failure" where the "recommendation" is new lifters and 100 hours and reinspect involves "wiped" lifters that have not been rotating on the cam. Which is nearly always a combination of a "flat" cam which should have "taper" on the lobes to "spin" lifters with a convex "domed" face. Replacing "lifters" - which should never mean a full "set" in that situation where lifter condition is "perfect" besides a "scuffed" face when there is at least a 50% chance the cam is the issue and the only "fix" is a "major overhaul" which will be "cheap" as "preventive maintenance" versus running "acceptable" parts after a 100-hour old cam/new LIFTER "test run" to DESTRUCTION because it "passed" a supposed 100-hour "test". Those "recommendations" are also for newly "overhauled" engines with new camshafts and lifters showing "premature wear" of new parts at post-break in inspection/adjustment/retorquing/service and "improper break-in" is the likely cause. If a new lifter looks like the "old" lifter and is "scuffed" identically after its 100-hour "break-in" the camshaft is the problem. Period. And proving it only cost 100 hours of additional "break-in" and one new lifter while "fixing" it will be "cheap" at an engine removal, disassembly as far as necessary to do a "cam swap", a brand new cam and ALL lifters and the various "cheap" parts like seals, gaskets, fasteners, supplies and CORRECT break-in lubri cant and filter AND doing everything by the book to the letter during assembly, installation, inspection, prelubrication, startup, CAM BREAK-IN, tuning and adjustment, ground test, flight test and of course the "100-hour inspection".

One person asked about compression test vs. borescope as related to predictive capability. I would argue that if a compression test is correct it can only tell you that there is a problem because the cylinder is now leaking excessively. One of the huge benefits of a borescope inspection is that you can see evidence of problems developing before they become so bad that the cylinder leakage becomes excessive. For instance, if the heat signature of the exhaust valve is not symmetric you can tell that either it isn't rotating or it isn't making sufficient contact with the seat all the way around long before it starts leaking so badly that it fails the compression test. Similarly, you can see deposits building up on the valve stem before the valve starts sticking. A borescope inspection enables catching problems and fixing them early with much less risk and cost. By the time a compression test tells you there is a problem, if the result of the test is correct (often not the case) then it is more likely too late to implement the low cost low risk corrective actions.

Why don't we stagger mag checks? Always both off and the same time and out for 500hr IRAN. If their both working, send one out. After it's back and then another 100 hrs send the other one out.

This would be a great way to collect tons of data comparing 100LL with unleaded alternatives. You'd probably want to categorize the data by make/model of engine, and the most recent type of gasoline. This might help us find winning combinations of (certified or uncertified) engine and fuel. Regarding AI diagnostics, would there be any value in adding spark plug photos? On the topic of compression tests, wouldn't it provide a more complete picture by adding cranking (dry or wet) compression tests to this leak-down compression test? That's what automotive mechanics do. Leak-down only tests the sealing at TDC.

Thanks to Dave who taught me how to do this 6 years ago as a Savvy client

Do this every oil change when you rotate the plugs

There could be spare bolts assembly down there Mike tell them to image everything... All the time... Boeing dose the spare bolts through out the aircraft all the time it must be the new assembly not complete

Mike's logic. if she is naked looked at her from every angle and take pictures they will last longer. Lol Good stuff Mike. Suck squeeze bang blow. I'm talking about engines y'all get mind out of exhaust 😂

So I posted some info on where to get a good articulating borescope for $50 bucks, £36 but RUclips didn’t like it and they got deleted. However if you have a surf on a certain website you’ll find them. I’ve bought two and they were very good, as good if not better quality that the $300 ones that Mike is talking about. China is the place for cheap Tech. The ‘Express’ company have local warehouse so delivery in the UK is quick. Must be the same in the US, preface is ‘Ali’

Overall a very informative piece on pre buys. There are a couple of points of clarification; If any part of the engine is removed, disassembled and replaced an A&P needs to sign off the appropriate log book for that work. Even pulling spark plugs for a cylinder borescope requires a sign off as well as a cylinder removal or lifter for a cam lobe inspection. The same applies to any removal of structural panels, inspection panels or cutting safety wire to access areas for evaluation.

Hello Mike, I want to start by saying I really enjoy these webinars, as a private pilot shooting for the airlines, an A&P in training, and an aspiring future aircraft owner. I think you will be happy to hear that the aircraft maintenance school I’m attending is starting to adapt a lot of what you say about borescopes in the reciprocating engine portion of the program, with the 11 requires photos, and borescope techniques. 4 Nvidia borescopes have been purchased and received by the school, and will be put to use in future semesters. The school is also starting to make written and practical assignments based off your Engines book, which I have read a good three times now. I’m one of the few people in my class that actually enjoys general aviation, and reciprocating engines. And even though I want to fly for the airlines, I want to be as involved with GA as possible throughout my career.

It's a shame we can't get faa credit for watching this after the webinar. It should not matter as if you ask a question during the webinar, they never ask it anyway (unless the webinar holder is interested) and that is the only difference!

It's about 27.5 acres. No wonder you were tired.