Hangar Flying

Sky-Tec Flyweight high torque, light weight starter, model 149-12LS for Lycoming – $230 unused since overhaul. Bought for O-235 Long-EZ only to discover at installation time that I have 122 tooth ring gear (vs. 149 tooth ring gear). New price for this starter is $355. This is the lightest TSO starter on the market at 7.8 lbs.
From the Sky-Tec website:  The product synonymous with the Sky-Tec name, The Original Flyweight™  provides unmatched value in Lycoming replacement starters.  These are our most popular starter models (Models PM & LS).  They feature permanent magnet motors unmatched value, reliable performance, high-torque, a ten pound weight savings over stock starters and twice the spin of old, heavyweight OEM starters resulting in faster and easier engine starts - especially improving hot engine start performance.

Hi all,

What advice is there on finding and putting in different pistons to a low compression (6.75:1) O-235-C2C?

This particular O-235 is on a Long-EZ in Durango, and with a Great American 62x62 climb prop it is unable to generate more than 2250 rpm static - rated takeoff rpm is 2800. Engine TSMOH is 870 hrs.

Several things were done to try to improve power:
1. New plugs
2. Tested all leads - OK
3. Adjusted valve clearances to spec (0.008" - were ~ 0.013" all round)
4. Tested fuel delivery / replaced fuel filters
5. Replaced standard air induction with ram air induction with oversized K&N filter
6. Checked Mags, reset internal timing / E-gap to spec
7. Installed LSE Plasma II to bottom plugs

All of these changes brought static rpm up to about 2270 rpm

Compression checks showed the #4 cylinder at 66/80 with leak through the intake valve. #1, #2, and #3 all read ~76/80. #3 also leaked intermittently through the intake going to 66/80 depending on which way the prop is moved during the check. Taking off the valve springs on #4 showed about 1/16" end play at the tip of the intake valve, indicating worn intake valve guide. Removing the piston showed the intake valve was not seating on about 30% of the circumfrence.

#4 and #3 cylinders are going to the shop for intake valve guide replacement (and whatever else they find out).

I am considering topping all four cylinders and putting in at least some 8.5:1 compression ratio pistons, like the -L2C model. At Durango's typical density altitude even the 9.7:1 compression ratio will only give 93 ponies at full rpm.

For those of you still reading,

Where is a good place to get the pistons?
What options are there in pistons - 5 ring vs 3 ring, forged vs cast, etc?
What are some pros and cons - do the intake or exhaust valves need to be replaced, or are they all the same for all of the O-235s?
Who else has done this type of change?

Feedback will be much appreciated, the bird is in the hanger.

Delta Mike

How reasonable is it for a CFI to train a private pilot student out of a Vari or Long-EZ?

Please PM/e-mail me if there is anyone in the southwest region who could take me up for some intro flights.

Are there any EZs running fuel injected engines?
Are there any EZs running the subaru EJ22 (Legacy 2.2) engine?
What are the pros and cons of running oli additives like Z-Max, or synthetic oils?

Just curious, I am starting to look into becoming a canard flyer.