Keep Those Props Turning Podcast

John Buckles and Jeff Schnabel
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Join John Buckles and Jeff Schnable as they talk through practical tips and insights to keep you flying, not grounded.

  1. 4d ago

    Cut Open Your Oil Filter Every Time You Change It

    Most pilots change their oil filter and throw it away without ever looking inside -- and that's a habit that can hide a developing engine problem until it's expensive. John and Jeff walk through why opening up a used oil filter is part of the real maintenance process, not an optional extra. They cover how the filter's internal relief valve works (both on Tempest and Champion filters), why that matters when the filter media starts to clog, and why FAA guidance and the engine OEMs -- Continental and Lycoming -- expect the filter to actually be cut open and examined, not just swapped. They also get into what a healthy filter looks like inside versus one that's telling you something is wrong. The practical takeaway: a $16 filter cutter and two minutes with a magnet and a baking tray will tell you more about your engine's health than just watching the oil drain out ever will. In this episode, we cover: - Why oil screens and twist-on filters both need to be opened and inspected, not just replaced - How the bypass/relief valve inside a filter protects the engine -- and why that's not a free pass to skip inspection - The 30-50 hour rule of thumb for how often to change your filter - A cheap, effective tool (an Amazon filter cutter) for opening filters safely - What to look for in the pleated media: metal, slivers, or chunks - Why Lycoming owners should also be pulling and inspecting the finger screen in the sump - How to log and compare what you find oil change to oil change, including taking photos and bagging particulate for later comparison Get in touch! Web - SignatureEngines.com Email - Podcast@SignatureEngines.com YouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

  2. Oct 9

    Your New Glass Panel Is Probably Reading Wrong -- Here's Why

    A shiny new digital panel is only step one -- if nobody comes back to calibrate it against real-world fuel and temperature readings, you're flying on bad data. Jeff and John talk about the gap that opens up after a pilot spends $30,000 to $100,000 on a glass panel or digital gauge upgrade. Getting the unit installed and powered on is the hard part everyone focuses on, but the installer's paperwork almost always calls for a follow-up step: fly a set number of flights under specific conditions, track actual fuel burned, and report back so the shop can fine-tune the equipment. Plenty of pilots never realize that responsibility exists, so they fly for months or years on readings that were never actually verified against reality. Sensor accuracy problems aren't limited to old, tired wiring either. Brand-new installations can have bad sensors right out of the box, a bent pin, or contamination that throws off cylinder head temp, exhaust gas temp, or fuel flow readings from day one. The fix is a simple trust-but-verify routine: physically measure fuel burned over a flight or two and compare it against what the gauge shows, then go back to the installer to adjust the k-factor if the numbers don't line up. That check isn't a one-time thing after installation -- it needs to happen periodically, especially if any avionics or engine work gets done somewhere other than an aircraft's home base. In this episode, we cover: - Why finishing the installation is only half the job for new digital avionics - The verification step most pilots skip: flying test legs and comparing actual fuel burned to indicated fuel flow - What a k-factor is and why it's the critical link between your fuel sensor and an accurate gauge reading - Why brand-new sensors can be inaccurate right out of the box, not just aging ones - The ongoing responsibility to re-verify instrumentation periodically, not just once after install - Why upgrades done away from your home airport need a clear plan for who does the final calibration - The trust-but-verify habit every pilot with digital gauges should build into their routine Get in touch! Web - SignatureEngines.com Email - Podcast@SignatureEngines.com YouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

  3. Oct 2

    Your Aircraft's Oil Capacity Might Be Wrong -- Here's How to Check It

    The oil capacity printed in your engine's manual isn't necessarily the number you should be flying by -- your specific airframe and sump can change everything. Jeff and John break down why stated oil capacity varies even between aircraft with the "same" engine model, because sump design and installation differ by airframe. They walk through a real example with IO-360-DB engines: Continental rates the system at 10 quarts, but at 25 degrees of pitch up or down, only about 7 quarts are actually available to the pickup tube. Push that same aircraft to a more extreme attitude and usable oil can drop to around 4 quarts, which is enough to start sucking air and burning up bearings. The FAA type-certification testing that lets manufacturers claim a lower minimum was done with the engine sitting flat, not pitched, which is exactly the gap that catches experienced operators off guard. The fix they recommend is simple but often skipped: fill to the full stated capacity, fly a pattern or two, then check the dipstick and mark that level as your aircraft's natural full point going forward. They also flag a hazard that's easy to miss -- dipsticks get swapped between aircraft with supposedly identical engines, but a different airframe cant or tail-dragger geometry means the same stick can read wrong. And a "minimum oil quantity" from the manufacturer isn't a cushion for a cross-country leg; it's a signal to land and address it now. In this episode, we cover: - Why published oil capacity numbers can be misleading once sump configuration and airframe attitude are factored in - The IO-360-DB example: a "10-quart" engine that only delivers about 7 usable quarts at 25 degrees of pitch - How usable oil can drop to roughly 4 quarts at more extreme attitudes, risking oil starvation - How to find your aircraft's true natural oil level: fill to capacity, fly a pattern, then mark the dipstick - Why dipsticks aren't interchangeable between aircraft, even with the same engine model - What "minimum oil quantity" actually means: land and address it immediately, not a cushion to fly on - Why a little oil on the belly isn't automatically a problem, and what to watch for instead Get in touch! Web - SignatureEngines.com Email - Podcast@SignatureEngines.com YouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

  4. Sep 25

    Lean of Peak: How Fast Fuel Savings Can Melt a Piston

    Lean of peak operation can save real money on fuel, but done aggressively it can melt a hole straight through a piston in under a minute. John and Jeff trace lean of peak (LOP) operation back to its roots in World War Two, when crews leaned aggressively just to stretch fuel far enough to get home, with zero regard for what it did to the engine. Today the motivation is different -- fuel running $8 to $12 a gallon -- but the mechanical risk hasn't gone away. Manufacturers like Continental and Lycoming publish specific LOP settings, often around 50 degrees lean of peak below 65% power, and Jeff has no problem running an engine at those numbers if the OEM has done the research. The danger shows up when a pilot sets a lean mixture, then gets a climb instruction from ATC, pushes the power in, and forgets to adjust the mixture back. That mismatch can push an already-lean cylinder into a damaging condition in as little as 30 to 45 seconds, often with no warning on the gauges before it's too late. They walk through real examples from the shop floor: pistons with a sandpaper-textured surface from vaporizing aluminum, crowns and rings burned clean through, and an engine with a pre-existing induction leak that ran one cylinder lean until it failed. The conversation closes on gauge accuracy -- a CHT or EGT sensor that reads "calibrated" from the factory says nothing about whether it's still accurate once it's installed and flying, which means a pilot leaning to 50 degrees LOP could actually be at 100 without knowing it. In this episode, we cover: - Why LOP operation started as a WWII wartime fuel-stretching tactic, not a maintenance-friendly practice - What manufacturers actually publish: Continental and Lycoming LOP settings for use below 65% power - The real danger: forgetting to adjust mixture after a power change and suddenly running dangerously lean - Real damage examples from the shop, including sandpaper-textured pistons and burned-through rings - How fast it happens: engine damage from an overly lean condition can occur in as little as 30-45 seconds - Why your gauges might be lying to you, and why sensors and cables need periodic recalibration - The bottom line on LOP: not inherently bad, but it demands constant attention to power and mixture changes Get in touch! Web - SignatureEngines.com Email - Podcast@SignatureEngines.com YouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

  5. Sep 18

    Ground Leaning: The Takeoff Mistake That's Cooking Your Cylinders

    Leaning the mixture on the ground seems harmless, but forgetting to enrich it back before takeoff is one of the fastest ways to cook a cylinder head. John and Jeff dig into ground leaning, a habit a lot of pilots pick up to smooth out a rough-running engine at idle or head off spark plug fouling. Jeff makes the case that if your idle mixture and RPM are set correctly, there's no real need to lean on the ground at all -- and he's never had a lead-fouling problem from skipping it. The bigger issue is what happens when a pilot leans for taxi comfort, then forgets to push the mixture back to full rich before rolling onto the runway. Cylinder head temps can climb into the 400-425 degree range within seconds of a lean takeoff, and by the time it shows up on the gauges, the damage is already underway. From there they walk through mixture management for the rest of the flight: setting cruise mixture off the POH by manifold pressure and RPM, holding off on descent leaning until around 5000 feet in a normally aspirated engine, going full rich again by pattern altitude, and letting the engine idle and stabilize for a minute before shutdown so a turbocharged engine's hot section has time to cool. In this episode, we cover: - Why ground leaning isn't necessary if idle mixture and RPM are set correctly - The real risk: forgetting to go full rich before takeoff and overheating cylinders in the climb - How to recover if you take off lean: communicate with the tower, level off, and don't just push through it - Why the auxiliary/boost fuel pump is a safety backup for takeoff and landing, not a performance switch - POH-based leaning for cruise: setting mixture by manifold pressure, RPM, and target fuel flow - Why lead fouling on the plugs is overblown as a reason to lean on the ground - Descent and shutdown mixture management, including letting the engine stabilize before you cut it off Get in touch! Web - SignatureEngines.com Email - Podcast@SignatureEngines.com YouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

  6. Jul 10

    Camshafts and Lifters - What Wears, What Fails, and What to Do About It

    Metal in your oil filter is not a diagnosis -- it's the start of an investigation, and for piston engines, the camshaft and lifters are usually the first place to look.John holds up actual worn parts and walks through what a healthy lifter looks like versus one with pitting, corrosion, and a worn-through hardened face. Once the hardened steel surface on a flat-tappet lifter breaks down, soft metal is riding against the camshaft lobe and both components are eating each other. He explains the design difference between Lycoming and Continental lifters -- T-shaped flat tappets on top for Lycoming, barrel-style lifters at the bottom for Continental -- and why Continental gives you the advantage of pulling lifters without splitting the case. He also addresses the roller lifter question directly: they're not a cure, they cost four to five times as much, and in high-cycle engines they can fail just as badly as flat tappets, just in a different way.The episode covers what owners should actually ask their mechanics when camshaft wear is suspected. A single borescope pass isn't enough -- there are multiple lobes, and a partial inspection misses the ones that matter. Oil analysis can flag the presence of metal but can't tell you where it's coming from until you start disassembling. Jeff and John walk through the diagnostic sequence: oil analysis, rocker cover inspection, pushrod movement, and what it takes to actually confirm the diagnosis. They also explain when replacing lifters without touching the camshaft is a reasonable interim option -- and when it's just delaying an overhaul that's already necessary.In this episode, we cover:- How camshaft lobes and lifters work together in Continental and Lycoming engines- Why a borescope inspection of the camshaft can give you a false sense of security- The progression from pitting and corrosion to total lobe failure -- and how fast it happens- Flat-tappet vs. roller lifters: cost, failure modes, and whether roller is actually an upgrade- The Continental advantage: replacing lifters without an engine teardown -- and its limits- Diamond slurry lifters and whether they offer any real protection compared to standard flat tappets- How to read oil analysis results when you suspect camshaft or lifter wear- When replacing lifters is a legitimate interim fix vs. a Band-Aid that delays the real repairGet in touch!Web - SignatureEngines.comEmail - Podcast@SignatureEngines.comYouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

  7. Jul 3

    Cooling Your Aircraft Engine in Hot Weather — 4 Things Pilots Skip

    On a 90-degree day, your engine is already warm before you start it -- and how you handle takeoff, climb, and shutdown can mean the difference between a healthy engine and a damaged one.Jeff walks through the specific things that change in hot weather operations: why you open the cowl flaps before takeoff, why climbing at a slightly higher airspeed matters, and why reducing power marginally during climb keeps cylinder head temps in check when airflow is lowest. He covers what happens when you push a turbocharged engine hard and then shut it down immediately -- the oil cooks against the hot turbine, and the next thing you know, the turbo is gone. John adds the ground perspective: letting the engine stabilize at idle before shutdown, monitoring oil temp for that first drop as an indicator that the oil is actually cooling the internals rather than cooking in them. The line guy's impatience is your problem, not theirs.The conversation also covers cold-weather mistakes that put just as much wear on the engine. Owners who run up at high RPM trying to force the engine to temperature faster are generating friction heat before there's enough oil moving through the system to handle it. John explains why idle and patience is the correct technique -- and why you should record which accessories are on during runup because unnecessary electrical load during a hot-day cool-down only adds heat you don't need.In this episode, we cover:- Why hot weather changes your climb profile -- and what speed adjustment helps the engine most- Cowl flaps: when to open them, when to close them, and what they're actually doing- How to cool a turbocharged engine properly before shutdown -- and what happens if you don't- Reading oil temperature as your indicator that the engine has actually cooled before you shut down- What to say to ATC if you need to level off mid-climb for engine cooling- Why running at high RPM in cold weather is one of the most common ways owners damage their engines- How friction heat during cold-weather runup differs from combustion heat -- and why oil needs time to circulate first- When to turn off accessories during cool-down and why electrical load affects engine temperatureGet in touch!Web - SignatureEngines.comEmail - Podcast@SignatureEngines.comYouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

  8. Jun 26

    Hobbs vs Tach Time & SMOH — Aircraft Engine Hours Explained

    Mixing up hobsmeter time and tach time is one of the most common sources of confusion in aircraft maintenance records -- and when it goes unresolved, it costs owners money and obscures the real condition of the engine.John breaks down the difference between the two gauges, why they're not interchangeable, and what happens when a mechanic or owner has been flip-flopping between them for years without documenting which one was used. The tachometer measures engine use; the hobs measures how long the master switch has been on. For maintenance purposes, tach time is what drives decisions about overhaul intervals and AD compliance. Jeff explains what to do when a gauge is replaced, fails, or doesn't match prior entries -- and why "estimated" and "unknown" are legitimate and important entries when the true time can't be substantiated. Leaving a time gap unexplained is far worse than flagging it accurately.The conversation gets into time since major overhaul (SMOH) and total time since new (TSN) -- what both mean, how to read them on an overhauled engine versus a first-run engine, and what a remanufactured engine serial number actually tells you. John explains why knowing SMOH is the most critical number when deciding whether to repair or fully overhaul an engine, and what the Continental and Lycoming recommended intervals actually represent.In this episode, we cover:- The functional difference between a tachometer and a hobsmeter -- and which one to use for engine maintenance- Why flipping between tach and hobs time in logbook entries creates confusion and red flags- What to document when a gauge is replaced or fails mid-ownership- When to write "estimated" or "unknown" in a logbook entry -- and why that is the right call- Time since major overhaul (SMOH) vs. total time since new (TSN) -- how to read both- What a remanufactured engine serial number means for Continental and Lycoming engines- Why high total time since new is not the same as a worn-out engine- How SMOH drives repair vs. overhaul decisions at Signature Engines00:00:41 Introduction -- why tach vs. hobs matters00:02:41 How entries should note time and which gauge to use00:05:27 What to do when you only have one gauge00:06:50 Documenting gauge replacements and time gaps in the logbook00:09:21 When "estimated" and "unknown" belong in a logbook entry00:10:30 Time since major overhaul vs. total time since new00:13:27 Remanufactured vs. overhauled -- what zero-time actually means00:16:12 How many times can an engine be overhauled?Get in touch!Web - SignatureEngines.comEmail - Podcast@SignatureEngines.comYouTube - https://www.youtube.com/channel/UCfaCQMkJRkLQ-MUg2kwHy2A

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About

Join John Buckles and Jeff Schnable as they talk through practical tips and insights to keep you flying, not grounded.

Information

  • Creator
    John Buckles and Jeff Schnabel
  • Years Active
    2026
  • Episodes
    15
  • Rating
    Clean
  • Copyright
    © John Buckles and Jeff Schnabel
  • Show Website
    Keep Those Props Turning Podcast