Cirrus Expert Tells Us Everything Wrong With Our Cheap SR20! 

Thank you so much for all the help and education!

Thank you sir learned a lot my friend is a QC inspector/ mechanic for United airlines he talks and loses me every time lol

Thanks for making it seem very simple, made me feel like I can become an A&P.

D Thirteen, you bring a sense of relief and confidence to someone who has been afraid to pull the trigger on a first time aircraft purchase. Too bad you’re not on the east coast. Keep on what you’re doing and START YOUR OWN RU-vid CHANNEL. I think you will find a lot of people will like you.

@@Airplanefish thank you! I’ll reach out to you.

Glad you liked it. We will be up in the skies soon!

Thanks for the comment Greg. I'm 31% through your course and loving it so far! Can't wait to get flying :)

Awesome! Thank you!

Glad you liked it!

Glad you enjoyed it

They probably went to radio broadcast school. There are techniques that keep a wider audience listening and they appear to be using them. Personally, I’m not into that. Howard Stern does it as well as a myriad of other interviewers. It’s a conventional style of conducting interviews.

“I don’t mean” and then becomes dismissive . . . Honestly I don’t see what you saw. They asked questions and listened to the answers the tech gave.

They looked interested to me. Everyone is young and eager at some point. Be kind. These guys seem cool

That's awesome

Right on! 182s are sweet!

He's super knowledgeable and helped us understand how all the parts work together which will help us be better pilots.

Welcome to aviation!

No emmision system components on exhaust system. No egr, no converter...

Huh?

It was actually a clogged fuel injector. But maybe this was all a blessing in disguise.

Definitely

The nose-wheel is a castor type. That means you use braking on the mains to turn. The Cirrus can do a 360 in place thanks to the tech.

We started with the probe but unfortunately no luck turns out it was a clogged fuel injector in the cylinder. More videos to come!

Indeed, very good point! Fish was explaining how simple the design way.

Compression test

Yes!

@@Airplanefish That will do it too. I burn a hole in a piston on my dirtbike when I was a kid because of an air leak. Uncontrolled leaning can be destructive.

1640 since new, 2000 TBO. So we knew it was coming up when we bought the plane.

@@JRAviation hope you have $25k-$35k ready cause that's what an overhauled IO-360 will likely run...possibly more depending on what you have done

At 1640 hours on a 17 year old engin,,, I would not replace a cylinder,,, I would overhaul the whole engine

Knocking out ground school then the written right now

1640 hours they said

It would have been $3-$4k but stay tuned for next video... we encountered some bigger problems.

Yanking the factory engine for something else means the aircraft must then be registered an an Experimental which would be a dumb thing to do to a Cirrus. It'd kill the plane's value.

Shoot us a DM if you're on Instagram, would love to link up at some point and chat Cirrus!

Hi there! Do you have an instagram? Message him @DetailThirteen and he can help you.

He is the man I'd want work in ng on all of my planes! If I had any!

Thank you!

hahah of course planes are more niche, but we'd make these videos no matter how many views we got! The engagement we get on this channel is actually higher than JR Garage

That would be epic, but probably very challenging!

Would make the plane experimental aircraft then. Putting in car engines is a very big deal as aircraft engines are flat 4,6 or 8 cylinders and they are air cooled. Also they run at a very low rpm. Car engines are liquid cooled and with running at much higher rpms they need a belt drive to lower the rpm to one the propeller can use. Their are several ls engine kits for kit planes, but they are heavy and not very popular. Subura engines, mazda rotaries, covair engines are propably the most popular car engine but its all for experimental planes. With a certified aircraft you are stuck using it exactly as it is basically. A company can spend a bunch of money to allow you to buy a certificate that says you can run regular unleaded in the engine. Or gap seals which cover the gap between the wing and the flaps which can potentially make the plane faster or vortex generators which go on the wing and lower the stall speed. But with a certified aircraft and a&p has to install the parts and then sign off on it in the logbook. Plus the company had to have tested those parts on that exact make and model plane and faa approved the final paperwork showing it was safe the manufacturer sends to faa. With experimental you just go buy and put on yourself and sign your own logbook. Certified parts are always 2 to 3 times the price of the exact same thing non certified. Ps that engine is 30k to 50k new.

@@JRAviation its already done and their is a kit for it but your plane would be experimental

I work on both. Automobiles and aircraft. It’s not an uncommon occurrence to renew one cylinder. This will blow your mind most aircraft engines have a .020 to.030 position to cylinder clearance spec. Talk about position rock. It’s necessary to prevent the engine cylinder from seizing on the pistons during a dive

Clogged fuel injector

Or the cracked intake tube

@@russellbingham7901 I agree. I asked the question before I saw the cracked intake tube, which would have definitely made the cylinder run lean.

You'd trust these guys to work on it themselves?

seems true with all Continentals.....

I subscribed too. I agree with your comments but you can’t argue with success; look at the subscriptions they’ve accumulated.

Still a couple years out

Name one that you can buy ?

Nope aircraft cylanders wear out 1 at a time. The engine is aircooled. Each cylinder has a temperature guage on it and to get the best fuel economy you use the least amount of fuel to fly at 80 percent your max speed without overheating any cylinders. Fuel cools the cylanders so the more fuel you burn the cooler the cylinder temperature. But when your burning 15 to 25 gallons per hour you want to burn the least amount of fuel possible especially since aviation fuel is around 4 bucks a gallon since its 100 octane low lead fuel.

@@Airplanefish as an a&p to put in writing their is probably another bad cylinder without you then checking the other cylinders leaves you open to a huge lawsuit if something happens to that engine and they crash or have to put the plane down in an emergency landing. On the video you stated the reason for the high temp on cylinder 3 was it was worn out and oversized and had to be replaced. If i remember right. You should do a new video to correct your engine diagnose. Since your on video saying its something else than what it is. You must have wonderful eyesite to see the cylander is oversized by a 01th of an inch to a .001 of an inch or so. Usually you measure everything to make sure what you see on the cylander is telling you the right thing. The clogged fuel injector makes a lot of sense while it was taxiing around etc that that cylander would be hot but yet at altitude when tney flu it back it was at normal temp. Just strange they drop that much money without doing a through inspection before buying it. I stick with experiments. I build 1 with lycoming io 540, helped my stepfather with an ultralight and i call it an ultralight but its a sport pilot and 2 gyros 1 bronze lindy and 1 silver lindy and best build gyro at airventure. Helped on numerous other experimentals.

@@cw93711 hey as a fellow a&p I will say that the video does not show a step by step disassembly process. But I believe his experience education and willingness to even be on video bodes well to his credibility. Measuring eng gap clearance is not an eyeball kind of guess on cylinder rings. You use feeler gauges. And measuring for out of round cylinders requires telescoping gauges and a micrometer. I don’t know if you have ever done overhaul on certified aircraft but the experimental rules under ASTM are not the same as the rules under the FAA’s FAR’s. He as an IA is fully versed on the legality of his repairs and he is only liable for the work performed. It’s a high time engine and would have been well within his legal responsibility to R&R only the fuel injector to remediate the fault. His attention to detail exemplifies he’s a thorough and attentive A&P. Upon further inspection he found a cracked intake pipe and an out of tolerance cylinder. The faulty fuel injector is a known continental fault with cirrus. It’s also in the trouble shooting manual. Either way through experience or manual reference he did an exceptional job. Stick to your experimental. You have more creative rights in the experiments FAR part 21 classification. Certified aircraft only get it one way. The FAA approved way. And the pitted hydraulic lifters may have an associated AD. but I don’t know if you or others will know what an AD is. 🤷‍♂️. It’s under FAR 39

@@bigtimer1a i agree with you you. Also when he added more info things made alot more since. Lastly if you watched these 2 on their car videos you would also question what type of person they got to do their annual. I have dealt with certified aircraft as my stepfather had a 172 for overa dozev years and an my best friend had a 177 cardinal for most of his life. Other friends had various certified aircraft as they are easier to finance then experimentals.

Um, yes... it is.. He explained it no differently than I would.

True, but in the airplane world, they call it a “compression test”. In the automotive world, you are right, this is a “leak down test” while a compression test involves cranking the engine with the throttle blade open to measure psi in one spark plug.

@@thomasaltruda I have never performed a compression check on a plane yet where I had to have the engine crank. All checks are done, keys out, mags cold, and @ 80psi. Shouldn't have to touch the prop while you're doing the check either because you should've already felt the gear lash in the prop when at TDC. If the prop rotates, you were off TDC. If the prop doesn't move and you have

@@swagger897 I agree with you. I am familiar with aircraft and automotive engines. I should have clarified that you don’t use automotive type procedures on aircraft. We won’t crank aircraft engines to do compression checks, they are done like you said, statically.

hahahha sounds about right!

Gotta learn to land with engine out, pr atleast you did. Its only scary when your going thru training and your instructor pushes the throttle all the way in taking you from your normal 80 percent power tp 0 power once you get licence you always are paying attention to wear you can land if engine failure. Plus most ga planes have a very good glide ratio.

Its not unusual for a ga aircraft to not have a major overhaul in 17 years. A ton of ga pilots fly less than 100 hours a year and with an engine that is at 2000 hours TBO. The plane is 17 years old so it shouldnt have had a major overhaul yet. He said engine has 1640 hours.

@@cw93711 Do you know the history of this plane? 1700 hours can easily see a major overhaul btw. Depends how the engine has been run and cared for....

@@Airplanefish The cylinder being replaced has thin walls indicating it has been honed repeatedly and maxed out. As the mechanic noted in the video.

@@gbigsangle3044 obviously it didnt need a complete rebuild or the a&p would have pulled the engine and told them that instead of just replacing 1 cylander And i do have some idea of whar i am talking about as i build a experimental with a lycoming io540. And i have helped my stepfather build 2 ultralights and 2 gyrocopters and the gyros recieved a bronze lindy and a silver lindsey and the won with the silver was best build gyro that year at airventure. He also had a 172 that we did alot of maitence on and then a&p checked everything over and signed off on it since the work was all done in our rural hanger. Also worked on multiple other experimentals

@@cw93711 I don't question your mechanical background...I question your knowledge of this particuar engine in the video. The video does not provide that history which would have been useful given the problem piston and helps set the background for the story. Only the engine logbooks would have that information.

We are well aware of the maintenance costs. Coming from Ferraris and Lamborghinis, the repair costs are nothing new👍 Better to put up the money and know your plane is sorted, so that’s the plan.

Thats why they are buying the electric plane. Lol

Good job for stepping out and purchasing your first plane. All Motorsports are expensive. As long as your prepared you guys will be fine. Even if surprises develop. Keep in mind safety first and take recommendations from trusted sources. With that being said. Good luck and enjoy gaining your PPL private pIlots license 👩‍✈️ ✈️

Just replied

@@Airplanefish never, flown for 3 years, got it brant new from factory, when taxing, use full deflection of ruder before you need to break, just do a little touch until it’s going just a bit of to the opposite side, always keep full deflection of rudder, on take off I never used breaks, on landing as little as possible and don’t break hard, if have a long runaway, let it run and decelerate, clear runaway via 45° taxiway, you can joy it at 60kts and will have a lot of aerodynamic rudder control,... I could say a lot here, but it’s so obvious to me! Sold it with 1500h with original temperature sticker on!