Funny how that engine looks so good after sitting outside for a long time. I guess you never know, you should have a good airplane after this. Fly it and enjoy it 👍
I'm guessing that camshaft inside of airplanes are different than the ones in cars, I know that from building and racing small block Chevys years ago that once your lifter has worn out it would also take out the lobe on the cam and then you just have to destroy the whole thing, I'm guessing this is different with airplanes, they were talking about putting a polish on your current camshaft. Maybe when you speak with him in the future you can get them to comment further on these things
I'll ask. I recall Mike Busch (the maintenance guru) stating that the cam lobes are a harder metal than the lifters but I don't recall why that is. Eventually though, it's as you said, both of them would be wrecked.
mine is 0-320-d3g .is there any workshop that i can attend so i can overhaul my engine and thereafter getting certificate to do back home in KL,Malaysia? thx
What bothers me the most when I see the various friction issues in your engine and in every body else’s is that there is at least one lubrication product in the marketplace which can greatly minimize that wear. Why you haven’t seen it is simply because the FAA requires a company to fork out a minimum of $ 75,000 to have it tested even though the product has been used by top fuel dragsters since the mid 1980’s. Doesn’t that seem like a plan to take pilot’s out of operation?
Funny how that engine looks so good after sitting outside for a long time. I guess you never know, you should have a good airplane after this. Fly it and enjoy it 👍
Lucky you. I don't skimp either. It's cheaper to treat a motor right.
Thanks man, good job.
The internal combustion engine: friction leads to metal fatigue.
Wishing you a happy New year Dave and thanking you for your channel.
🌏🇭🇲
Thought I heard on AOPA's podcast with Mike Busch "Ask the A&Ps" that if there's an issue with a camshaft, to not work it, but to replace it.
I'm guessing that camshaft inside of airplanes are different than the ones in cars, I know that from building and racing small block Chevys years ago that once your lifter has worn out it would also take out the lobe on the cam and then you just have to destroy the whole thing, I'm guessing this is different with airplanes, they were talking about putting a polish on your current camshaft. Maybe when you speak with him in the future you can get them to comment further on these things
I'll ask. I recall Mike Busch (the maintenance guru) stating that the cam lobes are a harder metal than the lifters but I don't recall why that is. Eventually though, it's as you said, both of them would be wrecked.
mine is 0-320-d3g .is there any workshop that i can attend so i can overhaul my engine and thereafter getting certificate to do back home in KL,Malaysia? thx
If CSI welded in the webbs they did not follow Lycoming Engines criteria.
More video like this as a person who is entering into the A&P field?
Pilots and mechanics point of view is always welcomed.
Engines don’t do well sitting around when I was doing charter most of the piston aeroplanes I flew made TBO but they flew every day.
What bothers me the most when I see the various friction issues in your engine and in every body else’s is that there is at least one lubrication product in the marketplace which can greatly minimize that wear. Why you haven’t seen it is simply because the FAA requires a company to fork out a minimum of $ 75,000 to have it tested even though the product has been used by top fuel dragsters since the mid 1980’s. Doesn’t that seem like a plan to take pilot’s out of operation?
For recip aircraft engines the problem is corrosion. How does friction relate in terms of the mystery product?
So, you want an airplane. Feel lucky, punk?