Filmed at Mattituck Engine Shop, I worked there many years ago, Sadly the shop and all the buildings are gone but the airport is still there. Really well made video, Thanks!
When the serene drone of these engines without a hiccup becomes deaf in your ears for many many hours over sea, jungle or mountains day and night always arriving to your destination ,, then and only then you understand what reliability really means .
A clear and precise film that does a good job of explaining a very complicated process. I just love those lycoming engines. They are really a work of art, and beautiful engineering
Interesting. I've always wondered what the engine is like internally. Yes, I have learned how it works and its components, but always from an external perspective. Now everything is making more sense. Thanks!
Wow. Very cool. I’ve always read the book from the ground up book but never really saw the engine parts, just some pictures and words to explain the parts. Wow. Ty.
I just finished my A&P school and we tore the O-470 cont. apart. 4 people per engine with 9 engines in class. It took a whole week to do tolerance checks on all parts. Pretty simple engine to rebuild. Use the silk thread on case half's and when torquing use the torque wrench on both sides of the through bolts.
I am a pilot, so I think I can comment. I had some relatives by marriage killed in a plane crash. He was a non instrument rated pilot, flying in the fog, at night and flew his Cessna 172 into high lines with predictable results. A relative sued Cessna and won. Another relative by marriage was a test pilot for Cessna, he will tell you that lawyers killed the small aircraft industry. Its why airplanes are unaffordable, unless you are a tort attorney.
what do you have to know to work in one of these facilities (what would be good to know?) and is it hard on someone with a bit of a back problem. like only at certain angles are there back issues... weird angles. lifting is fine just not being over at 45 degree angles and lighting combined. thanks in advance guys
@@harpoon_bakery162 You should be okay, these under stressed engines are not like the modern complexity of car engines where you would be leaning over at odd angles checking for leaks etc. The engines I remember being built were on assembly jigs that had ease of assembly. I would not be lifting anything heavy over 45 degrees without risking your back.
Having rebuilt numerous VW and Corvair engines as a teenager in the early 60s these engines are quite similar. It’s quite satisfying To have an engine entirely apart, put it together and it actually starts. Those were the days.
Having done a couple motorcycle engines, it's interesting seeing what is the same and what is different. I must say that business with the silk thread sounds very bizarre to me. In the bike world we use special solvent-based sealant compounds (inevitably marketed as Yamabond, Hondabond, Kawasaki K-Bond, etc). You apply it in a thin coat, and then immediately bring the case halves together and begin bolting. There is a time limit to proceed, none of this sitting and thinking for an hour, but it works very well. Forget about oil leaks, on a multi-cylinder 2-stroke the crankcase must be flawlessly air-tight. I heard once that Porsches use no sealant or gasket at all, and simply rely on an atomically perfect machined finish of the surfaces. I don't know if I trust the thread nonsense, but I trust it more than THAT.
They glossed over the cylinder installation which is the most important part of the assembly. The crankcase clamp up is critical with the cylinders going on.
At 11:00 on the clock He rotated the crankcase around the crank , while the crank case was very lose and still separated by almost 1/16 of a inch. He did this before any bolts were snugged or tight and that was wrong. DONT ever do that. He likely caused the two piece main bearing to shift in the housing . Misaligning the oiler holes and the motor was now assembled wrong
Even worse, at 24:56 he says make sure the gaps in the rings are offset by 120 degrees each. Then proceeds to line them ALL up even with the oil ring, and puts the ring compressor on... gonna be low compression and smokey on that cylinder...
No matter how you care the damn things break way too much . The cost is unreal to fix or replace . I had a alternator fail in flight . Next day I took it out , the hanger wanted about 500 to replace . I took it to a auto gen shop , it was back together in minutes and cost 25 bucks , no more problems . Landing light went out , the hanger wanted 45 bucks for a used one . I went to a NAPA store same aircraft spot right on the bulb , 10 bucks , no more problems . What a rip aviation is .
Must say I have new found respect for the A&P's out there who take on these projects. At the same time I wonder if certain components could be re-designed or simplified now that machining and metalurgy have progressed.
"re-designed or simplified"... sure... YOU first... take your family aloft with your "experimental" powerplant... let us know how that goes... if you can. =:O
0-235 front stud broke off at the nut dumping oil out.. I had seen oil pressure dropping into the yellow arc on throttle back for some weeks, engine ran normal, no vibration. I put some 100w in and pressure sort of restored. Engine stripped, centre bearing had spun. Can't see why unless pump or regulator fault. Camshaft bearing seat had also cracked in middle.
I enjoyed watching this video & considering the IO-360 powers a large inventory of general aviation aircraft, I found this very useful as I'm entering AMT school. Simper Fi!
I hope to Christ for your passengers' sake and the sake of anybody under or around your DIY-overhauled airplane you had a hell of a lot better "guide" for your "top overhaul" than this shitty "just hit the high points" video. Like an OEM service manual, for example. And how did this video - which didn't show anything as far as "overhaul" of the cylinder heads - reassure you that you did your DIY "top overhaul" - as you put it - "OK".
Some of the video is a 320. You can tell by the slightly smaller Crankshaft flange and the rod bolts facing the other way around. Not that it really matters though.
When people compare the cost & performance of these engines to modern, they ignore an important point. Each of these engines is individually dyno tested and certified to make 110% of its rated power before it leaves the factory. And it is certified to run at redline making 100% of its rated power for 2,000 hours. Typical duty cycle for a car engine is about 20% of its rated power; they make full power only during brief bursts and cannot operate continuously that way. Airplanes use 100% power on every takeoff and cruise indefinitely at 75%. Car engines are not built for this duty cycle and most will fail long before reaching it. Also, being magneto fired with dual mags and dual plugs on every cylinder is for reliability: if the airplane's electrical system and battery fails, the engine keeps running. And even if one magneto fails, the engine keeps running. And despite this old 1950s technology, these engines are surprisingly efficient during cruise with BSFC of about 14 HP per gallon per hour.
These things are garbage compared to any engine made in the last 25 years. non-roller cams, horrible gaskets and seals, fixed ignition timing, points and condenser, super sloppy tolerances, carburetors, non-computer controlled mixture. For the price of what these things are, they really need to step up their game from this 100 year old tech.
@@JankyShack Take a look here czcams.com/video/_k1TQGK3mZI/video.html You'll see where Porsche, M-B and Toyota have pitted their double overhead cams, multi-valve cylinder heads, state of the art manufacturing processes etc and failed not only to surpass but to equal the overall performance of the old established Continentals and Lycomings.
Thank you.. fascinating... to compare with BMW ("Airhead") engine rebuilds... (surprised to see "split-case" construction) (FWIW, Doesn't Lycomings use roller cam followers?) ("dual plugs" is a common mod for many "Airheads")
Thats it, I'm switching over from helicopters to recip overhauls. Business must be great if the presenter is wearing a Rolex GMT Master II while actually turning wrenches, lol.
interesting video, HOWEVER you should title it ASSEMBLY VIDEO, as thats all it is, PITY, as most of us come to an "overhaul" with a complete & dirty engine, so disassembly IS required mate:)))))
This is one of the best engine assembly videos I've seen. Inter-cylinder baffles should have been installed after torqueing the cylinders. It's not impossible later, but since the engine is on a stand, it's easier before the intake tubes and drain-back tubes are installed. Also, lube the oil filter gasket, DC4 silicone grease is recommended, before torqueing the filter in place.
This is SERIOUS BUSINESS!!,Think about the ramifications of doing this!!..I wouldn't want to do this,I rebuilt automatic transmissions over 30 yrs but I would lie awake every night wondering.. DID I do this right today!?.
I would question torquing the conrod without putting something on the side of it to not risking damaging the bearing.. also it bothers me not measuring bearing crush.. but then i'm used the old car engines ...
I was just about to send my narrow deck 360 out for overhaul until I stumbled on to this video. I don't have a lot of sockets for my Harbor Freight socket set the kids got me for Christmas last year, but they are running a sale on crescent wenches. That'll work! Heading out the door to buy one and some blue RTV. Oh yea, gotta check my wife's sewing kit for some thread. Silk is pretty expensive, but I'm sure cotton will work just as well. Wonder how those guys made their pliers spin so quickly when they poked that wire through the fasteners. Probably don't really have to bother with that stuff. A little acetone and Gorilla Glue will keep everything nice and tight. Hey! any of you guys wanna go flying with me once I have that engine purring like the proverbial kitten?
I might be mistaken but, I think I detect a wee bit of sarcasm in your post, maybe. Don't worry about having the proper size sockets for your upcoming overhaul, you only need a quality made pair of Chinese knock-off Vise Grips to do the entire job. And a BFH tool, otherwise known as a Ford Hammer. Any and all sarcasm intended. PS. I will take you up on that check ride, I've flown in much worse....
You THINK you are joking, go take a look at some of the NTSB crash analysis on YT of some truly moron built aircraft, and you will realize though there is apparently a limit to how smart you can be, there is NONE in the other direction. I'll give you a hint. One guy built an airplane out of Home Depot door skins and construction foam (yes, the spar too) and when it started leaking fuel from the wing, he jumped up and down on it to see why, THEN took it back up and crashed. HOO BOY!!! Hold my beer, and watch this! ;-(
They should be 6 cylinders. Smoother operating and safer too. You loose a cylinder with a 6, you have 5 more working. You lose a cylinder with a 4, you are in trouble due vibrations like hell loosening things, and only 3 working now and engine will likely die easier. Easier to die engine completely on 3 than on 5.
@@feetgoaroundfullflapsC 99% of those Porsche engines failed and have been replaced with a Lycoming. That project alone showed the complexities of automotive conversions.The PFM 3200 en.wikipedia.org/wiki/Porsche_PFM_3200 Aircraft engines have set timing, and are optimized to cruise at steady RPMs well below 3000 RPMs limited to the Propeller tip speed breaking the sound barrier. There is no need for a gearbox. All ICE engines function on the same basic principal of burning fuel to create an expanding gas to force a piston down and rotate a crank. You want Simple Reliable Low RPM power at a constant flat power band. Your not accelerating or shifting gears. There have been a lot of advances in the modern Aircaft engine, mostly metallurgy, electronic ignition roller tappets, and a few others. Considering they are Certified and certificated for a specific airframe, there is little demand to go through the costly process of a new STC to replace the original engine with a new design. Cessna build under 200 172's a year. The vast majority of single engine aircraft were built in the 60-70s. Of the 150,000 single engine aircraft registered in the US the average age is over 50 years old. A new single engine airplane is more that 600-700 thousand dollors. Beechcraft builds only about 5 Bonazas a year, at a million each.
As someone who’s rebuilt numerous engines over the years, this threw me through a loop. I only searched for it because I’m a pilot and wanted to understand it deeper
This is such an enjoyable video. No loud disturbing music, clear and even paced voice. good camera work, etc, etc. Wonderful !
Filmed at Mattituck Engine Shop, I worked there many years ago, Sadly the shop and all the buildings are gone but the airport is still there. Really well made video, Thanks!
When the serene drone of these engines without a hiccup becomes deaf in your ears for many many hours over sea, jungle or mountains day and night always arriving to your destination ,, then and only then you understand what reliability really means .
Brings back some happy memories of how we improvised in difficult times. Thank you for sharing.
A clear and precise film that does a good job of explaining a very complicated process. I just love those lycoming engines. They are really a work of art, and beautiful engineering
Complicated, try car engines, these are simple engines.
Perfect assembly! Everything is so clean, including worker's hands.. a pleasure to watch!
Interesting. I've always wondered what the engine is like internally. Yes, I have learned how it works and its components, but always from an external perspective. Now everything is making more sense.
Thanks!
excellent! truly a professional's tutorial, no annoying music or background confusion. Very interesting, these guys are good!
Great video, great job! This is what a rebuild video is all about.
Great video. I cannot get enough of these videos.
Lindo demais! Que saudades...
Such a great video, thank you for your efforts making it available for us, well done!
Very informative.would like to review this presentation daily.Thank you.
I LOVED THIS VIDEO, VERY INFORMATIVE, PROFFESIONAL, GREAT JOB GUYS.!! KEEP MAKING THESE VIDEOS..!
Fascinante este mundo de motores.
A thrustwasher which prevents it from eating itself. Brilliant video!
Wow. Very cool. I’ve always read the book from the ground up book but never really saw the engine parts, just some pictures and words to explain the parts. Wow. Ty.
Excellent video, I love it!
It is quite educative. Well done.
NELSON.
Great video, I learned a lot about rebuilding an aircraft engine, well done
wow nice precise film.. good job explaining
This video reminded me when my supervisor Ashenafi helped me to assembly the 0I540 engine on WEST LOS ANGELES COLLEGE. class 2021. :)
Jewwjjj tu i
I just finished my A&P school and we tore the O-470 cont. apart. 4 people per engine with 9 engines in class. It took a whole week to do tolerance checks on all parts. Pretty simple engine to rebuild. Use the silk thread on case half's and when torquing use the torque wrench on both sides of the through bolts.
Thank you attorneys, you are the reason we still fly expensive, obsolete engines.
Actually, thank you FAA. They write the rules.
I am a pilot, so I think I can comment. I had some relatives by marriage killed in a plane crash. He was a non instrument rated pilot, flying in the fog, at night and flew his Cessna 172 into high lines with predictable results. A relative sued Cessna and won. Another relative by marriage was a test pilot for Cessna, he will tell you that lawyers killed the small aircraft industry. Its why airplanes are unaffordable, unless you are a tort attorney.
Sounds like Cessna didn't have good attorneys, it was obviously pilot error.
@@russelllowry1061 You are 100% correct. This is a well known thing to the people not understanding.
Really GOOD Quality instructional Video . Well Done .
Brings back memories of my time working in an engine overhaul facility.
what do you have to know to work in one of these facilities (what would be good to know?) and is it hard on someone with a bit of a back problem. like only at certain angles are there back issues... weird angles. lifting is fine just not being over at 45 degree angles and lighting combined. thanks in advance guys
@@harpoon_bakery162 You should be okay, these under stressed engines are not like the modern complexity of car engines where you would be leaning over at odd angles checking for leaks etc. The engines I remember being built were on assembly jigs that had ease of assembly. I would not be lifting anything heavy over 45 degrees without risking your back.
@@Desertduleler_88 thanks for the reply... that's great. perfect.
OMG! I used to work here! I performed cylinder, starter and alternator overhauls!
I have one of your engines - it's sweet! :)
Having rebuilt numerous VW and Corvair engines as a teenager in the early 60s these engines are quite similar. It’s quite satisfying To have an engine entirely apart, put it together and it actually starts. Those were the days.
Yep. I love that it's all mechanically driven.
Great video, great job!.
Excellent video. Thanks
Great video and mechanic...and...great Rolex GMT Master!
For what these engines cost, I'm not surprised the builder wears a Rolex!
@@michaelclements4664 not at all where that money is going lol. Probably makes $35-40/hr at MOST in todays climate
excellent video thanks for showing us
masterwork ,good video thank you
I enjoyed watching this tape.
THANK YOU THIS VÍDEO WELCOME TO BOGOTÁ DC COLOMBIA 🇨🇴🇨🇭
Having done a couple motorcycle engines, it's interesting seeing what is the same and what is different. I must say that business with the silk thread sounds very bizarre to me. In the bike world we use special solvent-based sealant compounds (inevitably marketed as Yamabond, Hondabond, Kawasaki K-Bond, etc). You apply it in a thin coat, and then immediately bring the case halves together and begin bolting. There is a time limit to proceed, none of this sitting and thinking for an hour, but it works very well. Forget about oil leaks, on a multi-cylinder 2-stroke the crankcase must be flawlessly air-tight. I heard once that Porsches use no sealant or gasket at all, and simply rely on an atomically perfect machined finish of the surfaces. I don't know if I trust the thread nonsense, but I trust it more than THAT.
One of the best videos on CZcams.
A great video!
😁great video, and show me the structure of Lycoming
Tnx you so much .
You sho awesome video thanks
Hi great tip. Take a break, and return with a fresh set of eyes.
They glossed over the cylinder installation which is the most important part of the assembly. The crankcase clamp up is critical with the cylinders going on.
Awesome video!!
At 11:00 on the clock He rotated the crankcase around the crank , while the crank case was very lose and still separated by almost 1/16 of a inch. He did this before any bolts were snugged or tight and that was wrong. DONT ever do that. He likely caused the two piece main bearing to shift in the housing . Misaligning the oiler holes and the motor was now assembled wrong
Even worse, at 24:56 he says make sure the gaps in the rings are offset by 120 degrees each. Then proceeds to line them ALL up even with the oil ring, and puts the ring compressor on... gonna be low compression and smokey on that cylinder...
I agree. I don't think it's a good idea to start spinning the crank without the through-bolts being tight first.
Awesome.
The mechanic looks like he knows a lot about Huey Lewis & the News
Work of art no head gaskets same bolts hold both barrels clever don't know about ancient looking magnetos these gave probs on old engine
No matter how you care the damn things break way too much . The cost is unreal to fix or replace . I had a alternator fail in flight . Next day I took it out , the hanger wanted about 500 to replace . I took it to a auto gen shop , it was back together in minutes and cost 25 bucks , no more problems . Landing light went out , the hanger wanted 45 bucks for a used one . I went to a NAPA store same aircraft spot right on the bulb , 10 bucks , no more problems . What a rip aviation is .
Pleasure watching this assembly in action
Pleased to watch your video ..... Eager to work in your workshop out of my interest and love for engines...
Your vintage Rolex GMT has appreciated big time. Your watch is worth half the cost of the rebuild. Class all the way.!
Most issues happen right after overhaul - I would consider a rigorous oil analysis program and then overhaul on condition instead.
Very good, now isn't the pig tail in safety wires go the other way?, meaning if going right go left to secure?....😏👍
Must say I have new found respect for the A&P's out there who take on these projects. At the same time I wonder if certain components could be re-designed or simplified now that machining and metalurgy have progressed.
In theory yes, but the FAA certification process is a bioootch. Plus R&D costs money, which is better served working on electric propulsion.
"re-designed or simplified"... sure... YOU first... take your family aloft with your "experimental" powerplant... let us know how that goes... if you can. =:O
@@geosync9742 electric propulsion is for puss1es
I certainly wouldn’t take this project on my own ticket, too much liability…even if you do it 100% correct
Probably just the pistons could be higher quality but everything else is already great. Don't change something that works!
Good Job !!!
Looks like me working on air cooled VW engines. Except for the safety wire...
Nice video, it helped me in school. 10/10
0-235 front stud broke off at the nut dumping oil out.. I had seen oil pressure dropping into the yellow arc on throttle back for some weeks, engine ran normal, no vibration. I put some 100w in and pressure sort of restored. Engine stripped, centre bearing had spun. Can't see why unless pump or regulator fault. Camshaft bearing seat had also cracked in middle.
I wish i could rebuild it, but got to be sent off.
I enjoyed watching this video & considering the IO-360 powers a large inventory of general aviation aircraft, I found this very useful as I'm entering AMT school. Simper Fi!
Really educational
I'm here for school It really helped
very goood
Great video! I would have liked to have watched it before I recently did my top overhaul, but it showed me I did OK.
I hope to Christ for your passengers' sake and the sake of anybody under or around your DIY-overhauled airplane you had a hell of a lot better "guide" for your "top overhaul" than this shitty "just hit the high points" video. Like an OEM service manual, for example.
And how did this video - which didn't show anything as far as "overhaul" of the cylinder heads - reassure you that you did your DIY "top overhaul" - as you put it - "OK".
You mean a cylinder change Del?
@@deeremeyer1749 I think he should get it checked out. Savvy Aviation did a short on cylinder changes a while ago.
DEEREMEYER1
He hasn’t responded maybe engine failure took him out?
@@chrisj197438 Maybe!
Some of the video is a 320. You can tell by the slightly smaller Crankshaft flange and the rod bolts facing the other way around. Not that it really matters though.
Certified bh the faa is what drives the high costs. Experimental class can be done by mechanically adept owners inspected and signed off.
Really?? And how you can be assure if a person is "Adept".. What test will you use for that "Adept"???
easy can you rebuild a Car Engine? Then you can you can work on this engine.
Not really, even the non-certified experimental ones are $30k
Very good
It was a pleasure to see this excellent assembly.
This is an injection engine, how is the injection pump synchronized or driven?
nice Rolex!
It's a fake.
very good movie on engine rebuild 1/14/2021
When people compare the cost & performance of these engines to modern, they ignore an important point. Each of these engines is individually dyno tested and certified to make 110% of its rated power before it leaves the factory. And it is certified to run at redline making 100% of its rated power for 2,000 hours. Typical duty cycle for a car engine is about 20% of its rated power; they make full power only during brief bursts and cannot operate continuously that way. Airplanes use 100% power on every takeoff and cruise indefinitely at 75%. Car engines are not built for this duty cycle and most will fail long before reaching it. Also, being magneto fired with dual mags and dual plugs on every cylinder is for reliability: if the airplane's electrical system and battery fails, the engine keeps running. And even if one magneto fails, the engine keeps running. And despite this old 1950s technology, these engines are surprisingly efficient during cruise with BSFC of about 14 HP per gallon per hour.
These things are garbage compared to any engine made in the last 25 years. non-roller cams, horrible gaskets and seals, fixed ignition timing, points and condenser, super sloppy tolerances, carburetors, non-computer controlled mixture. For the price of what these things are, they really need to step up their game from this 100 year old tech.
@@JankyShack Take a look here
czcams.com/video/_k1TQGK3mZI/video.html
You'll see where Porsche, M-B and Toyota have pitted their double overhead cams, multi-valve cylinder heads, state of the art manufacturing processes etc and failed not only to surpass but to equal the overall performance of the old established Continentals and Lycomings.
So good
good job
Almost looks like inside a VW 1600 case.
Thank you.. fascinating... to compare with BMW ("Airhead") engine rebuilds... (surprised to see "split-case" construction)
(FWIW, Doesn't Lycomings use roller cam followers?) ("dual plugs" is a common mod for many "Airheads")
Yes. The inside looks similar to a VW 1600 case.
I know these engines are really reliable but my god is this ancient technology…I mean flat head screw…really!?!
Thats it, I'm switching over from helicopters to recip overhauls. Business must be great if the presenter is wearing a Rolex GMT Master II while actually turning wrenches, lol.
Exactly my thoughts. Now I know why this costs $30k!
My pops worked at Mattituck. This shop and none of us wore watches .. never mind a Rolex.
Shouldn’t he be wearing a breitling? 😂
Maybe he’s the owner of the shop? Also I don’t when this was but years ago like in the 90’s the gmt didn’t cost like it does today.
@@michaeljohn8905 absolutely, basic machine shop safety rule #1, no rings, watches, or jewelry while operating machinery.
interesting video, HOWEVER you should title it ASSEMBLY VIDEO, as thats all it is, PITY, as most of us come to an "overhaul" with a complete & dirty engine, so disassembly IS required mate:)))))
Ring gaps need a but more separation. Also, never use pencil to mark on engine components.
Absolutely. Galvanic corrosion is very real!
18:15 "and do it in the correct sequence" Proceeds to do it in the wrong sequence.
just couldn't keep watching a man bun building an Engine.
Do the 0-320 and 0360 engines use the very same crankcase halves, or are they quite different? Thank you for your answer, Sirs.. : )
That EZ was flying backwards!
Not for an EZ. ;-) Talk to the Wright boys, they know all 'bout them K'nards.
Do you have a model / source for the ring compressor you used? I have not seen one like the one you used.
This is one of the best engine assembly videos I've seen. Inter-cylinder baffles should have been installed after torqueing the cylinders. It's not impossible later, but since the engine is on a stand, it's easier before the intake tubes and drain-back tubes are installed. Also, lube the oil filter gasket, DC4 silicone grease is recommended, before torqueing the filter in place.
This video would be great if it was 1985.
Walk away from that work at a certain point..don't underestimate that!, "don't force anything ''
So you understand!
I was a bit concerned about marking parts with a pecil. Seems to me I've read about graphite induced corrosion cracking somewhere.
were did you read that I have been building motors for years an I don't miss much
I believe you're describing graphite in the matrix of an iron part. This is very different from pencil markings. Nothing to worry about here.
No - what I'd read about specifically related to cracks caused by the graphite from pencil marks.
You're probably referring to marking aluminum with a lead pencil. That's a no-no.
Could be - the specific reference I remember related to marking part of an aircraft structure that would most likely have been aluminium.
We all just watched a $28,000 VW bug engine being built.
why looking shit old WV engine if can buy and repair less than 10 000$ good lycom engine than new make.
This is SERIOUS BUSINESS!!,Think about the ramifications of doing this!!..I wouldn't want to do this,I rebuilt automatic transmissions over 30 yrs but I would lie awake every night wondering..
DID I do this right today!?.
Oh my god that that silk thread seal looks like SUCH a pain in the ass.
Musique ok jaz
It's a piece of cake. Just apply a very small amount of adhesive to the surface to hold it in place. Careful! Too much adhesive will affect clamp up.
I would question torquing the conrod without putting something on the side of it to not risking damaging the bearing.. also it bothers me not measuring bearing crush.. but then i'm used the old car engines ...
8:10 - "walk away and come back" - yea right, I would like to know which o/h shops do this - its a good idea but not feasible.
I was just about to send my narrow deck 360 out for overhaul until I stumbled on to this video. I don't have a lot of sockets for my Harbor Freight socket set the kids got me for Christmas last year, but they are running a sale on crescent wenches. That'll work! Heading out the door to buy one and some blue RTV. Oh yea, gotta check my wife's sewing kit for some thread. Silk is pretty expensive, but I'm sure cotton will work just as well. Wonder how those guys made their pliers spin so quickly when they poked that wire through the fasteners. Probably don't really have to bother with that stuff. A little acetone and Gorilla Glue will keep everything nice and tight. Hey! any of you guys wanna go flying with me once I have that engine purring like the proverbial kitten?
I might be mistaken but, I think I detect a wee bit of sarcasm in your post, maybe. Don't worry about having the proper size sockets for your upcoming overhaul, you only need a quality made pair of Chinese knock-off Vise Grips to do the entire job. And a BFH tool, otherwise known as a Ford Hammer. Any and all sarcasm intended.
PS. I will take you up on that check ride, I've flown in much worse....
Hi mate, I'll fly right seat with you bro as I'm Australian ...and we don't give a shit.
You THINK you are joking, go take a look at some of the NTSB crash analysis on YT of some truly moron built aircraft, and you will realize though there is apparently a limit to how smart you can be, there is NONE in the other direction. I'll give you a hint. One guy built an airplane out of Home Depot door skins and construction foam (yes, the spar too) and when it started leaking fuel from the wing, he jumped up and down on it to see why, THEN took it back up and crashed. HOO BOY!!! Hold my beer, and watch this! ;-(
Vice grips. Right sized flatheads replace hex wrenches. Lol
No, No and No.
They should be 6 cylinders. Smoother operating and safer too. You loose a cylinder with a 6, you have 5 more working. You lose a cylinder with a 4, you are in trouble due vibrations like hell loosening things, and only 3 working now and engine will likely die easier. Easier to die engine completely on 3 than on 5.
We should all be driving Ferraris too.
@@ericanderson4801 Best engine... Mooney had them for a while, but sales were slow and they stopped. Mooney Porsche..
@@feetgoaroundfullflapsC 99% of those Porsche engines failed and have been replaced with a Lycoming. That project alone showed the complexities of automotive conversions.The PFM 3200 en.wikipedia.org/wiki/Porsche_PFM_3200
Aircraft engines have set timing, and are optimized to cruise at steady RPMs well below 3000 RPMs limited to the Propeller tip speed breaking the sound barrier. There is no need for a gearbox. All ICE engines function on the same basic principal of burning fuel to create an expanding gas to force a piston down and rotate a crank. You want Simple Reliable Low RPM power at a constant flat power band. Your not accelerating or shifting gears. There have been a lot of advances in the modern Aircaft engine, mostly metallurgy, electronic ignition roller tappets, and a few others. Considering they are Certified and certificated for a specific airframe, there is little demand to go through the costly process of a new STC to replace the original engine with a new design. Cessna build under 200 172's a year. The vast majority of single engine aircraft were built in the 60-70s. Of the 150,000 single engine aircraft registered in the US the average age is over 50 years old. A new single engine airplane is more that 600-700 thousand dollors. Beechcraft builds only about 5 Bonazas a year, at a million each.
As someone who’s rebuilt numerous engines over the years, this threw me through a loop. I only searched for it because I’m a pilot and wanted to understand it deeper
FROM BRASIL OKAY 👍
My only problem is he said mark with a pencil 5:40 graphite with any metal is bad
Ladies and Gentlemen, you just watched a $50,000.00 engine build. Yes, this thing actually costs that much.
Excuse me how can I do clerance valve check