Good ol' Boxer engines. Virtually bullet proof, and easy to work on. I'm glad I'm not the only one who saw the engine go from 4 cylinders to 6 and back. Thought my mind was playing tricks on me.
The ignition system if I am correct ( and I'm sure I am, as I perform maintenance on a 1955 Beechcraft Bonanza with an E225-8 engine ) consists of the plugs, wires, and mags. The V-tail has 12 plugs and wires, with two mags. I've also thought it funny that they're still making mags as it's basically 1940's technology and today's coil on cap systems are far more reliable.
I love when the narrator says the thing about 4 cylinders right at the end. Because, of course, that lycoming 6 cylinder definetly only uses 4... Nice video though, learned quite a lot!
It's amazing that only silk thread that goes around the case keeps oil from leaking between both halves. Even going to RVC (Rock Valley College) through the AVM program they show us how it's done and since the thread has to be FAA approved it is quite expensive
Interest sure! No cash to take advantage of the craft out there these days. I think more people WANT to fly than the old pot bellies at the airport lounge think there are. But only 1% of the population can even think about affording it.
@sabamacx OHC prone to failure. i would NOT want a timing chain to snap while in flight would you?, sure pushrods can break as well. this does happen. but youd know a pushrod is on its way out long before failure happens.
At 2:20 they slide the cylinder over the piston, how did they get the rings in there so easily? I see they remove a device...does this device some how fit the rings into the cylinder?
The "device" you're referring to is an aircooled-engine ring compressor. Unlike putting pistons in a watercooled engine, where you put the piston with rod attached into the cylinder and attach the connecting rod to the crankshaft, you put the rod on the crankshaft, put the piston on the rod, and put the cylinder on the piston. If you used a ring compressor with a handle, you'd never be able to get it back out. So, they use a piece of sheet metal bent into a circle. You compress the rings, slide the cylinder on, and remove the compressor. Easy to do.
Silk in this place is absolutly the best thing to use. When the mainbearing are bored in the the block you cant use gaskets, silk can take oil, moves with the metal and dont affect torqe on the bolts. This is lightweigth, few parts, low end torq due to big volume and will last a very long time.
Ignition system is everything. Plugs, wires and mags. TCM(Fadec) is starting too use it's new electronic ignition system in new planes now or retro fit older ones. Lycoming is also work on a EFI system also which is starting to show up on some new planes. Getting new tech approve for aviation can take forever and cost millions when it comes to engine. I know, I build engines for a living.
About dual spark plugs: On planes - safety. On racing cars in the past it was mainly for spark duration. Correctly timed two plugs can together make a longer lasting spark which in turn improves the burn. Two plugs is on racing engines today more or less superceeded by various multiple spark discharge systems like MSD. Read Smokey Yunicks book "Power Secrets". It´s all there.
Indeed! The part is that was probably something like a 7.2 liter 180 HP engine. The pistons are so huge because it produces all of its power below 2400 RPM. If they used small pistons to produce that power by the engine turning faster, they have to add reduction gearing that increases weight, something to fail, power loss, etc. Props can't turn much faster than 2400 RPM (on this size plane) because if the blade tips exceed the speed of sound, drag increases and thrust decreases.
1. They use journaled bearings for reliability. 2. Fasteners are torqued, crimped, &/or safety wired. I don't understand what you are saying. Engines are built in many different configurations.
Watch carefully as he's installing the cylinder at around 2:22. Notice that the place is missing? Those "torque" plates are only installed temporarily during assembly; they aren't an actual engine component.
and also - the drive belts (or chains) are just another point for failure, and the cylinder heads are separated to allow proper air-cooling. the separate heads would mean you needed 4 cam shafts, 8 pulleys and 4 belts. timing would be a nightmare :)
+ThomasTheSailor Chubby she is only reading an auto que, it makes you wonder why they don't get the company to proof the video tho, there are always annoying mistakes in this program but I love it all the same
er... no it doesn't, it uses venturi effect to drop the inlet manifold pressure bellow that of the fuel in the float bowl and suck the fuel into the airflow, one side effect of the drop in pressure is the drop in temperature resulting in the need for carb heat controls. don't worry, carb icing is very unlikely to ever effect a PC pilot such as yourself.
That's not a carb, it's a EFI. It's like those electronic carbs, but more like throttle body injection. This engine originally was Carbueratted, but it hasn't seen a carb since the late 70s early 80s
The ohc Ford V8 powered tanks during the war, as for their people mowers, simple design, cheap to drive and maintain. Not to different from Peugeot. When you say WW2 tech you must keep in mind cutting edge engine tech is pretty similar to day, engine management such as electronics is what have moved foreward.
Nicely done, that coming from and old FAA Certified Airframe and Powerplant Mechanic. Note that a magneto is not the same as an alternator. A magneto is a device that generates the energy to create the electrical ignition pulse t
@mahdimatabdar Magnetos are part of the electrical circuit that generate electricity from the rotation of the engine - you need these to create electricity for the spark. Yes the engine is fuel injected, but you still need a spark plug to start combustion.
Soharino, you are right, it is. Where is the water cooled, compact, high-performance reliability like that you'd find in any reasonably modern car? This is air cooled 1930's technology!
This is going in an airplane, which has a maximum takeoff weight. Every pound you waste on radiators, coolant and water pumps is a pound you can't use for fuel, passengers or baggage. 1930s technology works fine, and it's lighter.
Michal Agro That's 200HP at 2800 RPM, with lots of torque - and a high BMEP (Brake Mean Effective Pressure). They're direct drive, and can't spin much faster than 2800 RPM because the propeller tips would go past local supersonic and cause severe vibrations in the prop without much more thrust. If they spun at 5600 RPM that would be (torque*RPM) near 400HP!
Some of the parts and process look really stone age! (Mishmash of fastener types, and that journal polishing process! Isn't that some kind of osha violation?)
The Hercules powered a number of aircraft including Bristol's own Beaufighter heavy fighter design although it was more commonly used on bombers. The Hercules also saw use in civilian designs. The design was also licensed for production in France by SNECMA. It was considered to be one of the most reliable aircraft engines of the era, and was well liked by both pilots and mechanics. (aircooled) Frm Wikipedia. Think......
well it does look like a air-cooled vw engine a vw engine is a opposed twin thats air cooled with the push rod guides going along side the cylinders so ya....
2:24 how easy he put on the cylinder when i did my first top end rebuilt on my 2 stroke seadoo it took me 45 minutes i had to invent my own ring compressor
That is Beautiful, but,He *forgot washers* on the Cylinder bolts at 2:30 .. That's a No-No . washers spread out the force and reduce friction for proper torque. I didn't see a Company name or Logo.
it's not meant to have washers my friend, I've spent too long putting these things together, and neither Lycoming or continental ask for washers under the cylinder base nuts, regardless of the type of nut. anything under the nut would only increase the possible of fretting in the case halves which wrecks engines and can cause a seize.
Right, RELIABILITY!, thats why these motors are so expensive (along with liability). You can buy VW beetle motors for aircraft if you want an engine without liability....they cost about $6000 for 70HP or so, after all if the damn thing breaks its hard to pull over and call AAA!
Wow. They are air cooled AND pushrod AND carbeurated? That's crazy man. I guess if it's not broken don't fix it. Interesting that the most reliable aircraft engine you can build uses technology from the 40's and no fuel injection or ECU computers.
unlike a car where the crank sits inside the oil pan, the crank on a piston aircraft sits inside the block, the bearings require a tight fight, and as such you can't have a gasket. These engines have been in use for 80 years and theres no issue of reliability.. performance on the other hand leaves a bit to be desired. Which is why most companies today are going with Rotax, rather than Lycomming, or Continental.
***** I was referring to the way it was spelt in the subtitles, I fully understand the concept. Plus, it ensures a more even, and economic burn of the fuel/air mix!
Whe speak here from the aircraft engine from the video, not a unknown Ford V8 (up to 1950, the most V8 Ford was flathead with lateral valves, a prehistoric design(built up up to 1973 (!!!)...), and for your information , the first known 4 valve engine is a Peugeot from 1913 ,well known in...Indianapolis Races...and during many years...
Actually, truth be known, it's VW engines that look like opposed airplane engines. Porsche used them originally because they were light, already in production and he could get them for a good price.
The Lancaster, an evolution of the troublesome Avro Manchester, was powered by four Rolls-Royce Merlins, or Bristol Hercules engines. Bristol Hercules was a 14-cylinder two-row radial aircraft engine and it was aircooled. Think ...........
