Looking forward to seeing the rest of this series. I commented on your last video series as well and just went back and re-watched it. Id like to see how you check the machine shops work and measure bearing clearances.
I'm looking forward to the rest of this series. Back when you put out the series on overhauling the O-320-A4J, I commented on a couple that I have the same engine in my plane. As it turns out, since then it decided to go into the glitter manufacturing business and has been overhauled. In fact, I was out at the shop today and the mechanic was finishing the engine installation. He was hoping to have it running shortly after I left. Watching these videos provides a lot of insight into how these engines are constructed and operate. These engine designs are 70+ years old and, in many ways are rather primitive compared to modern engines but, even so, some of the engineering that went into them is really impressive.
Bill, thanks for all of your excellent videos. Questions and observations. Why is sealant not applied to the saddles on the forward, center and rear webs of the crankcase halves on Lycoming engines-? Sealant is only applied to the parting surfaces around the periphery of the crankcase halves on Lyc. engs. Continental engines apply sealant and silk thread to the forward, center and rear web parting surfaces. Since there is very slight movement between the case halves parting surfaces in the center of the engine, metal fretting sometimes occurs as well as oil ingression between the parting surfaces which eventually means metal wearing against itself and torque being lost on the thru bolt nuts. Then it is just a matter of time for having to do a premature engine disassembly. On another note, Lycoming engines have their camshaft mounted above the crankshaft which means no oil drip effect from the crankshaft on to the camshaft which results in premature rusting of the camshaft lobe(s) and lifter face(s) if the engine sits inactive for a period of time. Continental engines mount their engine camshafts below the crankshafts and are less prone to rusting of cam lobe(s) and lifter face(s). Having to remove the propeller and starter ring gear on a Lycoming engine to change an alternator belt is a bad design while this is not necessary on most Continental engines since they mount their starers and alternators on the accessory drive case meaning that no drive belt is required.
Continental uses sealant on the inner surfaces because their through bolts have the ability to leak oil to the exterior of the engine. It has nothing to do with fretting of the case. In fact, sealant can aid in fretting as it acts like a lubricant. Both Continental and Lycoming have their good and bad points. Neither is superior to the other.
No, actually, we are getting back on it as we speak. It has been that long, waiting for the machine shops getting the parts back to us. We just measured it a few days ago and hope to record more video on that one. I also have a Lycoming IO360 angle valve and a Continental C85 that we will be also videoing. Thanks for watching!
I understand. Half the folks like the music, the other half doesn't like it. Half like the voiceover, the other half don't. I can't win. I just do it the way I do it and let it roll. My biggest goal is to try and fill the dead air so it doesn't put folks to sleep. I guess turn the volume down and go closed captions. Thanks for watching anyway!...
