Lycoming O-360 DIY Overhaul Part 2

Подписаться 845

Просмотров 6 тыс.

50% 1

Continued O-360 tear down through case splitting. This is part 2 in a series. Dialing of crankshaft is performed to check for any run out. Case splitting tool making is covered in depth. Methods are presented that prevent case damage during splitting. This is a DIY video made by a layman.

Опубликовано:

2 окт 2022

Ссылка:

Скачать:

Готовим ссылку...

Добавить в:

Мой плейлист

Посмотреть позже

Комментарии : 23

@michaelbradford2816 9 месяцев назад

Hello everyone. I've gotten quite a bit of email lately, off the record. One thing that seems to come up often is the sphere of amazement that surrounds licensing and what that does and does not cover. I'd like to briefly summarize some key points. First of all, no license is required to disassemble an engine. Reassembly for a certified use does. Some other remarks have been made with obvious disregard to the total presentation that frequently answers the concerns expressed. Those include the handling of the various parts in a careful manner. Just about everything in the engine is still new and minimal hard contact has been allowed. Others do things differently and I've disclosed everything possible, step by step, so that the next person should be able to replicate the operation without worries. I send parts to the leading parts service shops without any promotional considerations. I disclose everything I find including prices and status wherever possible. I'm doing this as a long term project and I publish videos as soon as I have the time and the funds required to get back the various parts mentioned. It's quite a bit of effort and I fully expect you'll be seeing engine installation day at some point. One other thing, if you are an aircraft owner and are afraid to open a box of tools to do something, I'd like to welcome you to the world of mechanical things you are legally allowed to do. At some point, I'll be getting to those things. I for one don't care to pay $650 for an oil change especially when there is a quick alternative I may provide.

@fdfnfgnjfdjfjfk1436 Год назад

I truly appreciate your effort... Please do more .. Thank u sir.

@michaelbradford2816 Год назад

Thanks. You bet. I'm working on the next segment now. It may be about another month before it's ready, but Part #3 is on the way.

@deani2431 5 месяцев назад

If the prop strike was at idle, its extreme rate for any engine damage to happen. If it was under power, and depending on the engine type, often just the gears in the rear case require inspection. Mike Busch has a video on this.

@michaelbradford2816 5 месяцев назад

I agree at this point. I couldn't find any damage and the crankshaft came back needing only M03 correction and virtually no eccentric deviation. I was told it was toast. However, the case was another unknown and with the time on the engine as it was, I was steered away from a prop strike inspection. I talked to a number of different mechanics regarding this and all said they never simply do a prop strike inspection, but send the engine in for rework. I believe that's a CYA maneuver plus they get a commission for doing that. So, getting to the TRUTH is the problem. People in the industry control the TRUTH and therefore the costs along with the standard operating procedures. I don't like it one bit. So, that's the reason for the video. As far as I can tell, only the most costly ways of doing things will be chosen by any given shop. It's a safe default for them and many of them don't even need your business at all. If you can cut through that, I'd say wonderful. I've spent a lot of time trying to do that. At this point I'll have to deliver all the certified parts to a rebuilder and hope for the best, when I can afford it.

@bigc1903 4 месяца назад

It's easier to read a dial indicator if you set it at zero.

@michaelbradford2816 4 месяца назад

Camera angles can give false impressions. Did you have anything else to add? Seems like there's no reference to go with your comment. Just wondering. Maybe it's just a bad day? Anyway, the data that came back from Oklahoma confirmed virtually no run out and the crank shaft was reground to only M03, in case you missed that point. Not too bad for an over $8k part that a dope told me was worthless. Maybe you'd like to try your mechanical aptitudes along that line? Or maybe you'd like to take about a $25k engine apart in front of everyone and show us how you set things to zero? Be sure to send me the link whenever you get around to it.

@Avi8tor857 Год назад

Seems like making the plate so that you drill all the holes but on the ones you want to press on you put it with the washer on the inside of the plate... that is thread those on the push studs then mount the plate, then "loosen" the nuts on the push studs which would push against the plate separating the halves. Seems like it would be more stable and precise doing it that way.

@davidd6635 Год назад

Hm....seems like 'someone' was wanting to sell you more parts than you really needed. Dial indicator looked ok from here. Thanks for sharing your experience. Looking forward to Part 3.

@michaelbradford2816 Год назад

It sure seems that way. Live and learn. Part three is in development and should be coming in about three weeks or so. Thanks for your input today.

@jergixrguy Год назад

Great video! Thanks for sharing! Does your o0360 have the "floating" through bolts or the type that are threaded in the center to one half of the case? I believe the narrow deck o320's through bolts are threaded in and the wide deck o320s through bolts are floating and a friction fit with the wider center of the bolts. I plan to dig deeper into my o320a2b this fall

@michaelbradford2816 Год назад

My bolts are the floating type, hence the techniques you have seen me use. I believe the 320 is identical, but get the correct engine repair manual first to be sure as there are variations in the Lycoming family. My engine has three sets of through bolts that screw into the opposite sides of the main case. Take plenty of time with the disassembly and it'll pay off. I'm working on Part 3 and it should be out in about three weeks.

@dannymiller1594 Год назад

Just curious, where did you get the idea that a new crank is only $3,500-$5,000? They usually run in the neighborhood of $12k-$15k.

@michaelbradford2816 Год назад

I have come across ads at prices like that. It's possible to get a reconditioned one at that price albeit not likely. I saw one recently for $7k, with the 8130. That's the critical thing. Sometimes a crash engine crank is still okay, but a lot of looking is involved. A new crank is as you stated. A new engine is $75k that I know of from Lycoming. It undoes having an economy plan for sure. If I said "new" I probably meant new to me. Your own crank is probably better IF it can be reconditioned. They reject very easily as you may know.

@Deleonaircraft956 Год назад

Is this for an Experimental..

@michaelbradford2816 Год назад

@maheralazzawi7814 10 месяцев назад

very good

@112_adventures 9 месяцев назад

Lot of examples here what not to do.

@michaelbradford2816 9 месяцев назад

And chief among those things is NOT to get pushed around by money grabbing less than professional FBOs. I for one got sick and tired of it. By the way, if you'd care to add some actual experiences or repair videos, please do. I'm sure every one would find that far more informative and helpful than shot-in-the dark one-liner remarks.

@112_adventures 9 месяцев назад

Videos are added to my channel regularly. Feel free to enjoy. I highly recommend anyone doing this sort of work to be an A/P and or having specific training in this area. Watching the connecting rods sit on the case alone made me cringe and almost couldn’t look. I get saving money and don’t know what FBOs steered you wrong, but if you need help with this engine, I’d be happy to get it back together for you.

@michaelbradford2816 9 месяцев назад

Thanks for the suggestion. The connecting rods nor the case were damaged in any way. I think a lot of overkill is demonstrated by a few individuals regarding that on the web. The rods and cylinders were brand new with about twelve hours on both. The rods were sent in and passed. The case had few issues either, but I did find previous mechanical abuses, none bad enough to reject it. The whole engine gleamed and glistened. Had I been given the truth about the crankshaft, the engine could have gone back in service with only an inspection, but I wasn't. The crankshaft came out M03 and dialed dead on. As you know, an A/P isn't required for disassembly. I had to make my own tools to do it too. I'll be shopping for a CA based reassembly person at some point.

@112_adventures 9 месяцев назад

@@michaelbradford2816 I guess it’s better to be lucky than good. Personally I think good it’s good practice to take precaution when the parts are involved in high reliability applications and have astronomical costs associated. The case for my engine is $10,000, the connecting rods are $2000 each. Although the forged rods wouldn’t likely be damaged but one nick in the case that went infected would create a stress riser that could lead to a crack or worse a catastrophic failure. Plenty of data to support the practice of protecting certain parts by taking extra measures. Ounce of prevention worth a pound of cure really applies with aircraft maintenance. I’d love to know more about your experience with the FBO that steered you wrong. Personally I don’t deal with shop for maintenance and it’s mainly because of the horror stories I’ve heard and seen. If you still need your engine assembled after February and want a Lycoming factory trained tech to build it, let me know. I’m in AZ.

@michaelbradford2816 9 месяцев назад

Some places are always better than others. Had they done what they claimed they did in dialing the crankshaft while it was still on the airplane this story would be different. They didn't. They threw their hands up to the tasks and that's with an AP/I handy. I took the engine and it sat there for three years until the day I decided to investigate. I was hoping only to save the crankshaft, but it went far better. Those rods were brand new. The case went to DIVCO. I'm still working on all the rest of the videos with the intention of demonstrating what happened. So, all is going well on this end. Save all criticism for those who threw their hands up to a fairly routine task and were very well paid to do that task. I believe it's more common than we know, customer abuses of this sort. Sorry to hear that you're more hands off. I think that assists below par shops to act the way they did to me, to charge and walk off and forget all about it. I didn't really have much choice. I'll need to be directly involved in the reassembly because I''ll want to capture the video of that. It appears that labor costs are being inflated for no reason. I'm not afraid of an engine or of getting my hands dirty. I feel ahead of the game now and glad to say it.