The Flying Reporter Is there another aircraft that you can fly during the overhaul? Always good to stay current and we sure need a few flying videos to watch during the winter ;)
These boxer engines are an amazing engineering and design. One hundred years of keeping a machine in the air. Before then, we could only dream about it. Very impressive video. In the good hands of an expert engine mechanic, these engines live forever.
Again a video that gives you insight to not just flying but what happens when the aircrafts engine needs attention, For me Jon it’s these videos that makes your channel stand out from others. What better way to get answers to questions from subscribers than go visit those who can not only give those answers but are kind enough to show you around. One thing really impressed me, that was how clean the Engine Stripping Bay was, and the documenting process. Even there Pilots Safety was observed for when the engine will be re-assembled. Look forward to you return visit to a very Professional Company. ✈️
A really interesting video Jon. And a great idea to follow through what actually happens when an engine goes away to be worked on. It all adds great variation and content to your channel.
Thanks Jon, great video showing the other side of your flying journals. Sorry that you and your group have had to go through all this but at least a positive is that you got to do these videos because of it, as it is a part of your flying life journey. Hope to see you flying in the skies soon.
Excellent Video Jon. Looking forward to seeing the rebuild/testing in the next videos. At least you can make something positive out of a frustrating and expensive situation!
Jon, thanks for another great insight into not so obvious side of flying. I loved the pace of the video, not a second wasted. Looking forward to follow up on the story!
Great video Jon! Yes I would like to see the follow up video putting her back together. Thanks for keeping it real, it does make sense on the cost - maybe you can get a total man hours when the engine is ready to be reinstalled and share that.
Great video as always Jon and nice to see some of the great work that goes on to keep us all enjoying our hobby. Very reassuring to see the detail and level gone into in this process. We all know it's a very careful process but to see it documented this way is great. Look forward to watching the rebuild in the new year.
Hi Jon, Absolutely fascinating! As always thank you for your hard work in bringing us such great videos. I knew rebuilds where thorough but didn't realise how thorough. Very interesting and informative and looking forward to seeing the engine going back together!
As always, a very good episode. Very interesting to see what goes on on an overhaul and the service you're paying for. I can tell it will be worth every penny.
Brilliant video! I had no idea all those things go on during an overhaul. I learnt loads. It looks like your engine is in very good hands and I’m sure it will be well worth the money spent. I predict your channel will blow up in terms of subscribers during 2019. Such high quality!
Wow, that was good! An engine is much more than just a load of fast moving metal keeping us alive. So much to learn about just how engines can talk to us if we listen and understand it may well save us thousandsin costs I guess once your engine is back its performance will feel unbelievable. Thanks to Dean for sharing his knowledge.
Fascinating video Jon, especially as we're going through a similar process with our engine (although we're now at 4 months waiting). I suspect making this was a bit of a busman's holiday for you with the added bonus of being something that you're personally invested in. Can't wait for part 2.
Hi Jon thank you so much for sharing that. Very interesting, Obviously this is going to have an impact on costs but at the end of the day your engine will be as good as new, or better! Cheers.
Brilliant video! So glad you did this and thanks to the team for allowing the filming of the process. Seem like a very professional bunch. There is a video somewhere showing why an overhaul engine is better that a factory new and proves it really well. Could be worth a view if you find it. Check out camguard oil additive too
Absolutely fascinating, Jon! More, please! If you get the scrap crankshaft to keep, you could have it on your coffee table..! Looking forward to the next update.
I agree with everyone else here. That was fascinating. It's always interesting to see the inside of an engine. At least you'll have a brand new engine out of it.
Trying to catch up with your videos. Boy that engine is thrashed but at least you've decided to get it rebuilt. Appreciate the info your presenting even though your 'grounded' temporarily.
Great video John. This demonstrates that engines should be run regularly and thoroughly warmed to working temp. This will help keep the parts lubricated and remove acid contaminants from the oil by boiling them off.
Great production again Jon! I do believe this issue has been responsible for a very serious accident in the past. I could be wrong. Very sobering to watch this having read the aaib report on G-AVRP. Be safe and happy flying.
As an engineer too I found it fascinating how outdated this camshaft technology is comparing it to high end car engines. Almost like my old Harley Davidson and that had aready hydraulic lifters. And comparing again to car engines: I`ve never seen these small metal parts collected into the piston side. Isn`t that a massive faulty engine design?
@@sputzelein these aircraft engines are still better designed than most automobile engines. You know what the FAA makes this things do before they accept an engine design? I forget exactly but they do something like 80 hours max rpm, then 50 hours 3/4. Im not doing the process justice because i forget it. BUT basically the FAA wants to see hundred of hours of engine time with 0 wear. There's a reason only lycoming and teledyne make GA engines! They are the best and getting the FAA to approve another design isn't easy. This isn't a design flaw of the engine because this wear happened from not having the aircraft ran enough.
Sooo glad you decided to overhaul your engine. Also great (and much appreciated) video since I've never visited an engine overhaul facility. The 2 months turn around time doesn't sound bad. Our flying club Saratoga took over 4 months+ but longer time might be related to it being turbocharged. On a related note I wonder why we in GA don't make more use of turbine engines -way less vibration and consequently less maintenance and higher TBOs. I'm guessing that their economy depends on their fuel efficiency at high altitude-conversely gas guzzlers lower than 20000 ft-not much sense for a 100 nm hop.
I had an engine overhaul on my 1961 Mooney a few years ago. Although it was a financial hit, I do enjoy the plane more how. Annuals are also a lot less painful :-)
Here's a Topic, Jon: Laser Cleaning of engine parts, something engine manufacturers would not approve willy-nilly, however, proponents say it is much easier on the environment. Consider going round the shops and asking how much of a given engine is approved for Laser cleaning and whether other benefits are realised, as well as what risks were uncovered.
Great video, Jon. As you observed, it certainly makes one understand why an overhaul is so expensive. At least with you having seen the work being carried out to such a high standard, you will be confident that you have a 'better than new' engine in front of you when OR takes to the skies again.
While on the subject of engines, have you ever thought of completing your MEP Jon? I’d love to see you buzzing around Europe in a PA31. Ive got a soft spot for the Chieftain.
My website has a couple of write ups, but went in for the annual, compressions down, tapped the valves, disturbed some soot, compressions back up, cylinder off owing to a AD on the valve guides, worn lobe spotted. I think that’s basically it.
Thanks for the very detailed look at the behind the scenes work involved in an engine overhaul. Really informative, shame it was something that was effectively forced upon you to produce.
As someone who worked for Perkins Engines as an apprentice the claim that the damage is typical of 50 hours flying was a little bit of a shock. The chap then said your overhaul could be good for 2000 hours was very reassuring. If the problem with the crankshaft is the absence of oil at startup for a few milliseconds over so many hours, does the startup procedure need to be addressed ? This poses many questions for me when looking to buying into a share of a plane. Many thanks as always for your detailed vlogs from the pilots point of view and the problems and normal operating costs that occur. Happy and safe flying.
The oil draines back into the sump and when an engine is left for days or weeks unused, the cam lobes, valve tappets and a lot of internal parts end up with no oil on them and dry up. Any moisture in the air, like the rainy britain we have, will then start to corrode the exposed dry metal. That corrosion and dry parts then rub together on the engines first start. Imagine starting and engine with no oil at all, thats pretty much what happens in the first few seconds. Engines need to be used frequently for at least an hour to burn off excess fuel and water in the oil.
The comment about 50 hours confused me. Was that 50 hours between the used valve shown looking like the corroded valve, or 50 hours from new to corroded? I know he said the reconditioned engine was good for 2000 hours, but I’ve also heard you mention a top end overhaul.
Very interesting indeed but would really like to know some of the costs. (Not yours I’m not that nosey) Cost of a new engine and or an average overhaul.
You'd be foolish to not take care of them while the engine is in bits on the bench, though. There's "cost cutting," and then there's ... something else.
Lycoming currently state that they will take an engine in ANY condition in exchange for a factory engine (don't forget that 'factory' comes in multiple condition options...). As soon as you need a new crank you are better off going this route both financially and end product wise. A reworked crankcase is NOT as good as new. It is not an 'upgraded' case as suggested here but is very much repaired and they often come back extensively welded and with multiple measurement on the max limits for service. In fact Lycoming say you cannot do it, it is just a loophole of the FAA system that the FAA have given third party companies permission to do it. It is a great option in some situations so not to be discounted altogether but this engine in the bigger picture would have been better being factory exchanged.
@@TheFlyingReporter Yeah, it's a wicked problem, isn't it. Spend so much money tearing it down that by the time you've found out what's wrong you've already spent the cash needed to replace it. You might be able to acquire a zero time or low time replacement and sell your core to recoup some of the cost; but I'm guessing you've already considered that. The O-320 in my RV-6 has 1730 hours on it (still giving 77's and 78's on compression checks!), and at my current rate of flying it'll be up for overhaul in a bit over two years. I can get a completely new engine at OEM pricing from Vans, so I figure if literally anything happens at all to degrade the engine, I've already accepted the replacement cost and will pull the trigger on a factory replacement right away :-) The newer Lycomings have roller tappets which don't degrade the way yours have, by the way. I'm sure they have other failure modes, but at least that one has been rendered moot.
Because people drive their car everyday. An airplane for some is a luxury. However it needs to be started at least once a week or atleast lubricate your camshaft/ lifters with camguard or similar
Also they dont operate in similar conditions at all. Whens the last time you left your house for work at 60 degrees and then 5 minutes later you are at 0 degrees. Then you land at a place thats 100..
So the takeaway is that the camshaft is poorly designed... I hope they had a really good reason for putting it above the crankshaft instead of below, next to the oil!
@@Sterlingjob that's true but if it had done fewer hours over the same time it would be in a worse condition because the camshaft is not being adequately lubricated!
@@DMC888 I'm not an engineer, but it's a horizontally-opposed engine so the cams could go either above or below the cylinder heads. In fact I believe Continental engines do mount the camshaft on the bottom. If you were talking about an inline engine then yes the cylinder head is on top so the camshaft has to be on top.
The engineers go to a lot of trouble to make sure the cam lobes and tappets are equally hard. Some engines have had issues with this (e.g. O-320-H2AD), but 99.9999% of the time it works just fine. I use oil in my plane that has additives to reduce cam wear at startup (as specified by Lycoming SI 1409C) and expect many more hours of flying before I too have to pay big bills.
