@Robert Carmody THANK YOU. I really appreciate the positive feedback and I will definitely keep going on this topic and create more content. Thank You for watching!
2020 is the ...YEAR to SUBSCRIBE. You have been watching... now it's time to SUBSCRIBE and hit the LIKE button while you are at it! :-) We will keep going back to AIRWORX LLC from time-to-time to capture the step-by-step details of how each component of an Aircraft Engine is properly overhauled. Thank you for taking the time to watch! We REALLY appreciate your support! Consider supporting us on our NEW Patreon Page: www.patreon.com/experimentalaircraftchannel
I've always been fascinated with companies that have a zero tolerance mistake factor for repair work. The quality control has to be just out of this world to never make a mistake. it's like how they operate in Germany for all companies.
You've hit the nail on the head. Instructional videos need a logical order. The Army perfected this technique in 1943 to teach everyone in the most efficient manner Explanation Demonstration Practical Application I feel like I was properly trained to "do the job" and For this reason, I'm subscribing and I hope all the instructional videos are all like this.
All my car cranks that I ground on a Van Norman 111, in between centres. had runout of .0000" & I never had to change grinding wheels from rods to main journals. I don't know how people can charge people to ruin cranks grinding them in chucks. I can grind all the journals accurately (specs)all day long & check them for specs. I like people to get back home when they take their yacht / plane out for a ride. I learned how to grind cranks wrong working in an "pro engine building " shop doing them wrong & not meeting specifications , then I worked for a retired shipwright that was in the car plants (Ford)& seen all the crankshafts being ground in between centres & using dogs on each end. He was allowed to tour their shops with the Allied War Effort & did. I learned from him how to regrind crankshafts (without having to rebalance the crank) the same way they are made & had "0" problems. Rather than use a reground crank (done wrong in chucks) I would use a std./std. crank & polish with 2000 grit by hand & use a .001" bearing. I also had a record holding NHRA engine that I checked over . I put the crank in the grinder between centres & checked it out. It was not perfect , it had .0002" runout on the 7/8 rod journal & that was it. I still have the crank forging # 6764 (67 302 small journal) a true piece of bent iron , from "Hank The Crank" , it is fully counterweighted, cross drilled , & hard chromed. I need to know why people can do them close & say that it is right , when they are not. Question is there any "engine rebuilders " grinding crankshafts between centres anywhere close to Atlantic Canada , North America . I guess we have to buy new cranks to get good results. The last engine I built had three first places in three races & was started at the back in the last race. We were the only car there from Halifax Co., N.S. , Canada. You could not get me to work for you grinding cranks in chucks period!!! I don't do close . I feel bad for the people working in the rebuilding industry , because all they know is what they are taught on good machines used incorrectly. It's lonely at the "TOP" I would put up mine up against yours anyday. Thank You ( Motor Mouse ) James T. Burke
@Jeremy Steiner Thank you for the feedback. Airworx works on Lycoming, Continental and Franklin. Specializes on Franklin. We just agreed upon a sponsorship with Airworx as I am REALLY impressed with what and how they do work there. I only want to work with "brands" that I truly believe in their product or services and these guys really hit the mark. So I will be spending a good amount of time with them this year to make content to educate everyone on the different processes involved in OVERHAULING an Aircraft Engine and some fun stuff ahead once the Engine Dyno is up and running. I personally can't wait for that! Very Very SOON!
@@bernardc2553 It all depends on what "shows up" in the shop to be worked on. I'll try to have Chris take note to notify me when some of these arrive and capture the process. Thanks for the suggestions and the support here. I really appreciate you.
I think a lot of these commenters would freak if you showed what was involved to grind a worn Lycoming to new limits M003, or all the stones and radius involved in a large large radius 520 front drive, and how to clean up a pitted SB505, I don't think many realize just a tiny bit too much side grinding or sweeping a journal can crack the nitrite layer and you've killed a crank, I was sweating balls on my first 720! Just found your channel, I'll check your other videos.
i use to grind industrial shafts on a lemco. talk about prehistoric. then i did automotive shafts on a berco. a little nicer of machine. we need more of vids like this so people understand the work that is done.
Amazing detail and precision. Better than factory quality. I'm sure their engines last a very long time and are super reliable. Just want to buy one knowing the impeccable detail that's gone into them!!
Hey Brian, I really appreciate the "Airworx" videos.I am very impressed with the ability and attention to detail. A little information about me. I am pursuing my Private pilot with an expected check ride this summer 2020. I have a B.S. in Mechanical Engineering Technology, an M.S. in Industrial Technology, PhD in TLI with a cognate in Systems Engineering all from Purdue University and an MBA from Anderson University. However, I am not a professor but work in industry and very enthusiastic about flying and adding 'aviation' knowledge. I plan to purchase a Piper Tri-Pacer this summer and then pursue building an experimental aircraft. I really appreciate your videos detailing the hands on aspect of our hobby. I would like to visit and / or discuss more details with Airworx and the opinion they have regarding the various manufacturers. In addition, I would like to see more videos with a subject of experimental aircraft kits. I have narrowed my decision of an aircraft kit to 3 manufacturers, based upon various videos, and would like to see more information from builders, manufactures and engines associated with kits. Specifically, do you have any information regarding the UL Power and the opinion of the experts at Airworx regarding UL Power and the OEM, or more common, aircraft engine manufacturers. I really appreciate the thoroughness of the staff at Airoworx and value their opinion about various manufacturers and plan to focus my decisions upon the 'hands-on' opinions of experts in the industry. Please keep up the good work with your video channel, Casey Shull, PhD
Casey... Thank You very much for the feedback and being a positive supporter of what I am trying to accomplish here. Congratulations on going after getting your Pilots License. That is an Adventure itself. And then diving into aircraft ownership and then building. EXCELLENT! I have a whole list of builders to visit (once travel makes sense again) and will showcase them and their builds here of course. Regarding engines. Airworx niche is more of the Lycoming, Continental and the specializes in the Franklin brand of engines. UL Power and other are more of the Light Sport/Experimental world. I am working on putting together an engine series to give more details about all the options available to you in the coming months. So stay tuned! :-)
done a lot of welded up shafts and strokers. we had a kotafin machine to strike down welds before grinding. i can appreciate your endeavors to building a good product. shit gotta be right!
There is a very slight .004 thou bow in that cranshaft as you can see the needle on the dial indicator moving and also the uneven quantity of grinding sparks shooting down from the grinding contact area. I bet when that crankshaft is in service for a while in the engine that uneven bearing shell wear would be evident across the saddle bearings if the engine was disassembled.
I do crankshaft balancing for automotive applications and have always wondered about how it's done in the aviation industry. I would love to see you do a video with Airworx on how they balance the crankshafts that come through their shop. I would also like to know the process of becoming certified to do it, as I'm the aviation industry in my area is quite busy. The details in this video are astounding. Please do one on balancing the crankshaft!
Very interesting to see the way he jigged that up and the care taken to resurface the wheel for every unit!! Sorry, don't do Facebook.... Thanks for the video!!
Very cool video, thx. A radius, though, does not eliminate the chances of stress cracks, it just dramatically lowers them. Enough load cycles over enough time and you WILL have stress cracks, at some scale. Eventually you will have them to failure. Metal fatigue is a real thing, and if you've ever looked at something like a rod with an engine running high RPM they are bending visibly, and more than you would ever guess. Crankshafts are getting nasty rotational (torsional) and lateral loads, that, and the 'crooked' nature of them is why their cross sections/thicknesses are so much larger than say, a transmission input shaft coupling that same motor to its load.
So THAT's how you grind rod journals. That was always a mystery to me since they are not in the center of the shaft rotation axis. Of course it all makes sense. Thanks.
Great video! Love the step-by-step procedure. I've always wondered how any rod journal got centered, and turned. Thanks for the coupon code for those Grip Lock Ties! Those are slick! Just ordered a 100-pack for the shop. 👍😎
@Smitty Smithsonite Hey! Thank you for commenting here and being so supportive. Your welcome on the Coupon Code. I think that is one of the simplest yet coolest products to come out recently and I am behind them 100% for getting a strong hold of the market for these style fasteners etc. So many different applications I personally have found for them outside of Aviation as well. Thanks for watching!
I find that is I do rods first , i don't have runout on the mains .. I think you may have meant .0007 (seven ten thousandths ) allowable runout ...Very good video , I applaud you ...
All good stuff, the problem is finding a usable core for these recip engines. They come back from inspection at overhaul, full of cracks at the thrust face , scrap pile they go!
@David Crouch YES! I was most impressed as well! They have what is seems to be every "RIGHT TOOL (or machine) for the RIGHT JOB" and they also do most everything in house instead of shipping out to 3rd parties (except for Nitrating I believe).
Much respect for the fellow grinding the crankshaft. Being a machinist myself that has ground the outside diameter of shafts 4” x 84” within ..0002” . Not an easy deal. I wonder if the crankshaft gets rebalanced after grinding? Since taking material off. Would be a minimum amount of weight.
@Randall Harmsen Thank you for taking the time to watch and also engage here! I really appreciate you. I honestly don'e know about the rebalancing. Something maybe Chris @Airworx hopefully can comment back on here.
Experimental Aircraft Channel, I think it wouldn’t be a problem with the balance of the crankshaft. Talking a gram of weight or less. Do you know if the crankshaft is forged steel or iron casting? Would believe steel forged myself.
,,, the weight that is ground off the shaft, is made up, close enough, by the necessary thicker undersize bearing . I'm sure just about all aircraft cranks are steel, and most brought to near net shape by forging .
@Iam Herdis. Thank you for your comment. That is a great question. I have no idea. I will ask Chris at Airworx to try and comment back here. Thank you for watching!
@Will Ware Hey! I am seeing you pop up everywhere all of a sudden. I think I know who you are now... I think. :-) Thanks for taking the time to watch and also being so supportive. I really appreciate you!
The diamond should be turned a quarter turn to prevent the diamond from getting polished on one side which polishes the wheel instead of sharpening it. A freshly rotated diamond edge fractures the wheel grains creating new cooler cutting points on each grain.
Although I have about 30 cranks to turn next week(in addition to a 455 Olds, 383 Dodge and a couple of LS's to build up)...I still like seeing how other shops/machines do things at times. Personally, I polish all journals with a "band" hand held polisher after the grind but everyone has their own method. Curious how much they add to the price because it's aviation specific...
We polish after the nitriding process because the part actually grows .0003. We use a stand alone polisher using a micro-polishing belt. Much more expensive than automotive because of several extra processes. MPI, shot peen, cad plate, nitriding etc.
@Bernard C from what I understand after this grind back to spec it is sent out to nitrate which then makes the journal just slightly bigger then they "polish" it back down to where it was.... in spec. Thanks for taking the time to watch today! I appreciate you.
I used to grind metal rolls for the steel industry. Believe it or not, I would hold two ten-thousands on the O.D. and I.D.Do not know why they wanted such a tight tolerance but what the print wants the machinist makes. At least that what I would do. The other guys could not do that and would just crash the machine. Nice explanation too.
This is cool to see, because I am about to send you a crank. But one question I have is about nitriding. Arent crank bearings nitrided? If so do you put it back on after grinding?
Pretty neat I didn't realize the amount of work it takes to turn a crankshaft! I assume your going to ten under or twenty if you put it on the grinder.
If manufacturer allows 7 thou runout,what is the bearing to crank clearance allowed?Considering fix ends and 7 thou runout in the middle,bearing to crank clearance should be? Is that a 7 thou or a 7 tenth of a thou?
After dressing the grinding wheel, by the sound that is made as the wheel engages the work, you can hear un-even contact. I do not believe the wheel is dressed enough, and is out of round. The wheel could also have moved in the blotters between the flanges during across-the-mains starting. I use variable frequency drives to soft-start the wheels on all my grinders to avid any potential of wheel slipping in the blotters during startup. Another note, in the camera shot of the wheel storage rack, it is plain to see the metal buildup in the pores of the wheels. I realize you re-dress the wheels before using them, but I just get the feeling the operator is not dressing the wheels enough to clean them out and also get them round. Just an observation, because the science of grinding means controlling all the variables. I do understand that these wheels are tight-bond wheels because they are holding the form radii, and are not going to break down. This makes deep dressing to remove buildup even more important.
no wonder that dude is so muscular, he has to lift crankshafts and stones all day. dude is talented, that's a craft requiring major Gold's gym body buffing.
when you set up to grind a rod journal both dialing it in and positioning the steady rest, what if that journal is worn out of round? Especially, what happens with the steady rest?
Note Aircraft and Automobil Engine when you are Grinding any Crankshaft you Must do the same proccedure,,but Aircraft engine Crankshaft, will move on you if you do not support the center of the Crankshaft
Who builds this machine, Where? How do you grind the rod journals, being offset as they are? Do you dress wheel every crank? Do you just grind to cleanup, or take them all down to same size so new bearings are all same size? Thanks, nice video.
@stealthy1 I believe on either side of the Main Journals. I would like to show this during an episode capturing the "ASSEMBLY" of the engines. Unfortunately I cannot cover everything in an 18-20min long video. And if I made it 60min or longer....no one would click on it to watch :-/ Thanks for watching and also engaging here! I appreciate you!
He is very serious and professional, exactly the type of person I would want machining the parts to my engine.
Yes, to STEP By STEP videos. Very Educational. Wow, these guys at Airworks are Professionals!
I agree. I'm an aerospace engineer and an A&P. I love this stuff! Keep it up.
Great detail you never see. Trueing the stone with radius check, golden.
Charles Seymour ...Yeah, that was amazing. You should see my bench grinder, LOL. 😩
As an ex machinist I find this fascinating. Please have more of this type odd content.
@Robert Carmody THANK YOU. I really appreciate the positive feedback and I will definitely keep going on this topic and create more content. Thank You for watching!
@@ExperimentalAircraftChannel As I an not a machinist I still find this fascinating.
That was very interesting with the machine operator explaining what he was doing.
@bob4jjjjj Thank you for your support! I appreciate you taking the time to watch!
2020 is the ...YEAR to SUBSCRIBE. You have been watching... now it's time to SUBSCRIBE and hit the LIKE button while you are at it! :-) We will keep going back to AIRWORX LLC from time-to-time to capture the step-by-step details of how each component of an Aircraft Engine is properly overhauled. Thank you for taking the time to watch! We REALLY appreciate your support! Consider supporting us on our NEW Patreon Page: www.patreon.com/experimentalaircraftchannel
Hobby machinist and mechanic here. Assembled many motors and was curious about the crank grinding process. Excellent video.
Showcasing focused and talented professionals. Great work!
Interesting stuff......These guys are old school integrity. Hopefully they get into Lycoming exp even more.
Now I know...always wondered how rod journals were ground...I like it!
I've always been fascinated with companies that have a zero tolerance mistake factor for repair work. The quality control has to be just out of this world to never make a mistake. it's like how they operate in Germany for all companies.
You've hit the nail on the head. Instructional videos need a logical order. The Army perfected this technique in 1943 to teach everyone in the most efficient manner
Explanation
Demonstration
Practical Application
I feel like I was properly trained to "do the job" and For this reason, I'm subscribing and I hope all the instructional videos are all like this.
... Another cool tool I need in my garage for Christmas..a crank shaft grinder...
.
I did this in pass when I first started working you guys do a nice job and explain the steps
Don’t have a plane yet, but when I do and when it needs an engine I am sending it to them! Super impressed!
American craftmanship is not dead! It it on display at thousands of small shops all across the country.
American craftsmanship is alive and well in our shop. We love what we do and love the results that we produce.
All my car cranks that I ground on a Van Norman 111, in between centres. had runout of .0000" & I never had to change grinding wheels from rods to main journals. I don't know how people can charge people to ruin cranks grinding them in chucks. I can grind all the journals accurately (specs)all day long & check them for specs. I like people to get back home when they take their yacht / plane out for a ride. I learned how to grind cranks wrong working in an "pro engine building " shop doing them wrong & not meeting specifications , then I worked for a retired shipwright that was in the car plants (Ford)& seen all the crankshafts being ground in between centres & using dogs on each end. He was allowed to tour their shops with the Allied War Effort & did. I learned from him how to regrind crankshafts (without having to rebalance the crank) the same way they are made & had "0" problems. Rather than use a reground crank (done wrong in chucks) I would use a std./std. crank & polish with 2000 grit by hand & use a .001" bearing. I also had a record holding NHRA engine that I checked over . I put the crank in the grinder between centres & checked it out. It was not perfect , it had .0002" runout on the 7/8 rod journal & that was it. I still have the crank forging # 6764 (67 302 small journal) a true piece of bent iron , from "Hank The Crank" , it is fully counterweighted, cross drilled , & hard chromed. I need to know why people can do them close & say that it is right , when they are not. Question is there any "engine rebuilders " grinding crankshafts between centres anywhere close to Atlantic Canada , North America . I guess we have to buy new cranks to get good results. The last engine I built had three first places in three races & was started at the back in the last race. We were the only car there from Halifax Co., N.S. , Canada. You could not get me to work for you grinding cranks in chucks period!!! I don't do close . I feel bad for the people working in the rebuilding industry , because all they know is what they are taught on good machines used incorrectly. It's lonely at the "TOP" I would put up mine up against yours anyday. Thank You ( Motor Mouse ) James T. Burke
love these kind of videos thankyou
@m kramer Hey THANK YOU for your feedback and support. I appreciate you taking the time to watch!
Nice heart warming finish to the vid with the children and family. 👍👍
I like how uses the wood stick to keep it from chattering Fairwood I used with drums and flywheels
Very interesting thanks, often wondered how they ground a crankshaft.
My words exactly!
Who knew a grinding stone could be such a precise tool?
Not me but I know now. Thanks.
Awesome video, really enjoyed watching the fine details involved in this process.
A full engine overhaul series please
on what engine.
I'd like a Lyc maybe older 0-540 A1 or C or maybe 0-470..just because alot still around
@Greg Plaka....thanks for watching. You do not work for Airworx. Where are you based and what do you do? Any special projects going on?
@Jeremy Steiner Thank you for the feedback. Airworx works on Lycoming, Continental and Franklin. Specializes on Franklin. We just agreed upon a sponsorship with Airworx as I am REALLY impressed with what and how they do work there. I only want to work with "brands" that I truly believe in their product or services and these guys really hit the mark. So I will be spending a good amount of time with them this year to make content to educate everyone on the different processes involved in OVERHAULING an Aircraft Engine and some fun stuff ahead once the Engine Dyno is up and running. I personally can't wait for that! Very Very SOON!
@@bernardc2553 It all depends on what "shows up" in the shop to be worked on. I'll try to have Chris take note to notify me when some of these arrive and capture the process. Thanks for the suggestions and the support here. I really appreciate you.
I’ve always wanted to understand how they machine crankshafts. Thanks guys,this is very informative.👍🏻👍🏻👍🏻
Amazing attention to detail
Details, more details!
@Joe Freeman YES! I here you! Thank you for the feedback. I really appreciate it.
Great interview and what an awesome family it should inspire others.😊
Love this type of content!
Magnificent.... Love this channel
I think a lot of these commenters would freak if you showed what was involved to grind a worn Lycoming to new limits M003, or all the stones and radius involved in a large large radius 520 front drive, and how to clean up a pitted SB505, I don't think many realize just a tiny bit too much side grinding or sweeping a journal can crack the nitrite layer and you've killed a crank, I was sweating balls on my first 720! Just found your channel, I'll check your other videos.
Thanks for chiming in here and sharing some of your career experience. This is an interesting topic for sure. Thanks for following along! :-)
I do enjoy the step by step
Great to see what goes into overhauling a crank
that is called a re grind
@fransmare Thank you for engaging here and giving some feedback! Thanks for watching!
i use to grind industrial shafts on a lemco. talk about prehistoric. then i did automotive shafts on a berco. a little nicer of machine. we need more of vids like this so people understand the work that is done.
Amazing detail and precision. Better than factory quality. I'm sure their engines last a very long time and are super reliable. Just want to buy one knowing the impeccable detail that's gone into them!!
Awesome! Love learning the step by step process.
I love your channel, thanks👍
Nice job, I enjoyed it!
I love this geeky stuff. Thanks.
Great video!
I love this super fascinating!
@Steve Flattum Thank you! I appreciate your supportive feedback. Thanks for watching!
Hey Brian,
I really appreciate the "Airworx" videos.I am very impressed with the ability and attention to detail. A little information about me. I am pursuing my Private pilot with an expected check ride this summer 2020. I have a B.S. in Mechanical Engineering Technology, an M.S. in Industrial Technology, PhD in TLI with a cognate in Systems Engineering all from Purdue University and an MBA from Anderson University. However, I am not a professor but work in industry and very enthusiastic about flying and adding 'aviation' knowledge.
I plan to purchase a Piper Tri-Pacer this summer and then pursue building an experimental aircraft. I really appreciate your videos detailing the hands on aspect of our hobby. I would like to visit and / or discuss more details with Airworx and the opinion they have regarding the various manufacturers. In addition, I would like to see more videos with a subject of experimental aircraft kits. I have narrowed my decision of an aircraft kit to 3 manufacturers, based upon various videos, and would like to see more information from builders, manufactures and engines associated with kits. Specifically, do you have any information regarding the UL Power and the opinion of the experts at Airworx regarding UL Power and the OEM, or more common, aircraft engine manufacturers. I really appreciate the thoroughness of the staff at Airoworx and value their opinion about various manufacturers and plan to focus my decisions upon the 'hands-on' opinions of experts in the industry.
Please keep up the good work with your video channel,
Casey Shull, PhD
Casey... Thank You very much for the feedback and being a positive supporter of what I am trying to accomplish here. Congratulations on going after getting your Pilots License. That is an Adventure itself. And then diving into aircraft ownership and then building. EXCELLENT! I have a whole list of builders to visit (once travel makes sense again) and will showcase them and their builds here of course. Regarding engines. Airworx niche is more of the Lycoming, Continental and the specializes in the Franklin brand of engines. UL Power and other are more of the Light Sport/Experimental world. I am working on putting together an engine series to give more details about all the options available to you in the coming months. So stay tuned! :-)
Well presented! Thanks
Very informative Video, very educational in all the work that goes into getting a Crankshaft back in service the right way.
Very nice job!!
Great content, thanks for posting.
I love the details! Keep em coming!
Cool to watch the detail on this.
very intresting & love the channel - great work
Really well done.
done a lot of welded up shafts and strokers. we had a kotafin machine to strike down welds before grinding. i can appreciate your endeavors to building a good product. shit gotta be right!
Great video.
There is a very slight .004 thou bow in that cranshaft as you can see the needle on the dial indicator moving and also the uneven quantity of grinding sparks shooting down from the grinding contact area. I bet when that crankshaft is in service for a while in the engine that uneven bearing shell wear would be evident across the saddle bearings if the engine was disassembled.
Totally awesome vid! More please!
I do crankshaft balancing for automotive applications and have always wondered about how it's done in the aviation industry. I would love to see you do a video with Airworx on how they balance the crankshafts that come through their shop. I would also like to know the process of becoming certified to do it, as I'm the aviation industry in my area is quite busy. The details in this video are astounding. Please do one on balancing the crankshaft!
love stuff like this.
@Mark Cretten Thanks! Thanks for watching. I really appreciate you!
Very interesting to see the way he jigged that up and the care taken to resurface the wheel for every unit!! Sorry, don't do Facebook.... Thanks for the video!!
Very cool video, thx. A radius, though, does not eliminate the chances of stress cracks, it just dramatically lowers them. Enough load cycles over enough time and you WILL have stress cracks, at some scale. Eventually you will have them to failure. Metal fatigue is a real thing, and if you've ever looked at something like a rod with an engine running high RPM they are bending visibly, and more than you would ever guess. Crankshafts are getting nasty rotational (torsional) and lateral loads, that, and the 'crooked' nature of them is why their cross sections/thicknesses are so much larger than say, a transmission input shaft coupling that same motor to its load.
i like the precision!
So THAT's how you grind rod journals. That was always a mystery to me since they are not in the center of the shaft rotation axis. Of course it all makes sense. Thanks.
Great video! Love the step-by-step procedure. I've always wondered how any rod journal got centered, and turned.
Thanks for the coupon code for those Grip Lock Ties! Those are slick! Just ordered a 100-pack for the shop. 👍😎
@Smitty Smithsonite Hey! Thank you for commenting here and being so supportive. Your welcome on the Coupon Code. I think that is one of the simplest yet coolest products to come out recently and I am behind them 100% for getting a strong hold of the market for these style fasteners etc. So many different applications I personally have found for them outside of Aviation as well. Thanks for watching!
I find that is I do rods first , i don't have runout on the mains .. I think you may have meant .0007 (seven ten thousandths ) allowable runout ...Very good video , I applaud you ...
Hell yea, never too much detail! 👍
All good stuff, the problem is finding a usable core for these recip engines. They come back from inspection at overhaul, full of cracks at the thrust face , scrap pile they go!
That’s a bit like anything I guess, there are remachining values, but no reason to assume it is any good. Engine blocks especially :o)
@yesca jasta 🤔
Cool machine shop!
if you say so
@David Crouch YES! I was most impressed as well! They have what is seems to be every "RIGHT TOOL (or machine) for the RIGHT JOB" and they also do most everything in house instead of shipping out to 3rd parties (except for Nitrating I believe).
great video...
Much respect for the fellow grinding the crankshaft. Being a machinist myself that has ground the outside diameter of shafts 4” x 84” within ..0002” . Not an easy deal. I wonder if the crankshaft gets rebalanced after grinding? Since taking material off. Would be a minimum amount of weight.
I think the crank is balanced from the factory
@Randall Harmsen Thank you for taking the time to watch and also engage here! I really appreciate you. I honestly don'e know about the rebalancing. Something maybe Chris @Airworx hopefully can comment back on here.
Experimental Aircraft Channel, I think it wouldn’t be a problem with the balance of the crankshaft. Talking a gram of weight or less. Do you know if the crankshaft is forged steel or iron casting? Would believe steel forged myself.
,,, the weight that is ground off the shaft, is made up, close enough, by the necessary thicker undersize bearing . I'm sure just about all aircraft cranks are steel, and most brought to near net shape by forging .
yes, please more detailed look at processes.
This is my kinda content. As a ToolMaker I do this most everyday. All the likes and subs for you
Great video. Interested in how a hollow crank is checked. How the bore is inspected and machined out if required.
@Iam Herdis. Thank you for your comment. That is a great question. I have no idea. I will ask Chris at Airworx to try and comment back here. Thank you for watching!
Several methods are used including visual, MPI, and eddy current inspections.
Love it
@James E. Wagner JR Thank you! I really appreciate the positive feedback! Thanks for watching!
Can't say I'd be real comfortable standing in the line of fire of that big grinding wheel.
Great job! Can't wait to get my Franklin 150 to AirWorx, kinda scared if the crank will pass though, already -.020
-.030 ok the deeper the cut the cooler the oil is. Less surface area on the crank check out NASCAR Engines
@Will Ware Hey! I am seeing you pop up everywhere all of a sudden. I think I know who you are now... I think. :-) Thanks for taking the time to watch and also being so supportive. I really appreciate you!
Yeah, I helped Chris with his new website, so we are bothers in arms helping AirWorx
The diamond should be turned a quarter turn to prevent the diamond from getting polished on one side which polishes the wheel instead of sharpening it. A freshly rotated diamond edge fractures the wheel grains creating new cooler cutting points on each grain.
Very interesting, stuff you'd never see.
very interesting
@mike jones Thank you for commenting and giving positive feedback. I appreciate you!
GREAT VID! Yes I'm yelling while saying that😃
Do you have to re-harden the crankshaft after grinding and reasons? ie nitriding.
Although I have about 30 cranks to turn next week(in addition to a 455 Olds, 383 Dodge and a couple of LS's to build up)...I still like seeing how other shops/machines do things at times. Personally, I polish all journals with a "band" hand held polisher after the grind but everyone has their own method. Curious how much they add to the price because it's aviation specific...
We polish after the nitriding process because the part actually grows .0003. We use a stand alone polisher using a micro-polishing belt. Much more expensive than automotive because of several extra processes. MPI, shot peen, cad plate, nitriding etc.
What has more processing power. A Rasberri pi 4 or that computer at 17:28?
Yeah nice job!
Do they re nitrate the heavier cut grinds,any cam profile re-grinds?
Wanting to do some
A/C eng.builds built many Nitro/Alky floppers good content
we love nitrate
@@ctsteve1967 Nice work, Shop/you get your Dyno up & running?
@Bernard C from what I understand after this grind back to spec it is sent out to nitrate which then makes the journal just slightly bigger then they "polish" it back down to where it was.... in spec. Thanks for taking the time to watch today! I appreciate you.
@@ExperimentalAircraftChannel How I missed your reply shows you've stood the test of time lol Excellent!
I used to grind metal rolls for the steel industry. Believe it or not, I would hold two ten-thousands on the O.D. and I.D.Do not know why they wanted such a tight tolerance but what the print wants the machinist makes. At least that what I would do. The other guys could not do that and would just crash the machine. Nice explanation too.
How about a video explaining the purpose and role of the crankshaft counter weights?
This is cool to see, because I am about to send you a crank. But one question I have is about nitriding. Arent crank bearings nitrided? If so do you put it back on after grinding?
Pretty neat I didn't realize the amount of work it takes to turn a crankshaft! I assume your going to ten under or twenty if you put it on the grinder.
It all depends on which crankshaft is being done. Franklins go .010-.020, Lycoming .003-.006-.010
Wow, that's interesting. Glad to see such craftsmanship!
How does this differ from any other crank grind?
If manufacturer allows 7 thou runout,what is the bearing to crank clearance allowed?Considering fix ends and 7 thou runout in the middle,bearing to crank clearance should be?
Is that a 7 thou or a 7 tenth of a thou?
After dressing the grinding wheel, by the sound that is made as the wheel engages the work, you can hear un-even contact. I do not believe the wheel is dressed enough, and is out of round. The wheel could also have moved in the blotters between the flanges during across-the-mains starting. I use variable frequency drives to soft-start the wheels on all my grinders to avid any potential of wheel slipping in the blotters during startup. Another note, in the camera shot of the wheel storage rack, it is plain to see the metal buildup in the pores of the wheels. I realize you re-dress the wheels before using them, but I just get the feeling the operator is not dressing the wheels enough to clean them out and also get them round. Just an observation, because the science of grinding means controlling all the variables. I do understand that these wheels are tight-bond wheels because they are holding the form radii, and are not going to break down. This makes deep dressing to remove buildup even more important.
Hey. Do people tell you you look exactly like Larry Hagman ? Cool. Cool show too.
After a crank is ground, is it nitrided?
no wonder that dude is so muscular, he has to lift crankshafts and stones all day. dude is talented, that's a craft requiring major Gold's gym body buffing.
.009 thou off? isn't that a lot? or are there only a few standard regrind sizes?
when you set up to grind a rod journal both dialing it in and positioning the steady rest, what if that journal is worn out of round? Especially, what happens with the steady rest?
Note Aircraft and Automobil Engine when you are Grinding any Crankshaft you Must do the same proccedure,,but Aircraft engine Crankshaft, will move on you if you do not support the center of the Crankshaft
Who builds this machine, Where? How do you grind the rod journals, being offset as they are? Do you dress wheel every crank? Do you just grind to cleanup, or take them all down to same size so new bearings are all same size? Thanks, nice video.
This is an AMC machine manufactured in Denmark. We dress and radius the stone for each crankshaft we grind.
Airworx Aviation nice work. Thanks
Where the thrust bearing go on the crank shaft when the propeller pull ?
@stealthy1 I believe on either side of the Main Journals. I would like to show this during an episode capturing the "ASSEMBLY" of the engines. Unfortunately I cannot cover everything in an 18-20min long video. And if I made it 60min or longer....no one would click on it to watch :-/ Thanks for watching and also engaging here! I appreciate you!
Hubba a dubba diidly doo. Not the same as the Van Norman grinder I used to run but damned similar. Integrated belt polisher?
How do you get the crankshaft chucked up so that it is perfectly square with the world?
Patience. Lots of.
I'm gonna need to see their license for that guys guns.