I love how I'm in my ACMT courses to get my A&P license and currently am tearing this engine down. Never did I think I'd stumble across a video with the exact engine I'm working on (albeit, a much, much nicer one than the one we've got in class). Love how the guys and I are tagging everything the same way you are (Ex cyl. 4, Intake cyl. 2 etc.) Thanks for posting brother!
I think Lycoming says to overhaul their engines every 12 years, whether sitting on a shelf or being used. But, if you’re part 91, you don’t have to follow that recommendation. Btw, the crankshaft nose plug is to hold oil pressure into the crank for fixed pitch props, or removed for constant speed props to send oil pressure to operate the prop governor/pitch change mechanism.. A&P/IA
Thanks for that. I've got one in my Darter 100 2400hrs.. It's not run in 8 yrs, in a desert climate, so it's borescope time for the cam which is the determining factor in these engines.
I'm in the same process, at the same stage as you are. My crank is good as my plane is flown regularly. I had a visible crack in the engine case. Pulled the engine and the cam did not pass inspection. Used the opportunity to purchase the upgraded cam and have the accessory case upgrade done to accept the one piece cam shaft. Re-assembly should start mid January. I also have chromed cylinders.
Man what a score Thorps are great flying machines. Hey if ya Cam is and crank only issue be just WOW. I mean 90% is fine engine wise heres rooting for ya on the Crank. Keep at it carry on. Also love the Tailwind a real sleepercof a Flying machine.
Yeah the rest of the engine is in good shape, unfortunately crankshafts are scarce at the moment. I'll figure something out though. Thanks for stopping by!
Wow! @4:59 they sure left the inside of that crank rough cut! Heck those tooling marks would cause cracking and fatique corrosian or no. Is such a poor finish normal for the inside of a crank?
I have always wished that people would store a Lycoming. engine upside down with a couple quarts of oil in it! It would save a couple of cams! Thanks for the videos!
Yeah unfortunately it's usually not planned to be stored for long term and then life gets in their way. The cam is a little easier to swallow than the crankshaft though!
Those engines will run until the cam lobes are down to eccentrics, where you'll finally start to get misfires. I have an O-320 cam in my garage I use as a paper towel holder. It came out of a Citabria in 1979 due to misfires. No oil on it. 40 yrs in my garage, or basement through several moves. It has a bit of fine rust pitting if you look close, in some spots, but is otherwise not that bad considering, except for the lobe worn down. I think the severe pitting you have there is mostly due to acids in the oil. I have an O-290 in my PL2, and if it ever comes out, like if I start getting major metal in the filter, I'm going to have the case cylinder holes bored to a 1/8" radius incr and the case will accept O320 narrow deck jugs. O-290 cylinder parts are impossible to find.
Hey, I know I am a bit late to the party but if you'd like the dimensional specs or that engine I might be able to hook you up. Thank you by the way for bringing those ad's to my attention. I'm currently overhauling an o-320-e2g and I must've overlooked those.
Save you old oil pump gears, They are perfect for a home made engine pre oiler. This saves your engine life. Most of your pipe line patrol planes use aftermarket pre oilers!
Sorry about the late response. There’s an STC to install 160hp pistons in the 150hp jugs. But that being said as an experimental you can install any compression pistons you desire…
is there any engine overhaul in USA that will allow the owner of engine to overhaul onsite and get certificate thereafter so can open an overhaul centre backk home..me from KL,Malaysia.Thx. mine is d3g 161hp Lycoming
these engines seem so complex (lots of precise machines parts) but also primitive. yet we trust our lives to these machines. when we gonna get 3d printed replacements
You aren't wrong. They are derived from 1940s technology. The tolerances are fairly loose and the design is very basic. They have proven themselves, however the longevity between overhauls is pitifully low compared to anything of modern design
Question, I need to talk to someone about aircraft engines, I'm building an experimental airplane, and I have a ton of questions about the engine I can use. Also how much of the work I can do my self etc. Do you guys have any recommendations?
It's hard to say since they are so hard to find. Machine shops don't have them, and when you send a used one to them for inspection they are months backed up. Just sucks all around
I believe it's different pistons which have an offset wrist pin hole, so it increases compression, don't quote me on that though. Then, you must have the heavier front crankshaft main bearing to support the extra HP.
@@MotoFlightGuy Hope your rebuild goes well! Appreciate the well done video. Iam getting ready to start reassembly on my O320-A2B. My lastest snag was the connecting rod Service Instruction 1183; my rods needed to have the countersink increased to accept the newer style connecting rod bolts. Fingers crossed we are both back in the sky soon. My Lyc is going back in our RV6
Until a few days ago, I did not realize that the width of the silk thread when mating the engine cash halves is what sets the bearing clearances. If you care to educate me a bit more on this critical bit of information please do so. I am a willing student. Is this common in engine designs?
Airworthiness Directives (ADs) are legally enforceable regulations issued by the FAA in accordance with 14 CFR part 39 to correct an unsafe condition in a product. Part 39 defines a product as an aircraft, engine, propeller, or appliance.
Not an A&P. I just have been messing with engines since high school. Rebuilt a lot of motorcycle engines back in my younger days, and these aircraft engines are easier to do than those. There's not a lot going on inside of these old Lycomings and continentals
that's great! I can tell you know your way around machines. Not many people do anymore! My Dad had an FBO, so I've always been interested. I started my flight training long ago but I never finished my private ticket, wish now that I had. I am semiretired mechanic with a small shop and basically do it all myself. I do automotive, auto trans, and some motorcycle & small engine stuff. Can I hire you? Ha ha. Also, I was always intrigued with the Tailwinds, a feller that flys freight out of our regional airport has one. Fly safe man
![Aircraft Engine Overhaul [How It's Done]](http://i.ytimg.com/vi/Fvg-9ceqiIA/mqdefault.jpg)
![Aircraft Engine Overhaul [How It's Done]](/img/tr.png)
I love how I'm in my ACMT courses to get my A&P license and currently am tearing this engine down. Never did I think I'd stumble across a video with the exact engine I'm working on (albeit, a much, much nicer one than the one we've got in class). Love how the guys and I are tagging everything the same way you are (Ex cyl. 4, Intake cyl. 2 etc.) Thanks for posting brother!
the crankshaft isn’t even bent
@@JakeSpomer I know right. Just a beauty.
🤝
Not a lot of UA-cam content on aviation engines. I suspect people are scared of the criticism or something, I'm not sure.
I find this video and ur comment top 😂
I worked at Teledyne Mattituck Services for 5 years. I rebuilt the cylinders for all the engine types.
I have owned an IO320 Thorp for 3 years. It's an awesome plane and turns heads everywhere. You'll see 170+ mph out of it.
That's about what I was thinking for speeds as well. I can't wait to get it flying!
Good to see a young bloke restoring WW1 history.
I think Lycoming says to overhaul their engines every 12 years, whether sitting on a shelf or being used.
But, if you’re part 91, you don’t have to follow that recommendation.
Btw, the crankshaft nose plug is to hold oil pressure into the crank for fixed pitch props, or removed for constant speed props to send oil pressure to operate the prop governor/pitch change mechanism..
A&P/IA
Great vid!
The case has “bearing saddles”, for the mains, not journals…
Great video, thanks for posting it.
I haven't even watched the whole video yet (I will) but your camerawork is immaculate and choice of music is on point!!
Thanks for that. I've got one in my Darter 100 2400hrs.. It's not run in 8 yrs, in a desert climate, so it's borescope time for the cam which is the determining factor in these engines.
I'm in the same process, at the same stage as you are. My crank is good as my plane is flown regularly. I had a visible crack in the engine case. Pulled the engine and the cam did not pass inspection. Used the opportunity to purchase the upgraded cam and have the accessory case upgrade done to accept the one piece cam shaft. Re-assembly should start mid January. I also have chromed cylinders.
Great vid!
Ugg... hope that crank turns out ok. crossing my fingers.
Man what a score Thorps are great flying machines. Hey if ya Cam is and crank only issue be just WOW. I mean 90% is fine engine wise heres rooting for ya on the Crank. Keep at it carry on. Also love the Tailwind a real sleepercof a Flying machine.
Yeah the rest of the engine is in good shape, unfortunately crankshafts are scarce at the moment. I'll figure something out though. Thanks for stopping by!
Wow! @4:59 they sure left the inside of that crank rough cut! Heck those tooling marks would cause cracking and fatique corrosian or no. Is such a poor finish normal for the inside of a crank?
Lycoming, is the best damn GA Engine maker on the planet.
I have always wished that people would store a Lycoming. engine upside down with a couple quarts of oil in it! It would save a couple of cams! Thanks for the videos!
Yeah unfortunately it's usually not planned to be stored for long term and then life gets in their way. The cam is a little easier to swallow than the crankshaft though!
@@MotoFlightGuy I feel your pain!
What kind of cleaning do you do on these cases? Thanks for sharing, very interesting video.
Those engines will run until the cam lobes are down to eccentrics, where you'll finally start to get misfires. I have an O-320 cam in my garage I use as a paper towel holder. It came out of a Citabria in 1979 due to misfires. No oil on it. 40 yrs in my garage, or basement through several moves. It has a bit of fine rust pitting if you look close, in some spots, but is otherwise not that bad considering, except for the lobe worn down. I think the severe pitting you have there is mostly due to acids in the oil. I have an O-290 in my PL2, and if it ever comes out, like if I start getting major metal in the filter, I'm going to have the case cylinder holes bored to a 1/8" radius incr and the case will accept O320 narrow deck jugs. O-290 cylinder parts are impossible to find.
Nice video...thank you.
Hey, I know I am a bit late to the party but if you'd like the dimensional specs or that engine I might be able to hook you up. Thank you by the way for bringing those ad's to my attention. I'm currently overhauling an o-320-e2g and I must've overlooked those.
Great thanks
I need to come hang out when your at the hangar sometime.
Anytime!!
Круто! Классный двигатель!
Save you old oil pump gears, They are perfect for a home made engine pre oiler. This saves your engine life. Most of your pipe line patrol planes use aftermarket pre oilers!
Any idea as to what other parts are used in the homemade engine pre oiler?
Sorry about the late response. There’s an STC to install 160hp pistons in the 150hp jugs. But that being said as an experimental you can install any compression pistons you desire…
Any idea of the STC number?
@@kczbluesman STC SE367CH 288E is what was on the tag
@@alanaspurling6469 Much appreciated.
@@kczbluesman the STC is for a Piper Cherokee PA-28/140 as offered by Penn Yan Aero, which was the source of this particular engine.
is there any engine overhaul in USA that will allow the owner of engine to overhaul onsite and get certificate thereafter so can open an overhaul centre backk home..me from KL,Malaysia.Thx. mine is d3g 161hp Lycoming
Can they regrind the cam?
Is this the 140HP configuration or 160?
You are powerful 🙏👍♥️♥️👊💪
What is the certification process involved in working on one of these airplane engines?
If it's for an experimental aircraft none. If it's going in a certified aircraft, you need to be an A&P
these engines seem so complex (lots of precise machines parts) but also primitive. yet we trust our lives to these machines. when we gonna get 3d printed replacements
You aren't wrong. They are derived from 1940s technology. The tolerances are fairly loose and the design is very basic. They have proven themselves, however the longevity between overhauls is pitifully low compared to anything of modern design
Amazing how expensive these parts are for very old low technology engine parts.
I'm going to take a swing at it and tell you engine is vital the quality of the engine oil is paramount ...
I don't understand your comment
I’ve come to realize that any lycoming with that blue paint is of the problem era for all of those corrosion issues
I think they still have corrosion issues even modern ones don't they?
Question, I need to talk to someone about aircraft engines, I'm building an experimental airplane, and I have a ton of questions about the engine I can use. Also how much of the work I can do my self etc. Do you guys have any recommendations?
If you are in the United States then you should join EAA. They have all kinds of information for home builders.
if it's experimental, you do not need a medical certificate, correct?
Was your crank serviceable?
Yes it was! They were able to turn it, and plate the prop flange
@@MotoFlightGuy nice!
@@MotoFlightGuy WHOA!!!!!!!!! What a relief !!!!!! Care to say what it was going to cost you for a new one?
Fingers crossed on the crank Daddio 🤞🙏. Hope it's machinable to spec. What's a new or serviceable 320 crank going for now? 😳
It's hard to say since they are so hard to find. Machine shops don't have them, and when you send a used one to them for inspection they are months backed up. Just sucks all around
Soooo, I guess the Tailwind sale is on hold? 🤔
No it's still for sale 😁
@@MotoFlightGuy Yup, Divco has had my Engine case and cam since early June. Just today was notified with the tracking number for shipment.
To me it's better and cheaper to service a engine like this by myself
I want a ride !
Done!
Would like to know how to change a 150hp to a 160hp.
I believe it's different pistons which have an offset wrist pin hole, so it increases compression, don't quote me on that though. Then, you must have the heavier front crankshaft main bearing to support the extra HP.
What specific model of 0320 is it?
E2C
@@MotoFlightGuy Hope your rebuild goes well! Appreciate the well done video. Iam getting ready to start reassembly on my O320-A2B. My lastest snag was the connecting rod Service Instruction 1183; my rods needed to have the countersink increased to accept the newer style connecting rod bolts. Fingers crossed we are both back in the sky soon. My Lyc is going back in our RV6
Until a few days ago, I did not realize that the width of the silk thread when mating the engine cash halves is what sets the bearing clearances. If you care to educate me a bit more on this critical bit of information please do so. I am a willing student. Is this common in engine designs?
Not an airplane mechanic...I stick with engines that stay on the ground ...one question..wat do u mean by AD?
Airworthiness Directives (ADs) are legally enforceable regulations issued by the FAA in accordance with 14 CFR part 39 to correct an unsafe condition in a product. Part 39 defines a product as an aircraft, engine, propeller, or appliance.
So you must be an A&P? Or else you have experience on legacy engines.
Not an A&P. I just have been messing with engines since high school. Rebuilt a lot of motorcycle engines back in my younger days, and these aircraft engines are easier to do than those. There's not a lot going on inside of these old Lycomings and continentals
that's great! I can tell you know your way around machines. Not many people do anymore! My Dad had an FBO, so I've always been interested. I started my flight training long ago but I never finished my private ticket, wish now that I had. I am semiretired mechanic with a small shop and basically do it all myself. I do automotive, auto trans, and some motorcycle & small engine stuff. Can I hire you? Ha ha. Also, I was always intrigued with the Tailwinds, a feller that flys freight out of our regional airport has one. Fly safe man
@@oneninerniner3427 nice! You should definitely finish your PPL! Best thing I ever did!
All those years in the barn the starter bracket was safety wired backwards 🤦🏻♂
I think that is a serious mistake not having the cases worked!
kill the bloody music
Nah