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  #41  
Old 11-11-2012, 07:48 PM
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IowaRV9Dreamer IowaRV9Dreamer is online now
 
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Originally Posted by aerhed View Post
Don't forget the cooler flush and governor if you've got one.
Great advice - send the oil cooler to Pacific. It must be FULL of metal and they have a special system to get it out of there.
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  #42  
Old 11-12-2012, 10:56 AM
garymail garymail is offline
 
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been through this a bunch. You have a cam and/or lifter problem. cheaper to tear it down now than wait, have the cam and lifters reground or replaced before you have to do the entire engine.

Regards,

Gary
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  #43  
Old 11-12-2012, 07:45 PM
gasman gasman is offline
 
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Don't forget the cooler flush and governor if you've got one.
And the prop if C/S.........................
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  #44  
Old 11-12-2012, 08:00 PM
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LifeofReiley LifeofReiley is offline
 
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Don't let these SIMPLE engines scare you. Get the manuals. Anyone with even a half a brain can rebuild one... on and off the aircraft in a few days if they are prepared.
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  #45  
Old 11-12-2012, 09:39 PM
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erich weaver erich weaver is offline
 
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Originally Posted by LifeofReiley View Post
Don't let these SIMPLE engines scare you. Get the manuals. Anyone with even a half a brain can rebuild one... on and off the aircraft in a few days if they are prepared.
That advice is not universally accepted. Mike Busch, of Savvy
Aircraft Maintenance fame, and a regular EAA webinar presenter advises that any time multiple cylinders are to be removed that the work be done by a respected engine shop. The reason for this is that you are removing multiple case through-bolts, and there is the potential for uneven tightening and misalignment upon their reinstallation that can cause serious problems. This advice from the guy who preaches to anyone that will listen on how to minimize maintenance.

Erich
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  #46  
Old 11-12-2012, 09:48 PM
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Originally Posted by erich weaver View Post
That advice is not universally accepted. Mike Busch, of Savvy
Aircraft Maintenance fame, and a regular EAA webinar presenter advises that any time multiple cylinders are to be removed that the work be done by a respected engine shop. The reason for this is that you are removing multiple case through-bolts, and there is the potential for uneven tightening and misalignment upon their reinstallation that can cause serious problems. This advice from the guy who preaches to anyone that will listen on how to minimize maintenance.

Erich
Yup... they make a BUTTT load of money preaching too. Get the Manuals and it is a no brainer... well some brains I guess. You need to know how to read.
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Last edited by LifeofReiley : 11-12-2012 at 09:57 PM.
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  #47  
Old 11-13-2012, 08:31 AM
aerhed aerhed is offline
 
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A monkey can stack a lycoming....when he's not screwing around flying.
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  #48  
Old 11-13-2012, 08:31 AM
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Originally Posted by LifeofReiley View Post
Yup... they make a BUTTT load of money preaching too.
Wow, not sure why you think this is true. The webinars Mike does are free on the EAA website, his articles are available in Sport Aviation and the Avweb archives, and he came and gave a 2 hr presentation at my EAA chapter at no charge afterwhich he answered all questions until folks couldnt think pf anymore. He also has a FREE service (for now) to evaluate engine monitor data. He hasn't made a cent from me yet has been an invaluable source of info. I don't think money is his motivation.
Erich
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  #49  
Old 11-13-2012, 09:07 AM
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DanBaier DanBaier is offline
 
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I'd add that I think it's slightly beyond reading the overhaul manual - not too far, but not quite so simple.

My perspective is from having done an engine and having attended the Lycoming school. Opinions may vary, but mine is that you would do well with the school or similar "hands on" experience.

Dan
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  #50  
Old 11-13-2012, 10:27 AM
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rocketbob rocketbob is offline
 
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Quote:
Originally Posted by erich weaver View Post
advises that any time multiple cylinders are to be removed that the work be done by a respected engine shop. The reason for this is that you are removing multiple case through-bolts, and there is the potential for uneven tightening and misalignment upon their reinstallation that can cause serious problems.
There is no misalignment that can happen because the thru-bolt holes are drilled and reamed at the factory, and for them to wear to a point where there would be misalignment would be highly unlikely. Lycoming does not specify tolerances of fit in the OH manual but they do in a service instruction. On some Continentals I've worked on the fit of the thru-studs are sloppy and there are also no fit tolerances specified in the manual, but those engines have dowel pins on parting surfaces to set alignment. In other words, the fit of the thru studs can be sloppy and thats acceptable, but I don't put them together that way. I have reamed and gone oversize with a tight fit. I wouldn't rehash internet knowledge here unless you have the practical experience to back it up.

As far as tightening goes, there is also a SI on the order of how the bolts are torqued. I know how to read and operate a torque wrench and don't work in a repair station so your logic is flawed there also.
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Last edited by rocketbob : 11-13-2012 at 10:31 AM.
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