@Jim K can fix all of our engines going forward when needed, giving us the POA special!
That belongs in the punchline thread.....
@Jim K can fix all of our engines going forward when needed, giving us the POA special!
Sigh... I come from a red-tractor family, but all of our red tractor brands are now gone.The tractor is the correct color.
You've got me curious... what red tractor brands no longer exist? Massey is still around as part of agco (and has a pretty popular line of compact tractors) , and caseih is even using the farmall name again on compact tractors. Graham bradley... cockshutt...haas... that's all i got.Sigh... I come from a red-tractor family, but all of our red tractor brands are now gone.
Plus, Deere is making some really nice stuff. I've been lusting after a 1025R (which it looks like this might be?), but I'm probably gonna keep tinkering on my last red tractor for a while, maybe even buy one of the later produced models to keep going for a while while I build up my 3-point attachment collection.
That one literally made me laugh out loud!Good & hard
Honda made tractors for a few years in the 90's... 3 cylinder honda diesel. Runs like everything else Honda. Dad bought this from an estate and restored it. Tractor and 12 attachments including front end loader and backhoe for 4k. Not quite what you had in mind but it's red.You've got me curious... what red tractor brands no longer exist?
Use a 3rd party engine shop. We sent two engines off to Columbia in PA (IO550 and O360) and they did full major overhauls in about two months. They do very good work at a fair price. I recommend them!No, just considering making the switch to get rid of the dual mag. Two years might as well be never.
Re: Camshaft front end picture and possible lobe taper?
If you get one, I want to see if the end face looks vaguely like an end mill or file. There shouldn't be any serious thrust generated in the camshaft, but maybe the lobes are all tapered in the some direction to make the followers rotate in their bores. Remember half the followers are on opposite sides of the engine so they may grind the camshaft lobes to a specific taper direction. Admittedly, this would be a long shot, but it seems likely there is thrust in the camshaft to "end mill" that plug.
I bet you did. I’m wondering if any of those were contributing factors to the failure or the oil analysis.… Found a couple interesting things I'll put in another post...
I'll bet a ham sandwich that your primary goal is to get it back together right, so it has a really good chance of giving you way more hours of safe service than last time, and so you'll be comfortable flying in that airplane again. And I'm even more certain you'll do that.Leaning towards doing all the requirements to be able to call it a major overhaul. Need to talk to a couple machine shops Monday to see what their turn time would be. Wear seems to be pretty non existent, so it'll mainly be just NDT and the required parts. My primary goal is to get back in the air in 2024.
Ah, I didn't know they brought Farmall back.You've got me curious... what red tractor brands no longer exist? Massey is still around as part of agco (and has a pretty popular line of compact tractors) , and caseih is even using the farmall name again on compact tractors. Graham bradley... cockshutt...haas... that's all i got.
TBH, the 1 series would probably look big for what I'd be doing with it. I mean, it's a glorified lawn mower. I was just at the dealer the other day poking around at what they had, and the 2 series looked too big to me. I'm already gonna have to do a lot of tree trimming to be able to fit the ROPS where I normally go, even folded down. The taller I go, the worse that'll be. It does seem like the folks with the 2038R are VERY happy with it though, although the vast majority of 1025R owners are very happy with theirs too, and those who aren't tend to bump up to a 2 series.The 1 series is a little small for my taste; this one is a little large for some jobs. The 2/3 series i think are the goldilocks lawm/small acreage tractors.
Did it say new bearings? these appear to marked by position, which is what one might do if dis-assembling and re-assembling using existing parts. You might also mark them if they are first test-fitted, removed, and then put back if there's a concern that they have taken a liking to the position. I.e., new bearings, inserted, some clamping put on, and then removed for whatever reason. Might want to preserve their homes in that case.I don't know for certain that 08-03 is a production date, but it seems mighty suspicious. The front bearings are Lycoming parts and are stamped 08-05. The rod bearings are Superior parts marked 09-05. I'll be calling Superior tomorrow to see if these are in fact date codes, but it looks to me like he didn't replace the bearings, when he explicitly stated in his log entry & 8130 that he did.
Holy scope creep, Batman!Ah, I didn't know they brought Farmall back.
My dad grew up on a farm in rural PA and they had a Farmall H. He went off to Penn State and got a degree in Dairy Science, and then to the University of Wisconsin where he got his master's and PhD. He really took to the research and teaching of dairy science and is well known in the field today, but his dad sold the farm once he knew he wasn't coming back.
Tractor color loyalty is a thing, though, so the whole time I was growing up we had Simplicity lawn tractors, and I've continued that tradition. I have a Simplicity Legacy, the largest model they make, which was also sold as the Agco 2025H and the Massey Ferguson 2925H, and is more of a "Garden tractor" than a SCUT like the 1025R - The front end loader and 3 point hitch are optional, and the FELs are not particularly common whereas the majority of 1025Rs I see have them.
I actually was turned on to the 1025R by a post on a Simplicity forum. Simplicity was really going downhill the last 20 years, after being sold several times. A Legacy XL from 2004 is practically identical to one from 2021, whereas Deere clearly kept improving during that timeframe. At the time the post was made, the 1025R was actually $1K cheaper than the Legacy, and the poster regretted their purchase of the Legacy after their dealings with trying to get the loader for their new tractor - The loader was made by a third party who apparently did not have their act together.
The 1025R appears to have FAR easier attachment switching, with the auto-connect mower decks, front quick hitch, etc. It's really hard to beat the Simplicity's mowing quality though, with its free-floating deck riding on rollers that can do great ballpark stripes in the process. I only stripe my lawn a few times a year, usually alternating which lot line I start on for a nice diamond pattern after the 2nd mow, but what I'm more concerned about is potential scalping with the Deere since the deck isn't free-floating. Maybe even more concerning is the amount of money I would spend on attachments since they're so easy to switch out! I can easily see myself ending up with mower, FEL, snowblower, MCU, broom, grapple, sprayer and spreader and a new garage to store it all in.
TBH, the 1 series would probably look big for what I'd be doing with it. I mean, it's a glorified lawn mower. I was just at the dealer the other day poking around at what they had, and the 2 series looked too big to me. I'm already gonna have to do a lot of tree trimming to be able to fit the ROPS where I normally go, even folded down. The taller I go, the worse that'll be. It does seem like the folks with the 2038R are VERY happy with it though, although the vast majority of 1025R owners are very happy with theirs too, and those who aren't tend to bump up to a 2 series.
2006 was last time the engine was opened up. Hence my suspicion those were date codes. Admittedly even 03 was longer than I would expect, but the nose bearings and rod bearings had '05 dates.Prior to this shop working on it, when was your engine last overhauled / opened up where someone would have put new bearings in? If the cases hadn't been opened since the 90's, then he might have used NOS. (But probably didn't).
Did anyone split the cases around 2003 and note that they put new bearings in?
Can you trace the serial number of the bearings by any chance?
Lol. Don't be impressed until I have it back together and it makes it 50 hours without coming from together.OP is a real American hero! Nice work!
I was hoping for his sake they might have been oversized bearing codes. Now I'm looking for a middle finger emoji.Yep. Superior tech support confirms that's a production date code. So he either just happened to have some 19 year old NOS bearings laying around for an IO-540, or he lied about that too.
In light of this, any plans to revisit your discussion with the prior shop over whether they do or do not bear any liability for this failure?I don't know for certain that 08-03 is a production date, but it seems mighty suspicious. The front bearings are Lycoming parts and are stamped 08-05. The rod bearings are Superior parts marked 09-05. I'll be calling Superior tomorrow to see if these are in fact date codes, but it looks to me like he didn't replace the bearings, when he explicitly stated in his log entry & 8130 that he did.
Seens like he should at least be refunded the labor costs the shop charged him for the first rebuild as well as the bearings that weren’t replaced at a minimum.In light of this, any plans to revisit your discussion with the prior shop over whether they do or do not bear any liability for this failure?
Far more than that. If he made a log entry attesting to the FAA that he replaced bearings in 2022, which bearings all coincidentally are all dated 03 and 05, which coincides with the time of a prior overhaul/bearing replacement, I think that shop owner would find it in his enlightened self-interest to ensure that OP is one VERY satisfied customer.Seens like he should at least be refunded the labor costs the shop charged him for the first rebuild as well as the bearings that weren’t replaced at a minimum.
I carry no water for the plaintiff's bar, but when a service provider says "Too bad; So sad" under circumstances like these, the benefits of lawsuit over pistols at 10 paces begin to come clear.Lawyers ruin everything I guess.
but I don't even know where to start looking.
Lawyer is just throwing good money at the bad. I'd report this to the local fsdo. Cant imagine they'd be too happy with a repair station re-using bearings they said they replaced, failing to follow SI's because they don't follow SI's. All In writing.Occurs to me I haven't posted the log entry on here yet so you guys can play "spot the lies"
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I'm done communicating with the guy. I gave him two chances to be helpful. He won't do anything other than blow me off. I wouldn't let him anywhere near any airplane I own again now that I've uncovered his willingness to straight up lie about what he's doing. I would be interested in finding a lawyer to send him a nastygram, but I don't even know where to start looking.
The governor gear is retained only by the idler gear. And hope. It's free to move in & out. The idler actually can move fore & aft as well if it wants to. If i understand bevel gears correctly however, they're constantly trying to get away from each other. The lash is controlled by washers behind the idler gear. The contact/ wear pattern on the gears looks perfect. The only intended purpose of the cap is to close the hole in the case through which the idler shaft is inserted.Jim - Still trying to get my arms around the mechanical lash up of the camshaft front end, the intermediate double gear on a static shaft retained by a set screw, the second bevel gear that drives the governor and lastly the governor itself. The governor input shaft is axially opposed by the cap which has been worn/chewed down. Do I finally have it right?
If so, the crankshaft torsional damper weights and that whole system is completely forgiven. The camshaft drive and its end face is forgiven too.
What a kludge. I would suspect the bevel gear system had/has an assembly misalignment. Not only must the two gear shaft axes intersect within a few thou, but the plunge distances (i.e. the axial positioning of each gear) must BOTH be correct or the pitch line velocities of the gear faces will make the output rotational motion into the governor uneven. Torsional vibration again, but this time it will be at the tooth frequency. Worse though is the possibility of the governor face gasket (is there one?) or shim or the governor itself being setup too close to the opposing plug. I don't know how this would be checked on initial assembly, maybe with a depth mic and associated hocus-pocus from the plug end? But it should be documented somewhere in the Lyc assembly manual.
That's my guess, unless there is a less obvious design or manufacturing error.
I think he was just doing a copy/paste. He replaced a grand total of zero bearings of any description, unless you count re-placing the old crank nose bearing back into the case. He also mentions new "stressed hardware", but there should've been no stressed hardware removed.It’s interesting how the 8130-3 entry says “bearings” were replaced without any more detail on which bearings, as one would normally list. My guess is that was for a reason.