Question for the APs and AP/IAs

N659HB said:
What is a typical reassembly time for a simple four banger like the Continental A65?
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When you have all the parts close at hand, about 4 hours.
 
Tom's about got it nailed. An hour a jug for small bores like the A65 through the O-300. More like two hours a jug for the 470 on up.

Jim
 
weirdjim said:
Tom's about got it nailed. An hour a jug for small bores like the A65 through the O-300. More like two hours a jug for the 470 on up.

Jim
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Jim it's lot easier on the build stand.
 

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Tom-D said:
Jim it's lot easier on the build stand.
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I know. I made one out of 1" plywood and 4x4 legs. Drilled the plywood for a prop flange and it really makes it easy. Of course, I haven't done an engine down to bare naked since I went back to teaching (no time) but the O-470 is getting a bit long of tooth and probably sometime in the next 200-300 hours I'll haul the stand back out of mothballs.
JIm
 
N659HB said:
How much time for prepping for re-start (timing mags, etc.), or is that included?
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If you are talking about installing, hooking it up, installing the baffling, mounting the prop & accessories , pre-oiling, give me a week.
 
If your A&P works like the ones where I work, it could be a long time as they almost always wait to inspect everything until it's going back together... they never learn...
 
My friend (AP/IA) refused pay for the work he did. Just wondering what the value would be. Someone else helped with the install.
 
GlennAB1 said:
If your A&P works like the ones where I work, it could be a long time as they almost always wait to inspect everything until it's going back together... they never learn...
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That irritates the **** out of me. Inspect the stuff when it's coming off and while you're waiting on the engine. Not when it's time to reassemble.
 
weirdjim said:
I know. I made one out of 1" plywood and 4x4 legs. Drilled the plywood for a prop flange and it really makes it easy. Of course, I haven't done an engine down to bare naked since I went back to teaching (no time) but the O-470 is getting a bit long of tooth and probably sometime in the next 200-300 hours I'll haul the stand back out of mothballs.
JIm
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That one Tom saw recently was long of the missing tooth. Or teeth. ;)
 
Tarheelpilot said:
That irritates the **** out of me. Inspect the stuff when it's coming off and while you're waiting on the engine. Not when it's time to reassemble.
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It would be great if it were that simple. At a large shop/hangar with a multitude of maintenance being accomplished on numerous aircraft it takes management assigning someone to do that. Parts serviceability is determined by the installer anyway, so even if the remover thinks something is reuseable, the installer might not. Unfortunately, inspecting can be somewhat subjective. Interestingly, where I work, the company as taken most of the general inspections away from the inspection department and reassigned them as mechanics tasks.
 
weirdjim said:
Picky, picky, picky {;-)
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GlennAB1 said:
If your A&P works like the ones where I work, it could be a long time as they almost always wait to inspect everything until it's going back together... they never learn...
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Most A&P's in the field that are rebuilding engines do not have the equipment to inspect cranks, cams or other steel parts so they go to the machine shops like Aircraft Speciality , or Divcon and when returned they have a yellow tag and are ready for cleaning and assembly. It would be a rare A&P who would have a FPI / Magnaflux equipment.
 
Tarheelpilot said:
That irritates the **** out of me. Inspect the stuff when it's coming off and while you're waiting on the engine. Not when it's time to reassemble.
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Most times with old engines they are too varnished up to inspect during disassembly.
once upon a time I had the dip tanks to clean parts prior to shipping. Now I don't bother to contend with the EPA regulations on HAZ- MAT so I simply send it to the shops dirty. they will be cleaning it anyway.
 
Tom-D said:
Most A&P's in the field that are rebuilding engines do not have the equipment to inspect cranks, cams or other steel parts so they go to the machine shops like Aircraft Speciality , or Divcon and when returned they have a yellow tag and are ready for cleaning and assembly. It would be a rare A&P who would have a FPI / Magnaflux equipment.
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OK, not to nitpick... but, a requirement of mag particle inspection is to thoroughly clean the item prior to inspecting, not afterwards.
 
GlennAB1 said:
OK, not to nitpick... but, a requirement of mag particle inspection is to thoroughly clean the item prior to inspecting, not afterwards.
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Right,, they do the inspection... they do the cleaning too.

That's why I send it out dirty, they clean it prior to the inspection process. Why should I clean it, when they'll clean it too? I can check it to see if it is worth the shipping, when I can visually see it is bent, or undersized.
All the parts I send to Aircraft specialities dirty come back looking like new. a simple solvent wash and the are ready to go.
 
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Tom-D said:
Right,, they do the inspection... they do the cleaning too.

That's why I send it out dirty, they clean it prior to the inspection process. Why should I clean it, when they'll clean it too? I can check it to see if it is worth the shipping, when I can visually see it is bent, or undersized.
All the parts I send to Aircraft specialities dirty come back looking like new. a simple solvent wash and the are ready to go.
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Sigh...
 
Depends on if you got your parts mixed up or not.

If you do mix up your bearing caps and valves and such, are they marked as to which cyclinder they came out of? Or does it matter?
 
coloradobluesky said:
Depends on if you got your parts mixed up or not.

If you do mix up your bearing caps and valves and such, are they marked as to which cyclinder they came out of? Or does it matter?
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Doesn't really matter, Rods get re-machined, the caps and rods are numbered. the cylinders go in assembled to get re-worked the machine shop who do these overhauls will tear them down, clean them and do the steps to overhaul and return them ready to install,
 
Checkout_my_Six said:
what do they charge for that?
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Aircraft specialities have their machine prices on line at their home page. they just did a set of 0-300 rods for me at $700.00 shipping included.
 
How about valves and springs? Are they cylinder specific or can they be interchanged?
 
GlennAB1 said:
Now you jump to ultrasonic inspection.
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What ever?? I just send them in.. they send them back with a 8130-3 tag. I could care less if they passed a magic wand over them and sent them back.
 
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