Here a question for you engine buffs. When putting the case together Continental originally just mentioned a "sealing compound" to use.
>From the rebuild manual printed 1946: "Put a very thin film of sealing compound on the contact face of crankcase No. 2-4..." No mentioning of a silk thread. That is added in the manual dated 1963: "...spread a thin, uniform film of Aviation Permatex ...." and further down: "... When the Permatex becomes tacky place a strand of No.50, Grade A silk thread along the upper, lower and front flanges of the no. 2-4 casting... The latest instruction from Continental SIL99-2B goes a more sophisticated route: CRANKCASE SEALANT AND THREADING PROCEDURE 2. Apply Permatex Number 3D to the 2-4 case half. Apply Permatex only in areas where thread is shown. .... 3. Apply a thin translucent coat of TCM Gasket Maker P/N 646942 not to exceed .010 inch thick to 1-3 case half. Apply Gasket Maker in all areas that will mate with areas where Permatex was applied on 2-4 case half except the through bolt bosses. 4. Apply and position grade D silk thread P/N 641543 on case halves as specified in Figure 1. Be sure free ends of thread are covered by gaskets except at the nose oil seal. 5. Clean crankcase crankshaft front oil seal land with Locquic Primer "N" and apply an even coat of gasket maker. Today Continental wants us to use two different kinds of Gasket paste, one on each half plus GRADE D silk. That seems to me a slight overkill. I used to put beetle engines together and we just used some silicon compound. That works perfect. However in aviation, things seem more complicated. So 3 different types of seals. Now my question: What is everyone else using? What is the opinion about the latest Continental specs? The named Continental Gasket maker compound - what is that actually? Hartmut
