KR> engine progress

[Oscar Zuniga via KRnet]

Larry: nice choice of colors for your engine.  Seems like we think alike.  
Here's how my A75 overhaul turned out after Jeff Scott's hands and wrenches 
were all over it:


http://www.flysquirrel.net/piets/engine/Pictur118.jpg


Firewall forward:

http://www.flysquirrel.net/piets/engine/A75final001.jpg


Oscar Zuniga

Medford, OR
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KR> engine update

[Oscar Zuniga via KRnet]

Larry; it's always refreshing to read an engine success story.  Most of them 
seem to read like mystery movies or horror stories when cases are cracked and 
the insides are exposed, especially when the engines are older and have passed 
through several sets of hands since being taken off of a certified aircraft.  
Yours sounds like what every cared-for engine should be... just a no-surprises, 
relaxed, by-the-book overhaul.


I enjoyed renting and flying a 182 back when I was in Texas and flying on 
business trips.  The airplane belonged to a group of A who made their living 
wrenching on radial-engined cargo planes, mostly military surplus and post-war 
Curtis C46s, DC-3s, Convair 240s that smuggled appliances and electronics into 
Mexico at night in the 70s.  That 182 was very plain and basic but it could 
carry anything you could fit into it and it was one stout airplane.  When I 
first saw the logs, I saw that the Continental O-470-R engine was well past 
TBO, maybe 2500 hrs on an engine that had a 1500-1700 hr TBO by the book, but 
the owners maintained it and they never felt the need to overhaul it just 
because of what the tach time showed.  The reason is because of what you've 
found with your engine.


By the way, flying that 182 with normally-aspirated O-470 in cruise one fine 
summer afternoon in warm and humid south Texas, I experienced carb ice in 
flight for the first time in anything other than a J-3.  When the sputtering 
started, I thought I should grab a pencil and notepad and start writing my last 
will and testament real quick, but then on second thought I figured I should do 
something useful like switch tanks, flip on the fuel boost pump, check the oil 
pressure, and... and... since nothing else worked, maybe pull carb heat?  
Ye-!!  That smoothed out the engine!  Beautiful clear skies, I was between 
summer cumulus puffies up at maybe 5500-6500 trimmed in level cruise and maybe 
65-70% power, and carb ice was forming.  I don't know what carb those engines 
have, maybe a Marvel-Schebler MA-4, but whatever the case- it can happen, and 
happen quite suddenly.


Oscar Zuniga

Medford, OR
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KR> engine update

[Oscar Zuniga via KRnet]

Larry: I see your problem immediately.  Your hangar is too clean for you to get 
any serious work done.  I do not see *any* tools on the floor, *no* old gasket 
scraps, dripped oil, pieces of snipped safety wire, errant washers, used and 
bent cotter pins, or any other evidence of actual progress on your engine 
removal and overhaul.  I do not see any masking tape with handwritten labels on 
any wires or cables on the firewall, no yellow note-pad with items to remember 
to take care of in reverse order when re-assembling, so it's obvious that 
you'll never get everything put back in the proper place even if you get the 
engine overhauled in the first place.  Which is questionable, since the short 
block is not sitting on an old blanket, some old sofa pillows, or a worn-out 
6.00x6 tire.  These things are necessary for a proper engine rebuild, so you 
might want to get busy and get your hangar in order.


You need to take a serious look at getting your hangar disorganized so you can 
make measurable progress.  And PS, a light coating of spilled Aeroshell 50 with 
about 20 hours on it will help cut the glare from the overhead lights off that 
clean floor.  Just sayin'.


Oscar Zuniga

Medford, OR
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KR> identify this brake cylinder?

[Oscar Zuniga via KRnet]

Mark;

No, I can't identify the brake cylinder.  New one on me.  However, I wanted to 
point out something that you've probably already checked.  This will have 
little, if any, impact in the short term but may have in the long term.  
Depending on which brake fluid you're using, not all O-ring materials are 
compatible with all fluids.  Automotive and aviation brake fluids are not the 
same, so check compatibility or you may have problems with deteriorating or 
ineffective O-ring seals.

By the way: somewhere in the recommended practice manuals it says if your 
airplane has sat on the same heading for a year or more or has had any 
significant metallic items changed in the cockpit, you'll need to re-swing the 
compass.  Get busy!  ;o)

Oscar Zuniga
Medford, OR

KR> to Doran

[Oscar Zuniga via KRnet]

 Doran;

I'm on the Digest version of the list so I don't see posts from today until the 
Digest comes out tomorrow.  This may have already been covered, but in case it 
hasn't, every Digest includes this information at the beginning:

To subscribe or unsubscribe via the World Wide Web, visit
http://list.krnet.org/mailman/listinfo/krnet_list.krnet.org
or, via email, send a message with subject or body 'help' to
krnet-request at list.krnet.org

If you no longer wish to follow this list, unsubscribe yourself from it.  I 
have not flown as many types of aircraft as you have and I'm sure I only have a 
fraction of the flight hours that you do, but the instructions for 
unsubscribing yourself are even easier than following the preflight checklist 
on my little Pietenpol.

Good luck.

Oscar Zuniga
Medford, OR
Air Camper NX41CC
A75 power