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Crankshaft Rear Plug for C/S Prop

 
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gerry.vandyk(at)eastlink.
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PostPosted: Sat Dec 05, 2015 10:23 am    Post subject: Crankshaft Rear Plug for C/S Prop Reply with quote

I acquired a crankshaft for an O-360 from eBay, it was advertised as 'suitable (convertable) for constant speed prop'. It is a hollow front, with the front plug in place for fixed pitch service. I'm gearing up to assembly my engine for my homebuilt project. I was hoping the rear plug with the socket for the pipe plug was in place. I just removed the front plug and in fact the aft plug is not there.

I've ordered the plug. SI 1435 just says 'must be installed'. Can anyone offer my some hints or tips to get it done? Seems pretty straightforward. The front plug had a tacky sealant around the perimeter. Would this be required for the rear plug as well? What product would it be?

The overhaul manual calls for Drift Tool 64770 to install the plug. ACS lists this tool at $4527. I'm thinking I'll use some thick wall steel tubing with a groove cut to clear the oil return tube. Can anyone poke a hole in that plan?

Thanks for any help
Gerry van Dyk


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PostPosted: Sat Dec 05, 2015 10:41 am    Post subject: Crankshaft Rear Plug for C/S Prop Reply with quote

That Drift Tool 64770 is designed to install therear freeze plug and expand it to fit very tight in the crankshaft... If the freeze plug comes loose in flight, the prop will go flat because you will loose pressure from the prop governor and the rpm's will over speed the prop... Very dangerous... Be careful and don't bend the cross tube on installation...

Try to borrow the proper toolfrom a local engine builder...

Steve

From: gerry.vandyk(at)eastlink.ca
To: lycomingengines-list(at)matronics.com
Subject: Crankshaft Rear Plug for C/S Prop
Date: Sat, 5 Dec 2015 18:21:24 +0000

.ExternalClass blockquote.ecxcite { padding-left:10px; padding-right:0px; border-left:1px solid #cccccc; } .ExternalClass blockquote.ecxcite2 { padding-left:10px; padding-right:0px; border-left:1px solid #cccccc; padding-top:0px; } .ExternalClass .ecxplain pre, .ExternalClass .ecxplain tt { font-family:monospace; font-size:100%; font-weight:normal; font-style:normal; white-space:pre-wrap; } .ExternalClass a img { border:0px; } .ExternalClass body { font-family:Tahoma; font-size:12pt; } .ExternalClass .ecxplain pre, .ExternalClass .ecxplain tt { font-family:Tahoma; font-size:12pt; } I acquired a crankshaft for an O-360 from eBay, it was advertised as 'suitable (convertable) for constant speed prop'. It is a hollow front,withthe front plug in place for fixed pitch service. I'mgearing up to assembly my engine for my homebuilt project. I was hoping the rear plug with the socket for the pipe plug was in place. I just removed the front plug and in fact the aft plug is not there.

I've ordered the plug. SI 1435 justsays 'must be installed'. Can anyone offer my some hints or tips to get it done? Seems pretty straightforward. The front plug had a tacky sealant around the perimeter. Would this be required for the rear plug as well? What product would it be?

Theoverhaul manual calls for Drift Tool 64770 to install the plug. ACS lists this tool at $4527. I'm thinking I'll use some thick wall steel tubing with a groove cut to clear the oil return tube. Can anyone poke a hole in that plan?

Thanks for any help
Gerry van Dyk



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horst.romani(at)gmail.com
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PostPosted: Sat Dec 05, 2015 1:26 pm    Post subject: Crankshaft Rear Plug for C/S Prop Reply with quote

Make sure you have the crankshaft journals acid checked to find out if the crankshaft has been chromed , if the crankshaft has been chromed do not use it, it will eventually kill you 
Horst Romani
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On Sat, Dec 5, 2015 at 10:21 AM, Gerry van Dyk <gerry.vandyk(at)eastlink.ca (gerry.vandyk(at)eastlink.ca)> wrote:
Quote:
I acquired a crankshaft for an O-360 from eBay, it was advertised as 'suitable (convertable) for constant speed prop'.  It is a hollow front, with the front plug in place for fixed pitch service.  I'm gearing up to assembly my engine for my homebuilt project.  I was hoping the rear plug with the socket for the pipe plug was in place.  I just removed the front plug and in fact the aft plug is not there.
 
I've ordered the plug.  SI 1435 just says 'must be installed'.  Can anyone offer my some hints or tips to get it done?  Seems pretty straightforward.  The front plug had a tacky sealant around the perimeter.  Would this be required for the rear plug as well?  What product would it be?
 
The overhaul manual calls for Drift Tool 64770 to install the plug.  ACS lists this tool at $4527.  I'm thinking I'll use some thick wall steel tubing with a groove cut to clear the oil return tube.  Can anyone poke a hole in that plan?
 
Thanks for any help
Gerry van Dyk
 
 



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PostPosted: Sat Dec 05, 2015 4:32 pm    Post subject: Crankshaft Rear Plug for C/S Prop Reply with quote

If the journals have been ground and re chromed because a rod seized up on one or more journals stay away from the crank , if it was ground to accommodate a larger shell you are ok !Have they tested the journals with  acid to make sure that it was not chromed previously ? 
I have a friend who had a Glastar on floats , he did purchase a used engine had the engine overhauled unfortunately they forgot to check the crankshaft journals with the acid test, at 7000 feet over the mountains in BC the chrankshaft broke , he crashed upside down into the trees but thanks to the Glastar steel cage he is still with us 
Horst 


On Saturday, 5 December 2015, Gerry van Dyk <gerry.vandyk(at)eastlink.ca (gerry.vandyk(at)eastlink.ca)> wrote:
[quote] Hello Horst
 
The yellow tag that came with the crankshaft is from EC Services in San Antonio.  The rod and main journals have indeed been ground to undersize dimensions and been re-nitrided.  It appears to have been reworked in accordance with all approved processes.  Would you expect that I'd need to check for non-spec chrome plating as well?
 
Gerry
 
 
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PostPosted: Sun Dec 06, 2015 9:24 am    Post subject: Crankshaft Rear Plug for C/S Prop Reply with quote

Thanks for your reply , I have a mechanical masters degree from Germany working for many years at Mercedes Benz and later for Atlas Copco in Germany and Canada we had a lot of problems with the compressor crankshafts after they were chromed and the rounding so on either side of  the journal were not to specs, also   Remember the flat bottom boats  in Florida use the same engines we use in our airplanes ,  many are overhauled to none FFA standards, this is how my friend got sucked in and came very close to loose his and his sons  life Horst

On Saturday, 5 December 2015, Gerry van Dyk <gerry.vandyk(at)eastlink.ca (gerry.vandyk(at)eastlink.ca)> wrote:
[quote] Thanks for the notes Horst, I'll check it out.  You are quite right, the chroming process on chrome-moly alloys does lead to hydrogen embrittlement.  I design oil/gas drilling tools for a living, any parts that need chrome get a baking process afterward to leach the hydrogen from the steel.  This tag does call out the flange being tin plated and baked, I presume that's for corrosion protection, and the baking for hydrogen removal, assuming as well the tin plating has the same issue as chrome.
 
I'll check into the process for checking about prior chrome repairs.
 
Gerry
 
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