#lycoming engine

Took the 540 out for runs this morning. Since it was a prop strike inspection and we didn’t have to replace any piston rings or cylinder components, I didn’t have to do a full break in run, which is 90 minutes at varying power intervals. This run up was more focused on getting her up to temperature and making sure she made full power with no leaks, so I got away with less than an hour on the stand. Post run checks were positive with no abnormal metal contamination or other indications of issues. Another successful build, and she’s off to her owner in the next couple days.

From dry fit for bearing measurements yesterday to fully closed and assembled today. I’m switching tracks this week from TCM engines back to a IO-540 Lycoming that had a prop strike. The work involved in the inspection and repair following a prop strike is usually as much as an overhaul. Everything must still be disassembled, inspected, and major components sent for NDT. The list of parts required might not be as long, depending on the situation, because the mandatory parts replacement of an overhaul isn’t normally applicable. Sometimes the damage is significant enough to warrant an overhaul for the sake of costs, but luckily for this customer that wasn’t the case.

Sometimes we get to do specialty repairs to engine components, like this idler tower bore repair. The bore was damaged and oversized, so I machined an aluminum bushing and installed it as per a Lycoming service instruction repair. It gives components new leases on life and gives the customer options outside of having to buy a new crankcase.

New year, new build! Here is a snapshot of what the teardown process on a big block Lycoming looks like, from start to parts ready for NDT. It’s a satisfying process to take a dirty, burnt out looking drop off and see it cleaned up and ready for testing. This IO-540 is out of a Robinson R44 helicopter, and one of the more common overhauls we do.

Now that the new shop is fully set up and we’ve started builds and repairs again, I’m getting to learn a new process. Cylinder overhauls and repairs are a large part of our work, mainly because we are one of only a few shops in Canada that can do them. Manufacturing and material delays make new cylinders of many engine models expensive and difficult to get, with waiting times of up to a year. It’s nice to be able to give customers more feasible options, especially when having healthy cylinders can really extend the life of a piston engine.

All moved into our new shop and ready to build the next engine. On deck is a Lycoming O-320 H2AD, the first build of its kind for me. It’s a bit of an exotic engine, rare to find and parts are hard to come by .

It’s been awhile since I’ve done a big block Lycoming. Here are the stages of closing the case. After measurements and bearing installation, the crankcase is ready for the crankshaft, which gets laid in after gear and rods are installed. Then sealant and silk thread are applied and the halves are closed. Hold down plates are used in place of cylinders to clamp the thru bolts together to ensure the bearings don’t shift post closure.

It’s been a busy couple of weeks at the shop, as we’re trying to get multiple builds completed before we have to move to a new location. Currently, I’m working on this Lycoming O-360. It’s a nice change of pace after TCM big blocks and O-200’s.