Lynn Erickson

these are all good ideas but a lot more trouble then you need to go to. fill the engine with shell preservative oil and seal in a plastic bag. and forget it. filled with oil there is no room for oxygen. the little O2 in the bag will react with the oil and not be able to react with the metals. no O2. no corrosion its that simple. this is the way that engine rebuilders and lycoming due it. it does not matter what the humidity is outside the bag if there is none inside the bag.

if the engine is properly preserved and store in a sealed plastic bag it can be stored for many years. if the bag is filled with nitrogen it could last even longer.

some good thoughts but the pin can not be inserted from the inside to the outside because of the angle of the part. see post 5 second picture. the retaining clip used on the sets that I have worked on were both spiral retaining clips. they seemed to be very secure and never had a problem with the clip. I like Waiters idea of putting in a new pin with the retaining pin on the inside of the opening. but I might use a bolt and lock nut instead of a pin just like the retaining bolts used in the control stick system. you could also use a spiral clip just like the outer end

Frank, I don't believe the pin is the problem. Because of recent failure and past failures of the inner alignment tube I would recommend that you also check these tubes for cracking and twisting and maybe install a set of steel tubes if it has not already been done.

there is no timing, they have to happen at the same time. in order for the pin to flex the aluminum bore had to deform. and in order for the bore to deform the pin had to flex. unless it was not built to the proper standards, loose hole or undersize shaft. may be just not engineered to take the stress imposed on the parts. I still say the tube is being twisted back and forth by the wheel loads imposed on the outer tube which waiter said was loose and the twist in the inner aluminum alignment tube. the whole system has to work together to prevent twisting which it is clearly not. its not like this is the first one of these to fail. I was there when the same part failed only two flights after the set of gear was overhauled by the factory where it had the new updated aluminum tubes installed. the pin was bent at a 45 degree angle to the gear leg and the tubes on both gear were cracked, one all the way through and one about 3/4 through. when the inner tube cracked through it allowed the tube to twist and the resultant forces of the twisting and the weight on the over center strut ( which is mounted at 45 degrees to the gear leg ) caused the pin to be overloaded and bend. we also found the outer bolts loose after the mishap. after the tubes were replaced with the steel ones these problems seem to be resolved.

try this read http://v2.ez.org/2000ways.htm make sure you read the appendix a,b and cIt should keep you busy for a day or two

why would say it won't start? I have seen them not only start on two cylinders but run on two. not much power but they will run all day that way. I have seen many bad valves on flying aircraft. thats how they got to us for the annual, they flew in but did not leave until the valves were redone.

Used Lycoming 360 flywheel, small pulley type which is 1 lbs. lighter than the large style. 149 tooth ring gear has about 50 engine starts, perfect condition. $ 225 shipped

New Saber prop extension for Lycoming 360. 9" long, 7" dia. prop flange for 1/2" bolts. New has been mounted but never flown. $450 shipped

Picture of system

Electroair 4 cylinder ignition system, used 50 hours. comes with the $ 200 lycoming drive gear, $875 shipped

you are referring to a motor that you can not even buy if you had the mega bucks they will want for one. I think he is looking for a real world solution to the problem. the 290 lbs. would be great if you did not have to add another 60 lbs. in water oil and radiators to complete the package. not to mention the extra cooling drag caused by all the extra heat these things generate. and then try to fit it all in the back of a long ez.

thats the odd size used on some of the 320''s. most 320's are 3/8". aerobatic cranks use this size. all 360's are 1/2"

360's come in two different types, with a few exceptions the A and C models are 200 hp engines with angled valves and fuel injection mounted on the front ( A model ) or back ( C model ). the B model is 180 hp and has parallel valves and carburetor or fuel injection mounted on the bottom either vertical or horizontal. most of the 360's are right hand rotation and when installed on a pusher require a prop that rotates CCW when looking forward. some of the 360's are left hand rotation, mostly used on twins that have counter rotating engines and when used on a pusher require a CW rotating prop. in some cases the left hand engines are a bit cheaper because they are the odd ball. A few models have solid cranks and can not use a hydraulic CS prop. the best models for a cozy are the B and C models. the lycoming operators manual has some information on the different types of engines and accessories http://www.aircraftspruce.com/catalog/bvpages/lyconingOperation.php

when all else fails red the dam manual. seriously you should have the book before you attempt this. also you need to check compression with a leak down tester, not an automotive type and the readings you should have will be in the book. did I mention that you should have the book.

what size are the engine flange bolt holes? 0-320 and 0-360 are different

if you order one be real careful about the left handed thing. left handed means it is for a pusher configuration using a left rotating engine. this does not mean standard right rotating engine turned around backwards. won't change the price though.

Ivo will not sell there prop for use on a Lycoming 4 cylinder

If you trim the next day when the glass seems to be to hard you can use a heat gun and it will soften it enough to knife trim.

a cruse prop has a higher pitch designed into the blade and will have a higher top speed. the climb prop has a lower pitch blade which allows the engine to run at higher RPM and develop more HP and is made for better acceleration and climb performance. a constant speed is adjustable within a range of pitches but not as efficient as a fixed blade prop. they only cost about ten times as much and weigh about 45 lbs. A CS for a long ez runs about $12,000. A fixed pitch run about $ 800 to $1400

This may seem like a good thing but it may also be the cause of the problem. with the tire centered it means that there is no constant load on the pin but a oscillating load. as the wheel is rolling the load is constantly switching from a left steering load to a right steering load. this would be known as zero scrub radius. in automobiles having zero scrub radius is a no no and will cause wheel shimmy. many other factors can cause this condition of oscillating loads, strut angle forward and aft, wheel toe in or tow out, amount of caster and camber. a good resource for this information is in a book called Light gear design for light aircraft by Ladislao Pazmany http://www.aircraftspruce.com/catalog/bvpages/pazmanybooksManuals.php this is a good book and does explain why most of the design features of this landing gear were not designed to create the most optimum landing gear system.

Flight hours have almost nothing to do with landing gear. you can not rate the success or failure of the system this way. the numbers of landing cycles needs to be considered in the evaluation process. One factor that also needs to be considered is the flexing of any or all the components and air frame to cause a load on the pin that is not in direct shear. we have seen failures of the internal components that were suppose to keep the outer gear tube aligned with the inner tube. This fact would suggest that there is a twisting load on the inner alignment tube that is caused by the leverage of the wheel axle. This twisting would put a bending load on the pin. this twisting force in both directions could be a cause for the stress failure of the pin since the roll pin hole is aligned with the direction of the bending load on the pin. Calculating loads on landing gear system would be simple if the loads were all static. the impact and vibrational loads are much more difficult to calculate and the cause of most landing gear component failures. doing a drop test or two is not going to show the same results as many landing cycles. The gear for a certified aircraft would go through thousands of test cycles both simulated and real but in the homebuilt world all the test cycles are real and every test might be the one just before a failure will occurs. I doubt that if you add up the number of landing cycles done on this model of gear you would find that it is much less than a thousand cycles to date.

here's a picture the sticker is for TMann

I think more then half the parts in the plane came from themI used the red plastic knobs for the throttle and canopy latch and smaller black one for the mixture 1" Red knob with 10/32 thread is part # 6146K12

Mc Master Carr. If they don't have it they don't make ithttp://www.mcmaster.com/#knobs/=4kof84 http://www.mcmaster.com/#knobs/=4kog5m