LYCOMING O-290 GPU CONVERSION INFORMATION TO LYCOMING O-290DEEE EEE UAPNCTO LYCOMING DIVISION Service Bolletia —_—— DATE: June 20, 1980 Service Bulletin No. 201 (Supersades Service Bulletin No. 201B) Engineering Aspects are FAA (DER) Approved SUBJECT: Inspection and Straightening of Ben! Crankshaft Flanges MODELS AFFECTED: All Aveo Lycoming direct drive airer ft engines. ‘TIME OF COMPLIANCE: Before resuming operation with any -ngine involved in sudden stop- age. Engines subjected to sudden stoppage must bein- may be straightencd by bending or by facing the spected to detect damage which can affect con- front surface of the Tange to restore maximum run’ tinued safe operation. out to within 005 ir 2h. Thickness of the flange must not be less than thet shown in the following chart, After removing the propeller and starter ring Flv nge Thickness ‘gear support, gauge the flange thickness and com- ppare with dimension listed in the chart at right. This Manufacturing Min, Permissible will determine minimum. Check run-out of the pro- peller flange with o dial indicator at the location .195/.205 190 shown in the illustration. If runout exceeds .005 270 + 010, 255 inch total indicator reading remove the crankshaft 380 + .010 365, fand inspect both structurally and dimensionally as 440 + .010 425 described in the Direct Drive Overhaul Manual, Av- co Lycoming publication no. 60294-7 and Table of _If desired, cranks 1afts may be returned to Avco Limits, SSP-1776. Lycoming for inspe tion and reconditioning. For ad ditional informatio pertinent to sudden engine Crankshaft flanges with .018 inch or less run-out _stoppage, see latest edition of Service Letter L163. INT TO POINT 008" CHECK FLANG RUN-OUT HERE nna IR MAX SERVICE Limit /{ 005" TIR. Me ¢ SERVICE LIMIT Section Thru Front of Crankshaft Showing Area for Flange Measurement NOTE: Revision “C” revises text and chart.\WILIAMSPORT, PENNSYLVANIA, civitron AVEO cosroestion Service Letter No, L156 September 11, 1964 To: Owners, Operators and Aireraft Engine Maintenance Personnel SUBJECT: Surplus 0-290-G Series Power Plant Engines Gentlemen: Occasionally we receive inquiries regarding conversion of the subject engin s for aircraft use, or use of parts trom these engines for replacement in Lycoming aircraft engines, ‘The 0-200-G serlesengines were designed andbuilt specifically for ground sowerapplications. Although many of the parts are identical to parts used in similar aircraft engines, itis also true that many of the parts do not qualify for aireraft standards of design, materials, and manufacturing proce: ses. Consequently. these engines fre not approved for use in certificated aircraft ‘The Federal Aviation Agency, in Flight Standards Service Release No. 412, has listed the 0-290-G engine parts that may and may not be used for replacement purposes in Lycoming airccaft engines. Parts not included in this list. such as crankshaft and cylinders, are not interchangeable with those of any aircraft engine, ‘These engines were built for the United States Military Service for use in n otor-generator sets. and mainten- ance data for their support was published by the USAF as technical orders, No. \8G2-40-13 Overhaul Instructions, and No, 2862-40-14, Tlustrated Parts Catalog. We do not have a supply of an. of these publications, ‘The FAA Release No. 462 is reprinted herewith, Very truly yours. "oe cee “_ ay 1, 18 Division - AVCO Corporation eka cs as ns, at Zé. Ch J.C. Carle ‘Service Manager eh iqry pce rin nn tonuntn geal oer Ts Se thet Sap eens foe Saeereies ooh han 2 Pata dated by a aero etn ae mo ot Page 1 of 2ee September 11, 1964 Page 2 of 2 Service Letter No. L156 ‘ABLATION Fort tame ‘ube Aggy.-O42 Level Gage Ball .65T5 DIA. Flug-O42 Aeliet vaive camshaft Assy. ‘Canabare, Gonr=cansbact Yockpiate- 3325 Bolt x 1.33 Spa sing ot Assy.-Connecting Bashing-Connecting Rod-Upper Bolt-Connecting Rod ‘Mut-Connecting. Rot ‘Bearing-Conmecting Rot Searing-Conmecting Tod Bearing-Conmecting Rod Beering-Connecting Rod Bearing-Connecting Rod Bearing-Connecting Rod Shaft-cranksbatt Tiler Gear Loekplate=.250 Bolt x 1.75 Spacing Piston Pin-Piston Plug-Fiston Pin Ring-Piston-op Compression Bing-Fiston-2nt Compression Ring-O11 Regulating (ilo. 3) Valve-Intake Cap-Vaive stem Seat-Velve Spring-Lover Spring-Valve-Auciliary Spring Yalve-Outer Sentevalve Spring SeatValve Spring Key-Valve Key-Vaave ‘Nbe-Push Rod Shroud Bod Aacy.-Push Rocker Asey.-Walve Shagt-Valve Rooker Cover-Rockar Box Ibe Aseys-Cy). Ha. O11 Drain! yl. #2 Tibe Aseys-Cyl. HAL Of1 Drain ya. #2 Tube Aasy.-Cyl. HA. Of1 Drains yh. #3 & A Cover Assy.-Ctl Pusp doty-081 Pimp Shaft-o11 Pump Drive Enpeller-o11 Parp-Driving Iapeller-011 Pump-Driven ‘Tube Asey.-O41 Suction Shatt Aesy.-Tach. Drive Ring-Retaining-.36 ID X .05 Sq Section Gear Assy.-Cranishaft Idler Gear Aosy-—Craniahaft Taler-P2 dn Pipe-intaie-to. 18 2 Cyl. Plange-Intake Piper-Upper Gour-Magnato Inpiise Coupling MapterHagneto Impulse Coupli g Yagnato (Inpules Coupling) Bearing-Crankehart Bearing-Ceankshaf® (Ale.) Réng-O11 Seal-.090 Section X_.sT 1D Ring-Oll Seal-.36 ID X .10 DIA Section Yalve-Tappet Gear-Grankshatt Toekplate-Craniohaft Gear Seresn Asay.-O11 Pressure Phunger-Fuel Purp-Long,oint “E”.) STANDARD ALTITUDE TEMPERA” URES IN DEGREES F. Pressure Altitude (Thousands) SL 2 4 6 8101214 16 18 20 22 24 Standard Altitude (Temperature OF.) 5952 45 38312216 9 + 2 -5-12-19-27 3-19Bo WATE LYcomine REP For B8e2-4S22e ABSTRACT CONVERTING THE LYCOMING 0-290-G GRCUND POWER UNIT TO AN AIRCRAFT ENGINE by Donald C, Pridham July 1970 From a period of relative inactivity since World War'II,‘amateur aircraft construction has grown at a rapid pace; A serious obstacle to'this growth has been “a shortage of inexpensive yet: reliable engines for light= planes, During the 1950's, Lycoming prodiced a pround powep-nenerator unit for the Air Force, which wes - destpned to furnish preflight electric power to aircraft. This’ génerator was driven by a modified 125 hp. aircraft engine, the Lycoming 0-290-G, It was found that these engines, which became available in large numbers on the surplus market, could be converted to a.rcraft specifi- cations and had many desirable features Difficulties were encountered in converting these engines into suitable aircraft powerplants because of (2).Pel1able information on methods and procedures, (2).Refowledge of possible options, (3) :nformation on pattssources, and (4) reliable advice «n items affectingconversion and safe operation. The purpose of this study was to review the developmental history of the line of engines of which the 0-290-G ground power unit 4s a part, secure information about conversion procedures from selected individuals, and perform the conversion of the 0-299-G to aircraft engine standards, During the investigation, literature on Lycoming engines and the 0-290-G ground power unit was reviewed, thirteen experts were interviewed and two hundred questionnaires were sent to th+ Experimental Air- craft Association chapters in the United States and Canada, It was found that the Federal Aviation Administra- tion approves of the use of the 0-290-!' engine for aircraft constructed by amateurs and l:censed in the "Experimental" category, Host of the parts of the 0-290-¢ are also approved for use in engines fer certificated production aireraft. The following conversion practices were derived during the study: 1, Pre-purchase inspection should be careful and selective, as cost of conversion was related to original enrine condition. 2, ‘The extent of the conversion was determined by the proposed use of the engine, safety :onsiderations and money available,ACKHOWLEDGHENTS. The author is indebted to many dedicated people for the help and information which has mace this study cossi- ble, To the hundreds of men of the Eyperimental Aircraft Association in the United States and Canada is offered the deepest appreciation for the outstanding response to the request for information, These people set aside their normal routines in order to pass inquiries on to those most qualified, or filled out questionraires and even submitted long, detailed letters containing pertinent data. Requests for clarification or further information were always answered promntly with offers for more help if needed. . Others who have contributed greatly to this study, both by previously written articles an gracious, informative interviews, have been numeous; but special thanks is offered to Al Trefethan, John Thorp and Ernie Shults for sharing their extensive knovledge. Grateful appreciation is extended for a high degree of skill and many hours of hard work to Jack Gilbert for his contribution of fine ptotography. Personnel of the FAA and Avco Lycoming Division were of great assistance with offers of published information and personal experience, Avco Lycoming alsoComplete disassembly and insoection was con- sidered mandatory on all 0-290-G engines in order to insure proner performance and safety. 4, Strict adherence to the Lyceming service manuals, factory bulletins, letters an¢ service instruc- tions was considered mandatory, 5. The crankcase modification was found to be the most time consuming, since this required a number of machining, onerations. 6. The modifications and overhaul shouldbe planned systematically, and each of the major systems should be brought to the specifications required by the end use of the engine, 7, “any options were possible for the induction _ system and of] sump, and selection was 2est determined by desired engine performance, availability of components and economte factors. 8, It was found that much intershangeability of internal parts was possible with other :ycoming engines of similar series, offerinr expanded pesformance flexi- bility and conversion options, 9. In spite of the many positive: features of the 0290-6 engine, there was serious doubt that conversion of this engine was advantameous under p-esent price structures, which have placed certifica:ed aircraft engines in a more competitive position.iv forwarded copies of GPU literature from their historical files. Final appreciation 1s offered to my family, without whose cooperation and forbearance the many hours spent on this project would not have been avai:able, ”= TABLE OF COWTZUTS CHAPTER I, THE PROBLEM AND DEFINITIONS OF TIRHS USED Trends in lightplane develop cent Homebuilt aircraft . The increase in amateur airccaft construction ... The diminishing supply of eny:ines One solution to tne shortage of economical engines Why the GPU for amateur-built (he Problem cece. II, REVIEW OF THE LITERATURE The new series . . . How the 0-235 grew up The present engines . The future 2... Lycoming's Ground Power Statement of the problem Limitations of the study The 0-145, patriarch of Importance of the study . . Definitions of Terms Used . . A Short History of the Lycoming the family tally Opposed Engines... .... aircraft? Horizon= PA GE 12 12 a 7 17 16CHAPTER Development and field use In-service problems The GPU returns to flicht Variations in the 0-299-G service The FAA Position Regarding thr GPU in Aircraft .... The crankcase . . The crankshaft . The camshaft . . Tappets .. 6 6 Pistons and rings Lubrication... Ignition... Cylinders and valves The GPU in homebuilts . Certification of the GPU Aircraft Powerplant . . Pre-purchase checking « Electrical components . The sump and induction system . Cooling and the engine vaff es GPU parts in certificated engines Conversion of the Lycoming GP’! to an Engine disassenbly and inspection vi PAGE 18 20 2u 25 30 30 30 31 31 32 34 37 39 40 40 42 ay 49 51 52 53CHAPTER METHOD OF PROCEDURE... - ++ ee eee Purpose of the Study .. 2. 2 ee ee Historical Research». eee eee Engine Conversion Project... + ..es The Goals... ee ee eee ee eee IV, RESULTS OF TRE SURVEY ON CONVERTING THE 0n290-6 ee eee ee ee eee The response .. ese ee eee The Extent of the Conversion ...... Initial investment vs. reliatility and performance... eee ee eee Conversion of the Crankcase.. .. 1. Should the flange be removed’ .... Flange removal methods and techniques . The installation of a breather ... Drilling and tapping the breether . . . Countersinking the mounts... . 6. The crankshaft o11 seal retaining plate sce see e eee rer ne Crankcase modification for a control- lable pitch propeller... .. eee bo ruicitd Gang0cGgdcGu0g Crankshaft limitations ........ Cleaning and inspection. ....... vil PAGE 5u 5u 54 55 55 56 56 56 56 58 “58 60 61 64 64 65 69 70 70 71CHAPTER, Grinding... eee ee Chroming of journals . . Propeller bushings . . « Crankshaft balancing . . The use of propeller extensions Camshafts 6... eee Camshaft substitution . Tappets 2... eee ee Connecting Rods . 1... Balancing . 2... eee Connecting rod bolts . . Shot-peening . ... 6 Pistons and Rings .... Three-ring pistons... Four-ring pistons .. . Pistons and rings in general cylinders... 2.0 Cautions»... ee ee cylinder hard-chroming . Cylinder modifications . Valves... eee ee ee Intake valves... 0 Exhaust valves... 1 ‘The O41 Sump and Induction= CHAPTOR The use of the GPU sum... ee ee Using an aircraft sump ... +. + The ideal induction system»... The Marvel-Schebler MAYSPA carburetor The intake pipes»... eee eee Primer system. see eee ee eee Accessory Case and Lubricatior ... The oil pressure by-pass spring. . . The o11 cooling system ....... O41 cooler circuitry . 2... ee Gi iO 5 o6q0Gu05G500 O41 filtration methods .. 2... Filter suggestions ........4. The of] system in general... ... Electrical Components»... 2. eee Starters 9) te Alternators... ee ee ee eee Generators . ee. e ee ee ee eee Baffles and Cooling... . eee eee The GPU baffles... eee ee eee Cooling in general»... 1. eae (he tenitson ee Which magneto to use?.... ee ae Pro SULii-21 on both sides... 1 ee Pro S4LN-20 on the right sid? . . . 106 106 407 107 108 108 108 109 110 110 110 a 11} 21 1CHAPTER Other possibilities... Timing . 6... ee ee General Hints and Cautions V. THE OVERHAUL AND CONVERSION , Purchase... ese ee Disassembly and inspection Engine stands... . 46 The Crankcase... 1... The flange se. ee ee The breather .....6 Countersinking the engine mow Crankshaft oi1 seal retaining safety kit 2... The propeller control pad The Crankshaft .... 4. Cleaning and inspection . The propeller bushings . Balancing the crankshaft The Camshaft ..... 4. Cleaning and inspection . The Connecting Rods .... The Pistons and Rings... Cleaning and inspection . Balance... ee... ee its. PAGE 12 112 1l2 14 nu 115 15 16 116 118 120 121 125 125 125 126 127 227 127 129 129 129 231CHAPTER The Tappets se ee ee eee The Cylinders and Valves... Cleaning and inspection. . . The valve guides .. 4... Grinding the valves and seats The Sump and Induction System . Sump and carburetor... . The intake pipes . 1... Accessory Case and Lubrication The case se. eee ee eee The accessories... ee... The oil cooler»... 1... Electrical . 1-2. . eee ee The starter... eee ea The generator... 1... Intercylinder Cooling Baffles Plating and Painting .... Plating. se ee ee eee Painting the cases... Painting the cylinders . . Ignition... eee ee ee The choice of magnetos . . Magneto overhaul .. 26. Timing see ee ee eee 138 138 138 138 133 139 139CHAP" 5 Shel ASsemO Ys ce) ee ee The Costs of This Conversion. ... « VI. SUMMARY, CONCLUSIONS AND RECOMMENDATIONS Summary 6 ee ee ee ee ee ees Conclusions .. +. eee eee eee Recommendations ... eee eee ee BIBLIOGRAPHY © ee ee ee et ee ee eee (AREGNDEN Ss rete Gel ete ise ce 146 151 152 156 161LIST OF FIGURES FIGURE 10. 1. 12. 0-290-3 Cylinder Comparisons . 1... ese e Accessory iiousing Variations on the GPU .. O41 Screen and Housing Variations on the GPU ww ee ew eee ee eee ee Bacar caren ra eee Engine Yount Countersinking Tool, Power Driven for Elimination of Crankcase Interference with Drill-motor ...... An Exanple of a Compound 011 Sumr Installed din a Playboy 2. ee eee eee ee ene Induction Throat Modification for 0-320 TG goobn0co0000000d000 Adapter, O11 Cooler By-pass .. 4.2505 Typical O41 System on Lycoming 0-290 GEO OEID 66666000 5000000 Thermostatically Controlled 011 System for Lycoming 0-290 through 0-360. ...... Orificed-bleed Type Cooler Hook-u> for Tyeomine 0-2008 =e) tte eee O11 Cooler System Using Main Engiie O11 Bressuresnelief Valve = (cess) 2 tte 29 63 66 90 95 100 101 102 103 105FIG 13. 14, 15. 16. i. 18, 19. 20. al. 22. 23. au, URE Inside of Crankease Nose, Snowing Flycutter Pilot Block Installed... . eee eee Outside of Crankcase Nose». ee ee ee Crankease Countersinking Tool, land Operated 2 ee eee eee eee eee Crankease Countersinking Tool, }and Operated Wor ing Drawing 6... ee ee The Hand Operated Countersink 4: Action . . Propeller Bushing Remachining D: mensions for the 0-290-G Crankshaft . 1... es Connecting Rod Balancing Device... ... Balancing the Pistons... ee eee eee Accessory Case P/N 68804 Modifi:ation for Utilizing O11 Cooler By-pass .. 1.4 The Crankcase Assembly with Dus! Covers Installed... eee eee ee ewes The Completed GPU Conversion, Ready for Installation in the Aircraft ...... A Stits Playboy Powered by an 0-290-G Engine see eee et ee ee ee xiv PAGE 117 eh 123 124 128 130 432 137 142 14y 164CHAPTER 2 MS USED THE PROBLEY AND DEFINITIONS OF "=! Trends in ~htplane develonnent The construction of lightplanes with home workshop facilities nas been practiced since the invention of the airplane--in fact, the first aircraft were of this categor:.+ In the relatively short span of about seventy ;ears the airplane has reached its present level of develorment in the highly technical and specialized society of todav. During this time, the large factory has become the primary means of producing nearly all aircraft, and very specifte reculations have been developec and inposed concerning their construction and operation. Costs of - purchasing and maintaining these aircraft are today quite prohibitive to ownership by the general public. The “private plane" has tended to become an "executive" or "business" craft. Homebuilt aircraft. In spite of the trend de- seribed, there have been a small number of people who have designed and/or built their own ligatplanes. Reasons for this have been desire to preve out their own lcharies 8. Hayward, Buildine and Plvine an & plane (Chicago: American Technical Society, 1912), pp. 132-137.i pay as you go, low designs, lox initial investment maintenance and education. Another reason has been 2 requirement for special features such as racing, small size, endurance, aerobatic ability ani others, Possioly the most important reason ts having a hobby which provides the psycholorical satisfaction of han! producinn a high precision, complex, skill demanding oject of beautiful form and exciting function such as th» airplane, ‘The increas: amateur airere‘t construgtion, In the past decade there has been a rapii. increase in home- built aircraft activity. The Experimental Aircraft Association (EAA), an organization fo:med in 1953 to aid interested people, has increased in s: ze from 25 to around 54,000 members, The 1964 EAA ‘ly-in at Rockford, Illinois attracted 475,000 interested people.” In the year 1969 the crowd at Rockford had ircreased to such an overwhelming degree that never, large: facilities were placed under development in the city «f Oshkosh, Wisconsin to handle the expected turncut in the future. EAA chapter strength is growing contiruously, and at the time of this writing had 327 Active clapters in fifty- three countries throushout the world. Over 3,000 ulous Collection of 2Howard Levy, "Fockfordts ebriary/“aren, 1365), Honebuilts," Air Prozress, ZVIZ 4g,anateur-built aircraft are registered in the ted States. In Canada, ten per cent of the civil resister Es consists of amateur-built aircraft. The diminishing supnly of engines. Nunerous excellent airframe designs, representiig nearly all types of construction, materials and configuration have now been developed. The designers of these airframes range from devoted hobbyists to the top aircraft desicners, engineers and professors of aeronautic3l engineering in the world, Availability of engines hes had a profound influence on all design efforts. Obtaining suitable power plants in sufficient quantity hes always been an ever-present and vital problem, and the subject of this study offers one solution--even though temporary. : The search for a useful engine vas summed up in an article by Bob Whittier, in which it was stated: EAA recognizes the truth that tre availability of zood used lirhtolane engines at a moderate ori is the foundation on which the moverent has been built. If there had been few ood engines of this type on the zarxet in the last ten vears, things Just would not te what they are tojav, Sixty hp engines do not last forever, the denand for used ones is growing, no new ones are teing mi by any prominent aircraft engine factory, end the demand for nex engines dy amateur tircraft suilders 4s not large enougn to encourage tie putting back nutes of the innual fusiness VIII, No. 1) (October, 1959), — 3s, H. Schnia, " Meeting,” Snort aviation, 67.into production of sone popular srall encine. Even if one of the ensine firns were to start turning out nev 65's, the cost world be 1000 o> more ner encine--nuch too hirn for many of us, and thereby liniting the dezand automatically price seens Just look at the price t inboard marine encines in the 65-100 Ao the outtoard motors in the 50-82 tn ranve! pay $809 to £1200 for an inboard ensine of t class. Such enzines are built instead of by the hundreds, and : truck and industrial blocks for + production lines already exist. st are surit arcur ich tooling and Ideas abound, Use motorcycle encines! Use cheep, rellable waterecoled auto engines like anateurs ¢1¢ years azo! Have IAA sponsor the nanufacture of a engine! Use one of the new aircocled auto engines Buy the manufacturing rights to scne ponular older lightplane engine and have a machine shon owned bv an EAA member manufacture it! Use one of the new “wonder engines"! Inport a good Furoneal ensine! And so on. It appears that the powerplant problem has been with us for a long time, as is indicated by the following quotation from a book which was written in 1911: Specially designed aircraft eneine costs ranze from about $250 up to $2,500, but it may de possible to pick up a comparatively light veight autorobile engine whicn will serve all purposes and which will cost far less than the cheapest aeronautical motor on the narket. It 4s interesting to note that the prices are comparadle to today's, even considering the different value of the Meop Unittier, "7 ine Situation," Encines, File Ho. 5 of the ixnerinental Aircraft Association, Vol. I (Hales Corners, Wisconsin), p. 8. 49. Sayward, on. eit., ©dollar, One solution to thi shortace 0/\ economical enz There was one engine that could meet rost of th build s specifications--at least with a bit adapting it to its new task, The 0-2'0-4 G Power Unit) was an engine, produced b: Aveo Corporation, for use in a large triple generator érive unit for ground servicing of jets and other large air- craft, It was nearly unrecognizable :uperficiably as the was derived, 0-290-D lichtplane ensine from which : This was caused by numerous changes te adapt it to its specialized task. Such changes were tingle ignition, a generator or ducted fan mounting flan;e cast integrally into the crankcase, addition of a governor, a differerit oil sump and induction system with a cowndreft carburetor mounted in the rear, a different starting means with a heavy flywheel, and different crankcate breather and engine mounting provisions, among others. pudlt Why the G°U for amate: engine has been highly popular in the homebuilt aircraft movement because of a number of factors, not the least of which was a converted-for-flirht cost varying from around $300 to $700, arainst a comparable PAF certified engine costinr, from 21,900 to $3,009, Federe] certification ofthe GPU enzine may be possible, but +” 1s not necessary, however, for use in homebuilt aircraf, which are usually licensed under the "Experimental" category, Other factors which contributed to the desirability of the 2-209-3 were: Very close resemblance and verformance to the 0-290-D certified engine when it was vonverted. 2. Interchangeability of many parts Lycoming encines in their engine serivs, 3. High reliability because 0” nreviously cited characteristics, s 4, There has been a large suprly of this tyne of engine fron government surplus source: , although this supply has rapidly diminished lately. There are still large numbers of these engines hoarde! away by individuals with foresight, however, I. THE PROBLEM Statement of the problem, It ‘as the purpose of this study to: (1) review the develo; mental history of the line of engines of which the 0-29i-9 ground rower unit 1s a part; (2) secure informatio: about conversion procedures from selected individuals; (3) deterzine recommended conversion options and pricedures svecified by the manufacturer; and (1) perform ‘he conversion of the ground power unit to aircraft eng:ne standards.Importance of the study. 4 person contemplatine or initfating 0-290-G engine conversio1 has been faced with a major difficulty in respect to che above mentioned lack of data. A few articles have apprared in various journals, describing a particular method or technic but these are incomplete insofar as th: entire Job is concerned, Usually such articles have vertained to one or two small facets of what is in real.ty a very involved project. Limitations of the study. The validity of certain decisions, arrived at through experien:e with other engines and/or consulting with experts in this field, could not be immediately determined th-ough test running of the subject engine. Testing was liiited by the tine factor, the desire to store the engine in a clean condi- tion until installation in the aircraf: and the belief that the engine can be best broken-in sy use in flight, rather than on a test stand. Prices were stated only for comarative purposes, and should not be assumed to be accura'e for any particu- lar time or place, These prices may viry considerably. Sources of brands, components and services vere valid only at the time of this researc) and these will no doubt chanse as supplies diminish and other factors arise. It should be realized that there are undoubtedly8 the attention of the many fine sources which have esca; researcher, and these will best be found by local inquiry and scanning of trade Journals. Many expert opinions may have been in direct opposition to each other, but these are offered in the belief that such divergence is inevitable and is still of value to the person undertaking suct engine work. In many instances only one of many possible options could be tested personally, since orly one engine was converted by the researcher during this study.~ II, DEFINITIONS OF TE: 1S USED AD Note, Airworthiness Directive. A notification by the Federal Aviation Administration that certain - deficiencies or problems exist with an aircraft or con= ponent thereof. Instructions for tre proper correction of this are included, and the urgency and compliance date are stated. ALE A&P, Airframes and Ergines, or the later designation, Airfranes and Powerplarts, ‘This is the license granted by the FAA to an aircraft mechanic after he has nassed comprehensive written, oral and maninulative tests. Usually forty-five units in this area of study are required when such a license 41s earned in schools, The license can be obtained, however, by provi g twoyears mininun rractical work experience and passing the aforementioned tests, AI. Authorized Insoector. An A&P mech authorized by the PAA to endorse the :inal inspections on airframes and engines for a return to service after ~a‘or overhauls or repairs, This authorization requires further experience and examinations, 8 well as havi the proper tools and equipment aveilatle for such tnspec- tions, = .G. Center of Gravity, Important for aircraft balance computations. Des ee, or designee inspect Usvally an AI, so licensed by the PAA, but now often an experienced person appointed by the Experimental fircraft Association to assist their own menbers and make yreliminary, non- official inspections to assure safety in construction. FAA. Federal Aviation Administration, a part of the new U, S, Department of Transportetton, Prior to April 1, 1967 it was the Federal Aviation Agency. Sone years ago it was the CAA or Civil Aercnautics Administra= tion. Fly-in. gathering of aircraft and aircraft enthusiasts, usually for recreational and educational10 purposes. “ne yearly EAA flyein nor held at Oshzosn, Wisconsin, is also in reality an interational convertion. GPU. Ground Power Unit, Refernce in t is to government surplus aviation tyoe eneines fornerl powering large generators used for the sround servicing of aircraft. lonehuilt, An amateur or indiv.dually constructed aircraft, ‘lon-conmmercial and construc:ed for recreational or educational purposes and usually li:ensed under th "Experimental" category. Passengers miy be carried, but There are certain restr.ctions imposed on such aircraft ty the FAA until an assisned number of 6 hours of safe flight have been attainei, Major, or major overhaul. A corplete teardown inspection and restoration of an engin: to specified tolerances at all points. In essence, it restores it to new condition, and it should be capabl> of re-attaining the number of service hours assigned a new engine. T.B.0, Time between overhauls. A factory estimate of the safe service life of a1 engine before Srynerinental Aircraft Assoctat on, An annual prenared by tne LAA on tne Homebutlt fir Movement (iiales Corners, ‘isconsin, 1936), p. 6.lL major overhaul. Top overhaul. Overhaul of the cylinders, heads, pistor.. and valve area only. The erenkease and internals are usually left untouched,CHAPTER IZ REVIEW OF THE LITERA‘ UPE LYCOHING # I. A SHORT HISTORY CF OPPCSED ENGINES The 0-145, patriarch of the fenilv. Production started in 1938 at Lycoming Division, Aviation Manu- facturing Corporation, on a fifty ho., four cylinder 7 horizontally opposed engine.’ This tvpe of en#ine xas in its infancy in 1938, in an era where the larger radial engine was predominant, and various inline tynes completed the selection--at least for most general aviation uses, There was an increasing need for a sraller, compact, simple poverpiant for the growing nurver of lightplenes, and such engines were being develoned and produced by various companies such as Continental, Franklin (Airq cooled Motors), and Lycoming. The 0-145 was an ‘nterest- ing concept. It was of cast tron so as not to require cylinder liners, with the cylinders cast integrally with ase halves. the right and left side of the crank Adjacent cylinders were joindd with a cast-in bridce, and the heads were attached with studs ani nuts to these Trayne Thomas, “The Family Tre: From Lycomin Private Pilot, IY, ‘lo, 7 (April, 19691, 58-63,13 cylinders. 4 danared cylinder often reant a totally scrapped crankcase; however many of trese encines are still in operation today, which indic:tes that the desirn was sound in many respects. It should be indicated that th "O" cesisnation used with Lycoming engines means “cop sed cylinders" and the following nunber refers to the cuete inch displace- ment (approximate). This method is s:tl]l used by ny other digit; and letters to indicate the myriads of variations possibie.® ~ Lycomins, along with Lycoming nad been noted, since 1928, for the production of a series of radial engites uv to 300 hy. The 0-145 was developed just prior to the outbreak of World War II, and os its production went for the most- part to many of the light aircraft in the military and Civilian Pilot Training (CPT) progrars. This engine was later geared, and produced up to seventy-five hp.? The new series, Lycoming anncunced, late in 1940, four new direct drive engines, four and six cylinder, of Saveo Lycos Division, Overtaul Drive Encines (illiansrort, Pennsylvania: veo Division, arril, 136; Revision Canuery 1979, ?/: 60294-7), p. 2-1. anual, Direct coming Jeguard “innos, The Aireratt Twenty-Third yearbocz of the nercnaut Commerce of America, Inc. (lew York: Aeronautical Chamber of Commerce of America, Inc., 1941), ». 30€.14 9-290, 100, 125, 150 and 175 hp., desinnatec the 0-225 0-350 and 0-435, respectively. The d:sign objective for this new series “as maxirum interchan:eability of narts : 2 from the standpoint of ease of produc :ton and servicing.? The strokes were the same, being 3.87) inches. ‘The bores of the 9-235 and the 0-350 were also :he same at 4,375 inches, ‘The bores of the 0-290 and 0-435 were then enlarfed te be identical at 4.875 incies.+* As can ve determined from the preceding figures, the cylthders had a high decree of interchanseability, as did the crankshaft, connecting rods and a substantial numer of smaller hard- ware items, Even the connecting rods were interchangeable between the four ané six cylinder engines, These engines were early types not often seen today except for those from government surplus sources. The’ are represented by the 0-290-1 and -3, and the 0-435-2, ind can te quickly identified by the deep, narrow oi] suis and starter and generator located in the rear accesso-y housing. Lycoming increased their light »lane engine produc- tion in 1940 to the highest in the cozpany's history up to that point, producinz more than 50) ensines ner month of the fifty to seventy-five hp. rang:. Production facilities for all of the lightplane :ncines we augmen= ted later in the vear, making it poss.ble for Lycor{ a 2°roid., p. 302. Tread,