I will once again be flying in the Give Hope Wings fundraiser this year! Our June of 2024 flight will see us stop in many communities in Eastern Canada to raise awareness for this worthy cause. Last year 2023 we raised over $27,000 towards helping our neighbours - we made a positive difference in the lives of many. Here's the link to the 2024 fundraiser page: support.hopeair.ca/ghw2024/glens-hangar To learn more about the Hope Air Charity: hopeair.ca/ *edited to fix link
I appreciate Mike Busch sticking his neck out a bit and pointing out that a significant portion of cylinder replacements aren't necessary (and carry some risks.) But obviously, sometimes it is necessary and the right thing to do. It's very interesting to see one of these cases where it did make sense, and to see that process with a good amount of detail. Thanks!
You’ve got a great, well educated and experienced mechanic! Taking information from specialists, as well as information from oil analysis, compression and borescope is very smart.
I enjoy all of Glen's Hangar videos, especially the maintenance ones (though I suspect the wallet doesn't always appreciate them). As an AME who primarily works on helicopters, it is fantastic to see and hear Chris talk and show GA maintenance, which is very interesting. Safe travels, Glen.
@@GlensHangar MVU is a sweet bird! I'm sure she's happy for the attention, and all set for another summer in the air! Good luck on your northern trip, too! Almost wish I was going, but those days are long past. Enjoy!! 👍
Really like the documentery style of video. Well done as always Glenn. I feel like you are always thinking of your viewer in your videos. Putting us right there, asking the questions, well placed camera angles. Love love love it. Glad this minor surgery went well, and that MVU is back in the air!
Ya hate to see a cylinder come off but you're in good hands. I love those savvy folks in aviation. 😀 Thanks for the preview of steps (like ring-gap checks) that I'll be doing next month as I finally rebuild my engine...
@@larz46north18 Most places in the Arctic / far North don’t have AvGas, so I’m working through having it dropped where I need it, and in other places I’ll be burning a mix of MoGas. Luckily in the far North it’s still ethanol free.
Got the exact same plane sitting in my back yard. maybe one day it will fly again. Needs a motor. the O300 that was in it had a cracked crank and cases. 😮
I watch the Savvy webinar's, those guys especially Mike Bush knows his stuff. They just had "The War on Jugs" 2weeks ago. Glad to see a top notch repair done for the right reasons and not just we think that will fix it. Nice to hear the term Differential pressure test instead of just compression test. Is there any re-torque after a few heat cycles on the Jug mounting bolts ? Just curious :)
I really like your maintenance videos Glen! I fly the GO-300, in my 175 and have had to refresh 2 cylinders since I bought the airplane. Currently I have a heat problem on #5 that I am working through.. My uncle suspects a vacuum leak making that cyl a little leaner than the rest. I am thinking about redoing the intake pipe and upgrading the hose clamps.
Just did one on my buddies Cherokee 160. 2 months later he had to put in a helicoil for one of his exhaust bolts. We couldn’t fit the drill in straight enough so we decided to take off the exhaust Sure enough Huge crack in the cylinder (not the new one, the one he knew was in the worst shape but still thought he had time on) Total bummer but in and out we were done in 2 days
I don't mess with Superior cylinders. Guides checked or replaced. Valves turned or replaced. Seats refaced. Springs replaced. Rings cleaned if needed. Off you go.
All of that would be fine if I wanted the plane out of service for 2-3 months as that work was done. But for the same cost (as the work you delineated) I was able to replace with new in a matter of hours and continue flying. Now I have a cylinder (that we removed) in the shop for rebuilding, and that will be ready if I need to replace or repair another.
Ring end gap seems high compared to automotive applications, you'd go 15 thousandths on the top ring on a natually aspirated auto engine. I guess because of it being air cooled you have to allow for more expansion.
Cylinder head temperatures on this engine are in the 340ºF - 380ºF range, with exhaust gas temps around 1400ºF. These air cooled aero engines designed in the 1930s are a completely different beast even from Car engines designed in the 1960s.
Lots of info on line about what a bad valve looks like - you'd be better off consulting a pro about this than watching my TH-cam videos: th-cam.com/video/RioHhoFzLa4/w-d-xo.html
Very cool and detailed video. before deciding to replace the cylinder, did you all try reaming the guides and lapping the valves with the cylinder still installed?
I'd love to upgrade, but the cost is a little to high for me right now - since I still have a running engine. Is the 0-370 certified / STC's for this airframe? I haven't done a whole lot of research just yet.
Nice job, well done. So Mike B and the Savvy crew are big on the concept of valve lapping in place, to avoid cylinder removal. Has been shown to help with sticky valves, allowing rotators to do their job and even out burn patterns. Did they suggest this for your valves prior to the work you ended up doing?
The new cylinder looks sweet. That said, did you intentionally do the off level cameras? Those hurt my head a bit. Nothing I can't live with, but if it WAS intentional, my vote would be no on that experiment.
G,day Glen from Sydney Australia. Has Chris an opinion as to why the exhaust valve and angle seat of "jug six" had damage only? * Metal alloy * Combustion to hot * Valve stopped rotating 🌏🇦🇺
The difference being you have to service the aircraft piston engine way, way more often. Modern automotive engines are miraculously reliable in comparison.
@@TheOwenMajor : I don't know of any 1940s or 1950s automotive gasoline engines with removable power assemblies... just sayin'. That's a key component to why the engine is able to be serviced to this extent without removing it entirely.
@@GlensHangar Just might need a larger fuselage ... Interestingly, Classic Aero Machining Services in New Zealand manufacture brand new Gnome Monosoupape rotary engines in 7 or 9 cylinder versions - For the diehards that love total loss castor lube oil sprayed everywhere, engine induced torque roll, prop start and engine rpm altered by cylinder isolation / blip switch !
I have rewound the video like 500 times around 17:20 and for the life of me I can't see the other traffic. Is it easier in person or am I just blind? :o
It is marginally easier in person... One of the reasons I put the big flashy wingtip wig wag lights on MVU a couple of episodes ago. Spotting other traffic can be really hard, especially since most aircraft are painted a very bland colour that blends with the background. Often you're just seeing flashes of movement that draw your eye, and even after you catch the other aircraft and you know where it is; moments later you've lost it again.
@@GlensHangar : I kinda figured this was the case. I was mostly looking for movement, and I was struggling! A friend and I used to hang out at the Mall of America, specifically, in the parking ramp. We used to test ourselves on how far out we could spot approaching aircraft into MSP. I was amazed at how much faster he was at detecting distant aircraft. Mind you, he had a private pilot's license, and I never got around to it because real life got in the way (maybe that will change someday). I suspect experience makes it a little easier.
With my budget I had a choice at the start - engine or instruments. Chris went through the engine with a fine tooth comb and we looked at everything we could (cam, crank, pistons, cylinders, valves etc) and while he identified problems that we'd need to watch, overall it was in decent shape for an engine that had only been run 300 hours in 30 years. Meanwhile the radio and most instruments were woefully inadequate and in some cases barely functional. So I started with the instruments and some of the less expensive upgrades; knowing that I could drag this engine probably another 10 years with only minor problems.
![[LIVE] นาทีนี้ต้องพี่ทนาย | ทนายแก้ว vs ทนายไพศาล | #คุยให้เด็กมันฟัง EP.47 (02/11/67)](http://i.ytimg.com/vi/HmquaO-PL_M/mqdefault.jpg)
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I will once again be flying in the Give Hope Wings fundraiser this year! Our June of 2024 flight will see us stop in many communities in Eastern Canada to raise awareness for this worthy cause.
Last year 2023 we raised over $27,000 towards helping our neighbours - we made a positive difference in the lives of many.
Here's the link to the 2024 fundraiser page: support.hopeair.ca/ghw2024/glens-hangar
To learn more about the Hope Air Charity: hopeair.ca/
*edited to fix link
I appreciate Mike Busch sticking his neck out a bit and pointing out that a significant portion of cylinder replacements aren't necessary (and carry some risks.) But obviously, sometimes it is necessary and the right thing to do. It's very interesting to see one of these cases where it did make sense, and to see that process with a good amount of detail. Thanks!
Chris feels the same - do everything you can to save it, before you crack open the engine.
Chris sure seems like a mechanic that both knows his stuff and can be trusted to do things right,
You’ve got a great, well educated and experienced mechanic! Taking information from specialists, as well as information from oil analysis, compression and borescope is very smart.
Chris is a real asset on the MVU team.
Like those digital torque wrenches. Measurements are so precise. MVU doing donuts in the parking lot. 😋
Every time we see Chris, we learn something new. Glad to see the swap completed without issue.
Its pretty neat watching this video from Edenvale :).
I enjoy all of Glen's Hangar videos, especially the maintenance ones (though I suspect the wallet doesn't always appreciate them). As an AME who primarily works on helicopters, it is fantastic to see and hear Chris talk and show GA maintenance, which is very interesting. Safe travels, Glen.
Glad that the cylinder install went well. Having a good engine monitor is so valuable for identifying trouble early on.
Yeah it's nice not to end up with an engine out! 😁👍
I just wish Chris had his own TH-cam channel. I don't know the first thing about aircraft mechanics, but I'd enjoy learning from Chris for sure.
I love your style of story-telling and video. Very informative and enjoyable videos. I look forward to more adventures and travel.
Oh, dear!! Hoping MVU has a full and quick recovery, Glen. Thanks for the video! 👍
Looks like it all worked out well, no surprises when we opened it up or when it went back together.
@@GlensHangar MVU is a sweet bird! I'm sure she's happy for the attention, and all set for another summer in the air! Good luck on your northern trip, too! Almost wish I was going, but those days are long past. Enjoy!! 👍
Really like the documentery style of video. Well done as always Glenn. I feel like you are always thinking of your viewer in your videos. Putting us right there, asking the questions, well placed camera angles. Love love love it. Glad this minor surgery went well, and that MVU is back in the air!
Thanks for sharing. Always fun to follow the adventures.
Ya hate to see a cylinder come off but you're in good hands. I love those savvy folks in aviation. 😀 Thanks for the preview of steps (like ring-gap checks) that I'll be doing next month as I finally rebuild my engine...
I was wondering how that was going
🚧🚧 Truly an OUTSTANDING Maintenance Video 👌👍😇I Can't Wait To See Your Artic video Sir Cheers 😇😇👍👍👌👌🍻🍻🚧🚧
avgas availability at Churchill ? perhaps not. 4:30
@@larz46north18 Most places in the Arctic / far North don’t have AvGas, so I’m working through having it dropped where I need it, and in other places I’ll be burning a mix of MoGas. Luckily in the far North it’s still ethanol free.
Oh, I see what you did there! You got advice from some excellent people! Mike Busch is the best! And, the gang at Superior are smart too!
Great teams at both places, and very helpful!
Its good to find out and deal with this topic safely on the ground, never good to be surprised by it on takeoff.
Wow I know it’s damn expensive pity all couldn’t get replaced at the same time.
I didnt know you could replace single cylinder. Very cool, well done.
very nice. CYTA salute.
hudson bay ; whale cove to rankin Inlet at sunset. nice rocks..... 🐺
and SnoGeese.
Got the exact same plane sitting in my back yard. maybe one day it will fly again. Needs a motor. the O300 that was in it had a cracked crank and cases. 😮
I watch the Savvy webinar's, those guys especially Mike Bush knows his stuff. They just had "The War on Jugs" 2weeks ago. Glad to see a top notch repair done for the right reasons and not just we think that will fix it. Nice to hear the term Differential pressure test instead of just compression test. Is there any re-torque after a few heat cycles on the Jug mounting bolts ? Just curious :)
I really like your maintenance videos Glen! I fly the GO-300, in my 175 and have had to refresh 2 cylinders since I bought the airplane. Currently I have a heat problem on #5 that I am working through.. My uncle suspects a vacuum leak making that cyl a little leaner than the rest. I am thinking about redoing the intake pipe and upgrading the hose clamps.
That's pretty much where we started on troubleshooting this cylinder - possible vacuum leak.
Post-maintenance flights always have a higher pucker factor.
Definitely, there are a range of things that could happen over the next 15 hours or so.
I don’t know why I always feel like airplanes are extremely complicated. That’s a pretty simple swap. Probably not cheap, but very cool.
These aircraft from the 1960s are really simple from a mechanical perspective.
Just did one on my buddies Cherokee 160. 2 months later he had to put in a helicoil for one of his exhaust bolts. We couldn’t fit the drill in straight enough so we decided to take off the exhaust
Sure enough
Huge crack in the cylinder (not the new one, the one he knew was in the worst shape but still thought he had time on)
Total bummer but in and out we were done in 2 days
I don't mess with Superior cylinders. Guides checked or replaced. Valves turned or replaced. Seats refaced. Springs replaced. Rings cleaned if needed. Off you go.
All of that would be fine if I wanted the plane out of service for 2-3 months as that work was done.
But for the same cost (as the work you delineated) I was able to replace with new in a matter of hours and continue flying. Now I have a cylinder (that we removed) in the shop for rebuilding, and that will be ready if I need to replace or repair another.
@@GlensHangar Naah. Two hours and a little machining.
@@stanleybest8833 Maybe where you live - but not around here.
Good morning, Glen!
Ring end gap seems high compared to automotive applications, you'd go 15 thousandths on the top ring on a natually aspirated auto engine. I guess because of it being air cooled you have to allow for more expansion.
Cylinder head temperatures on this engine are in the 340ºF - 380ºF range, with exhaust gas temps around 1400ºF. These air cooled aero engines designed in the 1930s are a completely different beast even from Car engines designed in the 1960s.
Wish cars were that easy 10 minutes or 10 miles what ever comes first
Cars were that easy - 70 years ago. Automotive engines have evolved. Airplane engines, not so much.
The Millenium cylinder is better than OEM. (NO AD`S) I think that`s the same cylinder as I had on my 0-290.
You should show some borescope pictures to show what a bad valve looks like and say what temperatures it was running at.
Lots of info on line about what a bad valve looks like - you'd be better off consulting a pro about this than watching my TH-cam videos: th-cam.com/video/RioHhoFzLa4/w-d-xo.html
Great vid! Great hat!
Very cool and detailed video. before deciding to replace the cylinder, did you all try reaming the guides and lapping the valves with the cylinder still installed?
Yes as I said in the video we did everything to save the cylinder -
Very cool.
If you do upgrade, just go to the O-370. It’s newer & runs more smoothly
I'd love to upgrade, but the cost is a little to high for me right now - since I still have a running engine. Is the 0-370 certified / STC's for this airframe? I haven't done a whole lot of research just yet.
@@GlensHangar yes Stoots aviation has the STC - SA02539AK
Nice job, well done. So Mike B and the Savvy crew are big on the concept of valve lapping in place, to avoid cylinder removal. Has been shown to help with sticky valves, allowing rotators to do their job and even out burn patterns. Did they suggest this for your valves prior to the work you ended up doing?
we did all the valve lapping, etc but to no avail. The 0-300 doesn’t have ‘rotators’ or ‘rotocoils’ to turn the valves.
The new cylinder looks sweet. That said, did you intentionally do the off level cameras? Those hurt my head a bit. Nothing I can't live with, but if it WAS intentional, my vote would be no on that experiment.
I had a million other things to think about before the test flight, cameras were an afterthought and almost didn't get turned on at all.
@@GlensHangar understandable, we'll call it an unintentional experiment.
Glen what kind of cost does one cylinder replacement
About $3K all in.
Nice work. Just curious with the piston change would/did you see a change in engine vibration?
No noticeable change in vibration - still a very smooth engine.
One piece oil control ring. They stopped using those in the 60's.
Yeah - that’s when this was built.
G,day Glen from Sydney Australia.
Has Chris an opinion as to why the exhaust valve and angle seat of "jug six" had damage only?
* Metal alloy
* Combustion to hot
* Valve stopped rotating
🌏🇦🇺
old piston top tells the story. 4:30
if that was my plane the other jugs wud come off and piston tops cleaned.
@@larz46north18 Cylinder 6 is the only one with that deposit, the others are clean.
My OCD just can’t handle that one oddball cylinder. It’s a good thing I don’t own a plane.
Crazy how much more serviceable aviation engines are, wish it could be that easy for cars
The difference being you have to service the aircraft piston engine way, way more often. Modern automotive engines are miraculously reliable in comparison.
It's serviceable because it was designed in the 1950's, using 1940's technology. Go back to a car of that era, will look just the same.
@@TheOwenMajor : I don't know of any 1940s or 1950s automotive gasoline engines with removable power assemblies... just sayin'. That's a key component to why the engine is able to be serviced to this extent without removing it entirely.
@4:29 are those lead deposits on the top of the piston?
Some is possibly lead, but it's mixed into a healthy dose of 'coke' or carbon.
@ 12:18 Does anyone have a spare Packard V-1650 or PV-12 Merlin. Glen wants an upgrade 😀
Wouldn't that be great!
@@GlensHangar Just might need a larger fuselage ...
Interestingly, Classic Aero Machining Services in New Zealand manufacture brand new Gnome Monosoupape rotary engines in 7 or 9 cylinder versions - For the diehards that love total loss castor lube oil sprayed everywhere, engine induced torque roll, prop start and engine rpm altered by cylinder isolation / blip switch !
I have rewound the video like 500 times around 17:20 and for the life of me I can't see the other traffic. Is it easier in person or am I just blind? :o
It is marginally easier in person... One of the reasons I put the big flashy wingtip wig wag lights on MVU a couple of episodes ago. Spotting other traffic can be really hard, especially since most aircraft are painted a very bland colour that blends with the background. Often you're just seeing flashes of movement that draw your eye, and even after you catch the other aircraft and you know where it is; moments later you've lost it again.
@@GlensHangar : I kinda figured this was the case. I was mostly looking for movement, and I was struggling!
A friend and I used to hang out at the Mall of America, specifically, in the parking ramp. We used to test ourselves on how far out we could spot approaching aircraft into MSP. I was amazed at how much faster he was at detecting distant aircraft. Mind you, he had a private pilot's license, and I never got around to it because real life got in the way (maybe that will change someday). I suspect experience makes it a little easier.
Glenn with all the money you have invested in your airplane why didn't you overhaul the engine?
why do knee replacement surgery when you have a hang nail?
With my budget I had a choice at the start - engine or instruments. Chris went through the engine with a fine tooth comb and we looked at everything we could (cam, crank, pistons, cylinders, valves etc) and while he identified problems that we'd need to watch, overall it was in decent shape for an engine that had only been run 300 hours in 30 years. Meanwhile the radio and most instruments were woefully inadequate and in some cases barely functional. So I started with the instruments and some of the less expensive upgrades; knowing that I could drag this engine probably another 10 years with only minor problems.