Lycoming Engine
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Edison Andrade
May 30, 2011, 10:28:34 AM5/30/11
to Christen-Eagle
Hi folks,
I'm almost closing a deal to buy an Eagle and it's equiped with an
engine IO 360 a1a with inverted oil system.Does any body knows if is
is a good engine for this plane? Is it true hat the only diference
between an AIO 360 and the IO 360 is the oil system? I mean, if this
engine IO360 has the oil system it is equal to the AIO 360? Or there
are other diferences? And about the solid crankshaft, is it a problem
an engine without this system?
Thanks
Edison
I'm almost closing a deal to buy an Eagle and it's equiped with an
engine IO 360 a1a with inverted oil system.Does any body knows if is
is a good engine for this plane? Is it true hat the only diference
between an AIO 360 and the IO 360 is the oil system? I mean, if this
engine IO360 has the oil system it is equal to the AIO 360? Or there
are other diferences? And about the solid crankshaft, is it a problem
an engine without this system?
Thanks
Edison
Kurt Haukohl
May 30, 2011, 11:22:21 AM5/30/11
to Edison Andrade, Christen-Eagle
There is an older Lycoming case with straight valve cylinders (not
angle valve), that was really a converted O-360 with added injection
and a front govenor pad.
Potentially a great engine. Originally if they came without an
aerobatic "A" notation the propeller flange had lightening holes.
I believe this combination is subject to the flange AD note.
Watch out for this with a metal prop, although it was easy to get a
new crankshaft without the lightening holes.
This motor is lighter, potentially makes the same horsepower, and it
is easier and cost effective to work on.
angle valve), that was really a converted O-360 with added injection
and a front govenor pad.
Potentially a great engine. Originally if they came without an
aerobatic "A" notation the propeller flange had lightening holes.
I believe this combination is subject to the flange AD note.
Watch out for this with a metal prop, although it was easy to get a
new crankshaft without the lightening holes.
This motor is lighter, potentially makes the same horsepower, and it
is easier and cost effective to work on.
I was looking at that 390 motor with the front governor pad. This
would be the most prime choice motor to go for if you swap.
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john
Jun 7, 2011, 10:27:22 AM6/7/11
to Christen-Eagle
Edison ,
I believe that the AEIO-360-A1A is the most popular and certainly
correct engine for the eagle. It would be an I0360-A1A until the
christen inverted oil system is added and its sump modified to accept
this inverted system - that is when it gets the "A: prefix ( for
aerobatic). It has nothing that I am aware of to do with the
crankshaft.
When you talk about the solid crankshaft do you mean the centre of the
crankshaft throughout its length ? Most Lycoming cranks are hollow
like this - if they are to be used with a CS prop a blanking plug is
inserted about 4" down the inside of the crank to stop the oil from
the oil pump returning to the crankcase - it simply forces the oil
forward to the propellor hub. - so for a Cs prop fit the blanking plug
- for a fixed pitch prop - remove the plug !!
If you are referring to the lightening holes on the crankshaft
propellor flange ( which the propellor bolts to) - then you may have
one without lightening holes or what some people refer to as a solid
crank flange ( no lightening holes)
There is a Lycoming Service bulletin which refers to some of the
lightened FLANGES cracking between the lightening holes. It is a check
required at every 25 flight hours ( from memory) IF you have a
crankshaft serial number to which the service bulletin refers. For a
time Lycoming manufactured crankshafts without the lightening holes.
Needless to say everyone who had an affected crankshaft was buying
these cranks and fitting them overnight.
However do not be dismayed if the engine you are looking at has the
lightening holes in the flange. It may not be affected by the service
bulletin. you need to know the CRANKSHAFT serial number and check
against the Lycoming list of those affected.
Also - to add to the confusion - Lycoming then corrected the cracking
problem by producing a crankshaft which was both a thicker flange and
a slightly larger diameter flange. needless to say it is not affected
by the Service Bulletin but guess what !!!! it still has lightening
holes between the bolt holes !!
Hope all this helps and I stand to be corrected on any of it !!
Good luck John (GCENC and GCCYO)
I believe that the AEIO-360-A1A is the most popular and certainly
correct engine for the eagle. It would be an I0360-A1A until the
christen inverted oil system is added and its sump modified to accept
this inverted system - that is when it gets the "A: prefix ( for
aerobatic). It has nothing that I am aware of to do with the
crankshaft.
When you talk about the solid crankshaft do you mean the centre of the
crankshaft throughout its length ? Most Lycoming cranks are hollow
like this - if they are to be used with a CS prop a blanking plug is
inserted about 4" down the inside of the crank to stop the oil from
the oil pump returning to the crankcase - it simply forces the oil
forward to the propellor hub. - so for a Cs prop fit the blanking plug
- for a fixed pitch prop - remove the plug !!
If you are referring to the lightening holes on the crankshaft
propellor flange ( which the propellor bolts to) - then you may have
one without lightening holes or what some people refer to as a solid
crank flange ( no lightening holes)
There is a Lycoming Service bulletin which refers to some of the
lightened FLANGES cracking between the lightening holes. It is a check
required at every 25 flight hours ( from memory) IF you have a
crankshaft serial number to which the service bulletin refers. For a
time Lycoming manufactured crankshafts without the lightening holes.
Needless to say everyone who had an affected crankshaft was buying
these cranks and fitting them overnight.
However do not be dismayed if the engine you are looking at has the
lightening holes in the flange. It may not be affected by the service
bulletin. you need to know the CRANKSHAFT serial number and check
against the Lycoming list of those affected.
Also - to add to the confusion - Lycoming then corrected the cracking
problem by producing a crankshaft which was both a thicker flange and
a slightly larger diameter flange. needless to say it is not affected
by the Service Bulletin but guess what !!!! it still has lightening
holes between the bolt holes !!
Hope all this helps and I stand to be corrected on any of it !!
Good luck John (GCENC and GCCYO)
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