I recognize that parts washer.

Hope this isn't too far off track, but I'm curious about the pic of the cam with the pattern on the lobes that looks like growth rings on a tree.

I've heard those markings are a good thing and sign of a healthy engine. Is that true or are you taking a close look at the cam because of them?

Thanks

BTV, there is another PPonk engine at the shop with the similar wear marks. All indications is that it is good shape.

182 will take you "almost" everywhere! Great aircraft. Had one for 10 years.

Just stay away from the soft stuff. That nose wheel is a bitch. 6 tail wheelers landed here and guess who sank in on the nose when there was no more air pressure to keep the nose up?



No hijack here. It's an awesome plane and I can't wait to see it flying!

Just remember about the "soft" field.

AKT

BTV wrote:Hope this isn't too far off track, but I'm curious about the pic of the cam with the pattern on the lobes that looks like growth rings on a tree.

I've heard those markings are a good thing and sign of a healthy engine. Is that true or are you taking a close look at the cam because of them?

Thanks

The comment was more for looking for corrosion or any other issues not easily seen while it is in the case... After removal, we determined that it is in good shape. Looks identical to the 520 based P-Ponk engine that we have in the shop doing a tear down and clean after it ate a mag drive... 186 hours on that engine... Sean's has 600 + on his 470 base.

aktahoe1 wrote:182 will take you "almost" everywhere! Great aircraft. Had one for 10 years.

Just stay away from the soft stuff. That nose wheel is a bitch. 6 tail wheelers landed here and guess who sank in on the nose when there was no more air pressure to keep the nose up?



No hijack here. It's an awesome plane and I can't wait to see it flying!

Just remember about the "soft" field.

AKT

Excellent point and part of my decision making process when I got the 182. There will be about 10% of places I would take a 180 that I won't be going in the 182.

Guess it just means I need to get a Cub too.

Sean a little mudd is good for you!!

That's a hell of a bird man! Glad to see her getting the tlc she needs. I helped my buddy get that plane about 6-7 years ago and have a lot of time in it. If you have any questions let me know. She's a remarkable plane. Landed at skalywags a few times. He may have a pic of her as "almost" a taildragger.

Disclaimer: the load pictured is in proper weight&balance [emoji106]

Skalywag wrote:Disclaimer: the load pictured is in proper weight&balance [emoji106]

Haha!

55wagon wrote:That's a hell of a bird man! Glad to see her getting the tlc she needs. I helped my buddy get that plane about 6-7 years ago and have a lot of time in it. If you have any questions let me know. She's a remarkable plane. Landed at skalywags a few times. He may have a pic of her as "almost" a taildragger.

It sure is 55wagon. Can't wait to get her back in the air.

I am heading out to Chicago on the redeye so I dropped off some parts to keep Brian going on the rebuild.

2 rolls of baffle seal
6 cans of paint
Case of oil
2 oil filters
1 quick drain

Excited to see the progress when I get back.

Slow progress on the PPonk rebuild. We have been waiting/exchanging parts and I have been out of town as well as busy with work.

Yesterday I stopped by the shop for a few hours so that Brian could inspect the recently blasted engine mount prior to powder coating and I could keep cleaning parts. In a little over two hours I was able to clean 5 pistons. (Brian had already cleaned one)

Pistons by Sean McGillivray, on Flickr

Getting the "junk" out of the gaps where the rings live was challenging to say the least.

Very interesting, thanks for the cool thread. I'm currently in the middle of overhauling an O-320 in A&P school. Cool thing is, it actually came off of a real airplane, so it's not the typical A&P school engine that has been torn down and put back together 3 dozen times.

I can sympathize with the time spent in front of the solvent tank!

gptc wrote:....I found a 1960 Cessna 182C that had just about everything a BC pilot would want. I bought the plane with a low time PPonk, but knew ahead of time of a issue with the old phase 1 case. Engine runs great just had a crack that needed attention. ....

I've seen talk on this site, incl on Whee's IO-360 thread, about phase 1 / phase 2 cases.
I'm curious about this- maybe someone in the know can expound on this issue?
I had the impression that the phase business applied to 520/550 continentals, but from Whee's thread apparently it applies to 360's also. Didn't think it applied to 470's but this thread indicates otherwise.
I'm guessing the "470-based" "Ponk engine" in this thread is an O-470-L converted to a Ponk 470-50?
My 1953 C180 has a 1993 factory reman 470K, how can I tell which case this engine has-- by s/n?

My case was a 1957 "L" phase 1 case that I believe is sand casted. (It is ugly) My mechanic might comment on the thread on the best way to tell the difference in cases. When I spoke to PPonk they gave me several items to look for on the back of the case. Either a date or TCM stamp. There has been some frustration from my mechanic as TCM has changed the cases numerous times and sometimes the part numbers are not consistent.

A friend of mine who owns an early C210 recently found a crack in the case on his IO-470-E engine. It's aft of the oil cooler, at the one to two oclock position from the forward cylinder. He & the local mechanic pulled the engine and tore it down, sent off the case to Divco for repair or exchange and the crank & cam off for inspection. The engine is pretty low time, 400 hours or so-- they plan to overhaul the bottom end since it's apart but since the cylinders all have really good compressions & look good inside they're just gonna bolt the top back on.

GPTC, are you overhauling yours or just repairing / replacing the case & reassembling with new parts as required?

Hotrod,

Replacing all the bearings, one lifter, all the valves and piston rings. Engine has good compressions and the cam is in good shape. Basically a total inspection and replacing what makes sense.

Also taking the time to rebuild the baffling and replace all the hoses. Can't wait to get it back in the air.

Continental service bulletin M78-9 lists some of the different phase cases along with which bearings that they use according to the casting number. It is hard to tell which is which from the outside. Primarily, the case changes are internal. For instance, phase one case has flange type thrust bearing where phase 2 and 3 cases have thrust washers. Copied below from the SB are the main changes listed;

PHASE 1
Crankcases were machined for flanged type thrust bearings for O-470 and IO-470 engines.

PHASE 2
Crankcases for above listed models are machined to accommodate four thrust washers at the front mains.
In addition, the rear main bearing was moved back .060 because of new crankshaft on 0-470 and IO-470
engines as listed in Service Bulletin M74-12. Many of the new crankshafts have narrower rod bearings,
smaller lightener holes and thicker cheeks. Because of the narrower crankpin bearings, it is necessary to
use different connecting rods and rod bearings.

PHASE 3
Main bearing journals have been narrowed, which required relocation of bearing tangs. Identification can
be made by way of new casting part number CA642360 and CA642361.

The SB is pretty comprehensive as far as earlier cases are concerned. However, not all casting numbers are listed on the SB... For instance, Sean's replacement phase 2 case is casting number 640960 and it is not on the SB... Which can make it difficult to figure out which bearing set is needed. I was sent the wrong ones and am waiting on the correct ones. Continental probably has a newer SB somewhere that lists all case numbers but I have yet to figure out which one that is.

Sean's list of what we are doing is pretty spot on.... Clean up and replace what makes since. The engine only has 680 hours since it was majored so there is no need to do a compete overhaul at this time. Cylinder heads are nice, crank and cam are clean and the rest of the engine is in real good shape. Going to do the 500 hr. inspection on the Slick mags, replace the harness, install new baffle seals, paint her up all pretty like and do a couple of repairs on the lower cowling.

The main reason it is taking so long is the wait time to get parts and I am letting Sean do most of the physical work to keep is labor bill down...

Brian.

Here is a pretty good like from AV-Web on the 0-470

http://www.avweb.com/news/reviews/182885-1.html

Good avweb article, thanks for posting the link.