Here it starts. Normally you start in the building class with a lot of inspection tasks, cleaning, making an inventory... But, this was already done by the people of Jade Air before our arrival. Every part inspected, listed and sorted to start immediately with the assembling.

Let's hace a closer view to the parts...

Beside the crankcase you can see the starter.

First we installed the stud in the accessory housing to a driven height of .60” to .65”. Then we applied a light coat of grease to threads. For that we used the installation tool, SLT 25C.

Then we installed vernatherm with aluminum gasket in Oil Filter Adapter and torqued it in accordance with EO 242 “Table of Limits, Torque Limit Table”. We safety wired vernatherm to the adapter.

Then we installed the Oil Filter Adapter to accessory housing with gasket and attach hardware=;

We inspected the oil galleys in each case half to insure they are clear and clean and that they properly intersect. Clean, dry air was blown through each passage as a useful aid for this inspection.

David applied a light coat of pre-lube oil to bearing shells and install “bare” crankshaft in 1-3 case half. Check thrust and slinger clearance per EO 242 “Table of Limits, item #5, Crankshaft Main Bearings” and record clearances. Rotate crank 360 degrees to insure adequate “cheek to case” clearance.

We repeated this process in 2-4 case half and record thrust and slinger clearance.

Then we examined the tapped threads and installed proper plug and cylinder drain nipples in each location using an appropriate thread sealant (Tite-Seal or equivalent) and torqued I/A/W EO 242 “Table of Limits, Torque Table”. 

Next we installed the one half of the engine to a stand on which we will continue to work.

You can see the bearings installed where the cranckshaft will come. Nect the pushrods were put in place to protect the oil gallery to be affected with loebe or dirt.

To start, the edges where provided with the loebe that had to "dry" for one hour...

Fisrt we assured that case mating surfaces were clean and dry. Then David applied an even, thin coat of approved sealant to the backbone and breastbone surfaces of the 2-4 case half only and to the front nose seal bore (both case halves) as well as the nose seal (When using RTV 102, the coating must not be too thick. 

A thin translucent coating, wiping off any excess on the inside and outside edges, is sufficient.  See previous picture. Because this sealant will dry quickly when applied this thin it is important to move along quickly until case halves are together and snugged.  A helping hand is required during this assembly process.

David warmed it up and used a special tool. This is rather critical to do. That's why it had to be warmed up.

PROCEDURE:

1) Remove spring from seal.
2) Apply pre-lube to crank propeller flange and I.D. of oil seal.
3) Install seal with “flat side” to prop flange using tool P/N SLT13792, carefully stretch seal over flange.
4) Reinstall seal spring in seal groove or lip.
5) Clean oil from prop flange.
6) Apply oil to crank and seal at their “fit” location.

Be carefull. This is a critical part and possible oil leaks first appear here. This is what we saw after the engine testrun. It had to be done over again to seal the leak...

Next step in the assembly was to verify correct rod part numbers.

Then verify the serial number match for each rod and cap assembly.

Then verify and record the rod weights.
(Weights not to exceed 2 grams in opposing pairs.)

Visually inspect for handling damage, defects and/or corrosion.

Inspecting bore finish to be smooth and free from burrs.

Verify connecting rod bushing installation.

Check piston pin in each rod for fit.

Conrod positions:
1 = number 3968

2 = number 4021

3 = number 4065

4 = number 4142

Torqued with 40 ft/Lbs

We layd out and visually inspected the rod bolts and nuts and lightly lubed the bolt shank and threads with pre-lube oil.

... and then installed the connecting rod bearing shells in each rod and cap.

We applied pre-lube oil to bearing shell, applied pre-lube oil to rod bearing journals of crankshaft.

And finally inserted 2 ea. rod bolts through the rod cap with lowest serial number and installed it to the crankshaft with matching rod at the #1 (forward most) rod location.

This was repeated for all sets and then we torqued each rod bolt and nut evenly, I/A/W EO 242 “Table of Limits, Torque Limits Table”.

Then we installed 2ea. O-rings on rear through studs of 1-3 case half.

Before bringing the crankshaft in the other half, we had to check the thread and nose seal for proper placement.

Install the camshaft in 2-4 case half as shown in previous picture,

Mate the 1-3 case half to the 2-4 case half by carefully aligning rear through studs and front 3/8” nose bolts.   NOTE:  Care has to be taken not to push out the 3/8” nose bolts causing the O-rings to fall out.

Install the backbone, breastbone and nose bolt hardware and snug all uniformly and check for free case/crank rotation.

A space of 0,305 mm is measured and tuned between the crancks and the engine body

0,127 mm on the front where the rubber ring is

and .102 mm between the gear and the engine.

First we had to place the left-hand idler gear (fuel pump drive idler gear) over the left idler shaft aligning its timing marks with corresponding timing marks found on camshaft and crankshaft.  Then rotate the camshaft and crankshaft as needed to align with marks on the idler gear.

We next installed the tachometer shaft assy with retaining ring in the camshaft at gear end.

Because we will get that information from the magnetos, David took them out again. Reason is that there is always a risk that the clip will loose and some normal metal parts can affect the oil. Due to the faxt that I will install the Dynon EMS, this can be taken out... Additional advantage: weight gain...

The accessory housing block was next installed with a torque of 96 inch/Lbs.

We first lubed the governor shaft gear and bore in adapter with pre-lube oil and installed the shaft gear in adapter. Then we placed the thrust washer on the shaft gear and secured the shaft gear in the adapter with a snap ring. We insured free spin of gear in adapter and check end clearance per EO 242 “Table of Limits, Gear Teeth Backlash and End Clearance”.

Then we installed the adapter assembly to accessory housing with associated gasket and hardware and torqued I/A/W EO 242 “Table of Limits, Torque Limit Table”.

We checked the gear lash per EO 242 “Table of Limits, Gear Teeth Backlash and End Clearance”.

We lightly lubed the threads of the 45° elbowand its
O-ring with pre-lube oil and installed them in propeller governor adapter.

We applied Tite-Seal thread sealant to the threads of the 90° elbow and installed them in the right crankcase half, forward of #2 cylinder.

We positioned the fittings ready to install later the propeller governor oil hose.  (To be tightenend I/A/W “Table of Limits, Torque Limit Table”).

We verified the magneto part numbers and serial numbers per pick list and then installed the drive gear to magneto by removing the gear retaining nut and washer from magneto and installing drive gear with washer and nut.

Torqued the nut in accordance with installation instructions provided by Unison and secure with cotter pin.

Repeated this for the 2^nd magneto.

Then we installed the magneto gasket and spacer to the accessory housing at each magneto location.

David removed the harness cover cap from each magneto.

An alignment pin was inserted in appropriate hole “R” or “L” in magneto, as determined by the direction of rotation, and slowly rotate magneto drive shaft “backwards” until alignment pin drops into position (to the first shoulder), locking the shaft. 

NOTE: While rotating magneto shaft backwards, with alignment pin in hole, if it stops turning due to internal interference against the alignment pin prior to pin “seating”, pull pin out, just far enough to allow shaft to continue to rotate, then re-insert pin, and continue rotation until pin seats as previously described.  This procedure locates the magneto at the #1 cylinder firing position.

We repeated this for the 2^nd magneto.

David brought the engine to the compression stroke on #1 cylinder by rotating engine with one spark plug hole plugged and the other covered by a thumb or finger to feel air pressure during the compression stroke.

We stimated 25° before top dead center with a timing indicator installed in a spark plug hole of #1 cylinder or equivalent method.

We installed the servo to the sump with the appropriate gaskets, spacer and hardware and torqued the attach nuts in accordance with EO 242 “Table of Limits, Torque Limit Table”

The cap was aligned properly and secure with screws provided from cap removal.  Tightened in accordance with EO 242 “Table of Limits”.