Warbird Information Exchange

Anyone got any guidance on removing a articulating rod (#5) from an R-1820 copy (shetsov ASH62iR) on an AN-2 Antonov. We found a bent rod while removing cylinders for a top end overhaul. The articulating rods are held to a retaining ring on the front side of the master rod via a bolt into the articulating rod pin, which we've removed, however the pin isn't sliding out to the rear as expected. Anyone know if these are pressed in or require any special treatment to get them removed without having to split the engine cases? (otherwise why would they use retaining bolts at all (extra weight) if they are press-fit)

Suggestions would be welcomed. Thanks!

-- David

I have no idea but would ask you why are you doing anything beyond touching up the paint without a valid, translated, and current (as you can obtain) engine overhaul and maintenance manual?
Welcome to WIX, you'll be surprized what you can pick up around here-

_________________
Don't make me go get my flying monkeys-

This one is an experimental, and frankly the engine manuals are a poor translation from polish and/or russian, hence was looking for insights from those who may have had first hand experience.

We have two AN-2s here at Creve Coeur Airport but we have never had one of the ASH62iR engines apart. One of ours came from the factory with about 6 Hrs TTAF/E so our manuals are pretty good but might not be any better than yours. Any of the guys operating M-18 Dromaders would be a good source of info or contacts. I'll see what I can find at the A/P on Friday and I'll ask my father if he knows anyone who has rebuilt one in the U.S. or Canada.

I'd love to see some photos of what you found. did you have any idea you would find a bent rod when you started the top overhaul?
Thanks,
Albert Stix
Historic Aircraft Restoration Museum
Creve Coeur Airport
Maryland Heights, MO
astixjr@earthlink.net

_________________
Albert Stix Jr.
"Work is the curse of the drinking class"

We have a very high oil consumption issue (4-5GPH), as well as intermittent running issues (sporadic rhythmic misfire that seems to jump from mag to mag. I suspect the ignition harness, as it doesn't happen at low manifold pressures, only higher ones, has a similar sound/feel to crossfire in an automotive sense, and or oil fouling of the plugs, though it'll do it with fresh plugs too. Upon removal of the cylinders, there was evidence of prior rusting on the cylinder walls and the rings were severely worn. The #5 rod is bent ever so slightly, and #5,6 and 7 were notorious for hydraulic locks, the bending most likely occurred during a pre-start pull through with someone being over-zealous and not stopping as soon as they felt the lock(11.5' prop arc gives a lot of leverage...)
.

The engine will likely require the power section to be completely disassembled and the link pin removed in a press. I am speaking from previous Pratt overhaul experience from another lifetime. Best of luck

off it goes to the engine builder in that case then. Do the pratt's use any sort of retainers to hold the pins in place or were they press into position? This engine's articulating pins are notched to line up with a retaining ring on the "front side" of the master rod and use a bolt with a fold-over tab to hold the bolt into place. The bolt is hollow (I assume to pass oil into the articulating rod bearing from the master rod)

Wishful thinking on my part I guess.

G'day mate,

I checked with my son tonight who has worked on the PZL engines extensively (M-18 Dromaders). He tells me that all bolts and the retaining ring need to be removed to press the pins out - cylinders off, split the case! Big job it seems.

Howard