Bald Eagle Aviation

51fixer · **Posted:** Fri Jun 24, 2011 9:59 pm

We are replacing a cowl section on the T-6G and also straightening out the top accessory cowl.
The memory card acted up so you missed some info but here is what we got.

NOS ring cowl section installed for the 1st time. When it was uncrated it was black over 98% of its surface with preservative.
Removing it was time consuming but it was cool to see the virgin metal show up.

Some detail shots of the new piece installed.

The upper accessory cowl had been used as a perch in the past. The top of the cowl was forced down and the angle that is present going front to rear was bent and the metal stretched. The skin was also depressed and had light creases in the metal coving a large area.
After drilling apart the L/H and R/H sides I used a tool to shrink the metal along the formed angle and then used some beating to massage the creases.
The upper cowl formers were also changed so now it looks a bit better. Also the hinge on the oil door was bent and cracking so I replaced that as well.

51fixer · **Posted:** Fri Jun 24, 2011 10:05 pm

1st ever time covering an engine under power

Back from taxi tests

Before there was contact between the trailing edge of the cowl and the carb air intake. Now there is a good gap.

TAdan · **Posted:** Sat Jun 25, 2011 9:16 am

Nice update Rich. I am impressed that NOS parts can still be found. That Texan is hanging on my wall on the Warbird Pinup calendar. I hope the model wasnt the one that dented the upper accessory panel.

Matt Gunsch · **Posted:** Sun Jun 26, 2011 2:04 pm

That cowl is on too tight if it hits the blocks, The engine expands more than the cowl does and I found if you leave it a bit loose, just enough that you can slide the cowl a bit, it will not develop cracks.

51fixer · **Posted:** Sun Jun 26, 2011 5:36 pm

Matt Gunsch wrote:

That cowl is on too tight if it hits the blocks, The engine expands more than the cowl does and I found if you leave it a bit loose, just enough that you can slide the cowl a bit, it will not develop cracks.

Matt,
There are some variables in play.
Has the cowling seen skin replacement
How old are the pads on the cylinders
How old is the pad on the cowl sections
If these pads are old and compressed the fit and tension will be less than if they are new.
If repairs and skin replacement have been done in the past then who knows how things fit up in regards to tightness on the cylinders and the size of the blocks.
I have seen a variety of block sizes fitted on the cowls of various A/C.
In this case even with the blocks touching the cowling does have the ability to be rotated slightly.
I have also seen the cowling chewed up were the 2 sections pull together due to excessive movement. This can be caused by these 2 sections not being tight on each other as well.

The cowling takes a beating. It is something that experience plays a part in reading how wear and tear is happening and then make repairs and adjustments to keep it healthy.

51fixer · **Posted:** Fri Jul 01, 2011 9:27 pm

We're doing some stuff on the Spit-
The rubber connectors between the heads and the header tank have always shown some checks in the rubber surface. This seemed to be getting worse so I'm changing them out.
These are referred to as an Onion-

Accessing the area required removing the Magento and it's lower housing-

Clamps off-

Clamps consist of 2 U shaped shells and a Jubilee Clamp-

NOS Onion-

Gaskets in the original package from our spares for mounting the Coolant Outlet to the head-

Inside the box-

Actual Gasket-

51fixer · **Posted:** Fri Jul 01, 2011 9:37 pm

Nest Project is getting a condition report on QEC in the Corner- The Griffon mk58 Shackelton QEC.
My son spent most of the day removing parts so we could get close enough to actually touch the engine.

After removing the exhaust collector and outlet pipe there are the stubs,

Multiple Ball Joints and springs connect the cylinders to the collector-

Oil Cooler removed-

Prop Shafts. 2 and each one rotates a different direction-

The QEC makes the large engine (2239 Cubic Inches) look small-

Pogo · **Posted:** Sat Jul 02, 2011 6:14 pm

Dumb Mustang question: What does the button on the end of the throttle grip do?

51fixer · **Posted:** Sat Jul 02, 2011 6:40 pm

Pogo wrote:

Dumb Mustang question: What does the button on the end of the throttle grip do?

A- Puts you on Double-Secret Probation
B- Starts the Nitrous (See Answer A)
C- PTT- Push To Talk

The Answer is- PTT

We have it set up with a selectable switch on the panel so that this PTT button on the Throttle can be used to key the Radio to Transmit or activate the Intercom to talk to the screaming person in the back seat.

51fixer · **Posted:** Sat Jul 02, 2011 9:49 pm

It was family bonding time at the hangar today. The boys tore into the QEC and got alot of progress done on it.

The harnesses removed from A Bank along with the magneto.

Next off were the exhaust stubs. It must have been real loud in the Mk I Shackeltons with individual stacks rather than the collector.

A bit of grunge from the exhaust goo and acids sitting on alum over time.

The coolant header tank and outlets from the heads. This is a bit different than what is fitted to the Spitfire.

The B bank is pretty clean around the coolant outlet flange.

The A will need a bit of cleaning.

The A bank Induction Rams Horn was a bit hesitant to let go. I added a vertical component of lift and made sure all the hardware was clear of the holes and she let go.

We removed the flame traps and flushed these parts in the solvent tank.

There is 14 large nuts retaining the head and bank. A 1" socket fits the nut and they are torqued to 150 ft lbs.

Normal Nuts, 10 of these.

Ends have a sealed Acorn nut. 4 of these.

This washer device carries the load of the nut and centers the stud in the hole.

Bank jacks installed. These lift the bank up and were made by Roush for us. They make Merlin Jack as well.

Lets see if they work

Movement

Looking in the bore.

Pistons

Comparison of Merlin vs Griffon Pistons

CAPFlyer · **Posted:** Sun Jul 03, 2011 9:13 pm

Looks like the engine is in basically good shape. A nice clean and overhaul and she'll be like new.

Can you refresh our memories on what the plan is with this engine?

Jim Beasley · **Posted:** Sun Jul 03, 2011 9:19 pm

Overhaul and mods to make it compatible with the Spitfire. Rolls has determined how to make this engine compatible for our needs, so we're going to get the Rolls blueprints made for the BBMF griffon spits. As it is the blower won't fit due to the narrow space between the engine bearers. There are apparently around 30 required changes to make it fit, but the BBMF has been using these engines for a while. It's also cool to take it apart and see what's inside

CAPFlyer wrote:

Looks like the engine is in basically good shape. A nice clean and overhaul and she'll be like new.

Can you refresh our memories on what the plan is with this engine?

CAPFlyer · **Posted:** Sun Jul 03, 2011 9:21 pm

Thanks Jim.

Lynn Allen · **Posted:** Mon Jul 04, 2011 10:56 am

Jim and Rich, thanks for the tech report and pictures...

51fixer · **Posted:** Wed Jul 06, 2011 10:23 pm

I've been working on removing pistons from the A side and getting the B bank removed.
A2 Piston and wrist pin-

The removable Engine Package was designed and built by RR. The data plate-

In process-

Starter and the gear it engages-

Induction log and after removal-

A bank rams horn after plastic media blasting compared to the B just removed condition.

Starting the lift on the B side-

B3 and B4 Pistons in view-

Continuing-

Flying-

From below-

Teamed up-

It looks violated-

My son compares the Wrangler 4.2 258 CID piston to the Griffon piston.

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