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#41
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Quote:
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“It takes considerable knowledge just to realize the extent of your own ignorance.” Dr. Thomas Sowell Last edited by hurryinhoosier62; 08-07-2023 at 09:40 AM. |
The Following User Says Thank You to hurryinhoosier62 For This Useful Post: | ||
#42
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We were talking about my engine failure, and you butted in saying how eddy current, X-ray and ultrasonic were more accurate and those are not even applicable to a Pontiac crank shaft which is a bunch of bull. You didn't even have any business contributing to this thread if all you wanted to do is criticize an NDT method that actually found cracks. Stay out of my post.
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Tim Corcoran |
#43
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Quote:
Quote:
__________________
“It takes considerable knowledge just to realize the extent of your own ignorance.” Dr. Thomas Sowell |
#44
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My post wasn't about trying to impress everyone with your vast knowledge about aviation the FAA and NDT that doesn't apply at all to a Pontiac crankshaft or about my engine failure. Get lost.
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Tim Corcoran |
#45
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Yeap. Forgot the two choices. 110 Lead, and 100 LL
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#46
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Whereas flourescent dye-penetrant has a following, that which i have ZERO automotive experience and some Professional exposure. I do recall a machine shop set-up for both inspection types. Story: Some other sorry local Pontiac guy had cracks found under all 8 armpits, (all4 throws) of his 455 N-crank, while my N-Crank passed. So i was only a little pensive about making sure MY crank, was indeed My crank. I sure dye-penetrant would have failed that fella's 103N crank, whereas i'm not sure i'd sleep well with my crank having passed a dye-penetrant exam. |
#47
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Last time I fueled up a plane it was 100LL or nothing.
Some FBO's have MoGas but not seen it myself. |
The Following User Says Thank You to Scarebird For This Useful Post: | ||
#48
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I have sold 14 short stroke (3.375" stroke cranks made by Kellogg (a forging house that made special cranks for Pontiac/Tom Nell. Moldex finished each one of the cranks for the Pontiac people who bought one from me. 'All Pontiac' sold crankshafts (made from Chinese Steel) that was checked out for "Dirt" in the forging by Ford Research. Compared to several Pontiac suppliers stuff, the material was about 96% clean steel. Moldex billet cranks made from Ball Bearing Timkin steel was about 99.5% clean high grade steel. The cast pontiac cranks were good castings but not up to the level of a forged 421 SD or 303/366 Forgings. In my experience, clean steel (even if it is 'off shore') is everything). The O*IO Cranks are down on the list vs most stuff. But it is a Pontiac dimension crankshaft. For Years Moldex and Crower made excellent cranks. (and still do) Bryant cranks, $$$$) also makes very good clean steel cranks, (they buy the same steel as Moldex). So while comments from others are better than nothing in selecting a good steel crank, You must pay if you want an exceptional Pontiac crankshaft. (I still have 4 Kellogg 366 steel forgings (RAW) that are designed for a 3.375 stroke engine. I sold 14 cranks (finished by Moldex) over the years.) Cast cranks are only capable of a given number of cycles. THEN THEY FAIL. Just Saying. Tom V.
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"Engineers do stuff for reasons" Tom Vaught Despite small distractions, there are those who will go Forward, Learning, Sharing Knowledge, Doing what they can to help others move forward. |
The Following User Says Thank You to Tom Vaught For This Useful Post: | ||
#49
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Had I known a bit more a decade ago...
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#50
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The Goodman diagram is reality. I think it can actually count crank rotations! Like working hardening a Paper Clip...
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#51
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Stroke, RPM, compression, weight of the rotating mass, quality and condition of balancer, how good the rotating assy is balanced and of course the tune all play a part in how long a crankshaft will last. With all that said if I had upgraded to a forged crank i'd probably still be running strong. I will be getting a forged Scat crank for my new build the Scat has straight shot oiling so based on my performance level I think that will meet my needs.
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Tim Corcoran |
The Following User Says Thank You to Tim Corcoran For This Useful Post: | ||
#52
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IIRC Ohio cranks were Chinese cores? cast cranks and stock blocks at that power level must be magged for cracks regularly. and discarded when cracks in the fillets begin, or if cracks begin to form in the engine block main saddles/oil galley holes area. I've thrown away 3 factory 428/455 cranks that were cracked, bent. the 428's crack, the 455 crank had spun a bearing, overheated, and was very slightly bent. when shop tried to straighten it, it broke the entire front snout, first main journal, and 1st rod throw off the crank. having said that, you should have a forged or billet crank at that power level, right from the get go. there is no cheap way out. pay now, or pay later. IMHO, the worst crank you can get, is a Chinese core cast crank. |
The Following User Says Thank You to GTO-relic For This Useful Post: | ||
#53
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Nope; no 110 Avgas. Hasn’t been since the 1950s. The standards through the 1990s were 80/87, 100/130 (green). 100/130 LL (low lead…blue) and 115/145 (purple). The standard today is 100/130 LL until UL100 is standardize and no longer requires an STC to use it. 115/145 is being manufactured by one supplier in Poland, primarily for the large radials and inlines in warbirds in Western Europe.
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“It takes considerable knowledge just to realize the extent of your own ignorance.” Dr. Thomas Sowell |
#54
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Mostly smaller FBOs here in the Midwest carry non-ethanol Mogas for light aircraft using the EAA Mogas STC.
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“It takes considerable knowledge just to realize the extent of your own ignorance.” Dr. Thomas Sowell |
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