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Re: O-320 Propeller indexing
I spoke to the engine builder about the allowable weight range. He recalls, and has always used, 7 gms (0.25 oz), but couldn't find the reference quickly. He was 'flat out like a lizard drinking' at the time, so I didn't like to push the point at the time. An answer might pop into his brain at 2am--that's when it happens for me.
I found this reference that may be of interest:https://www.flight-mechanic.com/dime...ion-part-five/
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Re: O-320 Propeller indexing
Out of curiosity I checked the small Continental engine manual. They allow a half ounce on the rod and a half ounce on the pin in opposing cylinders. If maxed out, that is 1 ounce between the sides and would make for a shaky engine. Perfectly legal according to the overhaul manual but I wouldn’t want to fly behind it. The person who walked me through my first overhaul insisted everything be within 4 grams. His engines were much better to fly behind than any factory overhaul or reman.
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Re: O-320 Propeller indexing
Originally Posted by
Pacer 24C
I have been extensively involved with props and prop balancing - with fair consistency on the 4 cylinder lycomings the culprit is not the engine or the prop - but the flywheel. We first static balance the flywheel - then install a static balanced prop - run the DynaVibe and then flip it end for end and run again - it will always show better one end or the other - then add weight as needed - even with excellent balance of .02 IPS - a 4 cylinder is still a 4 cylinder - you can always tell it is running.
What did you use to static balance the flywheel? I found a wheel shop that still had a bubble type static balancer gathering dust. After cleaning it up and oiling it, the best I could get was that the flywheel needed a couple of grams--about a #10 machine screw and nut in the appropriate 1/4" hole near the starter ring. How can I get it more accurate?
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