Getting Started in 2013, Part #2, Group numbering system

Builders,

I have a numbering system that I use for the engine parts that counts every single piece in the flight engine, and puts them in groups that make sense for builders getting organized to build their engines. In this series, I will introduce this nomenclature I use to keep track of in-house production engine to people building at home. When you see a little bit of how its organized, it will make a lot of sense. I am going to bring it in on each segment, and pause to discuss how it works as a system. I have had it for several years, and long-term I would like to integrate it into how builders plan out a build. Later on I will show you the critical path chart that works with it and a decision tree, but for now, lets look at the building block with the crank system as a “Group.”

I have the Flight engine broken down into 38 “Groups” Numbered from Group 1000 (Crankshaft) to Group 3800 (Carbs). As you look at the numbers below, note that all the numbers in the Crank Group (1000) fall between 1000 and 1099. Now, you don’t need 99 part numbers for crank things, I am just keeping a natural spacing. The next group in line is Camshaft Group (1100). We will get to that next. But for now, see how every part in the crank system is accounted for. Note that the rod and Main bearings are in this group because they are dependant on is the crank is new (standard bearings) or Reground (.010″ Bearings etc.) The list can function as a checklist for a builder getting everything ready for an assembly, or one just planning a very careful budget. In about a second, someone will kindly suggest an excel spread sheet, but keep in mind I am a real Troglodyte, and a sheet to me belongs on a bead and an attachment is something I have for my dog. For right now, lets keep the focus on the parts and system, and if individuals want to organize it a little later, that’s fine. There is a lot of later growth potential in the system, where we make short you tube videos for each section, etc, but for now, lets remember that the goal is to build an engine.

Crank group (1000)

1000- Crank (8409 GM or Weseman new Billet)

1001- Crank gear

1002- Crank gear key

1003- Crank gear gasket

1004- Rear keys -2-

1005- Fuel pump eccentric

1006- Spacer

1007- Bronze distributor drive gear

1008- Oil slinger

1009- Main bearings

1010- Connecting rod bearings

After a builder gets all the stuff organized, he can check off  Group 1000 and move forward. To assemble a case, you need to have Groups 1000, 1100 and 1200 (Case) and we will get there shortly. If a builder has a specific question about a part, ask away, we will be able to refer to them by specific number. Notice how number 1009 doesn’t stand for a specific brand or size bearing. Today, the recommended main bearing is Clevite, and the size again, depends on the crank size. If next year there is a different bearing that testing shows to be better, then we can reference this in an update of the single 1009 number, but 1009 will always stand for the main bearings. Keep in mind that the goal is to give an overview of building the engine, and this little post is already 600 words. I have very detailed notes for every single part number, but I want builders to take in the big picture for right now. My flight instructor was very fond of saying “WAKE UP, IT’S TOMMOROW!” any time he caught you daydreaming in the cockpit. Same applies to making a plan for getting your own personal engine to advance.

If you’re looking at shipping your core crank out by Saturday, pull it out of the engine and get going. If you have a small gear puller you can remove 1005, 1006, 1007 and 1008 in one shot. Let the pro who is doing the crank take the 1001 gear off. Get a plastic bag, a few feet of old carpet, a strong cardboard box and a roll of shipping tape and get it wrapped up. What you do this week makes a difference on whether your working or watching at CC#25.-ww

 

About William Wynne
I have been continuously building, testing and flying Corvair engines since 1989. Information, parts and components that we developed and tested are now flying on several hundred Corvair powered aircraft. I earned a Bachelor of Science in Professional Aeronautics and an A&P license from Embry-Riddle Aeronautical University, and have a proven 20 year track record of effectively teaching homebuilders how to create and fly their own Corvair powered planes. Much of this is chronicled at www.FlyCorvair.com and in more than 50 magazine articles.

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