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Teledyne Continental all position engine stand
- Thread starter Syaminab
- Start date
Start with knowing the requirements of what they want/need.
I'd start with knowing the maximum weight requirements. You'll also need to know how many points of attachment are possible.
Curious though... stuff like this is commonly available. Is something custom needed?
I'd start with knowing the maximum weight requirements. You'll also need to know how many points of attachment are possible.
Curious though... stuff like this is commonly available. Is something custom needed?
Fellow machinist, I have been requested to build an all position engine stand for aircraft engine assembly. All suggestions appreciated.
No special requirements, where are they available? Spruce?
I built some rotating engine stands for a bus company about 20 years ago where I used to work. Floor flange was about 2' wide, 3' long and 1" thick. 6" x 12" heavy wall tubing as the upright with a 6" OD pipe on top. A 4-1/2" pipe fit on the inside ( one welded collar and one removable) with a hand driven gear drive to rotate the 6 cylinder diesel engine.
If you can't find the exact gear ratio drive you need, you could always alter the gearing with a heavy motorcycle chain and sprocket.
Jeff
If you can't find the exact gear ratio drive you need, you could always alter the gearing with a heavy motorcycle chain and sprocket.
Jeff
My experience is that stands for light aircraft engines hold the engine in a vertical position. Your post mentions "all position" so are you thinking of an automotive type of horizontal rotating stand? I have seen where home builders have fashioned a horizontal stand by adapting a common automotive engine stand so that it will accommodate the aircraft style of mount. The problem I see is that a lot of work on smaller engines (say 100-250 HP) is on the back of the engine: magnetos, vacuum pumps, generators, starters, etc. The automotive style of stand greatly restricts access to this part of the engine. The vertical version leaves this area wide open, (but you may have to stand on a step stool.)
I believe that the engine manufacturers all caution not to support the engine by the prop flange in a horizontal position. If you are going to work on the engine in a horizontal position, it needs to be supported by the engine mounts.
The typical aircraft engine overhaul stand looks like a heavy duty tripod with a flat surface on the top which is bored and drilled to dock with the propeller flange on the engine crank. The engine is held in a vertical position. It is pretty easy for such a stand to accommodate a number of engine sizes because it is easy to adapt to the various bolt circle patterns on different engines. This type of stand is used for major tear downs and rebuilds since it the crank is mounted to the stand and the engine is assembled around the crank. TC gasoline engines (as well as the competition) have a split crankcase which has to be assembled around the crank. The rods are mounted to the crank before the case is assembled, so you have to be able to reliably support the crank during the early stages of assembly. Aircraft Spruce sells one that will fit both TC and Lycoming engines. http://www.aircraftspruce.com/catalog/topages/enginestand.php Here is a link to a well documented home design and build, along with some mounting dimensions http://cootlog.net/?p=107 I am sure there are others. Try a Google search or look through an issue of Trade-A-Plane.
I recommend that you get the requester to define exactly what they are trying to do, and which engine sizes need to be accommodated. If they want a horizontal version, I think you want to make sure they understand the issues before you go ahead.
Terry S.
I believe that the engine manufacturers all caution not to support the engine by the prop flange in a horizontal position. If you are going to work on the engine in a horizontal position, it needs to be supported by the engine mounts.
The typical aircraft engine overhaul stand looks like a heavy duty tripod with a flat surface on the top which is bored and drilled to dock with the propeller flange on the engine crank. The engine is held in a vertical position. It is pretty easy for such a stand to accommodate a number of engine sizes because it is easy to adapt to the various bolt circle patterns on different engines. This type of stand is used for major tear downs and rebuilds since it the crank is mounted to the stand and the engine is assembled around the crank. TC gasoline engines (as well as the competition) have a split crankcase which has to be assembled around the crank. The rods are mounted to the crank before the case is assembled, so you have to be able to reliably support the crank during the early stages of assembly. Aircraft Spruce sells one that will fit both TC and Lycoming engines. http://www.aircraftspruce.com/catalog/topages/enginestand.php Here is a link to a well documented home design and build, along with some mounting dimensions http://cootlog.net/?p=107 I am sure there are others. Try a Google search or look through an issue of Trade-A-Plane.
I recommend that you get the requester to define exactly what they are trying to do, and which engine sizes need to be accommodated. If they want a horizontal version, I think you want to make sure they understand the issues before you go ahead.
Terry S.
B
Bill Gruby
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The very first thing (emphasis on very first) is to go back to Continental or whomever contacted you and get all the info you can on what they need. ------ "Billy G'
I urge caution as you proceed. Aircraft engines are actually very fragile when not properly supported. You want to insure that the system that you design will work and support the engine preperly during the entire rebuild. A cracked crancase or damaged cylinder block is an expensive error and since you made the stand you are liable. It's funny how a freind saving a buck turns into an adversary when a 15,000 engine is in the mix. Definately not trying to discourage you in any way, but proceed carefully to avoid losing a freind in the future. I learned a very similar lesson the hard way, and it was not pleasant at all.
Bob
Bob
Here is my first approach, which leaves the Engine Vertical, but can be set horizontally if needed. Please comment the approach. The discs on the sides are for locking into position, the vertical oriented disc is to fix the crank by the propeller coupling. Reinforcements are not shown but will be there, All is done in the strongest pipe available here.
