Thanks Continental for allowing us to see your factory. There's an excellent chance that I'll never buy one of your engines as I don't fly but always nice to see high quality manufacturing by people who care ! Thanks again for the tour.
Very interesting video, thank you for posting it. I haven't seen a Lycoming engine since we worked on them in our A&P school back in the early 80s. It was very interesting to see cylinder honing by hand as shown here. We had a machine attached overhead with spring loading, you held a handle on each side of the honing device and moved it in and out of the cylinder as it rotated inside of the cylinder.
Fantastic video, wish I could have taken some video when I was there. Glad to see they are easing up on the rules a little. I think letting aircraft owners and pilots see this information is better to help understand what goes into an engine like this.
@@williamcaicedo461 I had a subscription to the manuals at Continental.aero. All the support documentation is located there. continental.aero/support/maintenance-manuals.aspx
Nice engine, I'm a automotive mechanic who later became an airplane mechanic. Those airplane piston engines are way easier to work on compared to automotive engines. Airplane piston engines are base and easy to work on.
Continental's newly designed 180 hp Prime IO-370-D3A engine has roller cams, but not the other Continental engines. I suspect that it's not as critical in the other engines because the cam is at the bottom of the engine with lots of oil vs. the Lycoming design.
You showed the man lapping the valves to the seats but where is the valve seat grinder? I hope they dont pound in valve seats and just lap in valves . Lapping compound wont wash with me.
@@SocialFlight I didnt think they would skip that step, but in the room where they service and assemble the heads there was no valve or valve seat grinding machine. Thanks for the reply
AVIC Chinese government ownership, out of control engine and parts prices. We purchased a $50k factory rebuilt engine, the overhauled alternator never worked right, but when it finally failed due to internal short, Continental wouldn't replace it because it was out of warranty. These "amazing engines" are obsolete technology, suffer premature failures if not babied, use air cooling instead of modern liquid cooling, have no ECU, no EFI, nor any other common modern auto tech. These engines are like WWII radials: pricy boutique-produced antiques. We could do so much better.
@@JoeLucero-r5l You observe correctly, several companies have already followed your suggestion and are building better, more modern aero engines. I thank you for the opportunity to list some of the newest and best tech engines now available. Most of these engines use redundant ECU and EFI systems to protect engines, ensure long life and reduce pilot workload. They use new metallurgy, contemporary technology and are computer designed. Some utilize proven contemporary automotive designs. Here is a short sampling of companies who now do what you suggested: Rotax has reliable certified auto gas engines in the 80-162 HP class. Delta Hawk is now offering certified 180-235 HP TDI engines. Lycoming builds a number of affordable auto-gas fueled engines. Austro engines produces a range of Mercedes-based Jet-A-fueled piston engines. In the US, pending FAA approval of revamped light sport certification standards under MOSAIC open the door to use engines produced by Aero Momentum, 100-300 HP UL 260 series engines from Argo Aero. EPA Power of Italy produces a 100 HP -- 300 HP line of aero engines. US-based Gemini Diesel makes a line of aerodiesels in the 100 HP -- 300 HP range. Adept Airmotive of South Africa produces a range of 100 HP -- 300 HP engines based on racing engine designs and blocks. Small turboprops are now also becoming available; PBS Aerospace, a maker of small turbojets for sailplanes and gliders in the Czech Republic produces a 250 SHP turboprop engine. Competing with them is TurbAero, producing fuel-efficient turboprop engines in Australia. We can power General Aviation unrestricted by ancient technology AND without bowing to totalitarian regimes like the CCP, and that alone gives me hope.
What the world needs is a small turboprop that will put the 520/550 Continentals and the 540 Lycoming where they belong-with the OX-5’s, Wright Whirlwinds and Rangers on engine stands in museums.
I thought that what the World needs now...is Love...Sweet Love. It's the only thing that there's just too little of. Except for a small Turboprop in the 350 - 400 HP range. For the Museum, don't forget the Le Rhône rotary engines, the P&W R-4360 and R-2800. The Wright Turbo-Compound R-3350. The Rolls Royce Merlin, the Allison V-1710, the BMW 801 and the Daimler-Benz DB 605. All famous historical piston aircraft engines.
Interesting that engines used in general aviation are somewhat primitive in design and low in output relative to displacement compared to automotive engines. I'm assuming this is because reliability is paramount and as a result aviation engines are conservative in design?
Aircraft engines are designed with reliability as top concern. Engine failure in a car is an inconvenience. In an airplane it can be fatal. Plus aircraft engines run prolonged periods of time at a much higher power level than a car engine. A car engine may cruise at 40 of its 300 or more horsepower. An 300 horsepower aircraft engine cruises at 200-225 horsepower for hours on end for bulk of its life.
The only reason is because the cost to certify a new engine is enormous. It is much better for these engine manufacturers to keep selling the 1940s technology engine at insane prices (more than $50,000 each). If other competition comes, they would probably start making a better engine, but it's tough with the insane certification costs. There is no other reason than this. Not due to being conservative or some other reason people make up. This is the only reason.
@@heathbauerle2787 Continental recently changed their name to Continental Aerospace Technologies. I deal with them everyday as they took all of their warranty back in house and TSIO550K’s “EAT” cylinders!
That crank shaft was a work of art !
I don’t know how to build engines. But I greatly appreciate the discipline and skill that goes into these masterpieces. Awesome to look at too. LOL
This is what I'm talking about! Technical aspects of aviation is where it's at!
Where can I get the plans, or the 3D model, of this engine to see it in Solidworks?
Thanks Continental for allowing us to see your factory. There's an excellent chance that I'll never buy one of your engines as I don't fly but always nice to see high quality manufacturing by people who care ! Thanks again for the tour.
Where can I get the blueprints, or the 3D model, of this engine to see it in Solidworks?
Really cool video. As an air-cooled Porsche enthusiast, I'm interested in how similar their engines are.
Mooney PFM was a Porsche 3.2l engine.
Thanks for sharing, great video and insight into the facility.
Thank's for video! I need this now for repair my O-470. Super!
Regards, Bob. Kazakhstan. C-182
Very interesting video, thank you for posting it. I haven't seen a Lycoming engine since we worked on them in our A&P school back in the early 80s. It was very interesting to see cylinder honing by hand as shown here. We had a machine attached overhead with spring loading, you held a handle on each side of the honing device and moved it in and out of the cylinder as it rotated inside of the cylinder.
He wasn’t honing the cylinder, he was lapping the valves.
Thank you! Wonderful video
12 /27/2020
You stated that crankcases are forged and then you stated they were castings. Which is it : forged or cast?
Fantastic video, wish I could have taken some video when I was there. Glad to see they are easing up on the rules a little. I think letting aircraft owners and pilots see this information is better to help understand what goes into an engine like this.
Where can I get the plans, or the 3D model, of this engine to see it in Solidworks?
@@williamcaicedo461 I had a subscription to the manuals at Continental.aero. All the support documentation is located there. continental.aero/support/maintenance-manuals.aspx
How many threads are there on the steel barrel when it is screwed into the aluminum head.
Are these threads rolled or cut-?
Well done! 👍🏼
I see what looks to me like the IO550N cross flow engine near the end, I need a IO550N56B for my C206.
Wow, they literally make engines overthere
thank you and well done!
Since I live in Mobile, I guess I should get a plane with a Continental motor!
Continental is owned by The Communist Party of China, for that reason I own a Lycoming.
God bless you
Anyone know anything about the water cooled continentals? Are they any good?
Nice engine, I'm a automotive mechanic who later became an airplane mechanic. Those airplane piston engines are way easier to work on compared to automotive engines. Airplane piston engines are base and easy to work on.
Because they are 1940's technology.
Why not supporting/overhauling Continental O-300C engines ?
Where can I get the plans, or the 3D model, of this engine to see it in Solidworks?
more build please!
if anyone knows and you may not, what is the safer motor, the Continental or the Lycoming for GA aircraft motor?
Where can I get the blueprints, or the 3D model, of this engine to see it in Solidworks?
Clearly the Lycoming is safer since it is not tainted by Chinese ownership. Shame on Teledyne-Continental for this disgraceful situation.
does continental make a roller cam engine yet like the io-390.
Continental's newly designed 180 hp Prime IO-370-D3A engine has roller cams, but not the other Continental engines. I suspect that it's not as critical in the other engines because the cam is at the bottom of the engine with lots of oil vs. the Lycoming design.
Perfect vídeo, congratulations .
You showed the man lapping the valves to the seats but where is the valve seat grinder? I hope they dont pound in valve seats and just lap in valves . Lapping compound wont wash with me.
That’s just the last step in the process. We weren’t able to film every step in the process.
@@SocialFlight I didnt think they would skip that step, but in the room where they service and assemble the heads there was no valve or valve seat grinding machine. Thanks for the reply
AVIC Chinese government ownership, out of control engine and parts prices. We purchased a $50k factory rebuilt engine, the overhauled alternator never worked right, but when it finally failed due to internal short, Continental wouldn't replace it because it was out of warranty. These "amazing engines" are obsolete technology, suffer premature failures if not babied, use air cooling instead of modern liquid cooling, have no ECU, no EFI, nor any other common modern auto tech. These engines are like WWII radials: pricy boutique-produced antiques. We could do so much better.
The answer is simple, Start your own company and build a better engine, with all of the modern touches that you require.
@@JoeLucero-r5l You observe correctly, several companies have already followed your suggestion and are building better, more modern aero engines. I thank you for the opportunity to list some of the newest and best tech engines now available. Most of these engines use redundant ECU and EFI systems to protect engines, ensure long life and reduce pilot workload. They use new metallurgy, contemporary technology and are computer designed. Some utilize proven contemporary automotive designs.
Here is a short sampling of companies who now do what you suggested: Rotax has reliable certified auto gas engines in the 80-162 HP class. Delta Hawk is now offering certified 180-235 HP TDI engines. Lycoming builds a number of affordable auto-gas fueled engines. Austro engines produces a range of Mercedes-based Jet-A-fueled piston engines. In the US, pending FAA approval of revamped light sport certification standards under MOSAIC open the door to use engines produced by Aero Momentum, 100-300 HP UL 260 series engines from Argo Aero. EPA Power of Italy produces a 100 HP -- 300 HP line of aero engines. US-based Gemini Diesel makes a line of aerodiesels in the 100 HP -- 300 HP range. Adept Airmotive of South Africa produces a range of 100 HP -- 300 HP engines based on racing engine designs and blocks. Small turboprops are now also becoming available; PBS Aerospace, a maker of small turbojets for sailplanes and gliders in the Czech Republic produces a 250 SHP turboprop engine. Competing with them is TurbAero, producing fuel-efficient turboprop engines in Australia. We can power General Aviation unrestricted by ancient technology AND without bowing to totalitarian regimes like the CCP, and that alone gives me hope.
What would be the average turn around on a prop strike TSIO-360?
What the world needs is a small turboprop that will put the 520/550 Continentals and the 540 Lycoming where they belong-with the OX-5’s, Wright Whirlwinds and Rangers on engine stands in museums.
Where can I get the blueprints, or the 3D model, of this engine to see it in Solidworks?
I thought that what the World needs now...is Love...Sweet Love. It's the only thing that there's just too little of.
Except for a small Turboprop in the 350 - 400 HP range.
For the Museum, don't forget the Le Rhône rotary engines, the P&W R-4360 and R-2800. The Wright Turbo-Compound R-3350. The Rolls Royce Merlin, the Allison V-1710, the BMW 801 and the Daimler-Benz DB 605. All famous historical piston aircraft engines.
Interesting that engines used in general aviation are somewhat primitive in design and low in output relative to displacement compared to automotive engines. I'm assuming this is because reliability is paramount and as a result aviation engines are conservative in design?
Aircraft engines are designed with reliability as top concern. Engine failure in a car is an inconvenience. In an airplane it can be fatal.
Plus aircraft engines run prolonged periods of time at a much higher power level than a car engine. A car engine may cruise at 40 of its 300 or more horsepower. An 300 horsepower aircraft engine cruises at 200-225 horsepower for hours on end for bulk of its life.
Not the case, old technology because of cost to certify an engine.
The only reason is because the cost to certify a new engine is enormous. It is much better for these engine manufacturers to keep selling the 1940s technology engine at insane prices (more than $50,000 each). If other competition comes, they would probably start making a better engine, but it's tough with the insane certification costs.
There is no other reason than this. Not due to being conservative or some other reason people make up. This is the only reason.
Looks similiar to porsche air cooled engine
What's the gold finish on the engines?
Alodine
Might want to update this video with a tour of CAT’s new “Blue Marlin” facility.
Who is CAT? I'm thinking Caterpillar but I have a feeling I am wrong.
@@heathbauerle2787 Continental recently changed their name to Continental Aerospace Technologies. I deal with them everyday as they took all of their warranty back in house and TSIO550K’s “EAT” cylinders!
@@johnmerriman9355 Interesting.
Supply chain ie parts are made all over the place not at Continental.
I can't belive you don't grind off all the casting flash off the rods and shot peen them before balancing them, just basic hot rod stuff
Yah ' stroke it again . American Jigalow
Never mentioned it is owned by the Chinese!!
This is why you go to an engine place like this. Don't trust your life on a local airport fix...
*43*
It is So embarrassing these engines are still in use!
Lead fuel, inefficient, low time between overhaul and more expensive than an entire car!