Video 187 Restoration of Lancaster NX611 Year 6. Fins fitted to NX611, RR Merlin Block assembly
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- Опубликовано: 3 мар 2023
- Brad and Gary working on RR Merlin. Dave 2 and 3 plus Norman assemble the fin on the tail plane of Lancaster NX611 at Lincolnshire Aviation Heritage Centre.
You Tube video
Brad and Martin on RR Merlin Cylinder and Cylinder Head. Check out and click on the link below. Lockdown Video 17
• Lockdown Video 17 -- ... 
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I'm trying to imagine myself helping put the tails on a Lancaster and how much fun it would be to tell my friends. OMG , you won't believe what I did today. That place is a bucket list of joy
Cheers Stu.
Thank you Neville for another intersting update with progress on the Merlin reassembly and the Tail fin fitment.
Cheers John.
what a wonderful watch,once again thank you.
Cheers Neil
A rare and wonderful sight.
Not every day a flight worthy Merlin gets reasembled.
I think they mentioned in another video that this isn’t flight ready, it’s only used for taxi runs.
Hi Trespire, Gary's right engine used only for taxying.
Good quality of the recording and good idea to have the voice-over. Well explained what is going on.👍
Cheers Jan.
Thank you, Neville and the whole crew, another great video.
Cheers Namer
Fiddly old things those Merlín blocks and heads, I’m glad I didn’t have to do any of those in my mechanic days! Thanks Neville!
Cheers Paul.
This is amazing!
How did they mass produce so many of these magnificent engines during WWII. Your mechanic obviously knows his job. 🇦🇺🇬🇧
Cheers Ken.
Thankyou once again Neville for another very interesting video.Without you we would be missing so much,take care.
Cheers Mike.
Kind of amazing that so few bolts hold all the critical pieces together. 8 bolts here, 4 bolts there.
Cheers ajg617.
Very interesting, well shot thanks Neville 👍
Cheers David.
Really interesting. You're all doing a great job for aviation history. Thanks a lot.
Cheers Colin.
Thanks a lot. I study the design of aircraft and engines from your films!
Hi Sergey, I would think that to be dangerous.😊
Thanks again Neville.... yet another fascinating video.
Cheers Adrian.
Love to see her coming back together. Cheers Neville
Cheers Luke.
Looking better and better!
The Merlin is certainly not an easy engine to work on...
Surprisingly easy actually…everything is massive!
146,000 built you would get the knack of it I think. It was for an aero engine a very reliable engine. Packard built 55,000 the rest built in the UK. The Packard built one’s forced changes to design slightly to allow their mass production machinery to work their wonders. Used in the Lancaster, Spitfire, Halifax, Hurricane, Battle, Defiant, Whitley, Mosquito, Hornet, York, Lincoln and North American Mustang. Also used in tanks it was called the Meteor and smaller version with fewer cylinders was called the meteorite a cut down V8 version of the Merlin V12 design.
Thanks for another interesting video Neville
Cheers Gary
Thanks Neville. Good to see the reassembly of the merlin. Very tricky and intricate work indeed but in good hands with Brad and Garry. Also nice to see the fins on the tail plane being reassembled as well. Its lovely to see the boys getting her ready for the busy season ahead there at the centre. Cannot wait to see her taxiing again soon. Cheers for another interesting update Neville and best wishes to you and also to the guys there at East Kirkby. 👍
Thanks Andy.
Interesting watching the Merlin reassembly. I’m sure it would be much easier to lower the block if the engine could be rotated so that the block is descending vertically onto the pistons rather than at an angle. It would mean buying or making a suitable jig.
Even more considering how many Merlin’s the have for maintenance job, either from the Lanc or the Mossie.
Good idea.
We’ve done straight drops before but it doesn’t really make a huge difference.
If the engine could be flipped upside-down maybe the pistons and rods could be fitted in the cylinders, the cylinders bolted to the engine block and then each single piston and rod lifted to be bolted to the crankshaft.
I was thinking that too.
Thanks Neville, informative and interesting as always.
Cheers Kevin.
The knowledge is amazing.
Nice change Nev, from airframe to engine....👌
Thanks Alan.
Proper job lads! Well done and thank you.
Cheers N1611n.
Great video as always Neville just Jane is coming along nicely ready for her 2023 season the Merlin engine is not just a good looking engine but the sound is just outstanding one sounds good but when you get four 😮 can’t wait to see just Jane this year
Cheers Simon.
Hi Neville . As always, another educational presentation that frankly leaves me /us in awe of what it takes to keep ,maintain these engines in tip top condition . I can only hope or conclude that should an engine require this attention in active wartime conditions the engine would be returned to the makers or approved repair stations out of combat war zones . Thanks Neville and thankyou Brad and Garry.
Cheers John.
I know you're far from finished, but the guys are really getting things done and it looks like you could finish ahead of schedule 👍
Fingers crossed Charles.
Beautiful work to see, for sure ! Not to take anything away from present company, it would seem there is a discussion missing about how this was done during WWII when 50,000 or more of these engines were made, and presumably, time was of the essence.
Hi HH, The Merlin for Lancaster Left the factory as unit complete with radiators and engine bearers. If the engine failed in the 1940s at an RAF Airfield and unbaled to be fixed quickly it was removed from the Lancaster as a unit complete with radiators an engine bearers and a replaced with new or recondition Unit..
@@nevillewheeldon1693 That makes sense. Still begs the question of how it was done in the factory ? Thank you.
@@happyhome41 I don't suppose it was very different apart from some better ring clamps. Don't forget the guys and probably girls were doing this part of the assembly day in day out, giving them the experience to do it in quick time. Brad and co only do this once or twice a year so are bound to be a bit more cautious doing it. Plus the fact of the cost these days of a broken ring must be very painful on the budget!
Nice one bro am looking forward to them getting it fired up unless it's a spare. Safe travels
Hi Ken, it's a spare till next year.
Another excellent video Neville
Cheers Charles.
Thanks for a great video Neville. I would love to have watched this with my late father who was an engine fitter on Merlins with 229 Sqdn with Hurricanes. Not sure this would have been a job that could be done in the field but I bet it was sometime! Also good to see my former colleague at the refinery Gary getting his hands dirty - only joking Gary, hope to meet up with you again at EK this year.
Cheers Ian.
Is it my imagination but are they fitting those pistons dry, if so I've never seen that before or done it myself. Wonder how quickly it was done in the factory ?
Hi Neal, I will ask Brad and get back to you.
Neville, you wizard, you!!! Absolutely a fantastic job. Sticking with the tedious job and not just showing a before and after shot. You have given much credit to Brad and Garry, and the skill required. One question I do have: How long did it take, and what would be considered normal time for both the Rolls Royce method and the Packard method? Most enjoyable Neville!!!!!
Thanks Ed. How long did it take , about 1 hour some time was lost with a faulty Ring Clamp. No idea what is considered normal time and the same goes with the Packard method. But I will ask Brad.
I have a letter from Les White who was the head Merlin mechanic at 35Sqn Linton in which he details how they found an internal coolant leak on my father in law's Halifax around 10am. They had the cylinder block replaced by 15.30 including r & r all the cowlings ready for a half hour test flight followed by an op that evening. The incentive was that my father in law was the squadron leader that night so they pulled out all the stops to make sure he could go.
Interesting that the Merlin is so difficult to assemble, my first time seeing an assembly. Would have thought it would be simpler as this engine was being built during the war, so speed of building them for battle would be needed. Engineering was unique.
Merlin engines are amazing power houses.I would think it much easier to put the heads on before the crankshaft and piston/rod assembly is installed .By rotating the block upside down and installing the piston/rods assembly one at a time and then the crankshaft as is common in normal engine assembly.Tho I confess I didn’t watch any of the video before the engine assembly or after it was done,so there might be some explanations for why the engine was assembled that way. Either way Great job on the whole project.
Hi Timothy, this was not a complete rebuild. The block had to come off due to a problem with the long studs, the crank shaft was not dismantled.
Even the full reassembly procedure as prescribed by Rolls says to drop the cylinder blocks on after the bottom end is assembled. Trust me - this is the way to do it 😉
Thanks, Nev.
Cheers Malcolm.
Is this the same procedure Rolls Royce used to build these engines? Seems very slow and tedious. My compliments to the guys assembling this engine on their patience.
This question went through my mind too. It looks a very tedious and painstaking job and perhaps the vast quantity of labour available meant that a good through-put could be achieved, especially with accrued experience and possibly encouraged by piece-rate working. It was also interesting to hear of the different assembly processes used by Rolls Royce and Packards. My father encountered both types during the war and he said he much preferred working on Packards because the cabling was PVC-insulated - presumably the Rolls engines were wired with the rubber and-cotton insulated cables.
Brad gave this answer to Outlawflyer78 comment.
Bradley Winder
3 days ago
I guess doing it “day in day out” they’d get pretty quick at dropping the blocks on. On a good day it’ll take us an hour per bank. I’m sure they’d be able to do it much quicker.
I once worked a lot on Honda CBX sixes I stopped using ring clamps as by mistake I Angled One Piston ,with the ring gap on the higher side of the piston and just pressed in the ring from the opposite side and the cylinder just by force of gravity came down was rather a lot faster and more controlled...stopped using clamps after that....
Thanks for that Kim.
You’ve got to have a lot of patience working on those engines.
Cheers William.
Fascinating stuff, I couldn't see a gasket. Was it on the bottom of the block?
There are o-rings which fit round the cylinder liners - they are not visible in the video but we did fit them! No gaskets.
Hi Tez, RR Merlin's use O rings on the liners no gaskets. Check out this video, Lockdown Video 17 or click on this link.--ruclips.net/video/WiwAe6aK77E/видео.html
Hi , I understand , you said this engine rebuild is not for use ( flying ) etc , but to taxi , please can you tell me what would need to be done to it to certify it differently for flying use ? many thanks Tim.
On a lighter note this reminded me that newly promoted squadron leaders were said to have acquired a scaper ring. Does anyone know if this still applies in our RAF?
Where did Brad learn his trade seems very knowledgable for his years ex rolls Royce ?
mabey a honda k swap with big garrett turbos, for the old RR engines. a fine substitute no doubt?
Not that I've ever worked on an RR Merlin, but wouldn't some kinda cradle that turns the crankcase to one side, so that the block is coming down vertically on the studs make it easier, or is that block lowering device holding it in position and would make no difference ?
Hi Brian, this is what Brad had to say to a Comment from Patriot to The Core-----Bradley Winder
5 days ago
We’ve done straight drops before but it doesn’t really make a huge difference.
@@nevillewheeldon1693 Thank you for asking Neville. Looking forward to the next video
Why can you not load each piston and connecting rod individually in through the top of the cylinder and then attach to the crankshaft like a conventional automotive engine? Are the heads not removable from the cylinders? Are the connecting rods two-piece Bolts and cap at the crankshaft? Is there a engine Pan that allows access to the crankshaft from the bottom? Even with the clamps this is a difficult procedure to load all the Pistons at once
If only Rolls-Royce had thought of that! They wrote the manuals the way they did for a reason so we’ll stick to how they said to assemble the engine that they designed and built.
@@BradleyWinder96 can't you answer the question are the heads not removable from the block? Armchair quarterback you don't even know what a cylinder head and a block is
@@captainaxle438 the head is removable from the skirt yes but can only be done once the cylinder blocks are removed from the crankcase. But don’t take my word for it!
Hi Nev, My first ever comment. I know Rolls-Royce and your guy's are great engineers but Would it be easier and safer for the piston rings if the pistons and con rods were fitted to the cylinders first and then lowered down and tighten the big ends to the crankshaft. I know this means taking the sump off. Really enjoy your videos. Keep it up.
Hi Ray, I know Brad does it to the RR book.
If they had to do it this way all the time, I don't see how the heck they mass produce them.
I guess doing it “day in day out” they’d get pretty quick at dropping the blocks on. On a good day it’ll take us an hour per bank. I’m sure they’d be able to do it much quicker.
Блок цилиндров чугунный, что ли?
We used to have an engine rotation stand on 8 squadron for RR Griffons but always did half life servicing with the ECU still in the power plant just the same. We always had all ring clamps on for protection and same issue with them pinging off. Packard method better than RR, less pistons moving freely when turning engine.
Cheers Richard
Ah…but the engine has Rolls Royce written on the top of it so we’ll keep using the Rolls method 😊
@@BradleyWinder96 I don't recall an RAF AP procedure we adhered to just used common engineering sense to minimise risk.