1946 bc12d s/n 8886

[Scott]

1946 BC12D S/N 8886 A65 Continental

I purchased this aircraft over the phone in 1984 with the intention of rebuilding it. The wings had been removed for storage in the seller's basement. I trailered it home and soon realized it was actually in reasonable shape, so I replaced the windshield, checked conformance on all Ad's etc., did a few fabric repairs, put on some new tires and flew it on wheels and skis until 1989, about 150 hours.

In 1989 I started the restoration but career changes, kids, and moves back and forth across the country (Canada) means not much progress until now. Now the kids are away at school and it's time to get to work.

These are scans of photos taken beck then. The more recent photos I have are of boxes of parts!

[TimHicks]

Re: 1946 bc12d s/n 8886

Wow. Cool story. Good looking ship.

[Scott]

Re: 1946 bc12d s/n 8886

Some progress has been made, both on the restoration and my blogging ability (an activity to which I was happily uninformed until today).
I've posted some updates and photos here: http://c-fclr.blogspot.ca/

[mike lutz]

Re: 1946 bc12d s/n 8886

Looking good Scott.Nice work,hang in there,it will all come together one day and be worth it.

[M Towsley]

Re: 1946 bc12d s/n 8886

I dislike commenting on a registry thread but you did a good job with your blog and posting pictures.

Looks like it is coming along well. Someone really cut a lot of holes in your instrument panel and also cut the tops off of your control yokes. Things that can be replaced relatively easily. Best of luck and keep posting stuff here.

[Pearson]

Re: 1946 bc12d s/n 8886

Scot,

I like the layout of your blog. I have a blog on BlogSpot also. I chose the same layout as you. If you are interested, you can see it at 63nova.blogspot.com. It is about a Chevy Nova that I am restoring.

Also, if you are interested I have four chromed cylinders that have been completely reworked by Brown Aviation in Tulsa, Oklahoma. They have all sorts of new parts. I need a grand each for them.

[Scott]

Re: 1946 bc12d s/n 8886

Thanks Richard
Nice job on your blog, I picked up some pointers!
I've rebuilt some small blocks in my time and painted one or two cars. I admire your fortitude in restoring the body... "rust never sleeps."

I think I'm good re cylinders. I have 4 valves left to touch up and two cylinder bores to de-glaze. Based on what I've seen so far I'm not expecting any issues but I'll keep your offer in mind. I may need a couple of rockers but everything else is in really good shape. Once the remaining valve lapping and honing is done, i plan to conversion coat the heads, finish cleaning and repaint the crank case, replace the crank seal, and then ready for reassembly. Probably won't happen for a month or two because it's just too cold to work in my hangar at the moment!

[Pearson]

Re: 1946 bc12d s/n 8886

Scott,

I suggest checking your cylinders for out of round. As you may very well know, the back and forth horizontal travel of the pistons will cause the bore of the cylinder to wear more on the side toward the bottom of the engine. You need an inside micrometer to check this. You have to compare the diameter of the bore vertically with the diameter horizontally in the part of the cylinder where the piston normally travels. I forget the maximum allowance, but I know it isn't much, maybe a couple of thousands. Any more than that and you will never get as much compression as you will with a perfectly round bore. The engine will also use a little oil. You can't expect a round piston ring to seal off in an egg shaped cylinder bore. If you don't have, or can't borrow, a set of inside mics, take them to a machine shop. If they charge you anything at all to measure them, I am sure it wouldn't be much. But whatever you do, don't let an automotive machine shop work on your aircraft cylinders.

[Scott]

Re: 1946 bc12d s/n 8886

Thanks Richard
I have a set of telescoping guages my dad gave me long, long ago. They are partcularily good for evaluating cylinders as they can be used as go/no-go gauges.

The cylinder wear was the first thing I checked as I removed them (determined that they are .015 over before I could read it on the pistons), along with looking for cracks around the spark plug inserts and exhaust valve seats as these would be the most probable showstoppers. Checked again with dye penetrant after soda blasting. I have the A65 overhaul manual (on micro fiche!) and the cylinders are well within the service limits.

It's a long time since I did a top on an aircraft engine, but the truly great thing about these engines is they're delightfully simple. I'm happy to be able to put in the sweat equity and return good components to service. I was thinking about this at OSH while I was looking at the proposed next generation of engines for certified GA aircraft. I would guess that the notion of field repairs is not on the manufactures' agenda.

[Scott]

Re: 1946 bc12d s/n 8886

Good day all.
I've updated my blog http://c-fclr.blogspot.ca/ with the slow progress to date. Everything takes longer than you'd hope! Plus I've been doing quite a bit of traveling, not to mention bathroom renos, and of course work tends to get in the way too!

hope to make progress on the wings next.

[Jim Hartley]

Re: 1946 bc12d s/n 8886

I viewed your blog Scott. Nice work. It will be first class when completed I am sure.

Jim