Lycoming 0-145

[Rodney Zapf]

I am new to this forum. I have a 1941 Aeronca Chief LB powered by a Lycoming 0-145 engine. I have recently blown a head gasket on one of the cylinders. I am having trouble finding the parts I need but have been referred to this web site for help--HELP? Rod Zapf

[Dudley]

Welcome Rod,

Others will chime in on the technical question you asked. At least one 65LB and possibly others were purchased by the Army directly out of the civilian production line. They had the Lyc 0-145-B1, B2, or B3 engines. If yours has serial # L-1018 or higher it may be a legitimate Army L-3G. Do you know the early history of your aircraft? If yours is not in that group I apologize for making you salivate.

Dudley

[Dan1940Chief]

Welcome Rod,

Others will chime in on the technical question you asked. At least one 65LB and possibly others were purchased by the Army directly out of the civilian production line. They had the Lyc 0-145-B1, B2, or B3 engines. If yours has serial # L-1018 or higher it may be a legitimate Army L-3G. Do you know the early history of your aircraft? If yours is not in that group I apologize for making you salivate.

Dudley

Hmmmm....

Mine is Serial # L-7480 with the stock, original engine (#1010).

[Dudley]

Hi Dan,

My source is Type Certificate Data Sheet No. A-702 section III. It does not mention how many aircraft were included in this designation nor the actual serial numbers. Jane's All the Worlds Aircraft 1945-6 also notes the 65LB as a L-3G but does not mention number of aircraft either. If I recall correctly Wikipedia indicates there were four L-3G's but I can not yet back up that number with another source. I suspect that serial numbers around 1942 would be the end of the line as the L-3 line was deemed obsolete early in the war.

Dudley

[roberd42]

I have a very leaky prop(crank) seal on my Lyc O-145. I'm on the hunt for one. Word is that Lycoming is manufacturing gasket/seal kits for the O-145. I also have another possible lead. If anyone has any information on where to find one, please let me know.

[Roger Anderson]

Long time ago, when I had a '39 Chief and the O-145, the crankshaft seal was frequently a problem, leaking a fine oil mist. I replaced it several times and it would leak again soon it seemed. Fortunately seals were still available at what was El Reno Aviation then. If you can find one seal, you might try for two. It's a split type seal.

[roberd42]

My A&P called El Reno and they told him that they wished they had prop seals as there had been many calls for them but, unfortunately, they don't have any remaining. Thanks for the input though. When I do find one, I am going to try to perform the Lycoming service bulletin to clean/polish the crank in the seal area to minimize failure. They engine only has 250 hrs since OH and the leak has been getting larger as time continues. Now, I can only fly an hour or so with often throttle changes before I have to stop and clean the windshield and the cowling is oiled up around the prop to the point that it runs down the cowling.

[SFC Hiatt]

Rodney, try Brown Aviation in Tulsa Oklahoma (918) 836-7220. If he doesn't have it he will know who does. He just did some cylinders for me and when I was in his shop he literally had everything not to mention he has been in the overhaul business for over 35 years.

Chris Hiatt
FYI, the won't know me they will only remember Ed Jones if you reference the cylinders he just completed for us.

[Rodney Zapf]

I got my parts from Henry Crowder (405) 262 5191 and have my 41 chief back in the air.Yesterday I had the satisfaction of getting off the ground in less than 500 feet with front tank full of fuel, 230 lbs in the cockpit, and nearly 100 degrees showing on the outside thermo. I flew the aircraft from Compton (CA.) to Corona and back in just over 1 hour and was extremely happy with the performance I got out of that little 0-145. I am currently turning a Sensenich 36" prop and have just ordered a new 32" Sensenich in order to obtain a little better climb. The engine starts easily (after learning or I should say reading the starting instructions)takes about one or two hand cranks. The 0-145 doesn't like a lot of fuel on start, a couple pumps of the primer and the rest is easy. After start, the idle settles down to a nice 600 rpm, is quite responsive (for an 0-145 lyc.) never seems to miss a beat, burns very little oil (I have not noticed a drop since putting the original oil in after the total rebuild) and just runs it's little heart out cruising at 2400 rpm's/72mph, burning around 5 gal. per hour. Rod

[Dan1940Chief]

After start, the idle settles down to a nice 600 rpm, is quite responsive (for an 0-145 lyc.) never seems to miss a beat, burns very little oil (I have not noticed a drop since putting the original oil in after the total rebuild) and just runs it's little heart out cruising at 2400 rpm's/72mph, burning around 5 gal. per hour. Rod

I've been very pleased with fuel and oil consumption. Fuel burn averages 3.5/hour at 2300-2400 RPM, oil consumptions is a very slight leak from a return tube that may be an ounce an hour....

Performance? Well, that's relative...

[Rodney Zapf]

After start, the idle settles down to a nice 600 rpm, is quite responsive (for an 0-145 lyc.) never seems to miss a beat, burns very little oil (I have not noticed a drop since putting the original oil in after the total rebuild) and just runs it's little heart out cruising at 2400 rpm's/72mph, burning around 5 gal. per hour. Rod

I've been very pleased with fuel and oil consumption. Fuel burn averages 3.5/hour at 2300-2400 RPM, oil consumptions is a very slight leak from a return tube that may be an ounce an hour....

Performance? Well, that's relative...

My 1 hour check (to Corona and back to Compton included taxi time(not included in the one hour check and run-up) included two take-offs and climbs to 3000 feet. I may get this down to 3.5 in straight and level flight for a one hour check. What pitch prop are you working with?

[Dan1940Chief]

My 1 hour check (to Corona and back to Compton included taxi time(not included in the one hour check and run-up) included two take-offs and climbs to 3000 feet. I may get this down to 3.5 in straight and level flight for a one hour check. What pitch prop are you working with?

I don't know off hand, I will have to look it up!

I'm fairly certain it's NOT a climb prop!!!!

[Rodney Zapf]

My 1 hour check (to Corona and back to Compton included taxi time(not included in the one hour check and run-up) included two take-offs and climbs to 3000 feet. I may get this down to 3.5 in straight and level flight for a one hour check. What pitch prop are you working with?

I don't know off hand, I will have to look it up!

I'm fairly certain it's NOT a climb prop!!!!

My guess is that it will be a 34" pitch. I don't think we will ever find a prop that we could classify as a good "climb" prop with the 0-145 engine. It just doesn't have a lot of "beans", but I love it! Rod

[Roger Anderson]

:[/quote] My 1 hour check (to Corona and back to Compton included taxi time(not included in the one hour check and run-up) included two take-offs and climbs to 3000 feet. I may get this down to 3.5 in straight and level flight for a one hour check. What pitch prop are you working with?[/quote]


I'm a former Compton airport guy from way back when. My first dual was in a Porterfield out of there in '58 I believe. Compton Air College was still the big operator there with a huge fleet of J3s. My dad had his C3 tied down there. Later, mid '70s we were there with our 7DC tied down and I was a controller at LGB. Big block wall had been built around the airport by then. Still had a narrow paved strip for taking off and a wide dirt area for landing. roger

[Rodney Zapf]

:

My 1 hour check (to Corona and back to Compton included taxi time(not included in the one hour check and run-up) included two take-offs and climbs to 3000 feet. I may get this down to 3.5 in straight and level flight for a one hour check. What pitch prop are you working with?[/quote]


I'm a former Compton airport guy from way back when. My first dual was in a Porterfield out of there in '58 I believe. Compton Air College was still the big operator there with a huge fleet of J3s. My dad had his C3 tied down there. Later, mid '70s we were there with our 7DC tied down and I was a controller at LGB. Big block wall had been built around the airport by then. Still had a narrow paved strip for taking off and a wide dirt area for landing. roger


[/quote]
Compton now has 2 runways 4000 feet long and is still bordered by stone blocks on 3 sides and fencing on the street side(Alondra). The hard surfaces around the hangars and adjacent to the taxi-ways is about 3/4ths done. I have been told that the cost has been set at around 8 million dollars of Obamamoney. In the mean time, I paid nearly 800 dollars a month over a period of 5 months for a hangar I could not use. I will say however, Compton is still the best kept secret in the south bay, may it never get a control tower. Rod