Joe Moilanen wrote:Just curious George, Why couldn't you separate the gen/tach gasket in half to prelude removing the uneffected. Seems the gasket was made in one piece for simplicity in manufacture but must be a reason that I'm overlooking. Guess I just cannot see the reasoning.
Joe
Joe I'll assume your talking about the gasket found under the tach drive and the generator. The advice given is not to split this but to install a whole new gasket under the generator and the tack drive so that a oil leak won't accure.
The reason an oil leak might accure if you split the gasket is something you don't see unless you remove the generator and the gasket.
Then you would see that there are 2 holes through the accessory case that the oil pump gear bosses ride in. if you split the gasket one of these holes will nearly be uncovered. I'm sure that in some cases when the gasket was split the oil pressure was enough to push oil out causing a leak.
With the one piece gasket (as it came from TCM) the hole is more securley covered and held in place by both the tack drive housing and the generator.
BTW my engine had a spit gasket and didn't leak but it may be the exception.
CAUTION - My forum posts may be worth what you paid for them!
Bruce Fenstermacher, Past President, TIC170A
Email: brucefenster at gmail.com
I finally got the cable installed and it didn't fix the tach problem. So, I secured a "new" (to me) tach and it works wonderfully............
Some previous owner(s) replaced the tach & airspeed indicator in my ragwing with aftermarket units,instead of overhauling the original items. Sure wish they hadn't. Even if it was off a few hours from flight with a loaner,I'd rather have the original tach with the (almost) true hours recorded. Also rather have the stock tach & ASI for the factory color-coded limitation markings,and for that cool "original" look. My panel isn't strictly original,so it isn't that big a deal,but it is something I regret had been done. Maybe the original factor ain't no big deal to you,but it might be to the next "guardian" of your 170. FWIW
And before anyone gets on me about any other non-original items--gear legs,Cleveland brakes,radio's,paint schemes,etc-- IMHO an aftermarket tach is not an upgrade so why not just leave it original? Also,I would imagine that it's cheaper to overhaul the original tach than to buy a new (approved) tach.
Eric
Eric
Eric
Eric, it will cost you probably, but if you purchase an original tach thru an instrument shop, they can set the hour/odometer to any value you wish. You might wish to calculate current total time and have it done.
Also, any good instrument shop can re-face/re-screen your airspeed indicator to the original display.
'53 B-model N146YS SN:25713
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention. An originality nut (mostly) for the right reasons.
Mike; My tach did this same thing last year. My tach was original 1956 equipment so I figured it was time to replace it. I purchased a new mitchell "lighted" tach from Chief Aircraft and had my markings (yellow arc, green arc and red line) put onto it. The instrument was about $170 and the markings cost an additional $75 I beleive.
Joe Moilanen wrote:Just curious George, Why couldn't you separate the gen/tach gasket in half to prelude removing the uneffected. Seems the gasket was made in one piece for simplicity in manufacture but must be a reason that I'm overlooking. Guess I just cannot see the reasoning.
By the way, I'll go ahead and tell who the shops were that screwed up the job. At the North Las Vegas airport, the first shop that screwed up so many times was a genuine Cessna shop, Ron's Aircraft. When I complained about their sorry work (3 times incorrectly done) and told them I'd had to hire someone to completely re-do their work, they became defensive, accusatory, and only refunded part of my money. I'd never use them, no matter what. The second shop, that I believe wrecked my tach drive cable nut, improperly and secretly using a hose clamp to hide their work(and failed to replace the tach drive seal causing the oil to pump up behind my instrument panel) was Medallion Engines.
'53 B-model N146YS SN:25713
50th Anniversary of Flight Model. Winner-Best Original 170B, 100th Anniversary of Flight Convention. An originality nut (mostly) for the right reasons.
Cessna® is a registered trademark of Textron Aviation, Inc. The International Cessna® 170 Association is an independent owners/operators association dedicated to C170 aircraft and early O-300-powered C172s. We are not affiliated with Cessna® or Textron Aviation, Inc. in any way.
