Today's Message Index:
----------------------
1. 08:16 AM - (tony Dubeansky)
2. 09:00 AM - Re: (Jesse Saint)
3. 01:11 PM - Re: (Kelly McMullen)
4. 09:45 PM - Re: Added ADS-B (Bob Turner)
Message 1
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I have an 0540-A1D5 Lycoming and am changing it to a IO540.=C2- I am inst
alling a light speed dual plasma III CD ignition kit and fuel injection sys
tem by airflow performance. I have a few problems I need some advice on. Si
nce I am changing from an 0540 to an IO 540, it is my understanding that th
e engine max RPM will=C2- increase roughly 10%.=C2-=C2-in order for t
he engine to handle the increase the counter weight and rollers must be cha
nged. If I split the case changing the counterweight would be no problem. I
really don't want t split the case. I was told that you could access the c
ounterweight by removing #5 cylinder. I did and can access them: I removed
spring clips and rollers but I can't get the loose counterweight out of the
engine block through #5 cylinder hole. Has anybody tried this before? If s
o, what am I doing wrong?=C2-Problem #2=C2-=C2- Since I'm putting on
electronic ignition, I sent my flywheel off to light speed to get the magne
t installed. I told that the flywheel was too old and would not work. Klaus
could not supply the part # for a replacement flywheel.=C2- If anyone ha
s the right # for the flywheel on a 0540-A1DS that would work I would appre
ciate it.=C2- TD
Message 2
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In theory there should be no increase in RPM. That should all be controlled b
y the prop governor. What is your redline now?
It sounds like you have already disassembled a lot, which may not be necessa
ry. Some planes are limited on rpm by the type of connecting rods, some by t
he counterweights and some simply by the airframe they were certified for.
I may have a used flywheel available that I could sell you. It may not be fo
r that specific model, but if it fits, then it should work.
I would recommend a call to Allen Barrett at BPE Engines to ask if the count
erweights need to be changed.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
Sent from my iPhone
> On Dec 12, 2016, at 11:12 AM, tony Dubeansky <mrdubea@yahoo.com> wrote:
>
> I have an 0540-A1D5 Lycoming and am changing it to a IO540. I am installi
ng a light speed dual plasma III CD ignition kit and fuel injection system b
y airflow performance. I have a few problems I need some advice on. Since I a
m changing from an 0540 to an IO 540, it is my understanding that the engine
max RPM will increase roughly 10%. in order for the engine to handle the i
ncrease the counter weight and rollers must be changed. If I split the case c
hanging the counterweight would be no problem. I really don't want t split t
he case. I was told that you could access the counterweight by removing #5 c
ylinder. I did and can access them: I removed spring clips and rollers but I
can't get the loose counterweight out of the engine block through #5 cylind
er hole. Has anybody tried this before? If so, what am I doing wrong?
>
> Problem #2 Since I'm putting on electronic ignition, I sent my flywheel o
ff to light speed to get the magnet installed. I told that the flywheel was t
oo old and would not work. Klaus could not supply the part # for a replaceme
nt flywheel. If anyone has the right # for the flywheel on a 0540-A1DS that
would work I would appreciate it. TD
Message 3
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| Subject: | Re: : RV10-List: |
I agree with Jesse. I think you got in over your head on the engine without
consulting a knowledgeable shop or A&P. Your redline will increase from
2575 to 2700. That does not call for a counterweight change. While the A4
and B4 engine counterweights may be a bit more effective than the A1
counterweights, I see no reason to change them. You really want some
expertise in who changes the counterweights, they are a critical part of
the engine and need to be installed correctly by someone that has done it
before. Talk to a top engine shop, like Barrett Performance, Zeyhrhills,
Mattituck, Poplar Grove, Lycon, to see whether it is worth it or not.
As to the flywheel and the magnet...I would seriously look to other brands
of electronic ignition. There is Electro-Air, probably EMag, G3, etc that
don't likely need any addition to the flywheel. Yes, you get better
combustion, easier starting, maybe a little more power. The RV-10 really
doesn't need more power than the 260 hp stock engine, unless you are
operating out of a very short strip. More power reduces your margin to the
design flutter speed, and increases fuel consumption. The plane is already
a 170 kt cruiser if you choose to burn that much gas. The Lightspeed is a
somewhat old design by now.
Actually, I question how much you gain from increasing the max rpm for all
of 10 hp. 250 is fine for the RV-10. You can do fuel injection just fine,
keeping the 2575 redline. During my phase I, with hot Aridzona temps, I
limited my takeoffs to about 80% power to keep CHT under control. Remember
Vans #2 prototype/demonstrator is used very frequently for transition
training and only has 210 hp. Yes, it cost maybe 8-10 kts at top speed, but
it flys fine.
-sent from the I-droid implanted in my forearm
On Mon, Dec 12, 2016 at 9:59 AM, Jesse Saint <jesse@saintaviation.com>
wrote:
> In theory there should be no increase in RPM. That should all be
> controlled by the prop governor. What is your redline now?
>
> It sounds like you have already disassembled a lot, which may not be
> necessary. Some planes are limited on rpm by the type of connecting rods,
> some by the counterweights and some simply by the airframe they were
> certified for.
>
> I may have a used flywheel available that I could sell you. It may not be
> for that specific model, but if it fits, then it should work.
>
> I would recommend a call to Allen Barrett at BPE Engines to ask if the
> counterweights need to be changed.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> C: 352-427-0285 <(352)%20427-0285>
> F: 815-377-3694 <(815)%20377-3694>
>
> Sent from my iPhone
>
> On Dec 12, 2016, at 11:12 AM, tony Dubeansky <mrdubea@yahoo.com> wrote:
>
> I have an 0540-A1D5 Lycoming and am changing it to a IO540. I am
> installing a light speed dual plasma III CD ignition kit and fuel injection
> system by airflow performance. I have a few problems I need some advice on.
> Since I am changing from an 0540 to an IO 540, it is my understanding that
> the engine max RPM will increase roughly 10%. in order for the engine to
> handle the increase the counter weight and rollers must be changed. If I
> split the case changing the counterweight would be no problem. I really
> don't want t split the case. I was told that you could access the
> counterweight by removing #5 cylinder. I did and can access them: I removed
> spring clips and rollers but I can't get the loose counterweight out of the
> engine block through #5 cylinder hole. Has anybody tried this before? If
> so, what am I doing wrong?
>
> Problem #2 Since I'm putting on electronic ignition, I sent my flywheel
> off to light speed to get the magnet installed. I told that the flywheel
> was too old and would not work. Klaus could not supply the part # for a
> replacement flywheel. If anyone has the right # for the flywheel on a
> 0540-A1DS that would work I would appreciate it. TD
>
>
Message 4
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Bob Turner wrote:
> So just yesterday I started paying for my $1100 ADSB plan. Of course, I didn't
count any equipment I already own!! I will report in due time on the outcome.
> Equipment already owned: GRT HX, Garmin 420W, Garmin GTX-327 transponder, Skyradar
D2 ADSB in.
> Upgrades:
> GRT HX software - free
> Garmin 420W firmware - $100
> Trig TT22 remote mode S-ES transponder with RS232to 422 adaptor - $2200
>
> Gains:
> $500 from FAA
> sell 327 for about $700.
>
> Net cost: $1100.
>
> To be honest I lucked into the FAA rebate. I would have done this earlier but
wanted to wait until my transponder certification was nearly due anyway, to avoid
that extra cost.
>
> Yes, I will need to go fly the FAA's 'profile', and it appears that must be done
in ADSB required airspace, so that means above 10,000' for me. But, in my
acounting scheme, flying is free!
>
> As to the tax status of the $500, I believe this is a cya from the FAA. Certainly
Ford gives out tax free rebates all the time, although not from public funds.
Besides, I'm not in a high enough tax bracket to worry about it. And-part
of my strangeness-I derive some pleasure arguing with the IRS.
>
> PS I only paid $500 for the factory refurbished Skyradar so my total -in and
-out cost should come in around $1600.
Final result: $1180. 420w software was $80 (cash price), I only got $600 for the
327.
I had to put in new beta version HX software (free) to get the unit to promptly
switch to ground mode on landing, to pass the FAA test. I got the FAA's $500
check today.
Tim: I have decided the FAA's $500 is 'hobby income'. My hobby losses are a lot
more than that, so the $500 won't get taxed.
--------
Bob Turner
RV-10 QB
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