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| Subject: | PIREP : Aerosport Power Builder School |
Hi
After a lot of thought I decided to order a *new* engine built from a Lycoming
IO-540 kit by Aerosport Power located in Kamloops British Columbia Canada. As
a Lycoming distributor they still have access to these kits.
I originally planned to get another engine from Barret Precision Engines (Tulsa
Ok) which is where I got my first engine. They are great people BTW.
I went with Aerosport as the thought of a *new* engine was just too attractive.
An option that Aerosport provides is a "builder school" . Here you work one on
one with one of their techs and assemble an engine from a large pile o' parts.
When I inquired about the school they said you can do as much (or little) as
you wanted.
I went to "school" on Monday am and was able to assemble 95% of the engine with
the expert guidance of one of their techs (Simon). The crank was bolted to an
engine stand and the con rods were installed. By lunch we had installed the bearings,
crank & cam in the case, installed lifters, nose seal and mated the case.
I was amazed at how tight the case through bolts were (necessary to prevent
fretting). I large hammer (maul?) was used to drive them into place.
The assembled case was reattached to the engine stand. Then, after lunch the jugs
were installed. This was a complete non event. Lots of LubriPlate and the correct
tool to compress the rings and they simply slid into place.
Push rod tubes were installed along with the accessory case and cold air induction
air box.
The next day he engine was completed. This included the push rods / rockers / injectors
/ fuel block / induction tubes etc.
Day three involved installing the engine on a test stand. This was fairly complex
as I am using the SDS EFI/EI. There was a ton of wiring to install but it all
went quite smoothly. At the end of the day the first two engine ruins were
performed. The engine started quickly. I expected a cloud of black smoke based
on all the assembly lubricant used but I only got a small initial puff of white
smoke. The engine started in 2 or three seconds was smooth and strong.
On the morning of day 4 the final two engine runs were performed. After that the
engine was removed from the test truck and prepped for palletization. This included
installing by accessories (Denso alternator / 90 degree oil adapter /
backup alternator etc).
The engine was put on a pallet and then crated. Today I drove home with the engine.
There were a few gotchas that Aerosport handled with ease.
1. I was using Barret's Cold Air Induction system on the engine (Barret was quite
happy to sell it to me without an attached engine!). At the end of day 1,
when torqueing one of the studs, it started to pull out. I spoke to another of
the techs (Rob) who said no problem. I pulled the box and he installed a helicoil
and that was that.
2. The Barret CAI system was new to Aerosport. They didn't realize that the induction
tubes needed welding to the flange adapters. No problem - they had a local
welder come in the next day and he did a very nice job.
3. The CAI system required induction tube flanges with deeper recesses than the
flanges that came with the engine kit. Darryl found the required flanges and
had them painted in very short order.
What I really liked is that everyone involved in my engine (even peripherally)
were very approachable. For example, the chap (Stephen) who painted my engine
and flywheel asked if I really wanted to leave my CAI system in green (I said
I did). He then pointed out that the green was zinc chromium and was not really
*paint*. Based on his recommendation I asked him to paint it I was in Ferrari
red by the next day. He could have easily just shrugged and walked away but
he made sure I knew the implications of what I asked for. I really appreciated
that.
I more or less had the run of the shop and was free to chat with everyone there.
At no time did I feel limited. All my questions were answered and at no time
did I feel rushed. As I was hands on all through the process I really learned
a lot about the engine and how it operates. Based on the course, I would have
no problem swapping a jug (provided I had the right tools).
I would also like to give a shout out to B&C. I had purchased a standby alternator
that I planned to install at Aerosport. During the install it became apparent
something was amiss. I spoke to TJ at B&C who con firmed there was a problem
with the alternator supplied. Less than 24 hours later FedEx had delivered
a replacement. Things can and will go sideways at times. A measure of a company
is how they deal with these situations. B&C could not have been better.
Another shout out should go to Ross and Barry at SDSEFI. Their Electronic Fuel
Injection and Electronic Ignition system is a work of art and performed flawlessly.
I look forward to flying behind it.
To close on the school, the only things I did not do was install the nose seal,
silk thread the case halves and adjust the push rod lengths. Each of these operations
I wanted to be done by the most expert of hands. I did pretty much everything
else. During this, Simon was great at gently pointing out my mistakes
so I could correct them.
In short, the build school was well worth the price of admission. The Aerosport
people were all very pleasant, approachable and knowledgeable.
Pix of my Aerosport go fast engine is attached!
Cheers
Les
C-GROK (Some assembly required)
C-GCWZ (Flying and for sale)
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