lycoming I0-540

jtpackard · Post by **jtpackard** » Sat Feb 18, 2012 10:43 am

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this engine
has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active on
the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's

don't

require a header tank or fuel return but it seems that several builders

are

still installing. I suppose this is the "belt and suspenders" approach.

I'm

inclined to simplify the system and not install, unless someone can point
out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a

problem

with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive modification
to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop for
the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with

light

weight versions. I'm also interested in the E-Mag electronic ignition for
the engine, http://www.emagair.com/. These replace the standard magnetos.
There are two versions, E-MAG and P-MAG. The P-MAG is self powered so you
don't have to worry about an electrical system failure stopping your

engine.

They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

Phil:
I have the same IO-540 please share with all on the list if you will.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Saturday, June 25, 2005 10:38 AM
Subject: Re: lycoming I0-540

Hi Phil,

I have the opportunity to purchase a IO-540-G1D5 and matching prop. I
would
be
interested in finding out what your experience is with this engine.
Please
contact me
off list.

Tim Saxton
SR030
tim.saxton@shaw.ca

----- Original Message -----
From: "Phil McGrogan" <mcgrogan@air.on.ca>
To: <murphy-rebel@dcsol.com>
Sent: Monday, April 28, 2003 5:53 AM
Subject: lycoming I0-540

advance

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Wayne G. O'Shea · Post by **Wayne G. O'Shea** » Sat Feb 18, 2012 10:43 am

Install a suitable sized gascolator...everything will go along fine for
maybe years...but then one day someone's gonna die if you don't!!

Requirement is 1 ounce capacity for every 20 gallons.

My 1 cent Cdn worth on the subject!

Cheers,
Wayne

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 5:03 PM
Subject: Re: lycoming I0-540

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this

engine

has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active

on

the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's
don't
require a header tank or fuel return but it seems that several builders
are
still installing. I suppose this is the "belt and suspenders" approach.
I'm
inclined to simplify the system and not install, unless someone can

point

out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a
problem
with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive

modification

to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop

for

the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with
light
weight versions. I'm also interested in the E-Mag electronic ignition

for

the engine, http://www.emagair.com/. These replace the standard

magnetos.

There are two versions, E-MAG and P-MAG. The P-MAG is self powered so

you

don't have to worry about an electrical system failure stopping your
engine.
They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

Phil:
I have the same IO-540 please share with all on the list if you will.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Saturday, June 25, 2005 10:38 AM
Subject: Re: lycoming I0-540

would

any

need

tee

advance

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George Coy · Post by **George Coy** » Sat Feb 18, 2012 10:43 am

My 2 cents, When I designed my fuel system for the Moose with a 540G1D5
Lycoming, I had a header tank under the floor on the right side at the
firewall. It also had a drain. (acted as a gascolater as the outlet was
screened and an inch above the bottom) I also had a return line to the
header tank with a restrictor from the throttle body. This is to let any air
or vaporized fuel re circulate back to the header tank.
I have experienced several times injected engines that get a drop of air or
fuel vapor in the system. It is the same as shutting off the magneto. It is
not like a carburetor where it will sputter for a few seconds. It is digital
(on or off). It really gets your attention.

Having owned many different injected engine aircraft, I always found a hot
start easier when it has a fuel return line. You open the throttle all the
way, shut off the mixture, and run the boost pump for a few seconds and it
purges the lines in the engine compartment of fuel vapors. (I hope you are
not going to eliminate the boost pump)

The Hartzell prop will require the 5 year overhaul AD. I do not know
Canadian certification rules, but experimental aircraft here in the U.S. the
utilize certified aircraft parts need to follow all Airworthiness Directives
that apply. The same will apply to the Lycoming engine. It will probably
need the oil pump AD, the Fuel pump Ad and the injector lines AD. If it is
graces with Bendix mags, there are a bunch of AD's that need to be complied
with.

George Coy
President
Gesoco Industries Inc.
629 Airport Rd.
Swanton, VT 05488
TEL 802-868-5633
FAX 802-868-4465
Web Site www.gesoco.com
e-mail George@gesoco.com
Franklin County Airport (KFSO)

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com]On Behalf Of
jtpackard@usfamily.net
Sent: Monday, June 27, 2005 4:03 PM
To: rebel-builders@dcsol.com
Subject: Re: lycoming I0-540

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this engine
has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active on
the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's

don't

require a header tank or fuel return but it seems that several builders

are

still installing. I suppose this is the "belt and suspenders" approach.

I'm

inclined to simplify the system and not install, unless someone can point
out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a

problem

with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive modification
to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop for
the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with

light

weight versions. I'm also interested in the E-Mag electronic ignition for
the engine, http://www.emagair.com/. These replace the standard magnetos.
There are two versions, E-MAG and P-MAG. The P-MAG is self powered so you
don't have to worry about an electrical system failure stopping your

engine.

They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

Phil:
I have the same IO-540 please share with all on the list if you will.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Saturday, June 25, 2005 10:38 AM
Subject: Re: lycoming I0-540

Hi Phil,

I have the opportunity to purchase a IO-540-G1D5 and matching prop. I
would
be
interested in finding out what your experience is with this engine.
Please
contact me
off list.

Tim Saxton
SR030
tim.saxton@shaw.ca

----- Original Message -----
From: "Phil McGrogan" <mcgrogan@air.on.ca>
To: <murphy-rebel@dcsol.com>
Sent: Monday, April 28, 2003 5:53 AM
Subject: lycoming I0-540

advance

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Mike Kimball · Post by **Mike Kimball** » Sat Feb 18, 2012 10:43 am

I'm not going to use a gascolator. The low point in my installation when
sitting on the ground is under the floor about where the rear seats are. My
fuel lines run inside the rear door posts. Each run (left and right) has a
tee in it before continuing on to the fuel selector valve. The tee goes to
fuel drains in the bottom fuselage, one on each side. The fuel lines run
uphill from there all the way to the carburetor. I am using a V8 so the
carb is on the top of the engine. A Summit Racing fuel filter is in line at
the carb. I would not rely on wing drains alone. You should have a low
point drain.

Mike Kimball
044SR

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of
jtpackard@usfamily.net
Sent: Monday, June 27, 2005 1:03 PM
To: rebel-builders@dcsol.com
Subject: Re: lycoming I0-540

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this engine
has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active on
the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's

don't

require a header tank or fuel return but it seems that several builders

are

still installing. I suppose this is the "belt and suspenders" approach.

I'm

inclined to simplify the system and not install, unless someone can point
out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a

problem

with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive modification
to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop for
the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with

light

weight versions. I'm also interested in the E-Mag electronic ignition for
the engine, http://www.emagair.com/. These replace the standard magnetos.
There are two versions, E-MAG and P-MAG. The P-MAG is self powered so you
don't have to worry about an electrical system failure stopping your

engine.

They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

Phil:
I have the same IO-540 please share with all on the list if you will.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Saturday, June 25, 2005 10:38 AM
Subject: Re: lycoming I0-540

Hi Phil,

I have the opportunity to purchase a IO-540-G1D5 and matching prop. I
would
be
interested in finding out what your experience is with this engine.
Please
contact me
off list.

Tim Saxton
SR030
tim.saxton@shaw.ca

----- Original Message -----
From: "Phil McGrogan" <mcgrogan@air.on.ca>
To: <murphy-rebel@dcsol.com>
Sent: Monday, April 28, 2003 5:53 AM
Subject: lycoming I0-540

advance

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Wayne G. O'Shea · Post by **Wayne G. O'Shea** » Sat Feb 18, 2012 10:43 am

The main reason for a gascolator is to seperate water. The screen is a bonus
to filter out larger particles of dirt. Your filter will not remove water
(TTBOMK). Your fuselage low point drains are there to get any water that
gets in the lines while sitting and even then they will only collect a small
amount and generally they never really end up in the low spot and definitely
never if you are on wheels/ floats/amphibs at different times of the year.
The gascolator is there for seperating water both while sitting and while
fuel is going thru the system and hense the FAA's requirement of 1 ounce per
20 gallons of tank. Partially based on how much water might be in fuel, but
mainly based on larger tanks...generally means larger engine for the larger
fuel flow...means less time to seperate...thus larger bowl to get the job
done before the water heads for the engine.

I've said enough.. back into hiding.

Cheers,
Wayne

----- Original Message -----
From: "Mike Kimball" <mkimball@gci.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 7:16 PM
Subject: RE: lycoming I0-540

I'm not going to use a gascolator. The low point in my installation when
sitting on the ground is under the floor about where the rear seats are.

My

fuel lines run inside the rear door posts. Each run (left and right) has

a

tee in it before continuing on to the fuel selector valve. The tee goes

to

fuel drains in the bottom fuselage, one on each side. The fuel lines run
uphill from there all the way to the carburetor. I am using a V8 so the
carb is on the top of the engine. A Summit Racing fuel filter is in line

at

the carb. I would not rely on wing drains alone. You should have a low
point drain.

Mike Kimball
044SR

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of
jtpackard@usfamily.net
Sent: Monday, June 27, 2005 1:03 PM
To: rebel-builders@dcsol.com
Subject: Re: lycoming I0-540

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this

engine

has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active

on

the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's
don't
require a header tank or fuel return but it seems that several builders
are
still installing. I suppose this is the "belt and suspenders" approach.
I'm
inclined to simplify the system and not install, unless someone can

point

out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a
problem
with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive

modification

to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop

for

the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with
light
weight versions. I'm also interested in the E-Mag electronic ignition

for

the engine, http://www.emagair.com/. These replace the standard

magnetos.

There are two versions, E-MAG and P-MAG. The P-MAG is self powered so

you

don't have to worry about an electrical system failure stopping your
engine.
They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

Phil:
I have the same IO-540 please share with all on the list if you will.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Saturday, June 25, 2005 10:38 AM
Subject: Re: lycoming I0-540

would

any

need

tee

advance

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Bob Fisher · Post by **Bob Fisher** » Sat Feb 18, 2012 10:43 am

hi tom one of the seldom mentioned benefits of the gascolator is that it
is a great check on the overall condition of the fuel system ahead of it
that is you can see quickly if you have good fuel flow well before you
ever start the engine

i`d vote to leave it in bob fisher rebel 342 amphib
----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 5:03 PM
Subject: Re: lycoming I0-540

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this

engine

has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active

on

the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's
don't
require a header tank or fuel return but it seems that several builders
are
still installing. I suppose this is the "belt and suspenders" approach.
I'm
inclined to simplify the system and not install, unless someone can

point

out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a
problem
with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive

modification

to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop

for

the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with
light
weight versions. I'm also interested in the E-Mag electronic ignition

for

the engine, http://www.emagair.com/. These replace the standard

magnetos.

There are two versions, E-MAG and P-MAG. The P-MAG is self powered so

you

don't have to worry about an electrical system failure stopping your
engine.
They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

Phil:
I have the same IO-540 please share with all on the list if you will.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Saturday, June 25, 2005 10:38 AM
Subject: Re: lycoming I0-540

would

any

need

tee

advance

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Bob Patterson · Post by **Bob Patterson** » Sat Feb 18, 2012 10:43 am

I'll second that one Wayne !!

One other consideration - maybe not too important for some
of you, but - if you EVER want to sell your aircraft to a Canadian,
it MUST have a gascolator ! Our rules !

AFAIK, one would have to be retro-fitted in order to get registration.

......bobp

-------------------------------orig.-------------------------
On Monday 27 June 2005 05:22 pm, Wayne G. O'Shea wrote:

Install a suitable sized gascolator...everything will go along fine for
maybe years...but then one day someone's gonna die if you don't!!

Requirement is 1 ounce capacity for every 20 gallons.

My 1 cent Cdn worth on the subject!

Cheers,
Wayne

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 5:03 PM
Subject: Re: lycoming I0-540

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this
engine
has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active
on
the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's
don't
require a header tank or fuel return but it seems that several builders
are
still installing. I suppose this is the "belt and suspenders" approach.
I'm
inclined to simplify the system and not install, unless someone can
point
out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a
problem
with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive
modification
to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop
for
the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with
light
weight versions. I'm also interested in the E-Mag electronic ignition
for
the engine, http://www.emagair.com/. These replace the standard
magnetos.
There are two versions, E-MAG and P-MAG. The P-MAG is self powered so
you
don't have to worry about an electrical system failure stopping your
engine.
They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

any
need
tee

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Tim Saxton · Post by **Tim Saxton** » Sat Feb 18, 2012 10:43 am

George,

Good point about hot starts. I already have a vent line up the forward door
post. Shouldn't be difficult to install
a small header tank. I'll have a boost pump and gascolator and all of the
AD's will be complied with.

Thanks,
Tim

PS. for those that are using Murphy's Lycoming mounting kit, are you
satisfied with the kit? I know the cowl was a tight fit for the wide deck
engines but it has been redesigned to fit.

----- Original Message -----
From: "George Coy" <george@gesoco.com>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 2:59 PM
Subject: RE: lycoming I0-540

My 2 cents, When I designed my fuel system for the Moose with a 540G1D5
Lycoming, I had a header tank under the floor on the right side at the
firewall. It also had a drain. (acted as a gascolater as the outlet was
screened and an inch above the bottom) I also had a return line to the
header tank with a restrictor from the throttle body. This is to let any
air
or vaporized fuel re circulate back to the header tank.
I have experienced several times injected engines that get a drop of air
or
fuel vapor in the system. It is the same as shutting off the magneto. It
is
not like a carburetor where it will sputter for a few seconds. It is
digital
(on or off). It really gets your attention.

Having owned many different injected engine aircraft, I always found a hot
start easier when it has a fuel return line. You open the throttle all the
way, shut off the mixture, and run the boost pump for a few seconds and it
purges the lines in the engine compartment of fuel vapors. (I hope you are
not going to eliminate the boost pump)

The Hartzell prop will require the 5 year overhaul AD. I do not know
Canadian certification rules, but experimental aircraft here in the U.S.
the
utilize certified aircraft parts need to follow all Airworthiness
Directives
that apply. The same will apply to the Lycoming engine. It will probably
need the oil pump AD, the Fuel pump Ad and the injector lines AD. If it is
graces with Bendix mags, there are a bunch of AD's that need to be
complied
with.

George Coy
President
Gesoco Industries Inc.
629 Airport Rd.
Swanton, VT 05488
TEL 802-868-5633
FAX 802-868-4465
Web Site www.gesoco.com
e-mail George@gesoco.com
Franklin County Airport (KFSO)

-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com]On Behalf Of
jtpackard@usfamily.net
Sent: Monday, June 27, 2005 4:03 PM
To: rebel-builders@dcsol.com
Subject: Re: lycoming I0-540

Tim:
Thanks for the input. I'm leaning the same direction you are. I'm also
considering not having a gascolator - and just use the wing drains and a
good auto racing filter in the line. With the rate of fuel burn this
engine
has, I would think any water below the wings would go thru the system well
before takeoff. Any thoughts on this from you or others would be
appreciated.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 11:48 AM
Subject: Re: lycoming I0-540

Hi Tom,

Phil lost his project in a shop fire which is why he hasn't been active
on
the list for some time. He was kind enough to reply to me.

Here some of what I've found out about the engine so far. The IO-540's
don't
require a header tank or fuel return but it seems that several builders
are
still installing. I suppose this is the "belt and suspenders" approach.
I'm
inclined to simplify the system and not install, unless someone can point
out definitive advantages of header/fuel return..

The IO-540-G1D5 (290 HP) is similar to the K engines (300 HP) but the G
engines are limited to 2575 RPM and the K engines have the larger
crankshaft. The G1D5 has rear facing air induction which might be a
problem
with the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensive
modification
to convert to forward facing which is probably the way to go.

I can get a HC-92WK-1D prop with the engine. This is the matching prop
for
the engine. It is a 88" 2 blade prop.

I'm planning on sending the engine to Aerosport Power for inspection and
test run. I'll also have the stock alternator and starter replace with
light
weight versions. I'm also interested in the E-Mag electronic ignition for
the engine, http://www.emagair.com/. These replace the standard magnetos.
There are two versions, E-MAG and P-MAG. The P-MAG is self powered so you
don't have to worry about an electrical system failure stopping your
engine.
They say they are developing a Lycoming 6-cylinder version which will be
available in the fall.

Tim
SR030

----- Original Message -----
From: <jtpackard@usfamily.net>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 6:27 AM
Subject: Re: lycoming I0-540

Phil:
I have the same IO-540 please share with all on the list if you will.
Thanks,
Tom Packard
SR043
----- Original Message -----
From: "Tim Saxton" <tim.saxton@shaw.ca>
To: <rebel-builders@dcsol.com>
Sent: Saturday, June 25, 2005 10:38 AM
Subject: Re: lycoming I0-540

would advance
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jtpackard · Post by **jtpackard** » Sat Feb 18, 2012 10:43 am

Thanks for all the input guys (George,Mike,Wayne,Bob & Bob and Tim)
Sounds like I will be putting in a gascolator and/or a system like George
has, although I've always wanted to minimize the amount of fuel inside.
George, how big is your header tank? Is if fabricated from 6061-T6 or a
softer Alum, and is it welded or riveted and sealed like the wing tanks, or
does it include a bladder? How and at what points did you attach it to the
fuselage? Also, would you describe the restrictor from the throttle body to
the header tank? Is it off the shelf or did you drill out some fitting to
dim X? Thanks again for your comments/suggestions.
Regards,
Tom Packard
SR043 w/ Coy/Lyc IO540-G1D5

----- Original Message -----
From: "George Coy" <george@gesoco.com>
To: <rebel-builders@dcsol.com>
Sent: Monday, June 27, 2005 4:59 PM
Subject: RE: lycoming I0-540

My 2 cents, When I designed my fuel system for the Moose with a 540G1D5
Lycoming, I had a header tank under the floor on the right side at the
firewall. It also had a drain. (acted as a gascolater as the outlet was
screened and an inch above the bottom) I also had a return line to the
header tank with a restrictor from the throttle body. This is to let any

air

or vaporized fuel re circulate back to the header tank.
I have experienced several times injected engines that get a drop of air

or

fuel vapor in the system. It is the same as shutting off the magneto. It

is

not like a carburetor where it will sputter for a few seconds. It is

digital

(on or off). It really gets your attention.

Having owned many different injected engine aircraft, I always found a

hot

start easier when it has a fuel return line. You open the throttle all the
way, shut off the mixture, and run the boost pump for a few seconds and it
purges the lines in the engine compartment of fuel vapors. (I hope you are
not going to eliminate the boost pump)

The Hartzell prop will require the 5 year overhaul AD. I do not know
Canadian certification rules, but experimental aircraft here in the U.S.

the

utilize certified aircraft parts need to follow all Airworthiness

Directives

that apply. The same will apply to the Lycoming engine. It will probably
need the oil pump AD, the Fuel pump Ad and the injector lines AD. If it is
graces with Bendix mags, there are a bunch of AD's that need to be

complied

with.

George Coy
President
Gesoco Industries Inc.
629 Airport Rd.
Swanton, VT 05488
TEL 802-868-5633
FAX 802-868-4465
Web Site www.gesoco.com
e-mail George@gesoco.com
Franklin County Airport (KFSO)

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