apply to experimental aircraft.
http://members.eaa.org/home/govt/issues ... papers.asp
Of course some AD's are a good idea no matter what but many are bureaucratic
BS.
Scott
-----Original Message-----
From: mike.davis@dcsol.com [mailto:mike.davis@dcsol.com] On Behalf Of
George Coy
Sent: Monday, June 27, 2005 4:00 PM
To: rebel-builders@dcsol.com
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
onHi Tom,
Phil lost his project in a shop fire which is why he hasn't been activedon'tthe 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'sarerequire a header tank or fuel return but it seems that several buildersI'mstill installing. I suppose this is the "belt and suspenders" approach.pointinclined to simplify the system and not install, unless someone canproblemout 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 amodificationwith the Murphy engine mount. I've talked to Raven Aircraft
http://www.ravenaircraft.com/, they can supply an inexpensiveforto 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 proplightthe 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 withforweight versions. I'm also interested in the E-Mag electronic ignitionmagnetos.the engine, http://www.emagair.com/. These replace the standardyouThere are two versions, E-MAG and P-MAG. The P-MAG is self powered soengine.don't have to worry about an electrical system failure stopping youranyThey 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
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