SPORTPLANE BUILDER

Tony Bingelis

Parti I still can't believe it. After all these years, I finally have a new engine! That's right, new . . . not a freshly overhauled engine or a remanufactured engine, man. It is new, new, new! Yes, sir, there it sits right before my eyes, resplendent in its factory fresh gray paint job. I revel, too, in the knowledge that the engine has already been run-in by Avco Lycoming and no further break-in is necessary. (I later verified this fact from the Operator's Manual for the O-320 series engines that was packed with the engine.) Great! All I have to do is just install it and fly, fly, fly! How lucky can a guy be? The thought suddenly struck me that I am not alone. Other homebuilders are surely enjoying a like moment of excitement. From what I have observed and heard, a lot more builders are buying new engines for their projects now than ever before. Just the Glasair and RV builders alone represent a growing number of builders who are taking advantage of the kit manufacturers' OEM (Original Equipment Manufacturer) arrangement with the Lycoming factory. This enables them to offer new engines at considerable savings. However, according to the agreement, these engines can only be sold to the individual kit builders for installation in the kit aircraft they are building. The price is still high enough to bring tears to your eyes. But then, too, the difference between a freshly overhauled used engine and a discounted new OEM engine has narrowed considerably thanks to our crazy economy. Well, enough of these rambling diversionary comments. After all, hooking up the new engine was and is the planned topic, not kit business economics.

Yes sir, Lycoming ships its new engines in cardboard cartons. Note the hoisting hook is already to pull the engine out of its nest.

Neither rain nor sleet nor snow will keep a dedicated builder from hanging that new engine, right now!

cially, or hand made to fit the airplane. I guess your new engine installation, like mine, will begin as soon as

I know the installation of my engine will take longer than I expect it will . . .

you remove that new engine from its cardboard shipping carton.

it always does. And unless you are an experienced A&P mechanic with a well stocked, conveniently located parts department to back you up, so will yours. Installing an engine in a homebuilt

ton. Lycoming sends out those expensive engines in plain ol' cardboard boxes. I was sort of expecting something

is always a challenge because everything needed to hook it up has to be hunted down, purchased commer-

mahogany container trimmed in hammered brass. Silly thought... I guess I spent too much time in Japan.

That's right, I said cardboard car-

more elaborate . . . say, a handcrafted

GETTING STARTED

Anyhow, when you open that shipping carton and see your new engine for the first time, you'll be eager to look it over to see what goodies came with it. Nestled alongside the engine you will find another, smaller cardboard box containing the carburetor. Handle it with care and put it away in a safe place. You won't be needing it for some time. Free the engine from its restraining SPORT AVIATION 77

take a dynafocal mount rather than the older conical mount. If so, that oil

pressure port is very definitely going

RIVETAN470AD4-6

/O

(LENGTH OPTIONAL) /^ AN823-3D MODIFY TO RESTRICTOR FITTING (TYP.)

X CLAMP IN DRILL VISE AND DRILL .040" TO .060" HOLE.

PRESS DRILLED RIVET INTO FITTING AND TRIM FLUSH.

to be difficult to access. Remove the plug presently sealing the oil pressure port with a 3/16" Alien wrench, and install the proper fitting. Later you will have to connect a flexible rubber hose to it.

There is something here that you

should be aware of. It is of some concern. Should the oil pressure

USE RESTRICTOR FITTINGS IN • OIL PRESSURE LINE • FUEL PRESSURE LINE • FUEL FLOWMETER LINE • MANIFOLD PRESSURE LINE

SOLDER OPENING CLOSEDREDRILL WITH .060" DRILL.

VERY SMALL ORFICE

BRASS/STEEL FITTING (AN8I6.ETC.)

AUTOMOTIVE BRASS FITTING

OPENING APPROX. .070" DIA.

NUT COUPLING

iNDARD PRIMER FITTING

AN8I8-Z

SLEEVE AN8I9-Z

hose rupture in flight, you could lose a lot of oil very quickly. Therefore, safe practice mandates the use of a restrictor type fitting. You can easily modify a regular AN823 fitting into a restrictor type fitting. This entails plugging the hole in the fitting and redrilling it with a very small diameter drill b i t . . . say a #60 drill size. I used a 45 degree AN823-3 fitting because a straight AN822 fitting did not leave sufficient room to connect my hose to it. The standard AN823 fitting has

one flared tube end and a 1/8" pipe thread on the other end. The dash 3 means it will connect to a 3/16" (-3) hose (see Figure 1). Remember! There will not be sufficient access for installing a 45 degree fitting for the oil pressure source after the engine is installed. FIXED PITCH PROP OR CONSTANT SPEED?

FIGURE I. RESTRICTOR FITTINGS (TYPICAL)

straps and bolts and you will be able to hoist that beauty up where you can look it over and marvel at the newness of all the parts. The first thing that will surely get your attention is the new lightweight starter that Lycoming now installs as standard equipment for this 0-320-

D1A 160 hp - and other - powerplants. It is the most obvious improvement I've seen on a Lycoming in

years.

About the only other thing packed with the engine is the oil dipstick and an Operator's Manual covering several O-320 series engines. There is no alternator installed nor is there a vacuum pump or propeller governor. The engine is equipped with two Slick magnetos and an engine driven fuel pump . . . and a carburetor. Incidentally, your MA-4SPA carbure78 FEBRUARY 1992

tor is now a FACET - not the MAR-

VEL SCHEBLER we have known it to be for years. While you have the engine on the hoist would be a good time to prepare it for installation in the aircraft. A number of tasks should be completed before you bolt the engine to its shock mounts, and to the aircraft.

THE OIL PRESSURE CONNECTION

This is important. Be sure you have the correct fitting installed for

the oil pressure connection before you bolt the engine to the airframe.

The location of this oil pressure port is near the right upper engine mount boss (pad) and just to the left

of the space that will be occupied by

that bulky upper right dynafocal engine shock mount biscuit. Without a doubt, your engine will

My engine was received from the factory set up for the installation of a constant speed propeller. However, I intend to install a fixed pitch wood propeller. If you, too, intend to install a fixed pitch prop, you will have to make a mandatory change inside that hollow crankshaft. Don't get panicky . . . the procedure is simple and explicit instructions are enclosed with the engine (see Figure 2).

1. First, you must remove the 2

inch expansion plug (Lycoming Part No. STD-1211) from the front end of

the crankshaft. (It looks like a 2 inch automotive freeze plug to me.) You can do this by drilling a hole near the

center of the steel expansion plug

and prying it out with an 8 inch drift. Careful . . . don't damage the crankshaft. If you can't get the expansion plug out with a little persuasion, maybe it would be better to make and use a simple tool that will enable you to remove the plug by impact (see Figure 2). Well, after you get it out, that's half the job.

SEQUENCE

DRILL M"MOLEIXPANSIOS PLUG

i. REMOVE EXPANSION PLUG (

a. PIERCE PLUG(§) V INSTALL NCW EXPANSION (\JUG (C

METHOD ONE TOOL FOR REMOVING EXPANSION PLUG BY IMPACT

Vt" STEEL STRAP

OWU. VI6" TO PRY

^ *=a O

OIL RETURN TUBE

e"onrr

PIERCE PLUG BOW!) OK. RETURN TUBE LYCOMNG 0-520 CRANKSHAFT

u BE CAREFUL NOT TO DAMAGE OIL RETURN TUK.

INSTALL NEW EXPANSION PLUG (SEAL AND SET) FIGURE 2.

CRANKSHAFT PLUG CHANGES

(CONSTANT SPEED TO FIXED PITCH PROPELLER)

2. The second step requires that the inner plug, located about 6-1/2" inside the crankshaft, be removed or punctured. I sharpened a point on my 8" drift and used it, and a hammer, to puncture a 1/8" hole in the rear plug. Lycoming warns you to be careful not to damage the oil return tube that crosses just in front of that rear plug (Service Instruction No. 1435 covers this change to a fixed pitch propeller installation.) After you have done all that, install a new 2" expansion plug in the front crankshaft recess. It will slip in easily. I sealed mine with a small bead of Permatex. The expansion plug has to be set (expanded) by holding a large size socket against it and whomping it a good lick or two with a hammer. This will cause it to flatten slightly and wedge in tightly. There is one more thing you should do before you install the engine. Remove that stainless steel propeller governor oil line nut and elbow installed on the right side of the engine. This could be difficult to do after the engine is installed. Actually, you probably would have to bend and distort the line while removing it. It is an expensive component, so save it.

This is the most trequently used method for installing the engine. First, the firewall is prepared by installing the gascolator, cabin heat valve, recessing the firewall (if necessary) to provide clearance for the removal of the oil filter, etc. Next, the engine mount is secured to the fuselage. And, finally, the engine will be attached to the mount. SPORT AVIATION 79

This alternate method for installing a dynafocal mount is preferred by some builders. The engine is suspended on a hoist (here a "come-a-long" draped over a tree branch is being used), and the relatively light engine mount is maneuvered into position and bolted to the engine. It is then a simple matter to bolt the entire assembly to the fuselage. FIREWALL DYNAFO

SHOCK MOUNT

Next, remove the prop governor adapter from the rear of the engine. You won't need it. Cover that opening with a standard cover plate, or

make one out of 1/4" thick aluminum

JL

(

I | I . ____J

plate. Use a thin gasket to ensure a good seal. You will need a 1/4" NPT (National Pipe Thread) metal plug (auto parts store or hardware store) to seal the opening left by the removal of the

GROUND STRAP OR CABLE

propeller governor oil line.

ANY CONVENIENT CRANKCASE BOLT

ENGINE MOUNT TO CRANKCASE BOLT

Note: Save the fitting removed from the propeller governor adapter and install it in one side of the engine driven fuel pump. The fuel pump takes two special straight thread fittings which must be sealed by O rings.

Incidentally, those of you who

intend to use a constant speed prop

do not need to make the internal NUMBER 2 CABLE ( # 4 ok) FIREWALL BOLT TO

ENGINE BOLT •••.

AIRCRAFT GROUND STRAP OR AUTO BATTERY CABLE"

crankshaft changes described. All you would have to do is to remove and discard the front crankshaft expansion plug before installing your controllable propeller. THE ENGINE VS THE DYNAFOCAL

MOUNT

FIGURE 3. ENGINE GROUND STRAP OPTIONS 80 FEBRUARY 1992

You will swear that the dynafocal mount doesn't match your engine.

This is because each of the four

engine mount bolts must be inserted at an angle to match that of the dynafocal mount. In order to get the bolts in you must move the engine up against the dynafocal mount. If there is any daylight (space) between the mount and the engine - the bolts won't line up with the holes and they won't go in. Some builders find it easier to attach the engine mount to the engine while the engine is still in the hoist. Then, it is a simple matter to connect the engine/mount assembly to the fuselage as a package installation. Drilled bolts and castle nuts are customarily used to secure the engine to the engine mount. Here again it may look like an impossible task to torque the nuts, align the cotter pin holes, and insert and upset the cotter pins. It can be done, and is being done . . . a small inspection mirror and a flashlight helps. Some builders resort to the use of The more advanced members of our homebuilt community do not have to use a all metal stop nuts (self-locking) tree limb engine hoist to hoist their engine, nor do they have to work outdoors. instead. Although this may be O.K. Why, they even have soothing background music to set the mood. technically, custom seems to dictate otherwise. There is no way you can get a torque wrench on the nuts . . . and attempting to torque wrench the bolt COOLING AIR FROM REAR ENGINE BAFFLE heads would be a ridiculous exercise because of the abnormal friction you 3/4 STUB FOR HOSE will encounter. CONNECTION I simply torqued the bolt heads until the unyielding resistance NOTE RIVET TOP ON encountered indicated to me that the WITH POP RIVETS ATTACH COOLING SHROUD steel spacers in the shock mounts (9) \ ' TO FIREWALL WITH 832 SCREWS AND ANCHOR NUTS ( 8 ) FOR had definitely bottomed out. EASY REMOVAL. Incidentally, keep the weight of the engine supported by the hoist until you torque the engine bolts and safety the nuts. ENGINE GROUND STRAP

Because the engine is cushioned by rubber shock mounts there is no positive metal to metal connection between the engine, engine mount and the airframe. To provide a good electrical path (ground), you must connect a ground strap, or a heavy cable (#2/#4 wire) between the engine and the engine mount or some solid metal point on the firewall (see Figure 3).

GASCOLATOR POSITION

ANCHOR NUTS (8) i(AN366F-832A OR KICOO)

GASCOLATOR

Mount the gascolator as low on the firewall as you can get it. Strive to make it the lowest point of your fuel system. Typically, the gascolator is intended to entrap foreign matter and water in the fuel system. It is, there-

BOTTOM OPEN FOR EASY ACCESS' TO QUICK DRAIN VALVE

FIGURE 4. GASCOLATOR COOLING SHROUD SPORT AVIATION 81

fore, fitted with a quick drain valve which will enable you to check for the presence of impurities and water during your preflight inspections. However, in some low wing aircraft with wing tanks the gascolator is not the lowest point in the fuel system. It, therefore, serves more as a filter for foreign matter in the fuel system than it does in providing a point where water in the system, if any, will settle. The wing tanks are generally fitted with quick drain valves located in the

lowest level of the tanks where water, if any, will settle and can be drained. Vapor lock is a real concern, especially in tightly cowled installations. Some builders, therefore, fabricate and install an aluminum shroud around the gascolator and duct cooling air through it. One way you can do this is illustrated in Figure 4. More on this subject can be found in my book "Firewall Forward" and will continue next month in this column.

EAA® Air

Air Academy '92 will continue the tradition of sharing the skills, lore and love of aviation possible only at the EAA Aviation Center, Oshkosh, Wl. The Academy provides youth the opportunity to meet and work with aviation professionals in what becomes much more than lessons in technology and techniques as they experience the true spirit of personal aviation while exploring and expanding personal and aviation horizons, pride of craftsmanship and developing leadership potential brings participants to a better understanding of aviation and themselves. The EAA Air Academy is a benchmark of personal achievement . . . and an experience with memories to last a life time. EAA AIR ACADEMY '92 July 18-August 3 EAA Aviation Center - Oshkosh, WIUSA For Youth 15 through 17

The deed is done. The airplane and the engine are finally together for the first time. Notice how naked the engine looks. Obviously, a lot of work remains installing the various components, fittings, hoses and parts that are necessary to make it operational.

BOOKS BY TONY

The following books by Tony Bingelis are available from the EAA Aviation Foundation, EAA Aviation Center, Box 3086, Oshkosh, Wl 54903-3086, 1-800/843-3612, in Wl

1-800/236-4800, in Canada 414/4264800. Major credit cards accepted. -Sportplane Builders (Aircraft Con-struction Methods, 320 pages) $17.95

If you wish to contact the author of this column for additional information, please send a SASE to Tony Bingelis, 8509 Greenflint Ln., Austin, TX 78759. 82 FEBRUARY 1992

-Firewall Forward (Engine Installation Methods, 304 pages) $19.95. -Sportplane Construction Techniques (A Builder's Handbook, 350 pages) - $20.95. Add $2.40 postage and handling for each publication ordered . . . or order all three for $52.97 plus $6.95 postage and handling. Wisconsin residents add 5% sales tax.

Registration Fee - $900 Limited partial scholarships available. Registration pays all necessary expenses from arrival to departure. The ACADEMY STAFF is comprised of qualified and experienced counselors, educators and craftsmen who find a genuine joy in sharing the skills, lore and their love of aviation with youth in the Academy. ACADEMIC EXPERIENCES provide an overview of the history and technology of aviation. WORKSHOP PROJECTS include welding, woodwork, engines, composites, sheet metal work, fabric covering and other hands-on experiences including restoration and/or building real aircraft. The CONVENTION is an exciting climax to each Academy as they watch preparations build into EAA's annual celebration of personal flight. ACCOMMODATIONS throughout the Academy are at a dormitory on the University of WisconsinOshkosh campus. MEALS are provided by EAA's volunteer kitchen, UWO dining facilities, local restaurants and the eating facilities on the Convention Site. LOCAL TRANSPORTATION is provided by the Academy's own bus. FOR MORE INFORMATION AND APPLICATION MATERIALS FOR EAA AIR ACADEMY '92, CONTACT Education Office EAA Aviation Foundation, Inc. P. O. Box 3065 Oshkosh, Wl 54903-3065 i Phone 414/426-4888 j