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This section is for the bit forward of the firewall. Engine, propeller, general firewall forward. Most of the detail will be in the next phase, but some testing / parts can be completed now. 

Mon 29 August 2005

The actual engine has a plastic cover over it - not sealed, just stops it getting soaked in rain I guess.
The engine is mounted on the bottom engine mounts plus 2 prop bolt locations. This provides a good shipping configuration, but also provides good access around the engine before it gets mounted. Lots of sorting and organising engine information, and a quick review of the manuals.

Thu 08 September 2005

Then with a second pair of hands around we started looking at the engine mounting / spacing.
For those that get a Mattituck shipped engine (sensible people) the trick to getting the rear / lower bolts out is to raise the nose to unload the steel supports. Otherwise it is very difficult.
After a bit of juggling we got the oil filter and governor line in. There is more space than I expected, however I suspect it will be pretty tight by the time we are finished.
Some various photos for the rear space with the baffles. From the upper RHS.
Behind from above.
RHS side view.
We parked the engine back on the stand before leaving for the day. I think probably the next step will be to mount the engine to the frame and then put the frame on and off the fuselage.

Fri 09 September 2005

Today was a big day from a morale perspective. We planned to mount the engine. The Lord mounts have upper / lower & fore and aft parts. I just laid everything out carefully and then got them checked.
The engine mount is something multiple people have multiple ideas about. The 'VANs method' is to locate the lower points first and pull the egine back into the top points. The 'Mattituck / Cal method' which I saw demonstrated in July in New York is to do the upper points first, then drop the bottom ones in. It was a toss-up between them, but I went with the 'Cal' method as I had seen that demonstrated.
Get the fuselage level and the engine also level. Push up to the mount and position the top bolts.
Then 'wiggle' the top mounts and get the bolts started.
Then position the lower mounts and lower the engine into the slots. The lower bolts were then drifted quite easily.
Then tighten all the bolts and it is done.
The finished result - about 30 mins start to finish. I'm sure it can be a real pain, but having seen it done before definitely helps.

Sat 10 September 2005

Re-visited the engine mount bolts. The top bolts / nuts weren't in a position that the locking split pin was going to work. Therefore an extra washer (2 in total) was added to both locations. We also reviewed the SD-20 secondary alternator mounting and governor mounting. One problem is the studs for the governor mounting don't seem to have the right thread on them.

Sun 11 September 2005

Latish start with other commitments first thing. We removed the engine from the fuselage by undoing the 6 bolts that hold the mounting frame on. This worked REALLY well and I would recommend it as a method for getting the engine 'mounted' but still maintaning access to the rear area.
After a email message with Mattituck I found out the govonernor studs are meant to be different and the longer 'wrong' threads where actually right for the pad threads. They are quite tight to get in, but a bit of EZ-Turn and take it slow and all was fine.
Then it was a grease and prep the gaskets and mount of the governor.
Dad also sorted the SD-20 alternator. Same deal, grease, EZ-turn and mount.
However - if you have a Tach drive - you need to cap / sort this BEFORE you put the SD-20 on! Tach drive cover part number - Lycoming 62732.
Dad continued with the oil fittings. This is the oil cooler return line going back into the engine. The straight union is not going to work, either a 45 degree or a 90 degree elbow is going to be required, this is due to the oil filter having the angle adapter (which is a good thing). Another thing to add to the shopping list.

Mon 12 September 2005

Dad sorted some of the oil fittings and continued with a 'dummy' firewall which will hopefully allow us to experiment with the locations of the ECUs / Battery boxes / other components and get a combination that works. Removing / installing the engine back on to the fuselage is really simple and this system looks like it is going to work well.
Finished the day getting very confused with regard to the exhaust mounts. If you think the baffles are drawn by a 5 year old, the exhaust mount instructions are by the younger sibling! They are awful and don't provide much useful information. Also the websites seem to struggle to provide the 'location' type information. I'll do some more research and I'll get it sorted, but I don't really know what I'm aiming for at the moment.

Tue 13 September 2005

I then went back to the exhaust mounts for a little while, more thought / experimentation. More confusion, I think this is roughly right but I've asked for some guidance via email. It still seems a little 'strange' to me.

Fri 16 September 2005

Then it was back to the exhuast mounts. More frustration but this is the best I can currently come up with. Multiple angles to try and help anybody else in the future.
The sump mounts use different locations, the LHS is further aft, the RHS is the foremost sump nut. This provide two reasonably striaght lines for the vertical supports
The span support goes through the 'A' gear weldment and just infront of the engine mount bolts. I'll confirm this is a suitable solution once I get the engine back on the fuselage and present up the lower cowl.

Thu 16 March 2006

To finish with, I remounted the engine frame. Nothing too hard, just working around the bolts and tightening everything slowly.

Thu 13 April 2006

Back with real work - we pulled the engine and frame back off the fuselage, lots more thought also completed for the push/pull controll cables - I think we have a plan.....

Tue 19 September 2006


Sun 24 September 2006

I then went back to hitting my head against the wall known as the exhaust supports. This is a different 'non-intuitive' option - outboard facing ears, this helps provide better clearance in the forward wide of the lower engine mounts. I wish there were some decent instructions for the cross-over exhausts w/ nose gear mounts....
This is a close up - not sure.
This is a third option, slightly further forward on the exhaust - the problem is then multiple bends / tweaks are going to be needed - no simple solution.

Tue 10 October 2006


Wed 25 October 2006

Finished up some tieing and then remounted the engine. This also allows Dad to sort some of the alternator lead lengths / termination.

Sun 14 January 2007


Mon 15 January 2007


Tue 16 January 2007

Cover plate mounted up - the extra space works well.
Installed the oil restrictor fitting ready for positioning the firewall mounted manifold.
I replaced the VANs supplied oil fittings with new steel elbows. These are really tight, but the standard oil lines plus two 90 degree elbows in the oil cooler seems to work OK.

Thu 18 January 2007


Fri 23 March 2007

Remounted the engine frame - probably last test fit. Various things to check / work out, FADEC harness locations, push / pull cable routings, SCAT tubes etc.

Mon 02 April 2007

To finish the day I got the prop back out, mounted up the spinner backing plate.
And went through the half turn at a time, for 6 bolts... slow but not hard.

Sun 29 April 2007

Dad sorted the quick drain oil plug - has a nice positive lock.

Wed 02 May 2007

Then engine off - hopefully for the last time - various bits of tidying and prep. We are waiting on an order from VANs for a fuel line and other parts, but some light seems to be coming at the end of the tunnel.
Carl Morgan