coming back together

Ended up at the engine mounts weren't cracked but I'm glad we got it stripped and painted

. Just starting to put it all back together now. It was difficult to get the landing gear on as the paint inside the tube made it stick and very difficult. And it looks like I got the wrong isolation mounts for the engine and I need to order the ones from vans aircraft.

Engine mount repair

The engine mount is starting to show very shall fatigue cracks, oil add a picture later.  So put the plane on jacks and pulled the motor off, then the gear legs and finally the engine mount itself comes off.  I've dropped the mount off with the bead blaster.  After it's stripped, it gets a special dye crack inspection, then repair welding then powder coated and re-installed.

Winter Upgrades

Some important improvements.

• Upgraded Alternator to 30A
• Installed a LEMO connector for ANR headsets
• Installed an INS-430 ILS/LOC
• Installed a navigation antenna in the wing

Open Source EFI

Overview 

This aspect of my upgrade has taken quite a while, it's a huge deal.  I've pulled together all my researching and here it goes...

I started this aspect of my upgrade thinking I would use one of two existing EFI systems proven for the Lycoming 4-cylinder.  For various reasons like complexity/education/design/cost.  I changed my mind and decided to build my own from open source.

I did a _TON_ of research... Let's start at the beginning.

Running fuel lines

I'm installing the new fuel valve.  It means I have to redo all the tubing to and from the fuel valve as the new valve is duplex, having a primary and return feed that goes back to the same tank it feeds from.  This is better on the pump and regulator and the preferred method by the injector manufacturer.  But it's not easy, and there's a lot of tubes to run all over.  I'm also adding a small inline fuel filter ahead of the valve for each tank.  This way, should one filter get contaminated, it won't clog the only filter I have and potentially switching tanks will provide clean fuel from the opposite tank.

Ready for a road trip

The engine is off the mount and broken down. I was hoping to arrange a skid steer to help get it off the mount, but I had logistic problems and had to go to plan B, which took a bit more thinking, but worked fine.  I built an A-frame hoist from a couple scrap 4x4s laying around the airport.

Once off the mount from here I took off the oil pan and accessory case.

Finally I lowered the engine to this old gas tank.  It's ready to be loaded on the car and take a road trip to the engine re-builders.

Constant Speed

I've decided to convert my O-320-B2C to constant speed. There are several thread on it and I think I have a plan for the conversion...

The conversion is covered clearly in Lycoming's Service Instruction 1435. It's a pretty involved process. Also there's a great thread on VAF where someone did exactly what I'm about to do here...

engine's neck oil fitting

I have purchased a Hartzell 72" propellor used 200hrs on an O-320 RV-4;

Hub: HC-C2YL-1BF

Blade: F8468-12 (72" factory) 

It has 7/16" prop bolts, which match my flange lugs.

- Grind the prop flange lugs to match the new prop (see the VAF thread)

- Have the crank guy swap the covers while he's yellow tagging it (Per Lyc. SI 1435) 

- Install the fitting in the neck

- Install the governor pad adapter and gear

- Fabricate or buy the prop oil line

- Open the firewall footwell recess required for a CS RV-4

- Install the governor (I've got a line on several)

- Install a vernier prop control and bracket