Engine on, sortof [9.5 hours]

I’ve hung the engine, which took all of 20 minutes once I worked out how best to do it. It’ll have to come off again, so I’m leaving the engine lift set up. It has to come off again for several reasons:

  • The biggest reason – I have to do something with the sump oil line associated with the Barrett cold air induction scheme. There’s a VAF thread about it – here. This whole topic deserves a complete post, which I’ll do once I decide how to deal with it. Suffice to say, it is a nasty issue but until I have a strategy for this I can’t oil the engine.
  • With a B&C 90 degree oil filter adapter, the B&C 462-3H vacuum pad mounted alternator requires a 1.25 inch extension, which I mounted after changing to the correct studs. However, the clearance between the field wire connector and the firewall is not adequate. I’m going to modify the connector and bring the wire out the side so that there is adequate clearance. To do this I have to remove the engine.

While the engine is on, I’ve taken the opportunity to get out all the boxes containing everything that gets added to the engine, and verify that it all fits and I have the correct hardware. I found a few things:

  • The studs that Barrett installed for the PCU-5000X Governor are too short. They are probably the 3C-17 studs that are in the Lycoming parts list. They should be the 3C-19 studs, so I have to order four of these, remove the old studs, and install the longer ones before I can install the propeller governor.
  • The exhaust pipe for the #3 cylinder looks like it will impinge on the induction pipe for that same cylinder. If so, I’ll have to get that pipe modified.
  • I don’t have the engine mounting parts for the A/C compressor. I knew about this.
  • The A/C compressor will get in the way of the left air intake, requiring modification to the intake. I knew about this also.

One job I was able to complete with the engine on – I put a 1″ tie down strap between the front fork and the engine, cranked it down, and was able to easily compress the elastomers enough to get the retaining bolt in – without the engine on to establish the right leverage points, this is just about impossible.

I also made a doubler and drilled the fuselage to install the front ADSB antenna under the passenger seat.

  • f45a
    f45a
    ADSB antenna and doubler added under the front passenger seat
  • f45b
    f45b
    Engine on!
  • f45c
    f45c
    Compressing the elastomers to get the bolt in