Love those rocker covers!! Looks great.

Woohoo!!

Battson wrote:Love those rocker covers!! Looks great.

Thanks, I'm glad someone likes them I was looking at engine paints when I asked my wife what color she liked. She picked 'burnt copper' and I said "Really?" I played it safe and went with burnt copper.

CamTom12 wrote:Woohoo!!

My feeling exactly!

Put the prop on so we could set the nose bowl position. I think we have a ground clearance issue...


I've been holding off on posting a instrument panel picture until it is a bit further along but who knows when that will be so:

Lots of head scratching going on while working on the engine cowl but we are about there. Clearances are pretty tight because the induction is on top of the engine. I still have to work out an air filter but that should be pretty easy.







Our alternator arrived yesterday. Much smaller in size, weighs half as much as the 24V/60A alternator that came off the engine but still puts out 12V/50A.

Really looking good whee!

Do you take the air from the top/front of the engine in this configuration? Or from the back/bottom?

WWhunter wrote:Really looking good whee!

Thanks!

Chris In Marshfield wrote:Do you take the air from the top/front of the engine in this configuration? Or from the back/bottom?

A picture is worth a thousand words.

whee wrote:

WWhunter wrote:Really looking good whee!

Thanks!

Chris In Marshfield wrote:Do you take the air from the top/front of the engine in this configuration? Or from the back/bottom?

A picture is worth a thousand words.

That is cool. Are you going to scoop around there somewhere for a ram air effect?

I’m thinking about ram air but I’m not sure yet. It’s already in a high pressure zone and there is no alternate air so I’m thinking it might be a good idea to not change it. The filter shown doesn’t fit under the cowling so I’ll probably order a K&N that does fit and meets the flow requirements.

The top of the cowling is a bit higher than static pressure, by design for cooling the engine. I measured 8 inH2O over static pressure in my upper cowl at roughly 130 mph. That’s around .3 psi, which surprised me when I converted the units the first time, haha!

It looks great, Whee!

Little bit of progress.

My pops is almost done with the instrument panel. Hasn't let any smoke out yet.




Engine mount done. That feels good.


Engine on, hopefully it will stay there for a long time.

Looks like you have two batteries mounted on the firewall.
What's that unoccupied place above the alternator-- vacuum pump pad?
Surely you're not gonna run one of those-- surprised you don't have a cover plate on that.
Or does a secondary, smaller alternator mount there?

It's interesting to look at the Continental IO-360,
and see how it's similar to / different from both the O-300 and O-470 engines (I've owned both).

As far as I know the o-200 and o-300-a,b,c are basically the same engine with longer cases and another row of cylinders. The o-300-d model adds the right angle starter adapter which is also found on the IO-360 and 470 engines. The o-200 and o-300 don't have a crank setup for a constant speed prop.

The io-360 Continental adds the prop governor and has angle valve cylinders like a 470/520 and angle valve lycomings. They make 210hp stock and I suspect could be in the 225 range with higher compression pistons. Looks like it's around 100-125ish lbs lighter than the 470 and 100ish lbs lighter than a lycoming o-540 (parallel valve).

So basically it's like a io-470 with 50ish less HP and 125lbs less weight.

Given that the bearhawk is usually around 1500lbs with a 260hp o-540, Whee's should be in the 1400lb range, and given 210HP, it should work really well.

schu

Just wondering about the air filter setup. Temperatures under the cowling can get hot. Aren't you concerned about performance of the engine using warm/hot intake air? Air intake temperature can have a significant effect on engine performance.

Pusher wrote:Just wondering about the air filter setup. Temperatures under the cowling can get hot. Aren't you concerned about performance of the engine using warm/hot intake air? Air intake temperature can have a significant effect on engine performance.

During extended ground operations it might be an issue with little propwash to move air they the cowling. Once the airplane is moving the air in the top of a downdraft cooling cowling should be close to the same temp as ambient.

akschu wrote: As far as I know the o-200 and o-300-a,b,c are basically the same engine with longer cases and another row of cylinders. The o-300-d model adds the right angle starter adapter which is also found on the IO-360 and 470 engines. The o-200 and o-300 don't have a crank setup for a constant speed prop.....

Yeah, sorta.
Continental took kind of a mix-n-match approach to their engine configurations.

O-200 and O-300 engine cases incorporate different provisions for engine mount attachment.
O-200's sorta like a lycoming in that regard, O300 is like a 470.

C145-2 is about the same as the follow-on O-300A.
C-145-2H and O-300B are very similar, and are configured for a hydraulically controllable prop.
O300C is like an O300A, but changed from 8 bolt crank flange to 6 bolt (or vice versa, can't remember),
O300D added an engine driven vacuum pump and angle starter.

IO360 has a direct drive generator like an O-200 or O-300,
470's use a belt drive set-up.
I believe IO360 and O470 starters are actually different, although they are mounted similarly.

Halestorm wrote:

Pusher wrote:Just wondering about the air filter setup. Temperatures under the cowling can get hot. Aren't you concerned about performance of the engine using warm/hot intake air? Air intake temperature can have a significant effect on engine performance.

During extended ground operations it might be an issue with little propwash to move air they the cowling. Once the airplane is moving the air in the top of a downdraft cooling cowling should be close to the same temp as ambient.

This^ Thanks for pointing out the concern Pusher.

The filter arrangement pictured is from the STC kit to install this engine on a Temco Swift. Also, the Cessna T-41 uses a similar arrangement with the addition of an alternate air door.

The IO360 is kinda an in between engine; it's not a small block (like the C-series and O300) but it isn't really a big block either. There are many similarities between the O300 and the IO360. Weight, horsepower and fuel efficiency are the reasons I picked this engine.

During my discussion with Lycon about having them do the overhaul the tech stated that when they run the IO360s on the dyno after overhaul they produce 235hp and that is without their cylinder magic. I didn't have them do the overhaul and I'm only counting on 210hp but it will be interesting to see now much adjustment my prop, set up for O470K, will require.

Hotrod, That open accessory drive is for a vacuum pump which I will not be using. It will get covered. Dual batteries to ensure I have enough juice for my electronic ignition.

whee wrote:....Hotrod, That open accessory drive is for a vacuum pump which I will not be using. It will get covered. Dual batteries to ensure I have enough juice for my electronic ignition.

Guy I knew built a GlasStar with a 360 Lycoming, with dual electronic ignitions.
He had two comepletely separate electrical systems.
Two busses, two batteries, and two alternators:
one belt-driven in the usualy location,
the other one a direct-drive B&C mounted to the vacuum pump pad.
Had some sort of switching where his dual electronic boxes could run off one or the other or both systems.
One elecrical system could totally fail and he was still good to go.
No "single point of failure" issues.

Thanks for sharing Hotrod. Sounds very similar to what many build with electrically dependent engines do. It is very robust but also heavy. I don’t really want to discuss my electrical system architecture in detail. I recognize that my alternator is a single point failure but each battery has enough capacity that I’ll run out of fuel before I run out of electricity. My system is simple; no relays, capacitors, manuals, or checklists required.