I think the best VALUE, “bang for the buck” thing you could add to your project is the IO-550 hands down! As far as weight, compared to what? The original O-470? Well then yes probably heavier but compared to the IO-520, I would be surprised if there is much weight difference if any. I realize less weight is a good thing to strive for but you don't want to go too far with it. You dont want to leave out things that actually give you a positive return vs the weight just for the sake of reducing weight. For example, I have had a friend not install BAS shoulder harness because of the additional weight, yep, you heard me correct. Now that is a bit extreme I realize but I think you get what I am trying to say.
If you are going to be on EDO’s then you want the most HP you can get, EDO 2960’s and low HP is not going to work well, if you are going low HP then Aerocets would be better.

I enjoy your posts, keep em coming!

Kurt

PNW Flyer wrote:For all you visual folks.
The floor boards removed. Looking closely you can see where the pulley supports and "tunnel" doublers are bent. This was expected given the nosewheel "removal". Now to sort out which parts are cheaper to source new vs remove from the donor fuselage. The donor has the firewall and the SPW kit parts.

Sorry, but I have to repeat myself. Look that donor fuselage over very carefully. The post between the back left window and the rear window needs replaced. The panel ahead of the left side door needs replaced. The belly skin MIGHT need replaced. The roof where the salvagers shackles bent up the corners can probably be dollied straight. I think there’s less labour and parts in all this than in fixing what you have, and then all the STC’d mods are installed, and the paper work is valid. I don’t think it needs to go in a jig. My local experts were very certain of this.

Pressure Kenmore to give this serious consideration. Call me if you want to toss it around. I’ll argue in favour, and you argue against, and let’s see what comes to light.

Sadly Kenmore is a hard no. I pressed them. Somebody else maybe but they said it had too much damage.

To the 550 vs 520 weight question, Air Plains says 10 lbs difference. But then they want $2500 to “transfer the STC”.
I am leaning back toward the -50 but still don’t have good quotes on 550 or 520.

After much discussion, we finally settled the great engine propeller debate. O-470-50
I know it is now called an xP470. With the Hartzell Scimitar prop.
A compromise of cost, thrust and weight. But it best meets our mission requirements.
Yes I give up the fuel injection, which means I have an Air Plains IO-550 STC and fuel injection components spare.

After much discussion, we finally settled the great engine propeller debate. O-470-50
I know it is now called an xP470. With the Hartzell Scimitar prop.
A compromise of cost, thrust and weight. But it best meets our mission requirements.
Yes I give up the fuel injection, which means I have an Air Plains IO-550 STC and fuel injection components spare.

You also have a surplus seaplanes west engine mount, because that mount is specific for fuel injection.

Pinecone wrote:You also have a surplus seaplanes west engine mount, because that mount is specific for fuel injection.

As Seaplanes West is now owned and operated by Acorn welding I bet it would be easy to have them modify that mount. I believe it’s only one tube that has to be moved?

That is a very good point Halestorm. I have been thinking resell the FI mount and buy a carbureted one.
But it may well be more cost efficient to just modify the one I have.

Acorn might even take the FI Mount on trade for a carbureted mount. All the isolators and hardware you have will move across.

I think I have found a local Carbureted SPW motor mount so I will have to sell the Fuel Injected one.
Engine rebuild ordered XP470 (after much thrashing)
Prop decided Hartzell F8068 (order going out shortly)
Accessories (alternator, vacuum pump) going out for overhaul - Any recommendations near seattle
Wings painted
Float Kit going on

Time to talk the avionics question. Currently a Garmin 430, GTX 327, Insight GEM 610, and S-TEC 50 Autopilot

Need ADS-B and would like to upgrade the 430 to a 650
But I don't want "excess" avionics in a floatplane.
Kenmore is pushing L3 for the ADS-B solution.

Opinions?

Don't overhaul the vac pump, ditch it and go electronic.

A1Skinner wrote:Don't overhaul the vac pump, ditch it and go electronic.

Ditto, and unless you’re going to do a lot of IFR (in a seaplane), Id keep the 430. Price of a 650 could offset a LOT of more important “stuff”.

MTV

Put a FS210 in and you’ll seldom every lay your fingers on the GNS 430 again. It will still be the brains, but your iPad will be the user interface.

I love the "ditch the vacuum pump" idea, and the FS210 with the G430W.
Anybody have an architecture of what that would look like.
Replace the AI and DG with Dual G5s?

And the GTX327 needs what to add ADS-B? I am next to Canada so 1090 is needed.
Just swap it to a GTX345?
Add an FS210 for IPAD interface?
And a GAD29B interface to the S-TEC 55 Autopilot?

That is a lot of capability for 10ish grand. Which is the cost of a G650

PNW Flyer wrote:I love the "ditch the vacuum pump" idea, and the FS210 with the G430W.
Anybody have an architecture of what that would look like.
Replace the AI and DG with Dual G5s?

And the GTX327 needs what to add ADS-B? I am next to Canada so 1090 is needed.
Just swap it to a GTX345?
Add an FS210 for IPAD interface?
And a GAD29B interface to the S-TEC 55 Autopilot?

That is a lot of capability for 10ish grand. Which is the cost of a G650

That was my point. As to "needing" 1090 ES for flight into Canada, that is probably going to be true, BUT, nobody knows yet what exactly that'll look like. It will almost certainly require an upper antenna, which is not currently the "norm" in US. Canada has deferred the implementation of ADS-B for a while, maybe a couple years. And, the requirements could change between now and then.

If you NEED ADS-B now where you base out of, I'd consider a uAvionics Tailbeacon. Also, they are working on a tailbeacon with top and bottom antennas in 1090. That one isn't certified yet.

If you install a "standard" tail beacon now, you'll be covered for the interim. But, I wouldn't install equipment betting on the come that it'll meet future Canadian regs.

MTV

mtv wrote:

PNW Flyer wrote:I love the "ditch the vacuum pump" idea, and the FS210 with the G430W.
Anybody have an architecture of what that would look like.
Replace the AI and DG with Dual G5s?

And the GTX327 needs what to add ADS-B? I am next to Canada so 1090 is needed.
Just swap it to a GTX345?
Add an FS210 for IPAD interface?
And a GAD29B interface to the S-TEC 55 Autopilot?

That is a lot of capability for 10ish grand. Which is the cost of a G650

That was my point. As to "needing" 1090 ES for flight into Canada, that is probably going to be true, BUT, nobody knows yet what exactly that'll look like. It will almost certainly require an upper antenna, which is not currently the "norm" in US. Canada has deferred the implementation of ADS-B for a while, maybe a couple years. And, the requirements could change between now and then.

If you NEED ADS-B now where you base out of, I'd consider a uAvionics Tailbeacon. Also, they are working on a tailbeacon with top and bottom antennas in 1090. That one isn't certified yet.

If you install a "standard" tail beacon now, you'll be covered for the interim. But, I wouldn't install equipment betting on the come that it'll meet future Canadian regs.

MTV

Spoke with my avionics shop here last week and they are saying we wont ever have to worry about the top antenna in small GA. So as long as you are 1090 out for the ground stations an bigger center's then you should be good. A GDL-88 would get you there with a 327. Is your 430 a WAAS unit?

Yes the 430 is WAAS.

For all the photo junkies,

Progress on the sheet metal front.

Yellow are the SPW doublers. Green are all the primed structure that goes under the floorboards.

Those doublers are quite a bit more extensive than the original SPW kits, it looks like a pretty robust upgrade. I believe they’ve added a lot of structure to the front of the firewall as well. It’s nice to see Acorn doing such a nice job of servicing the STC.

Wouldn’t be a whole lot more work to replace the whole firewall at this point.


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Whole vs half firewall was a big discussion. Experts settled on half.
All the firewall / chin / SPW parts are fitted. Time to finish the "behind the firewall" mods, grab handles, flying wires, etc, then start riveting all together.