2019/03/28

I used some 2024T3 angle, nut plates and .063" 90's were used to support the front of the radio stack.   The angle is notched to accommodate the Dynon Knob Panels.

Since the engine is pulled and the vent lines were still sticking straight back, it was time to terminate them into the manifold.  The left and right vent lines to be fabricated.   Some clamps and bolts through the firewall will secure the lines.   I'll try to use the same bolts for mounting the master and starter solenoids.   Blue tape marked the outline of where the oil filter and pad mount alternator need clearance.   

2019/3/24

The last week has been quite a mix of events.    Part of Saturday was spent at our local Vintage Aircraft Museum where a B24, C47, Stearman and a T6 were available for rides.

I needed to renew my renters insurance and prepare for a BFR soon.  Also checked on canard transition training.   The EAA requires $100K medical for each passenger if you give Young Eagle Rides.  Some schools/FBO's didn't require any insurance, but others required anywhere from $5K-$40K physical damage.  I've got one more agent to check with on Monday.

I did get some work done in the shop getting the engine pulled and shipped off.  Also worked on the radio cage.

The XP-382 engine was stripped of the EI/EFI, ring gear, starter, alternators, cold air sump.   Openings covered, wrapped in pallet wrap and mounted on a pallet.   The engine was picked up Tuesday.  I've gotten two quotes back out of three for an engine close to 200 hp. 

The parts going to the builder were boxed up.   

On Friday, my friend needed to change oil so we went for a short flight to warm it up.   I cut the filter open and only found a few small shiny flecks.

After pulling the engine, I decided it was time to get the vent lines up where they belonged.   I came up with this hack for bending the line without kinking it right next to the firewall.  An AN-3 bolt, nut, bushing and some washers kept the tube from kinking when bending.

 Another neighbor asked if I wanted to ride right seat in a King Air 350 to haul some folks to Aurora IL and back.   I got this cool photo of an F35 as we were taxiing.

There were hellacious winds.  Our ground speed going North was almost 400 mph but coming back was about 300 mph.  Fort Worth ATC was very busy.

  

I helped a neighbor a little with replacing the bladders in his 182.   Some of the fuel lines were in pretty bad shape.  Looks like a good reason to use the good Aeroquip lines.

Chapter 23 Engine Installation - The hunt for another new engine

Nichole @ Catto advised if the replacement engine is within 10% horsepower, my prop should still work.  The challenge now is to find an engine that is honestly within that rating.

One build quote has arrived so far from Aero Sport Power.  The ECI engine price has gone up about $4K.   Superior has provided an offer and contract to return my engine minus the SDS system, alternators, cold air sump.  They've added an allowance for labor, freight etc.

One of the closest engines in performance is the Titan/ECI/Continental Motors IO-370.  Aero Sport Power calls this engine their XP-375 just to help differentiate it from Titan's build.   Another builder of Superior Engines (and others) is Barrett Precision Engines.

It seems that Superior has the edge on standing behind their products.  Recent fliers of the Titan engine on the Vans forum have posted 400-500 hours with no trouble so far.  Some are skeptical of the claimed horsepower and think it might be around 190 but there weren't details of fuel, intake or ignition systems they were running posted.   The cold air sump should help bump it up a bit.

Sales tax will be a factor, so the out of state builders will have an edge.  If they're close enough, I can haul the engine to save freight.

If I stay with a Superior XP engine, the XP-360 is the logical choice, but I'll probably need a different prop for short field take off performance.

I was eyeballing some of the baffle drawings posted on the Cozy Builders site and am thinking XP-382 case must be a little different.  I'm told the XP-382 cylinders are .100" longer as well, so I'd probably better put making baffles on hold until I have the replacement engine selected and on hand.

Meanwhile, there's plenty of other work to be done.

Chapter 17 Throttle Quadrant

I took a stab at making my own reversing throttle quadrant out of left over aluminum.  The local hardware store had teflon washers and a knob to adjust the friction.

Chapter 22 Composite Instrument Panel

I decided to try using the plans composite panel and it seems it will work just fine. The aluminum panel was used as a template and guide.   The Fein multitool and Irwin hand saw cut the longer straight lines.   A few drill holes were made to ease cutting out the Dynon Knob Panel holes.

The Avidyne installation manual indicates a minimum panel thickness of .050 aluminum.   The radio stack opening is cut at about 6.3" wide which is to narrow for the trays so I will need to open them up a bit.    Some 2024 T3 3/4" angle will be used on the sides to accommodate the tray mounting screws.

The top left edge of the left Dynon display and right edge of the right display don't quite clear the rib on the back of the panel.

Some shelves and ribs will be added between F28 and the instrument panel for reinforcement and to  accommodate the VPX and various Dynon modules.  

Chapter 23 Engine - Superior update

Monday I spoke and or emailed with Darren at Aero Sport Power,  Ross Farnham at Racetech (SDS), Nichole at Catto, and Bill Ross at Superior Air Parts.

Bill called me back and gave a lengthy explanation of the crankshaft/timing issue.  They'd buy back my engine at invoice plus $2K for labor.  He needed the serial number of the engine and discussed some alternative engines.  Also said I could retain the accessory and case or they can resell them.
Nichole said if my replacement engine was within 10 percent of the horsepower rating of the XP-382, the prop should still match.
Ross at Racetech pointed me at the Vans forum where one of the threads is very active on the XP-382 and XP-400 issue.   I've emailed Bill at Superior back a list of questions along with copies of my invoice.

Darren at Aero Sport Power discussed a variety of options and suggest the IO-375 (basically the same engine as the Titan IO-370).   I can reuse all of the options/add ons I had with the XP-382 such as the SDS system, alternators, cold air intake, angled oil filter adapter.

I'll chat with a friend that does RV builder assist about the alternative engines.  I recall he had not been impressed with the Lycoming 390 and angle valve engines mostly because of weight, cost and clearance challenges.   The consensus around here a few years ago were the best engines with the best product support were Superior and Titan.   At this point, I'd have to agree Superior treats their customers the way they want to be treated.

I'll spend the afternoon prepping the engine for removal and crating. 

Chapter 23 Engine Installation - Superior announces buy back of XP-382 and XP-400

https://newsline.kitplanes.com/2019/02/28/superior-buying-back-all-xp-400-and-xp-382-engines/

I'll post an update when I know more.