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Lights, Engine, & FF Kit Q's

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jesse(at)saintaviation.co
Guest

Posted: Fri Sep 07, 2007 6:08 pm Post subject: Lights, Engine, & FF Kit Q's

I'll reply below.



Jesse Saint

Saint Aviation, Inc.

jesse(at)saintaviation.com

www.saintaviation.com

Cell: 352-427-0285

Fax: 815-377-3694



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robin1(at)mrmoisture.com
Guest

Posted: Fri Sep 07, 2007 7:43 pm Post subject: Lights, Engine, & FF Kit Q's

Jessie,

	Will you report back to the list as soon as you have results on the oil cooler "upgrade"?



Thanks,

Robin



Engine arrives in 3 weeks!

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LloydDR(at)wernerco.com
Guest

Posted: Sat Sep 08, 2007 6:22 am Post subject: Lights, Engine, & FF Kit Q's

My answers:

#1 I polished the plate and then clear coated it

#2 Since I have an Eggenfellner Subaru I can tell you Falcon insurance does not differentiate between engines, Lycoming certified or not, or Eggenfellner. They were charging the same rate regardless.

Dan

N289DT RV10E 



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orchidman

Joined: 10 Jul 2006
Posts: 277
Location: Oklahoma City - KRCE

Posted: Sat Sep 08, 2007 1:59 pm Post subject: Re: Lights, Engine, & FF Kit Q's

[quote="LloydDR(at)wernerco.com"]My answers:

#1 I polished the plate and then clear coated it

#2 Since I have an Eggenfellner Subaru I can tell you Falcon insurance does not differentiate between engines, Lycoming certified or not, or Eggenfellner. They were charging the same rate regardless.

Dan

N289DT RV10E 

--[/quote

Good news, thanks.  Since even Van's sells both, I was a little concerned but wanted to ask.

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_________________
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)

Rhonda(at)bpaengines.com
Guest

Posted: Mon Sep 10, 2007 7:56 am Post subject: Lights, Engine, & FF Kit Q's

Gary:



What are the differences he's telling you that account for several thousand dollars in savings?  What parts that are required at o'h is he using, what is he leaving out?  What parts are "experimental only?" If you're talking about cases and a crankshaft that are experimental only, that could mean that they are not in airworthy condition (i.e., outside of serviceable limits.)  This would be something akin to what airboat builders do as we've discussed on this list before.



You can put anything you want to in your airplane, but make sure that you know what you're getting and that you're perfectly comfortable putting your family behind that engine.



Rhonda



2.	I am starting to work with my local engine shop and one question that came up early in the conversation was experimental or certified?  I asked him why he asked and he explained the differences in the engine that he was talking about and I can live with them. The pro is saving several thousand $ but he said that some people want certified for insurance reasons.  My question is that when you went for insurance on your â€“10, did they ask about the engine whether it was certified or not and if so what were the differences in premiums and insurability?  Was there a difference?



[Jesse Saint] A certified engine will save you 15 hours on the Phase 1 flight testing period, 25 instead of 40 hours, assuming that you keep everything certified including the prop.  Beyond that, you are getting the exact same engine if you stick with the O-540 or IO-540.  If you want to go with a used or overhauled engine, then you will most likely be certified, unless you make some changes that will make it experimental, like electronic ignition, experimental fuel injection system, etc.  I have not heard of any insurance rate differences.  In fact, I haven't even heard any reports of the insurance company asking, possibly not even on the alternative engines, but I am just going from personal experience here, not having talked to everybody about their experience.

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orchidman

Joined: 10 Jul 2006
Posts: 277
Location: Oklahoma City - KRCE

Posted: Mon Sep 10, 2007 8:55 am Post subject: Re: Lights, Engine, & FF Kit Q's

 	  Rhonda(at)bpaengines.com wrote: 	
		  Gary:



What are the differences he's telling you that account for several thousand dollars in savings?  What parts that are required at o'h is he using, what is he leaving out?  What parts are "experimental only?" If you're talking about cases and a crankshaft that are experimental only, that could mean that they are not in airworthy condition (i.e., outside of serviceable limits.)  This would be something akin to what airboat builders do as we've discussed on this list before.



Rhonda

	


The considerations are with the case.  A case could have the flange out by a couple thousandths and when trued up the flange mating thickness might not meet Lyc thickness tolerances.  Depending on where it is located, it could be very safe but not meeting tolerances.  The builder is a real straight shooter and we will talk out each step of the whole process.

I need to know all the ramifications and the insurance one was the only variable of many under consideration that I didn't have any experience with.

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_________________
Gary Blankenbiller
RV10 - # 40674
(N2GB Flying)

Rhonda(at)bpaengines.com
Guest

Posted: Mon Sep 10, 2007 9:09 am Post subject: Lights, Engine, & FF Kit Q's

Yes, thin cases do make their way on to experimental only engines from

some builders.  Best of luck in your build!



Rhonda

Do Not Archive



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AV8ORJWC

Joined: 13 Jul 2006
Posts: 1149
Location: Aurora, Oregon "Home of VANS"

Posted: Mon Sep 10, 2007 9:54 am Post subject: Lights, Engine, & FF Kit Q's

What is missed for many builders choosing non-TCDS engines, is that

there are several other issues to address.  You glanced off one which is

airboat motors being sold, how about ground power units being sold and

former certificated units which did not receive the required compliance

with AD notes to remain certification.  There are lots of things to be

cautious of.  25 vs. 40 hours of fly off is an overly simplistic number

which masks the risks.



The most important, know your builder and understand what you are

buying.  We are dealing with a prop strike last September on another

aircraft.  First there was the obvious hub inspection, the replacement

of all the antenna array under the fuselage that was wiped off, the

damage to the airframe, then the replacement of the three blades of MT

propellers, now it turns out that just looking at the oil was neither

wise nor compliant.  It is amazing how expensive copper glitter can be

once it is found in the oil.  And no, I was not the pilot.  Nor was I

the mechanic that said go ahead and fly it "the oil is clean".



We could have had a dual screen Chelton.



Even one of us posted about a cracked sump on his new certificated

Lycoming from VANS.  Like that credit card commercial... "What is your

warranty in your wallet?



Choose wisely.



John



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