Since we're on the subject of engines and I'm another 173RG IO
540 guy, I thought I'd put my two cents in the hopper.
Mel
Ball is flying his and I'm not but my engine is mounted. I have the
260 Hp parallel valve engine that weighs 405 lbs. Alan Shaw built my
cowling and had my engine mount made as well. The latter is so
designed to bring the engine as close to the firewall as possible for CG
considerations. I had to purchase a B&C oil filter adapter before
my engine would fit. My 540 has the Bendix fuel servo mounted on the
bottom using an elbow adapter so that it faces forward.
Alan's cowling is beautiful with the top portion looking like the
hood of a '57 Thunderbird. The lower portion has to dip down below the
standard fuselage bottom by about 1 1/2-2" (to encompass the
engine completely) in the center which is somewhat disconcerting at first
glance. Velocity has fashioned a male NACA from a Camaro which is part
of the standard XL installation. I used one of those but built up the
aft portion of the lower fuselage around this NACA until it became a female
NACA which provides ram air to the fuel servo. So the new lower aft
circumference of the fuselage is now flush with the bottom of the lower
cowl. I think it looks good.
I
have kept my front oil cooler and installed a wing root oil cooler as well
which I intend to connect in series (with the nose cooler receiving oil
first for heating purposes). Because of the distance the oil will have
to travel I have used the 5/8" OD steel braided Teflon hose for this
purpose.
My
engine came from Don George. As has already been stated, so far I have
nothing but good things to say about their service and
professionalism. It is interesting that a 540 cost nearly the same as
a 360 because the demand for the 360's has made them more difficult to
obtain and thus supply and demand issues have narrowed the cost
differential.
The
big issue all along for me has been the CG. I have fashioned an
epoxy/buckshot composite piece to fit in the nose above the landing light
which weighs thirty pounds. If I have to trim some off, I can.
Somewhere, I read or heard it said that each 10 lbs. placed in the nose
moves the CG .65" forward. The engine is already snugged against
the firewall. I intend to conscientiously abide by appropriate CG
restrictions for my airplane but Alan has convinced me that I can do this
with the 540.
With all the recent tragedy, contemplating a none standard engine
and/or propeller installation is sobering. My plan is to install
everything else in a standard fashion with standard aircraft quality
equipment that has tried and true track records in other
applications.
I
can't say that my choice is any better than any body else's but I obviously
believe that I will fly a safe and dependable aircraft. It probably
won't go much faster than anybody's but maybe it will have a nice cruise
speed at higher altitudes and maybe it will climb a little better than
some.
We'll see.
Ralph Robertson
173
RG