Awesome video! Thanks Stu! Coming up for me, following attachment of my tail pieces, I'll be hanging and rigging up my engine soon on my RV7. I've watched your videos for a couple of years now and they've helped me along, as I'm a first-time builder.
I'm in the middle of a new engine/prop install, and you aren't kidding! Hanging the engine is pretty fast, getting everything else connected takes a while!
That was a good one, Stu. If you have time in a future one, could you talk about the ways you pass wires, cables, heated air and fuel through the firewall? Also about the EMAGs. Thanks very much. See you, Drum
Let me elaborate since it will be a few weeks for more info on these topics. I use the linked product below for firewall pass thru of wires. The idea is to prevent chaffing and seal the hole off from fumes and heat. As for fuel its a basic steel AN6 bulkhead fitting that passes thru firewall - super simple. The fitting is a AN832-6. Firewall pass thru: www.aircraftspruce.ca/catalog/hapages/ssfirewallkit12-04762.php?clickkey=114705 About the EMAG - really nice product. Works similar to a normal magneto except that after the engine is running it produces its own electrical power. Traditionally magnetos are used on aircraft engine because they don't rely on aircraft electrical power - i.e. the entire electrical system of the airplane can fail or turn off and the engine keeps running and brings you home. The initial downside of electronic ignition is the very fact that they require aircraft power to function - if you have a complete electrical failure you'll likely land at the nearest convenient airport. They are typically functional down to a very low voltage so you do have a good 45-60 min of safe flight time - but it will stop functioning eventually and the engine will quit. The EMAG is kind of the best of both worlds. Functions like a magneto by producing it own power source and provides the benefits of electronics ignition - better spark, timing change, manifold pressure (altitude) compensation, better fuel economy etc. The installation is pretty straight forward. Each will have a ground wire, power wire (goes to a circuit breaker) and a wire to turn it on-off (same connection as a mag). They also have a manifold pressure hose to each. Hope this answers your question
Awesome video once again stew! Can’t wait to see your wheel pants selection and if you could answer a quick question for me , as to who made up your fuel feed lines & pressure sender hoses ? Some one in Canada ?
@@stusaircraftfactory6592 Hello, I hear what your saying but I still can't help from feeling some corporate greed from the manufactures because most of these engines have had all of the cost's in development, tooling, castings, and testing done many years ago, in most cases dating back to the 1960's. It just seems like they know they got you so they charge what ever they want.
@B.S Noodleman Classic case of over-regulation creating barriers to entry into industry which results in government-induced monopolies and rising prices. There are many companies capable of making high quality aircraft engines, but the certification process is so prohibitive and costly that it's just not worth it, even at inflated consumer prices. Once you de-incentivize new competition so severely, you're gonna have rising prices. Corporate greed only works if nobody is there to undercut your pricing. The price is the symptom, the regulation is the problem.
@@peter94e Good point, but what about the extremely high prices for the non certified engines that manufactures produce? Some manufactures sell the exact same engine in either certified or non certified form and although the non certified engines are cheaper they still seem very expensive for what your getting. For example a brand new Ford 5.2L ALUMINATOR 5.2 XS CRATE ENGINE is $22,000 and this is a very sophisticated and modern design DOHC, 4 valve per cylinder. variable valve timing, and fuel injected that produces 580 HP. It just seams crazy that you could buy two of these for the cost of one Rotax 915 that was designed and built in 1984. For a company that employs state of the art manufacturing techniques like Rotax to charge that much for an engine that they have been building since 1984 seems like they are over charging because they can, hence corporate greed.
Excellent video. 3 generations of my family worked at and retired from Textron- Avco- Lycoming Engine.
Awesome video! Thanks Stu! Coming up for me, following attachment of my tail pieces, I'll be hanging and rigging up my engine soon on my RV7. I've watched your videos for a couple of years now and they've helped me along, as I'm a first-time builder.
Awesome. This is build #6 wow
I'm in the middle of a new engine/prop install, and you aren't kidding! Hanging the engine is pretty fast, getting everything else connected takes a while!
Thanks for taking the time to do this. Very helpful.
looking good! just bought an RV6, looking forward to transition training
That was a good one, Stu. If you have time in a future one, could you talk about the ways you pass wires, cables, heated air and fuel through the firewall? Also about the EMAGs. Thanks very much. See you, Drum
Will do. Basic concept is bulkhead fittings in steel.
Let me elaborate since it will be a few weeks for more info on these topics. I use the linked product below for firewall pass thru of wires. The idea is to prevent chaffing and seal the hole off from fumes and heat. As for fuel its a basic steel AN6 bulkhead fitting that passes thru firewall - super simple. The fitting is a AN832-6.
Firewall pass thru:
www.aircraftspruce.ca/catalog/hapages/ssfirewallkit12-04762.php?clickkey=114705
About the EMAG - really nice product. Works similar to a normal magneto except that after the engine is running it produces its own electrical power. Traditionally magnetos are used on aircraft engine because they don't rely on aircraft electrical power - i.e. the entire electrical system of the airplane can fail or turn off and the engine keeps running and brings you home. The initial downside of electronic ignition is the very fact that they require aircraft power to function - if you have a complete electrical failure you'll likely land at the nearest convenient airport. They are typically functional down to a very low voltage so you do have a good 45-60 min of safe flight time - but it will stop functioning eventually and the engine will quit.
The EMAG is kind of the best of both worlds. Functions like a magneto by producing it own power source and provides the benefits of electronics ignition - better spark, timing change, manifold pressure (altitude) compensation, better fuel economy etc. The installation is pretty straight forward. Each will have a ground wire, power wire (goes to a circuit breaker) and a wire to turn it on-off (same connection as a mag). They also have a manifold pressure hose to each.
Hope this answers your question
Awesome video once again stew! Can’t wait to see your wheel pants selection and if you could answer a quick question for me , as to who made up your fuel feed lines & pressure sender hoses ? Some one in Canada ?
TS Flightlines. Best in business :)
Thanks yoy
Stu: what are the advantages of having the exhaust pipes ceramic coated..?
I did it mostly for looks. They burn and brown very quickly. Some say it reduces the heat but that mostly unproven and hard to really measure
Who do you use for exhaust ceramic coating? Did you send it out to have it coated or did you just have it done locally?
I get all powdercoat and ceramic done at Impact Coating in Edmonton
I’m back
Engine company name
Privately built - not a company sorry. There are a lot of great companies out there.
deep pockets or deep debt
Makes you wonder why something so simple is so expensive?
Supply and demand
@@stusaircraftfactory6592 Hello, I hear what your saying but I still can't help from feeling some corporate greed from the manufactures because most of these engines have had all of the cost's in development, tooling, castings, and testing done many years ago, in most cases dating back to the 1960's. It just seems like they know they got you so they charge what ever they want.
@@b.snoodleman5864 Yeah it’s a interesting debate.
@B.S Noodleman Classic case of over-regulation creating barriers to entry into industry which results in government-induced monopolies and rising prices. There are many companies capable of making high quality aircraft engines, but the certification process is so prohibitive and costly that it's just not worth it, even at inflated consumer prices. Once you de-incentivize new competition so severely, you're gonna have rising prices. Corporate greed only works if nobody is there to undercut your pricing. The price is the symptom, the regulation is the problem.
@@peter94e Good point, but what about the extremely high prices for the non certified engines that manufactures produce? Some manufactures sell the exact same engine in either certified or non certified form and although the non certified engines are cheaper they still seem very expensive for what your getting. For example a brand new Ford 5.2L ALUMINATOR 5.2 XS CRATE ENGINE is $22,000 and this is a very sophisticated and modern design DOHC, 4 valve per cylinder. variable valve timing, and fuel injected that produces 580 HP. It just seams crazy that you could buy two of these for the cost of one Rotax 915 that was designed and built in 1984. For a company that employs state of the art manufacturing techniques like Rotax to charge that much for an engine that they have been building since 1984 seems like they are over charging because they can, hence corporate greed.