nzrv8
Well Known Member
Hi,
I have bought a low time AEIO for cheap with a gaurentee that all major parts will be reusable.
My major concern is weight - I know this is a heavy engine. (Will be used on an RV-8). I will be using a light prop and the lightest accessories possible.
From the information I can find, it seems it would be quite easy to convert from an AEIO to an IO, as most the the differences are external - (inverted oil system, sump). I think the AEIO also has a solid prop flange whereas the IO is drilled to save weight.
Do you guys know of any other differences between the two?
Does anyone know the weight differences between the two crankshafts?
Has anyone done this conversion before?
An A&P friend of mine pulled two cylinders before I paid any money, and he said that the internals all look very good - no corrosion or wear. The engine sat in a hanger in a very dry climate for 15 years since last being run. It wasn't inhibited. TT 700hrs, manufactured 1974.
What would you engine gurus think would be the best approach regarding getting this engine ready for flight - Bearing in mind that money is a factor!
I have already emailed Lycoming for the current list of SB's and AD's. I am on the fence about either just stripping, inspecting, and reassembling using new gaskets/bearings - Or a full rebuild (at a much higher cost!)
Any advice appreciated, as always.
Hugh
I have bought a low time AEIO for cheap with a gaurentee that all major parts will be reusable.
My major concern is weight - I know this is a heavy engine. (Will be used on an RV-8). I will be using a light prop and the lightest accessories possible.
From the information I can find, it seems it would be quite easy to convert from an AEIO to an IO, as most the the differences are external - (inverted oil system, sump). I think the AEIO also has a solid prop flange whereas the IO is drilled to save weight.
Do you guys know of any other differences between the two?
Does anyone know the weight differences between the two crankshafts?
Has anyone done this conversion before?
An A&P friend of mine pulled two cylinders before I paid any money, and he said that the internals all look very good - no corrosion or wear. The engine sat in a hanger in a very dry climate for 15 years since last being run. It wasn't inhibited. TT 700hrs, manufactured 1974.
What would you engine gurus think would be the best approach regarding getting this engine ready for flight - Bearing in mind that money is a factor!
I have already emailed Lycoming for the current list of SB's and AD's. I am on the fence about either just stripping, inspecting, and reassembling using new gaskets/bearings - Or a full rebuild (at a much higher cost!)
Any advice appreciated, as always.
Hugh