Fuel Injection conversion for beginners

[HansR]

Originally Posted by Northernliving

Hans, I'm also in the process of replacing an O-360-A4A to a clone injected engine.

I'll post some more pictures as this progresses.

Brian

Thx Brian. Do you have a drawing of the spacer? No problem for me to have it milled if I know to make it.

I have got a full list of parts suggested by Airflow Performance, maybe the spacer is included? Adds up to some money....

BR / HR

[David Carter]

Originally Posted by HansR

Thx Brian. Do you have a drawing of the spacer? No problem for me to have it milled if I know to make it.

I have got a full list of parts suggested by Airflow Performance, maybe the spacer is included? Adds up to some money....

BR / HR

The spacer is not included in the kit. Call Don & tell him how tall your existing installation is from bottom of sump to top of FAB cover plate & he will quote you a phenolic spacer of the correct thickness. He has the CAD files of the fuel control, so the spacer is milled to the exact dimensions to mate with it.

You may also need a new FAB top plate. Mine had an extra cutout that was required to fit the bottom of the carberator, and it also had a large crack. I fabricated one from thicker aluminum using the old one as a template.

[Northernliving]

Originally Posted by HansR

Thx Brian. Do you have a drawing of the spacer? No problem for me to have it milled if I know to make it.

I have got a full list of parts suggested by Airflow Performance, maybe the spacer is included? Adds up to some money....

BR / HR

Hans,

I should be able to get you a drawing. What format do you want it in? My part is for a silverhawk airmotive servo. The spacer and the top of the FAB are now built into one part, but you will have to make sure your servo height is the same. Well, more importantly, the height differential to the old carb.

Go to my username and drop me an email with your address so I know where to send it.

Brian

[Northernliving]

Originally Posted by David Carter

The spacer is not included in the kit. Call Don & tell him how tall your existing installation is from bottom of sump to top of FAB cover plate & he will quote you a phenolic spacer of the correct thickness. He has the CAD files of the fuel control, so the spacer is milled to the exact dimensions to mate with it.

You may also need a new FAB top plate. Mine had an extra cutout that was required to fit the bottom of the carberator, and it also had a large crack. I fabricated one from thicker aluminum using the old one as a template.

When I called Vans and discussed this conversion with them, they suggested a support bracket on the top of the FAB since they are prone to cracking. That's why I opted to machine it all out of one piece of solid aluminum with the top cover portion of the FAB now being substantially thicker. The intake dimensions and bolt holes locations are the same for the carb and the injection servo. Be sure to safety wire the bolts holding the FAB cover to the carb/servo.

[Lars Jensen]

Having flown for years with both FI and carbureted Lyco 360 engines, I am struggling to see the great benefit from converting an engine to FI. Unless you want to fly aerobatics I think the benefit is very limited. I do not get better engine performance or lower fuel flow with my injected IO360 B2F vs the O360 A3A, and the Injection system is only so I can go aerobatic. The carbureted one is in my Robin DR400 and the FI in the CAP10.

Going half way house I would consider a throttle body system as it is vey simple and easily installed and maintained in comparison to the rather archaic mechanical constant flow injection systems we still use in aircraft.

What are the pros and cons for going with a throttle body injector compared to FI? I would be interested in hearing any experience on the TBI. Had I not bought a rebuild project, then I would consider TBI.


EDIT

Ok, I read through the year long discussion on TBI, where several people threw in the towel after a long struggle. Engine failures are not an option for me either..

[Jimzim]

I have about 300 hours on the RV 7 that I built. I hold the repairman certificate for this aircraft. I am converting my O-360 to AFP fuel injection.
My question is, what is needed to satisfy the feds after the conversion? Return to phase 1, re-do W&B, form 8130, or ?
I will be in touch with fsdo as needed, just don’t want to go forward blind.
Experiences?
Thanks, Jim

[Northernliving]

Originally Posted by Jimzim

I have about 300 hours on the RV 7 that I built. I hold the repairman certificate for this aircraft. I am converting my O-360 to AFP fuel injection.
My question is, what is needed to satisfy the feds after the conversion? Return to phase 1, re-do W&B, form 8130, or ?
I will be in touch with fsdo as needed, just don’t want to go forward blind.
Experiences?
Thanks, Jim

I'm changing my engine from a certified O-360-A4A to a superior IO-360, and converting from a FP to a CS prop. I called a local DAR who is highly respected and he said the only thing that would require me to go back to phase 1 is the conversion to fuel injection and he would work with my on the that including the paperwok. I would have conjectured it would be the change in W&B and the prop. He said since I purchased the plane from a different part of the country, he would designate a new test area.

I have lots of respect for the knowledge and experience of many of the folks that participate on this site, but the advise I got from the DAR seems to conflict with some of the post I've read here. If there is some reference where this information is spelled out clearly, I would appreciate reading through it.

I would suggest you work with your local DAR.

Brian

[RVDan]

Originally Posted by Jimzim

I have about 300 hours on the RV 7 that I built. I hold the repairman certificate for this aircraft. I am converting my O-360 to AFP fuel injection.
My question is, what is needed to satisfy the feds after the conversion? Return to phase 1, re-do W&B, form 8130, or ?
I will be in touch with fsdo as needed, just don’t want to go forward blind.
Experiences?
Thanks, Jim

I was required to go back to phase 1 for 5 hrs when I did this conversion a year ago.

[Jimzim]

Brian and Dan, thanks for the info.
My DAR is no longer available as he has moved out of the area.
I will call my FSDO next week to discuss.
I anticipate a return to phase 1, which is fine, no big deal...
Thanks, Jim

[lr172]

Originally Posted by Jimzim

Brian and Dan, thanks for the info.
My DAR is no longer available as he has moved out of the area.
I will call my FSDO next week to discuss.
I anticipate a return to phase 1, which is fine, no big deal...
Thanks, Jim

I called the FSDO when I did the conversion and they said no Phase I necessary. They said only things that change W&B or flight characteristics. The 2 pound difference with the change was not enough to warrant more than a change to the paperwork.

Larry