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hi - i'm planning to build a BH5, and I must confess my lack of expert knowledge on 6 cylinder lycomings
I have 300 hours, have owned 3 aircraft, all had lycoming IO360 or O360
my questions to you all are:
1. what are the various lycoming 540 model options that any of you have chosen already, and why did you make that choice?
2. are some models easier to install and maintain, in terms of physical location of certain parts of the engine, eg mags, sump, accessory case etc?
the reason I ask, is I heard someone mention in this forum that a foward facing sump is desirable - can anyone explain what that is, and the relevance of it? do you mean the sump drain, when it comes to changing the oil, is forward facing?
I also heard that a IO540-L1C5 is an option -
3 - what are the pros and cons of buying a new engine, vs getting a used one overhauled ? is it a false economy ? or is it actually a very sensible option?
the reason I am asking you all, is that i would like to assess all options, from a brand new engine from lycoming, be it a 540 or a 580, to getting a used engine, and paying for it to be overhauled. Though I am also not sure if this is actually a false economy, or not.
where I live - New Zealand - we have a problem, in that our NZ dollar is weak, but here are very good engine overhaul shops here, so sourcing the right used engine and getting it overhauled is a possibility, though a slow one.
4 - what are the pros and cons of injection ? my cessna has a carburetted lycoming O-360 my super decathlon has an injected AEIO-360, which on occasion can be a pain the neck to start cold.
obviously I wont be doing aerobatics in the bearhawk, but I dont know whether a carburetted one is a pain, and most of you have gone for injection?
all opinions and advice gratefully received,
many thanks, Pierre from new zealand​
I have 300 hours, have owned 3 aircraft, all had lycoming IO360 or O360
my questions to you all are:
1. what are the various lycoming 540 model options that any of you have chosen already, and why did you make that choice?
2. are some models easier to install and maintain, in terms of physical location of certain parts of the engine, eg mags, sump, accessory case etc?
the reason I ask, is I heard someone mention in this forum that a foward facing sump is desirable - can anyone explain what that is, and the relevance of it? do you mean the sump drain, when it comes to changing the oil, is forward facing?
I also heard that a IO540-L1C5 is an option -
3 - what are the pros and cons of buying a new engine, vs getting a used one overhauled ? is it a false economy ? or is it actually a very sensible option?
the reason I am asking you all, is that i would like to assess all options, from a brand new engine from lycoming, be it a 540 or a 580, to getting a used engine, and paying for it to be overhauled. Though I am also not sure if this is actually a false economy, or not.
where I live - New Zealand - we have a problem, in that our NZ dollar is weak, but here are very good engine overhaul shops here, so sourcing the right used engine and getting it overhauled is a possibility, though a slow one.
4 - what are the pros and cons of injection ? my cessna has a carburetted lycoming O-360 my super decathlon has an injected AEIO-360, which on occasion can be a pain the neck to start cold.
obviously I wont be doing aerobatics in the bearhawk, but I dont know whether a carburetted one is a pain, and most of you have gone for injection?
all opinions and advice gratefully received,
many thanks, Pierre from new zealand​
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