Any effort from the field would need an STC and that’s a lot of work, and you would never get enough people to dip into their pockets to fund an STC to go from say 250HP to say 260HP (achievable with 9:1 pistons instead of 8.5:1). The last two are almost never required in reality, and the $1000 is totally trivial (on an engine costing say $40k OEM, $60k end user, not current prices) but we are where we are, and once the thing gets certified and ends up on somebody’s TC, changing it is just far too much effort. For example the single shaft dual mag (D3000) variant – the TB20 etc IO540-C4D5D – was done to Aircraft mounting hardware does work, but its very expensive. This bushing & Hardware kit secures the engine to the aluminum replacement ears. Kit Includes: 6 Cylinder Bushings, Special Washers, Nuts and Bolts. Lycoming SV RUBBER Valve Cover Gasket 6 Hole USD 7.70. Lycoming 0540 6 Cylinder Front Motor Mount Bushings & hardware. 66-66201 Lycoming 6 & 4 Cylinder Rear Motor Mount Bushing Kit With Hardware USD 19.90. Lycoming TIO-540-AJ1A Overhaul 36,795 with Overhauled Cylinders Add 5,045 for New Lycoming Cylinders Crank/case Repair Included Turbocharger Included 7. ![]() ![]() IMHO a big reason for so many different variants is due to aircraft manufacturers asking for them. Lycoming 0540 6 Cylinder Front Motor Mount Bushings & hardware. The thicker crankshafts are sometimes accommodated into the same crankcase casting by the use of thinner bearing sleeves! I think you would be amazed how little difference there is in say the crankshaft dimensions between the various IO540 engines.
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