X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 09 Sep 2013 07:54:44 -0400 Message-ID: X-Original-Return-Path: Received: from mail-wg0-f44.google.com ([74.125.82.44] verified) by logan.com (CommuniGate Pro SMTP 6.0.6) with ESMTPS id 6459834 for lml@lancaironline.net; Mon, 09 Sep 2013 07:08:00 -0400 Received-SPF: pass receiver=logan.com; client-ip=74.125.82.44; envelope-from=indigoaviation@gmail.com Received: by mail-wg0-f44.google.com with SMTP id b12so4046546wgh.23 for ; Mon, 09 Sep 2013 04:07:25 -0700 (PDT) MIME-Version: 1.0 X-Received: by 10.194.109.35 with SMTP id hp3mr832750wjb.55.1378724845028; Mon, 09 Sep 2013 04:07:25 -0700 (PDT) Received: by 10.194.8.69 with HTTP; Mon, 9 Sep 2013 04:07:24 -0700 (PDT) In-Reply-To: References: X-Original-Date: Mon, 9 Sep 2013 07:07:24 -0400 X-Original-Message-ID: Subject: Re: [LML] IO470 in a Legacy From: swaid rahn X-Original-To: Lancair Mailing List Content-Type: multipart/alternative; boundary=089e010d8574a18bfe04e5f164f4 --089e010d8574a18bfe04e5f164f4 Content-Type: text/plain; charset=ISO-8859-1 Hi Mark, An IO470 would work in a FG Legacy. Some of the early IO-520 had the same crankshaft and crankcase casting and a IO520 I am told. I have a friend of mine who builds airboats and he bores the cyl. bores out larger and bolts on 520 jugs. He also says if you deck the case where the cyl. bolt on you can get the compression up to 10/1+. He estimates around 330 hp with a stage two cam. He buys core engines for around $1500. He tells me his engines stay together. NOW, I am not advising you to do this exactly because we are building aircraft not airboat engines, but I just wanted to advise you what is working. Also P-Ponk has an FAA approved STC to convert 470's to 520's. And the 470's are a little lighter weight engine. Also there was a Panzel aerobatic aircraft with a 470. I think it could be worth more research from some professional aircraft engine builders like Barrett or Lycon. You get a lot of different information from people who don't have first hand knowledge here on the list, no offense. Swaid On Fri, Sep 6, 2013 at 11:31 AM, Mark Sletten wrote: > Gang, > > I'm considering using an IO470 in my Legacy FG. Anyone else ever done this? > > --Mark > --089e010d8574a18bfe04e5f164f4 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable

Hi Mark,

=A0An IO470 would work in a FG Leg= acy. Some of the early IO-520 had the same crankshaft and crankcase casting= and a IO520 I am told. I have a friend of mine who builds airboats and he = bores the cyl. bores out larger and bolts on 520 jugs. He also says if you = deck the case where the cyl. bolt on you can get the compression up to 10/1= +. He estimates around 330 hp with a stage two cam. He buys core engines fo= r around $1500. He tells me his engines stay together. NOW, I am not advisi= ng you to do this exactly because we are building aircraft not airboat engi= nes, but I just wanted to advise you what is working. Also P-Ponk has an FA= A approved STC to convert 470's to 520's. And the 470's are a l= ittle lighter weight engine.

=A0Also there was a Panzel aerobatic aircraft with a 470.

I = think it could be worth more research from some professional aircraft engin= e builders like Barrett or Lycon.

You get a lot of different inf= ormation from people who don't have first hand knowledge here on the li= st, no offense.

Swaid

On Fri, Sep 6, 2013 at 11:31 AM, Mark Sletten &l= t;mwsletten@gmail.= com> wrote:

Gang,

I&= #39;m considering using an IO470 in my Legacy FG. Anyone else ever done thi= s?

--Mark

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