AeroVee Service Bulletins

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Alvin Manning
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1 Service Bulletins Last Updated: May 21, 2013 Models and Serial Date of Reference Status: Numbers: Issue: Number: Description: with Nikasil Cylinder Option ACV-SB All Nikasil Cylinder Owners should be advised that Sonex has received two reports of damage to the Nikasil Cylinder barrel walls from the Piston Clips coming out of the keeper groove. We believe this damage has two main factors: 1. If the clips are not installed properly, they may not be sitting in the groove and could exit the side of the piston and cause damage. A distinctive "click" should be heard when the two sides of the clip are released. It is imperative that you confirm full engagement of each clip in its groove. Sonex also highly recommends the purchase of a "c-clip" pliers or equivalent to accomplish the installation of these clips. 2. The clips supplied to Sonex from the Nikasil Piston vendor do not fit as tightly as other clips we have sourced. We have replaced all of the clips in the Nikasil Cylinder sets with the following item and stock number from AirCooled.net: Sonex Aircraft highly recommends that at the next Annual inspection the current piston retaining clips be thoroughly inspected or replaced with the Part Number above. All Engine Packing Lists with Nikasil Cylinders dated or newer include the new clips Rev A: ACV-SB A All Owners must immediately check the 4 cap screws that attach the Alternator Stator (P/N ACV-A01-15) to the Alternator Mount Plate (P/N ACV-A01-03). If 8-32 thread x ½ long Socket Head Cap Screws (P/N ACV-Z01-12) are installed, these must immediately be replaced by a patched 8-32 thread x 5/8 long Socket Head Cap Screws (P/N ACV-Z01-76). McMaster-Carr P/N 91205A195 or equivalent. All shipped since include the new cap screws along with most from If your Engine Packing List contains ACV-Z01-76, you have the 5/8 length screws. Attached is Page 37 from the Assembly and Maintenance Manual, which includes the installation instructions for this Assembly. Download:AssemblyManual_Page37.pdf Additional Information (added to Revision A on ): This service notice does not apply to any with the 10 AMP Stator Alternator.

2 The reason for this service notice is to eliminate the possibility of severe damage to the flywheel, secondary ignition and/or alternator if the hardware is not tightened properly or Loctite is not used. To date there has been one incident of a flywheel being destroyed where the backing out of these screws is a possible cause. There is some variation in the depth of the hole and threads in the ACV-A01-13 Alternator Mount Plate (ACV-A01-03 Mount Plate Assembly). First install the ACV-Z01-76 screws and ensure the stator is fastened tightly. If the alternator stator is not tightly attached to the plate, the screws may be bottoming out in the mount plate. Modify the Mount Plate per the attached control print. Download: ACV-A01-13_RevA_MOD_Alt_Mount_Plate.pdf shipped between 3/1/2010 and 8/19/ ACV-PRN AeroConversions discovered today (Friday ) that incorrect hardware had been labeled as ACV-Z01-36 Flat Head Cap Screws and shipped to customers. P/N ACV-Z01-36 is a 1/4-28 thread x.75" long Flat Head Socket Cap Screw (Fine Thread). This Part Replacement Notice impacts shipped between March 2010 and today (Friday August 19, 2011). The entire stock labeled on our shelves were actually 1/4-20 thread x.75" long Flat Head Socket Cap Screws (Coarse Thread). These screws secure the secondary ignition trigger shaft assembly to the flywheel and are installed by the builder, not pre-assembled by AeroConversions. The ACV-F01-11 steel center fitting in to which these screws thread is drilled and tapped for a 1/4-28. A coarse thread socket cap screw can be installed and will give the incorrect impression that it's provided a tight fit. The resulting joint using this hardware is not acceptable and must be repaired. All Customers who received their engines since March 2010 and have not assembled their engines must immediately check your ACV-Z01-36 Screws and verify they are the correct 1/4-28 thread. If found to be the incorrect thread, please contact us immediately attechsupport@aeroconversions.com and we will send you the correct hardware at no charge. If the ACV-Z01-36 hardware has already been installed, the alternator cover plate should be removed and one of these 4 screws should be removed and verified for proper thread. If they are found to be coarse thread, then a re-tapping to 1/4-28 can be attempted. If this does not succeed, the flywheel should be removed and the 4 mount holes should be up-drilled and tapped for a 5/16-24 x 3/4" length thread flush head cap screw. Please refer to your Assembly Manual for the proper installation instructions for this hardware ACV-SB This update to the Assembly manual (link below) details the approved oils for the engine:_oil_spec_ pdf ACV-SB Optional Crank Case Oil Restrictor Plug Removal: These instructions below detail the removal of a restrictor plug installed in the oil galley near the #1 (front) bearing, and its replacement with a threaded plug:caserestrictorplugremoval.pdf

3 AeroConversions has never found evidence that the solid plug restricts oil flow, but offers these instructions for those who feel the oil flow to the #1 bearing may be impeded. Having accomplished this procedure recently on 3 of the factory demonstrator engines and seeing no negative consequences, AeroConversions has decided to remove this restrictor plug from all new 2.1 (delivered on or after August 14, 2009). Note: If your oil pressure drops below the published operating limits after performing this operation you may need to install an oil pressure adjuster in the rear oil pressure relief port to maintain the minimum oil pressure of between 40 and 50 psi at 3000 rpm ACV-SB Service Check and Possible Repair: A few instances of low oil pressure have been reported by Pilots. must be operated with an oil pressure between 40 and 50 psi at 3000 rpm. Running with low oil pressure can lead to a catastrophic engine failure. If you are experiencing low oil pressure, first try placing a shim under the oil pressure relief plug at the flywheel end of the engine. If this does not correct the problem, remove the plug, spring, and plunger and check the condition of the plunger seat in the case. Below are two images: one showing what the correctly machined plunger seat area should look like and one that is incorrect. If you are not flying yet, inspect this area of your case and ensure you have the correctly machined plunger seat. Oil_Relief_Galley_Correct.jpg Oil_Relief_Galley_Incorrect.jpg If you discover that you do not have a correctly machined plunger seat in your case, please contact Sonex Aircraft Technical department at:techsupport@aeroconversions.com Sonex is working on a field repair kit for this seat and will also offer the option of a crank case return for this repair ACV-SB A Service Check: A few 2.1 Owners have reported that the #1 Bearing feels a little sticky when it s placed on the crankshaft and rotated next to the counterweight. See attached image:_bearingmod_a.jpg This sticky feel on the bearing is due to the radius that was added between the crankshaft counterweight and bearing race on the custom 2.1 Crankshaft. Perform the check shown in the picture above. If you observe this sticky feel it can be easily eliminated by creating a small chamfer on the inside edge of the bearing. Remove the bearing and chamfer the edge facing the counterweight. This can either be accomplished using a fine, halfround file or a Scotch Brite Wheel shown in the attached image. Thoroughly clean the bearing before final installation. Only a small amount of chamfer is required to eliminate this issue. See attached images:_bearingmod_b.jpg and_bearingmod_c.jpg ACV-SB Service Check: A few 2.1 Owners have reported that there is only enough

4 end play with the combination of the custom crankshaft and steel center fitting provided on the flywheel for a single shim. We recommend that you perform the End Play Check detailed in the Crank Case Assembly Section of the Assembly Manual immediately. Determine the amount of End Shim required for your particular Crankcase, Crankshaft, and Center Fitting combination. Ideally, there should be Qty 3 end shims used to reach the required to of end play. Sonex has created an ACV-F01-11 Rev A to increase the amount of end play for those that require it. A part exchange of the new part is available to Customers at no charge. If you find that you do not have sufficient end play, please contact the Sonex Tech Department for an RMA number and to arrange for this part exchange at:techsupport@aeroconversions.com Note that the replacement ACV-F01-11 will be stamped with an A that will be visible on the Center Fitting when the flywheel is assembled ACV-SB Service Check: If you have a red ACV-F01-21 Trigger Magnet Cap Assembly, check to ensure the proper diameter trigger magnet is installed. Your trigger cap should look like the one on the right with a 1/4 inch diameter magnet. (This check does not apply to the black trigger magnet caps). See attached image: Trigger-Magnet.jpg General Assembly Practice: Do NOT Install the Oil Breather Gasket w/louvers that comes as part of the standard vw gasket set (ACV-P or- ACV-P02-15). See attached image:oil_breather_gasket_donotuse.jpg Do NOT place a chore-boy, steel-wool, or any other metal object into the Breather plate assembly. Over time, this can break down and metal particles can work their way into the engine case. DO put a larger hump in your oil breather tube so any oil that bubbles out of your case will drain back into the case rather than flow out the bottom of your airplane. We also understand some engine builders have needed additional barrel shims for their engines depending on what compression ratio they chose to set their Engine at. (7:1 CR requires more shims than 8:1 CR). It's difficult to get all of the combinations covered in one standard package without being wasteful. Sonex furnishes (and has only charged the customer for) one set of 0.060" Head shims and one set of each of these barrel shims: 0.090, 0.060, and Additional shims are available for purchase from Sonex with the following part numbers to suit your particular needs: ACV-P Barrel Shim Qty 4 $7.00/set ACV-P Barrel Shim Qty 4 $6.00/set ACV-P Barrel Shim Qty 4 $6.00/set ACV-P " thick- Copperhead Gasket Qty 4 $26.00/set ACV-SB General Prop Hub Assembly/Removal Practice: Aeroconversions does not recommend installing the Prop Hub or any other shrink-fit components with a press without first cooling the crankshaft in a freezer and heating the installed components in an oven. The recommended assembly procedure is detailed in the 2.0 Assembly Manual and Assembly DVD. Attempting to press these components on cold can result in

5 extremely high stresses in the nose end of the crankshaft. Any misalignment between the shrink-fit component and crankshaft may result in damage to both components and could result in stress cracking, a crooked prop hub, and a structurally inadequate shrinkfit joint. All Printed AeroConversions Materials approving the method of cold press for this procedure must be updated by striking this out with a permanent marker. All Crank Shaft Assemblies that have been accomplished using a cold press method must have their runout checked with a dial indicator per the following image:acv-sn _runout_check.jpg and the results submitted to AeroConversions by techsupport@aeroconversions.com All Assemblies accomplished using a cold press method must also be removed and checked thoroughly including a magnaflux process on all components to ensure stress cracks are not present. Note: It is acceptable to press the prop hub on if it is within 1/8" of the final installation contacting the oil slinger. It is critically important that the crankshaft have proper support behind the front journal. Refer to the following image showing this technique with proper support behind the front journal: ACV-SN _journal_support.jpg ACV-SB Accessory Case/Flywheel Centering Check: We have found that a few of the Supplied Crank Cases (Old P/N 1274 New P/N ACV-P01-36) do not have the transmission locating/centering boss on the flywheel end of the case concentric with the crankshaft bore. This does not impact the operation or service of any of the Parts. It can, however cause a slight mis-alignment between the Accessory Case (x-mount P/N ACV-A01-01) and the center of the crankshaft. If this misalignment is more than inches, the alternator stator can contact the magnet ring, causing, in extreme cases, the stator to be burned up. The identification of this problem and the fix are both simple procedures: The following check is required BEFORE RUNNING YOUR ENGINE FOR THE FIRST TIME: Step 1: Remove the Alternator Mount Plate and " Paint " the outer surface of each coil of the alternator stator (SeeFigure 1 and Figure 2) and inside of the magnet ring Blue (See Figure 3 and Figure 4) with a permanent blue Sharpie Marker. Step 2: Reattach the stator mount plate assembly to the Accessory Case. (Reinsert as carefully as you can to keep the Blue Marker intact. Also remember that the magnets are strong! They will pull the alternator right out of your hand and can pinch your fingers). Step 3: Remove one set of spark plugs and manually rotate the crankshaft (turn the engine over) 3 or 4 revolutions. A socket on the prop hub attach bolt works well to pull the engine through. Step 4: Remove the stator mount plate assembly and inspect the blue paint on the stator and magnet ring. (Again use care to keep from scratching off the Blue Marker as you remove the stator). If the blue marker is intact on both the stator and magnet ring, your alignment is acceptable. If either the stator or magnet ring show signs of contact, proceed to Step 5. Step 5: Remove material from the Alternator Stator using a belt sander or equivalent where the Blue Sharpie has been wiped from the Stator. (See Figure 5and Figure 6) Repeat Steps 1 through 4 until no contact is evident. Note that this same procedure can be

6 used on the primary ignition (magnetron units) by " painting " the trigger magnet on the flywheel to ensure no contact is occurring between the magnet and ignition module. (list of all images for this Service Notice): Painting the Stator- Figure 1 Painting the Stator- Figure 2 Painting the Magnet Ring- Figure 3 Painting the Magnet Ring- Figure 4 Removing Material from the Stator- Figure 5 Removing Material from the Stator- Figure ACV-SB Proper Grounding Procedure: The red anodized surfaces of your Engine Components act as an insulator. For the primary and secondary ignition coils to function properly, they must be grounded. In order to ensure their proper function, we highly recommend the installation of a ground wire to the body of each ignition unit. This ground should be routed directly to the engine crank case. Below are images of the areas to place a ground wire for the Primary and Secondary Ignitions (see images below): Primary Ignition Grounding Secondary Ignition Grounding New Assembly Procedure for Flywheel: The o-ring mounted in the steel center fitting of the flywheel has proven to be a challenge to install for some builders and has the potential to cause a problem by getting pinched in between the flywheel and back of the crankshaft. This can keep it from seating all the way and can cause the flywheel to turn off-center leading to potential ignition and alternator problems. We recommend removing the o-ring and applying a light coat of high-temp silicone sealant to the dowel pin area and a 1/8² diameter bead in the o- ring groove.(see image below): Flywheel High-Temp Silicone Application General Prop Hub Assembly/Removal Practice: Do not use a propane torch or other flame to remove shrink-fit components under any circumstances. If you have used a torch on any of your shrink-fit components, they MUST be replaced immediately. The proper removal procedure for all of your shrinkfit components is to use a hydraulic press with no heat applied. One other quick note on ongoing maintenance and supplemental materials for your. There are some excellent reference materials available that we strongly urge all builders to purchase, read, and add to your permanent reference library as supplements to the Assembly Manual and DVD. These materials are available at most major bookstores and online from the major book sellers. One book in particular has become the vw builder guru's primary reference book. This book is titled " How to Rebuild your Volkswagen Air-Cooled Engine " by Tom Wilson (1987). Any Builder who reads this book cover-to-cover will be prepared for most any maintenance issue and will have a better working knowledge of the VW Engine from the inside out ACV-SB Flywheel Assembly Service: This MANDATORY SERVICE BULLETIN enhances the durability and reliability of the Flywheel Assembly. This service bulletin details the addition of Qty 8 1/4² diameter flush head cap screws, which will eliminate issues that have arisen due to variations in the

7 assembly procedure. This mandatory service must be completed prior to your next flight and noted in the engine logbook. All flights are made at your own risk until this Service Bulletin is complied with. Service Bulletin Procedure and Drawings: Service Bulletin Part Details Flywheel Exploded View 1 Flywheel Exploded View ACV-SB Part I Optional Push Rod Upgrade: If your Engine came with Aluminum Push Rods (P/N 1619), we highly recommend that you upgrade to 4130 Chro-Moly Steel,cut-to-length Push Rods (P/N 1626). This upgrade package, which includes a Push Rod Measuring Tool, assures that your Rocker Arms will be properly aligned and compensates for various cylinder shims/compression Ratios. The cost of this upgrade is $25.00 plus shipping and it is a relatively simple job ACV-SB Part II Optional Dual Ignition Upgrade: The now comes standard with a Secondary 12V Ignition System. This was incorporated to meet Foreign (European) Market Requirements, to meet the ³Light, Sport² Aircraft Manufacturing Engine Standard, and aid starting in all conditions. This Secondary Ignition is clean and simple. It operates with one moving part (no additional drive gears), is mounted on the back of the engine keeping smooth cowl lines, and adds only 2 lbs to the engine package. The new price for the system is $ and includes the Secondary Ignition System. Previous purchasers of the engine may elect to upgrade their to include the new Secondary Ignition System. The total cost to you will be USD$500. This includes the machining for Dual Heads and all the components you¹ll need to fit the system to your. Note that this can be easily retrofitted to your without removing the engine from the airframe. If you¹d like to get this upgrade, remove and return you cylinder heads (P/N 1446) and your Alternator Stator Plate (P/N ACV-A01-12) and these will be returned to you modified for the dual ignition system along with the rest of the component parts and hardware. (Shipping Address: Sonex,ltd, 511 Aviation Road, Oshkosh, WI 54902)

Overview of EIS Installation

Overview of EIS Installation Thank you for purchasing an Electroair Ignition System for your aircraft. We are confident that you will be happy with the performance of your EIS on your aircraft. The next