MT Prop Governor

Not much to see here, other than my prop governor stud length... I installed the MT prop governor that I bought off of Todd. I have to do some digging to check on the length of the prop governor studs that came on my Thunderbolt. I know people typically have to install longer studs here, but I really feel like I would like to shorten mine up a bit. The gears lines up just fine, and there are threads a couple of threads into the governor flange so there is no need for my washer stack to be on there but I had other things that I wanted to get done today without rabbit holing into a broken stud. So I loosely installed this for the time being and will come back to address it later. I probably should have left it off, but I am in the mode of getting things out of boxes and onto the plane so I can clean up my inventory a bit.



Speaking of cleaning up the inventory, I ordered a top mount governor cable bracket with my show planes cowling. This lined up just as advertised. I did have to remove the fuel injector line to route it through the bracket, but other than that, everything looks great.

Thunderbolt IO-540 in a RV-10

With the engine out of the box (beautiful job on packing by the way) I was able to start seeing how this was going to fit in the RV-10. Putting a IO-540 in a 10 is not new by any means, but there are a couple of differences in my Thunderbolt build over the standard IO-540. Mainly, this engine was built closer to the specs of Red Bull setup rather than the stock balanced setup.


The first hiccup were the mounting ears. I had pulled out the dynafocal mounts and something didn't seem quite right. After a bit of research I found out that there are two sizes the large hole 19770 mounting ears are typically used on the 300 Extra and the Rockets. Unfortunately, the RV-10 engine mount is setup for the small hole 70456 mounting ears. In all honesty, I figured this was my problem and I was about to purchase a set on e-bay when I had sent Thunderbolt (Jeff Schans) and email with my situation. I sent that message late on Saturday and received an immediate response saying that they would get a new set of small hole ears color matched and sent out ASAP. Hurray!

Those came to my house within a couple of days and solved problem number 1!



Problem number two I was expecting, but I was not sure if it was going to be true or not until I got my mounting ears in place and the mount up next to the engine. I ordered this engine with the cold air induction. This cold air setup is again, off of the Red Bull series planes and can be found on the AEIO-540-L1B5. From a dimensions standpoint it looks a bit like the BPE setup. As you probably know, the BPE setup needs a modification to be performed on the engine mount in order to clear the sump. The Thunderbolt has similar clearance requirements.


With the top mounts in place, the oil screen boss *ALMOST* clears the engine mount. In all honesty, I did not try putting the lower mounts in first and then the top mounts to see if everything was going to clear. It may have, but when I saw this, I decided to just go ahead and lower the bar.




I had been expecting this, so a couple of weeks ago I had purchased a pre-bent bar from BPE.


If I were to do this again, I would probably the bar just a little further. Everything looks good, but there is no reason with the mount off of the fuselage at this point to not weld something in that should be compatible with other setups.


That is it for now. I just placed an order for the PlanePower vacuum pad mount alternator and a B&C oil filter spacer and adapter. Hopefully that will be the next post to detail how the rear of the engine looks with some of the accessories installed.

Thunderbolt YIO-540-EXP43

While the engine is off of the plane and none of the accessories are mounted I figured it would be a good time to take some photos of the engine. This is a YIO-540-EXP with the cold air induction off of the AEIO-540.



I had Thunderbolt remove the magnetos because I wanted to put in electronic ignition and there was no reason to pay for something that I was going to take out right away.


I will admit, I was not expecting this to be in the order. A FM-300R was a nice surprise. This is their light weight high flow unit with adjustable main jet, used on race planes (it was designed for the Red Bull race series). It makes sense, because I ended up getting a lower compression Red Bull engine from Thunderbolt... I talked a bit with Airflow if I should be running a 300R in a plane that I want to just turn the key and start after getting crabcakes in Tangier and here was Don's succinct response.  "The FM-300R is the Mac Daddy of our fuel control line.  I don't really know why you would want to switch from the FM-300R to a FM-300A.  If you are after the purge valve function you can just add the purge valve to your flow divider, of course your will need to install a return line to one of the tank feed lines and install a push-lock cable in the cockpit to operate the purge valve.  With the FM-300A you would need to use the purge valve for stopping and starting the engine (The mixture control valve is a rotary valve therefore ICO is not zero leak although it does give you the added ability to circulate fuel through the fuel injection system to purge hot fuel and vapor from the engine before starting).   The FM-300R has a different designed mixture control valve which is zero leak so the purge valve is not required for starting and stopping the engine."



Hartzel 200F-5002 Fuel Pump


The engine came with the large hole 19770 mounting ears and Thunderbolt quickly shipped me a new set of small ear 70456 models that work with the dynafocal mounts that we use in our RV-10s.


API Flow divider


Sky Tech Starter




Fly wheel and mounting boss


Chrome Rocker Box Covers


Cold Air Induction

Engine Arrival

I owe so many posts that still need to be edited, but this one is quick and easy. The Engine is here! I ended up going with a Thunderbolt. They were a dream to work with. I will post more as I get it opened and mounted.