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The conversion requires a Garrett TFE731-3 donor motor from a WestWind, Hawker, Sabre or similar aircraft. When you source the motor (from us or from any other source), you will need most of the engine mounted components including the fire detection loop, airframe harness, starter/generator (short style mount and SG from a WestWind - the longer Hawker style will have the SG running into the forward L39 engine bay firewall), basically all the components as the motor was pulled from the pylon. Beware when buying engines "off the shop floor" or stored in an engine box as these tend to have been stripped of all these items. Green Sheets (the stamped aluminum covers around the hot section/injector area) normally come with the motor. You will also need a jet nozzle which does not normally come with the motor and thus the suggestion to buy your engine off the pylon. The WestWind nozzle has a slight down thrust to it and looks a bit funny in the exhaust exit tube. We prefer the Hawker nozzle which is straighter. Buying off the pylon allows you to run the engine, establish temperature margin (the amount below maximum temperature the engine creates its rated power) and to properly preserve the engine per the Light Maintenance Manual (LMM) when you remove it. You will also need the Digital Electronic Engine Control (DEEC) and the DEEC harness. If you are doing a pylon pull, make sure to get the mating connectors (airframe side) for both the engine harness and DEEC harness. It you are doing a pylon pull, now might be the best time to source some other items you will need (their use described in the Starter/Generator support page) like the Generator Control Unit (GCU), Reverse Current Relay (RCR) and main/start contactors. These are expensive to purchase even when you have cores so best to get them when the plane is being parted out.
What we do - We concentrate on value add elements and documentation and provide it in the form of a "Kit". This is a craftsman's kit designed to enable a shop or competent mechanic to do an installation. It does not provide every last part to do an installation as this would involve our providing parts you can get for yourself. That would be a waste of money (paying us to get parts for you) and not a good use of our time (we spend our time developing and perfecting and are not in the business of sourcing certified aircraft parts). The elements of the kit are described on a separate page but basically consist of everything you see in the picture below that is not the TFE731-3 engine parts described in the paragraph above. There are a few components in the picture below that come from the AI-25 that was removed from the donor L39 (like front motor mount rollers and rear motor mounts). The installer has to build up the assembly shown below from the parts we provide and the motor they have sourced.
Also provided with the Kit are some bleed air components which allow you to connect the engine assembly's bleed air mixing system (engine mounted) to the L39's Turbo Cooler Air Cleaner using the original AI-25 bleed air valve. Also provided are sensors and signal conditioners required to get the 731's systems connected to modern experimental avionics like the Garmin G3X or Dynon Skyview. This is the "roll in the plane part" of the package and requires only that a small portion of the through front engine bay firewall be trimmed so the enlarged air inlet will clear. RAT bays are different from plane to plane, the inlet bleed air must traverse the RAT bay and thus installation of the inlet de-ice flow restrictor and de-ice plumbing is left to the installer. We have taken to "Y"ing off the mixed bleed air going to the ACM/Turbo Cooler air cleaner and running it to a engine/RAT bay firewall mounted bleed air valve (from the AI-25) then making a left hand turn, inserting the flow restrictor (with proper firewall mounting/support) then completing the tubing to the L39's forward de-ice tubing on the left side of the RAT bay. This fabrication task takes some skill.
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