Still waiting on one last box of parts to arrive before this weekend's building session, but in the meantime I spent some time getting familiar with the engine and planning what I need to do before I bolt it to the airplane.
Here's a view of the accessory case on the back of the engine. Clockwise from the left we have the left magneto (black thing with red wires coming out of it), oil filter, vacuum pump drive pad, right magneto drive pad (unused, covered with a circular plate), prop governor drive pad (with cable bracket in place for a test fit), and engine-driven fuel pump (silver thing with blue fitting cap). The hexagonal silver thing in the approximate center of the accessory case is the vernatherm valve (basically an oil thermostat). Above and to the left of the vernatherm is the oil temperature transducer port, directly above is the tach drive pad, and below and to the right is the supply port to the oil cooler.
Closeup view of the right side of the accessory case, showing the vacuum pump and magneto drive pads, and the supply port to the oil cooler. Also visible is the port for the oil pressure gauge – it's the small hole with a red plug threaded into it, just above the magneto drive pad. (Sorry, all my pipe plugs are the same color as the engine itself, which makes them not photograph well)
Closeup view of the left side, looking past the magneto. Here you can see the return port from the oil cooler, which hides behind the oil filter. In fact I'll probably have to remove the filter to get a fitting on there.
Since this engine has a right-angle oil filter adapter, it uses a CH48108-1 filter, which has a built-in check valve. That should help keep oil changes from becoming a major environmental hazard, which has not always been the case with other airplanes I've owned. These filters are also about ninteen bucks each, but that's aviation for you.
