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#1
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Engine Mount Tilt and Offset
I am planning to install a subaru (170HP) in my C-120 on floats.I
realize that the offset of the engine should be 3 to 4 degrees but the tilt I am not so sure of. The extra thrust should cause a reduction from the original 85 HP application; I should think. Any suggestions out there. |
#2
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"Barrie Gittens" wrote in message
m... I am planning to install a subaru (170HP) in my C-120 on floats.I realize that the offset of the engine should be 3 to 4 degrees but the tilt I am not so sure of. The extra thrust should cause a reduction from the original 85 HP application; I should think. Any suggestions out there. Try it first, then add spacers under the engine mount as needed. Nothing beats real life corrections. Rich S. |
#3
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"Barrie Gittens" wrote in message m... I am planning to install a subaru (170HP) in my C-120 on floats.I realize that the offset of the engine should be 3 to 4 degrees but the tilt I am not so sure of. The extra thrust should cause a reduction from the original 85 HP application; I should think. Any suggestions out there. How are you getting around puttting a non-certified engine in a certified plane? -- Jim in NC --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.656 / Virus Database: 421 - Release Date: 4/10/2004 |
#4
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On Fri, 16 Apr 2004 00:07:30 -0400, "Morgans"
wrote: "Barrie Gittens" wrote in message om... I am planning to install a subaru (170HP) in my C-120 on floats.I realize that the offset of the engine should be 3 to 4 degrees but the tilt I am not so sure of. The extra thrust should cause a reduction from the original 85 HP application; I should think. Any suggestions out there. How are you getting around puttting a non-certified engine in a certified plane? Note his email address... "*.ca" domain, i.e., Canada. They're allowed to do more with the smaller aircraft, I believe. Ron Wanttaja |
#5
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Ron Wanttaja wrote in message . ..
On Fri, 16 Apr 2004 00:07:30 -0400, "Morgans" wrote: "Barrie Gittens" wrote in message om... I am planning to install a subaru (170HP) in my C-120 on floats.I realize that the offset of the engine should be 3 to 4 degrees but the tilt I am not so sure of. The extra thrust should cause a reduction from the original 85 HP application; I should think. Any suggestions out there. How are you getting around puttting a non-certified engine in a certified plane? Note his email address... "*.ca" domain, i.e., Canada. They're allowed to do more with the smaller aircraft, I believe. Ron Wanttaja It's a category called "Owner-Maintenance," designed to keep those older airplanes flying even though parts are hard to find. The airplane essentially becomes a homebuilt. There are drawbacks: no flights into the U.S., for instance. I don't think he should bother with any engine offsets to start with. The Cessan 172 uses none, like many others. Bigger concern would be the strength of the structure. The 120 was a pretty light airplane. Dan |
#6
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"Dan Thomas" wrote It's a category called "Owner-Maintenance," designed to keep those older airplanes flying even though parts are hard to find. The airplane essentially becomes a homebuilt. There are drawbacks: no flights into the U.S., for instance. I don't think he should bother with any engine offsets to start with. The Cessan 172 uses none, like many others. Bigger concern would be the strength of the structure. The 120 was a pretty light airplane. Dan I would think replacing an engine with a totally different one, and not certified for anything, would go "a bit" beyound owner maintenance. Or is nothing too far for this category? -- Jim in NC --- Outgoing mail is certified Virus Free. Checked by AVG anti-virus system (http://www.grisoft.com). Version: 6.0.659 / Virus Database: 423 - Release Date: 4/15/2004 |
#7
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On Sat, 17 Apr 2004 00:24:02 -0400, Morgans wrote:
"Dan Thomas" wrote It's a category called "Owner-Maintenance," designed to keep those older airplanes flying even though parts are hard to find. The airplane essentially becomes a homebuilt. There are drawbacks: no flights into the U.S., for instance. I don't think he should bother with any engine offsets to start with. The Cessan 172 uses none, like many others. Bigger concern would be the strength of the structure. The 120 was a pretty light airplane. Dan I would think replacing an engine with a totally different one, and not certified for anything, would go "a bit" beyound owner maintenance. Or is nothing too far for this category? Pretty much anything goes in the Owner Maintenance category. The premise is that many older aircraft are very hard to keep airworthy, if you have to use approved parts. Many of the manufacturers no longer exist, so it can be hard to find parts that have a proper paper trail. So, in Canada, the Owner Maintenance (OM) category was created, which allows the owner to do whatever he wants, including engine changes, etc. OM is only available if the aircraft type is on the offical list. Once you move an aircraft in OM category, it is no longer eligible for a normal Certificate of Airworthiness, so it cannot be flown outside Canada, unless the other country provides a specific authorization. It is very difficult to move an OM aircraft back to the type certificated category. Lots more info at: http://www.copanational.org/non-members/om.htm http://www.tc.gc.ca/OntarioRegion/civilaviation/manufacturing/recav/owner.htm -- Kevin Horton RV-8 (finishing kit) Ottawa, Canada http://go.phpwebhosting.com/~khorton/rv8/ e-mail: khorton02(_at_)rogers(_dot_)com |
#8
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OK guys, The airplane "WAS" a 120. It is being highly modified and is
quite beefed up structurally. It will be registered in the homebuilt catagory. I guess that gives me a green light to do what I feel is necessary to it. The owner maintenance thing is a lot more restrictive than most people realize. You do not have "carte blanch" like we do in the homebuilt field. I think I will take your advice and truly experiment. Thanks for the input, much appreciated. Kevin, just where are you from? I suspect that it is quite close to me. Kevin Horton wrote in message ... On Sat, 17 Apr 2004 00:24:02 -0400, Morgans wrote: "Dan Thomas" wrote It's a category called "Owner-Maintenance," designed to keep those older airplanes flying even though parts are hard to find. The airplane essentially becomes a homebuilt. There are drawbacks: no flights into the U.S., for instance. I don't think he should bother with any engine offsets to start with. The Cessan 172 uses none, like many others. Bigger concern would be the strength of the structure. The 120 was a pretty light airplane. Dan I would think replacing an engine with a totally different one, and not certified for anything, would go "a bit" beyound owner maintenance. Or is nothing too far for this category? Pretty much anything goes in the Owner Maintenance category. The premise is that many older aircraft are very hard to keep airworthy, if you have to use approved parts. Many of the manufacturers no longer exist, so it can be hard to find parts that have a proper paper trail. So, in Canada, the Owner Maintenance (OM) category was created, which allows the owner to do whatever he wants, including engine changes, etc. OM is only available if the aircraft type is on the offical list. Once you move an aircraft in OM category, it is no longer eligible for a normal Certificate of Airworthiness, so it cannot be flown outside Canada, unless the other country provides a specific authorization. It is very difficult to move an OM aircraft back to the type certificated category. Lots more info at: http://www.copanational.org/non-members/om.htm http://www.tc.gc.ca/OntarioRegion/civilaviation/manufacturing/recav/owner.htm |
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