Putting a Cont engine O-200 100HP in Taylorcraft

[N95334]

I understand that there is only a STC to put a Cont 85hp in the 1946 Taylorcraft BC-12D.
Can you put in a O-200 engine in one and change it to experimental? I know if you clip the wings with Duane Cole or Swick you can make it experimental and use what ever engine you want. So what is the difference by just putting in an O-200 and change it to experimental? Would like to keep it LSA qualified though. Any thought or suggestions on this matter guys/women?
My Taylorcraft had a prop strike with an alum prop on a Citabria's strut fitting. I have not torn down the Cont 65hp to see what damage was done. The flange was not bent but the internal parts especially the crank I am concerned about.

[Jim Herpst]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

yes you can change it to a clip wing although a ton of work and before starting do more research , get swick plans or cole plans (cole is single place) You can go just hanging a different engine and "make it experimental" unlees you go experimental exibition cat and that requires limited use for basically air show or specific demonstrations only ...and filed ahead of time with FAA prior to flight. You can go Swick or cole (check to meake sure they meet 51% rule (they do you just ghave to be smart from the start I would get the STC from our man here on the site. Put the 85 or whatever you can get STCd ...realize their are different STC s some requiring A BUNCH of work others not much. Really depends on you, the mission etc. I WOULD NOT be so quick to start over with the plane and create more work for your self just because of a hand prop accident. A light BC 12D is as good as any light plane for just hammering around. We have a gentleman here who has a good clen example and with a new metal prop he sees 95 mph at 2150. That is hard to beat on 65 hp !!!

[jim cooper]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

I think you are asking if you can remove the 65 and install an 0200 on your present airplane. You can get all your answers from don swords who does the 85hp conversion which bill pancake says is better than an 0200 . I spoke to don sometime ago. He knows these little engines WELL! Even an 85 , with the correct metal prop makes a tremendous difference on a tcraft. On a hot humid day here in Maryland 65 HP is a real non event! I have always considered takeoff as the most dangerous part of flying. Getting some altitude quickly is my first priority in case the 70 year old engine throws a 7! The 85 gets you up alot quicker and allows you accesses to ALOT more small fields. It turns the tcraft from a nice little airplane into a real go getter! The additional fuel is negligeable compared to performance. BEST, JC

[cvavon]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

I don't know why Terry doesn't do a up grade on his STC to include the 0200 for the B models like he did for the L2 C85s are getting hard to get and there are still a lots of 0200 around.

[astjp2]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

I don't know why Terry doesn't do a up grade on his STC to include the 0200 for the B models like he did for the L2 C85s are getting hard to get and there are still a lots of 0200 around.

The fuel system is one factor limiting him presently.

[Ragwing nut]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

I don't know how it is limiting, maybe Terry will comment. Fuel system for early F-21 is identical to that of BC12D with exception of the header vent, but the stc includes that mod. Not too mention I did it with a deviation to the stc when I applied for a permanent registration since my deluxe never had one issued. I had a copy of the original Gilberti stc. Even had the faa present with DAR when it was liscensed. Doubt anyone else could get it done, but Terry could use it for supporting data to get an amendment to the stc.

[fearofpavement]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

Putting a previously certified aircraft into the "experimental" category is no longer a simple process and in many cases not possible.

Regarding the O-200, it is a good engine for a T-craft but no simple process to install one. We have an O-200 on ours but it required going through the entire STC process and was very time consuming and required mounds of paperwork. It does perform well but I don't think cruise is that much higher. Does get out quickly though. I have never flown a T with the Don Swords modified C-85 even though his shop is about a 10 minute flight away... That would likely be a more feasible solution.

[astjp2]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

I don't know how it is limiting, maybe Terry will comment. Fuel system for early F-21 is identical to that of BC12D with exception of the header vent, but the stc includes that mod. Not too mention I did it with a deviation to the stc when I applied for a permanent registration since my deluxe never had one issued. I had a copy of the original Gilberti stc. Even had the faa present with DAR when it was liscensed. Doubt anyone else could get it done, but Terry could use it for supporting data to get an amendment to the stc.

So when did the 65 horsepower deluxe get 3/8" fittings? The A-65 had 1/4" right?

[Ragwing nut]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

So when did the 65 horsepower deluxe get 3/8" fittings? The A-65 had 1/4" right?

104hd valves were all -6 and 1/4 pipe, not 1/4" line. It had a smaller 5/16 line from the gascolator to engine, but if memory serves, there was an AD or service bulletin to fix that way back when. I always did away with the old glass gascolators and removed them from the engine mount which was notorious for the mount breaking, and installed newer versions on the firewall and ran -6 all the way to the engine and used aeroquip instead of the low pressure stuff originally installed.

[astjp2]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

The 65 hp fuel system Imperial valves were 1/4" NPT, which meant that they actually measured 1/4" I.D. the 85 and larger were 3/8" NPT with the same size I.D. The STC to install the 85 requires a fuel valve that has an I.D. of 5/16." I know because it took me a year to find one that was 1/4"NPT female/male with a 5/16" I.D. which would meet the requirement for Terry's STC. Tim

[Ragwing nut]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

The 65 hp fuel system Imperial valves were 1/4" NPT, which meant that they actually measured 1/4" I.D. the 85 and larger were 3/8" NPT with the same size I.D. The STC to install the 85 requires a fuel valve that has an I.D. of 5/16." I know because it took me a year to find one that was 1/4"NPT female/male with a 5/16" I.D. which would meet the requirement for Terry's STC. Tim

The was never a fuel valve with 3/8 npt installed. the standard -6 an to npt fitting is 1/4 npt. As far as ID, I have not researched that, I just used Aeroquip fittings just like was used in every other fuel system that i worked on.

[cvavon]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

Also the inlet on the stromberg NA_S3 for a c90 and the inlet on the Marvel-Schebler for a 0200 are 1/4 NPT so what good does all the 3/8 fittings do up stream from the carburator do?

[Ragwing nut]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

Also the inlet on the stromberg NA_S3 for a c90 and the inlet on the Marvel-Schebler for a 0200 are 1/4 NPT so what good does all the 3/8 fittings do up stream from the carburator do?

I am not an engineer so I am not going to argue why every fuel system is done exactly that way on nearly every light aircraft I have worked on from Cubs to Barons and everything in between. It is pretty much an industry standard. For reference here is 3/8" aircraft tubing from Aircraft Spruce. Tubing is measured in OD, which make ID less than 5/16, actually .305. So if you used 5/16" line, ID is atcually smaller than 1/4. albeit only .007.

http://www.aircraftspruce.com/catalog/mepages/alumtube_5052.php

[barnstmr]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

Also the inlet on the stromberg NA_S3 for a c90 and the inlet on the Marvel-Schebler for a 0200 are 1/4 NPT so what good does all the 3/8 fittings do up stream from the carburator do?

Without going into all the details, it DOES make more difference than you would think... it is a fluid dynamics (flow) issue. The "losses" in flow along the full length of a fluid line increase exponentially in proportion to a reduction in diameter. So when you open up the diameter of lines in the system... the efficiency of the flow through the system goes WAY UP. Think of the losses as restrictions. The one small restriction at the carburetor opening will indeed have some loss, but not nearly as much as if all of the lines and hoses were small.

[barnstmr]

Re: Putting a Cont engine O-200 100HP in Taylorcraft

BY THE WAY - For those wishing to install an O-200 or C90, I can help. I have issued DER approvals for this on several Taylorcrafts as a piggy-back on top of the SA1-210 STC. To do this, we have to limit the RPM so as to de-rate the engine back to 85 horsepower. This has been satisfactory for many. Cost is the STC price $400 plus DER approval paperwork and a "deviation" spec. drawing for $250. The gross weight increase paperwork adds another $150. Total is $800 for all.