Tweet
Re: Lust for POWER!
(image of local aeronautical chart)
Oh.... let me re-adjust my recommendation a bit !
IMHO the vortex generators will still be a help and worth the effort. However, after seeing the chart I do think you also need one of those Don's Dream Machines C-85 / O-200 upgrades.
My understanding is that with the O-200 crankshaft in the C-85 case, with the correct pistons and rods, you will get about 97HP. I also was told there is one camshaft choice that will greatly increase the torque, and make more power to the propeller at a lower RPM. This saves gas as well as engine wear.
There definitely are several A-65 engines that have been upgraded to the larger crankshaft, and are making nearly 100 HP with no external changes to the engine. We have three or four airplanes here at my local airport with that modification. Perhaps something along those lines is an option, if your "regulatory environment" is unpleasant.
The best bolt-on choice from a mechanical point of view is probably the C-90, since it will go on the aircraft without requiring a new cowling or engine mount. However, as I have just recently lived through, there will be some minor changes you will have to make to the exhaust.
The 150HP conversion is likely problematic on more than one level. Your fuel burn will double from what you get now, meaning your range is now halved. You'll need a new engine mount, a new exhaust, a new cowling, new baffling, a battery mount in the tail to balance it... God knows what paperwork will be required in Europe for all that... and when you're all done your nice handling T-craft will handle like a freight truck. Yes it will leap over the Alps with a smile but you might sacrifice everything else to do it.
85-97 horsepower with the VG's should make the aircraft well capable of operating at 2500 to 3000 meter airfields. My 65HP pre-war aircraft flies in and out of a 1280 meter airfield (Tehachapi gliderport) with no problem solo, and with some care can do it with two on board.
(image of local aeronautical chart)
Oh.... let me re-adjust my recommendation a bit !
IMHO the vortex generators will still be a help and worth the effort. However, after seeing the chart I do think you also need one of those Don's Dream Machines C-85 / O-200 upgrades.
My understanding is that with the O-200 crankshaft in the C-85 case, with the correct pistons and rods, you will get about 97HP. I also was told there is one camshaft choice that will greatly increase the torque, and make more power to the propeller at a lower RPM. This saves gas as well as engine wear.
There definitely are several A-65 engines that have been upgraded to the larger crankshaft, and are making nearly 100 HP with no external changes to the engine. We have three or four airplanes here at my local airport with that modification. Perhaps something along those lines is an option, if your "regulatory environment" is unpleasant.
The best bolt-on choice from a mechanical point of view is probably the C-90, since it will go on the aircraft without requiring a new cowling or engine mount. However, as I have just recently lived through, there will be some minor changes you will have to make to the exhaust.
The 150HP conversion is likely problematic on more than one level. Your fuel burn will double from what you get now, meaning your range is now halved. You'll need a new engine mount, a new exhaust, a new cowling, new baffling, a battery mount in the tail to balance it... God knows what paperwork will be required in Europe for all that... and when you're all done your nice handling T-craft will handle like a freight truck. Yes it will leap over the Alps with a smile but you might sacrifice everything else to do it.
85-97 horsepower with the VG's should make the aircraft well capable of operating at 2500 to 3000 meter airfields. My 65HP pre-war aircraft flies in and out of a 1280 meter airfield (Tehachapi gliderport) with no problem solo, and with some care can do it with two on board.
Comment