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Well I'm well into the upgrade of my L2 to the "Powerful as the Nation" Continental C-90. While I am at it I decided to remove the boot cowl and repaint it and replace the firewall blanket. While I'm at it I'll be replacing most of the "Boeing" fasteners that look pretty well worn out. Dick Huish, I'll be contacting you as soon as I determine how many I need. I hope you still have some.
So far I have only run into a couple of snags. First is the Tach. The A-65 turns in a CCW rotation and the C-90 turns in a CW rotation. The 65 is accurate at 2050-RPM and 90 should be accurate at 2300-RPM which I believe is the usual cruise RPM. Simple using a "T" drive to reverse the rotation will not do. Someone please correct me if I'm wrong.
The next glitch is that the exhaust system fits perfectly (I'm not using the starter or generator) except that the heat shroud air inlet for carburetor heat sits directly below the magneto and definitely will not allow any room for the scat hose. It will have to be relocated.
Finally I'm a little baffled by the baffles (such as they are). My L2 has the cylinders sticking out in the breeze a la prewar and J-3 and my 65 has the little baffles that fit underneath and between the cylinder barrels AND under the cylinder head. while the donor engine from an Aeronca only had the ones between the barrels. Does the 90 require the ones under the heads as well? I have always had a terrible time getting the engine to run warmer. Even on the hottest days of summer at full gross and a long climb the oil temp gauge barely comes off the 100 degree peg (yes I've checked the gauge). So do these little baffles help make the whole thing run cooler or is their function to make whatever cooling takes place more evenly distributed?
I hope to have the project completed in time for the 4th because I've been asked again by the Alaska Aviation Heritage Museum to display, do fly-bys and give rides in my little warbug at their annual fundraiser BBQ
So far I have only run into a couple of snags. First is the Tach. The A-65 turns in a CCW rotation and the C-90 turns in a CW rotation. The 65 is accurate at 2050-RPM and 90 should be accurate at 2300-RPM which I believe is the usual cruise RPM. Simple using a "T" drive to reverse the rotation will not do. Someone please correct me if I'm wrong.
The next glitch is that the exhaust system fits perfectly (I'm not using the starter or generator) except that the heat shroud air inlet for carburetor heat sits directly below the magneto and definitely will not allow any room for the scat hose. It will have to be relocated.
Finally I'm a little baffled by the baffles (such as they are). My L2 has the cylinders sticking out in the breeze a la prewar and J-3 and my 65 has the little baffles that fit underneath and between the cylinder barrels AND under the cylinder head. while the donor engine from an Aeronca only had the ones between the barrels. Does the 90 require the ones under the heads as well? I have always had a terrible time getting the engine to run warmer. Even on the hottest days of summer at full gross and a long climb the oil temp gauge barely comes off the 100 degree peg (yes I've checked the gauge). So do these little baffles help make the whole thing run cooler or is their function to make whatever cooling takes place more evenly distributed?
I hope to have the project completed in time for the 4th because I've been asked again by the Alaska Aviation Heritage Museum to display, do fly-bys and give rides in my little warbug at their annual fundraiser BBQ
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