what about o235 lycombing

[cvavon]

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What will it take to put a 0235 lycombing on my bl 65 as my plane is built under type certificate 700 witch is the lycombing poward B model and if you go to later F models they used the 0235 also and there half the price of continentals. What is the best way to proceed to make this a legal install

[ajfriz]

Re: what about o235 lycombing

It could probably be done, but it would be difficult. I like the o-235, but obtaining a 115-125 hp o-235 is expensive as well as being heavy (240 lbs). The best bang for the buck (IMO) is a stroked c-85 because you end up with almost 100 hp, which is what most o-235s are anyway. You would also save over 50lbs. by keeping a continental and it would be easier to get approved.

[cvavon]

Re: what about o235 lycombing

First thanks for your reply for the last year i have watched the different sites that sell aircraft parts and engines the c85 and 0200 are so over priced it's not funny run out cores 3000.00 to 4000.00 or 1200 for a crank shaft turned 20/1000 under size then you watch 0235 on ebay with 600 hr on OH with all accessorys and baffels go for 1800.00 and there have been 4 or five of these over the last 6 mo also the 0235 dry WT is with accessorys and the weight for 0200 is no accessory the 235 does weigh more but it's more around 35 lbs also my plane was built as a lycombing under type cert 700

[Ragwing nut]

Re: what about o235 lycombing

unless you get a gross weight increase I would stay with a continental. that being said, I much preferred our F-21 with the l2c over my deluxe with the o200. my deluxe came in at a heavty 925 and the f-21 was somewhere over 1000 with all the crap that was in it. 2 other issues would be engine mount and nosebowl, lycoming is wider and would require a f21 nose bowl or piper style bowl

[swoeric]

Re: what about o235 lycombing

i think the real trick is finding out how to get cont 0240 cylinders on the 0200 case....just for grins any chance a piper cub etc motor mount fits our planes?



ps nothing wrong with ground cranks...i have set up a few race motors that had very strict rules with the minimum bearing size = less drag per rpm......then you set up the grinder so that you only take off on the inside and cheating in a bit more stroke by moving the new centerline just a bit

[Ragwing nut]

Re: what about o235 lycombing

i think the real trick is finding out how to get cont 0240 cylinders on the 0200 case....just for grins any chance a piper cub etc motor mount fits our planes?



ps nothing wrong with ground cranks...i have set up a few race motors that had very strict rules with the minimum bearing size = less drag per rpm......then you set up the grinder so that you only take off on the inside and cheating in a bit more stroke by moving the new centerline just a bit

not going to happen and not going to happen. better to find an o240, at least it will bolt on and may clear the cowl, may not

[swoeric]

Re: what about o235 lycombing

too bad a rayjay is a bit heavy...but i like the idea of an on demand turbo.....we dont use hardly any power at cruise

[fearofpavement]

Re: what about o235 lycombing

Putting an engine on an aircraft it wasn't certified for these days is no simple bolt on task. Field approvals for the most part are a part of the past. This would likely require an STC. IF it has been done before, that would be a place to start and try to get data from the "one time" STC holder and somewhat clone that data. If the exact thing hasn't been done, be prepared to spend months (perhaps years) and tens of thousands of dollars getting this thing signed off.

In my opinion, if the plane isn't suitable to your needs, you would be much better off selling it and purchasing one that is configured with the capabilities you need or want.

I think "upgrading" these old aircraft is important but it is so difficult now that it quells any progress.

[cvavon]

Re: what about o235 lycombing

I am no expert but I think every one is missing what i said MY AIR PLANE WAS A LYCOMBING when it was new TC 700 now threw the years taylorcraft evolved in to the F models witch in turn with out any major structural changes and the F models used the 0235 for the power plant of choice so a factory paper trail does exist as does the motor mount and related hardware here is the first problem access to drawings for the F model to show there is no major changes also B model drawings to compare them too

[3Dreaming]

Re: what about o235 lycombing

Chuck, the type certificate 700 for the BL only list the Lycoming 0-145. This engine was built under TC210. The F model Taylorcrafts were built under TC 1A9, and it allows for the 0-235 for the F21-22 series airplane. The 0-235 engine is built under TC E-223. The engine for the BL and the 0-235 share only one thing ,and that is the Lycoming name. They are completely different engines. There is no paper work trail within the TC's to allow for the engine change. You would likely need to hire some one like Terry Bowden on the forum here to do the engineering to get an appoval, and I would guess it might be a little tough to get done with the FAA. The other thing to think about is there are over 40 different models of the 0-235, and some are not as good as the others. The ones you have been seeing go cheap may be going that way for a reason.

[ajfriz]

Re: what about o235 lycombing

I am no expert but I think every one is missing what i said MY AIR PLANE WAS A LYCOMBING when it was new TC 700 now threw the years taylorcraft evolved in to the F models witch in turn with out any major structural changes and the F models used the 0235 for the power plant of choice so a factory paper trail does exist as does the motor mount and related hardware here is the first problem access to drawings for the F model to show there is no major changes also B model drawings to compare them too

It doesn't matter that it once had a lycoming. The f model doesn't share the same tc as your airplane, so that doesn't really help. Mine had a continental, but that doesn't mean I could easily change it to the o-240, o-300, or tsio-360. The 125 hp o-235 is nearly double the hp that your airplane originally had and I don't think the FAA is going to approve it easily. You might be able to get the 100-108 o235 approved, but even that would be very difficult. It would be cheaper to do a stroked c-85 (97 hp) than buying/rebuilding an o-235 and getting it approved.

[swoeric]

Re: what about o235 lycombing

maybe what we need to focus on is an stc that converts the b to an f model and then we run 360's




i like the don swords idea best though

[tim]

Re: what about o235 lycombing

maybe what we need to focus on is an stc that converts the b to an f model and then we run 360's




i like the don swords idea best though

i hear that hey has any one looked into those ul engines 130 hp would be fun

[astjp2]

Re: what about o235 lycombing

They already have one, its the IO240 which is an IO360 cylinders on what is similar to an O-200 case

i think the real trick is finding out how to get cont 0240 cylinders on the 0200 case....just for grins any chance a piper cub etc motor mount fits our planes?



ps nothing wrong with ground cranks...i have set up a few race motors that had very strict rules with the minimum bearing size = less drag per rpm......then you set up the grinder so that you only take off on the inside and cheating in a bit more stroke by moving the new centerline just a bit

[astjp2]

Re: what about o235 lycombing

Dont mess with the 235, just do a 320, same size similar weight and 35 more horsepower with a good parts availability. The Allsworths have done several of these conversions. Tim

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What will it take to put a 0235 lycombing on my bl 65 as my plane is built under type certificate 700 witch is the lycombing poward B model and if you go to later F models they used the 0235 also and there half the price of continentals. What is the best way to proceed to make this a legal install