They're a great airplane for engine conversions because there's enough space under the cowl to accept nearly any engine you might want to use. 180 hp is most common and does perk the performance up quite a little. I've also seen an 0-470 Cont used and it makes a workhorse out of it (if you can afford the hay). Just from a performance standpoint a 220 hp Franklin works nicely in them as well.
Dan
Civilization is the limitless multiplication of unnecessary necessities. (Mark Twain)
...G-O300's have a pretty low TBO, but I forgot what it is....
Tracey- Dad had a 175 for a short time. Fast plane, relatively speaking. If I remember correctly, TBO is 1800 hours. The engine is geared and the gear lash is critical. Too much gear lash translates to excessive 'play' in the prop. Replacing the gears is expensive.
Also, the geared engine needs to be run at high rpm - all the time. The problem is that pilots want to throttle back to save fuel, but the geared engine was designed to run at higher rpms - less torque on the engine. The engine sounds as if its going to come to pieces, but that's the way it is supposed to be run.
And, too: if I remember correctly, since the engine runs 'backwards', the camshaft and tachometer are specific only to that engine. More expense - and rare.
Quote
...220 hp Franklin works nicely in them as well.
Dan- a FRANKLIN?
slowly..I..turn..,backing..towards..the..door....
Last edited by Dennis_Geivett; 05/07/0901:58 PM. Reason: correction
...G-O300's have a pretty low TBO, but I forgot what it is....
Tracey- Dad had a 175 for a short time. Fast plane, relatively speaking. If I remember correctly, TBO is 1800 hours. The engine is geared and the gear lash is critical. Too much gear lash translates to excessive 'play' in the prop. Replacing the gears is expensive.
Also, the geared engine needs to be run at high rpm - all the time. The problem is that pilots want to throttle back to save fuel, but the geared engine was designed to run at higher rpms - less torque on the engine. The engine sounds as if its going to come to pieces, but that's the way it is supposed to be run.
And, too: if I remember correctly, since the engine runs 'backwards', the camshaft and tachometer are specific only to that engine. More expense - and rare.
Quote
...220 hp Franklin works nicely in them as well.
Dan- a FRANKLIN?
slowly..I..turn..,backing..towards..the..door....
Dennis, you'll notice I qualified it with "From a performance standpoint..". I know about all the down sides. Too bad, because the Franklins are a powerful, wonderfully smooth engine with a nice power to weight ratio.
Oh well. I've heard the newer Lycomings are smooth too, but shouldn't they be for $30k+??? I guess if you want smooth, stuff a turbine in it huh?
Dan
Civilization is the limitless multiplication of unnecessary necessities. (Mark Twain)
No Tom, in this case...it's not photoshop. This is a legendary airplane among the Luscombe crowd. Cruise is around 150 mph, fuel consumption is 14-18 gph range, climb is around 1500 fpm with 2 people aboard, and the 150 hp Apex turbine turns at 66,000 RPM at 100%.
...Cruise is around 150 mph, fuel consumption is 14-18 gph range, climb is around 1500 fpm with 2 people aboard, and the 150 hp Apex turbine turns at 66,000 RPM at 100%.
It was/is a great concept plane except for one thing: fuel capacity. It had only about an hour's flight time at cruise before the tanks were drained, no reserve.
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