0-200-8

Everything about your Aeronca, not Chief or Champ or Sedan specific.
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lownslow
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0-200-8

Post by lownslow » Thu Feb 25, 2016 10:18

Is there such a thing as a Continental 0-200A-8, if so can I install it on my Champ with a STC? I know that they do not come from the factory that way, but can have cover plates installed over the vacuum pump, starter and alternator holes, just checking, got a lead on a 0-200A. Does anyone have this setup? Thanks, jack

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Re: 0-200-8

Post by MikeB » Thu Feb 25, 2016 10:51

Jack,
I have a 0200A installed in my L16 (7BCM) with the Buzz Wagner STC. I don't know if the 0200 was ever a -8 or -12 but there are those who have done exactly what you are thinking about: using cover plates. I actually have a cover plate for the generator hole at home and the starter plate is generally available, the vacuum pump not quite so available but they are 'around'. Don Sword has a stc to do some modifications on the 0200 but I'm not familiar with them. You will need an extra fuel tank and there are some issues with the installation but they are all able to be overcome with some persistence. Fitting the air cleaner through the nose bowl and baffling are a couple that I can think of.

Mike

Paul Agaliotis
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Re: 0-200-8

Post by Paul Agaliotis » Thu Feb 25, 2016 11:21

Jack,
I would consider the blocking of the accessory holes a minor alteration to the engine. Continental considers the dash number as a modification level of the engine. The problem is, the aircraft maufacturers list the engine dash numbers on THEIR documents. The reason was that a -8 has NO PROVISION for starter/generator and the -12 has starter/generator INSTALLED as recieved from Continental. So it becomes dollars and cents for the aircraft manufacturers, why buy an engine and remove the accessories?
I consider the engines interchangeable provided the accessory pads are blocked for a -8 installation. At the most, I would make a log entry indicating the blocking of the accessory pads are considered a minor alteration.
Paul
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MikeB
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Re: 0-200-8

Post by MikeB » Thu Feb 25, 2016 12:44

Paul makes a couple of good points. Along with that (I'd have to check my paperwork) but it seems the Wagner STC doesn't have provisions for a starter or generator with the STC as it's written. However, the thing is written so loose that almost anything is open to discussion and as I've stated before anything that 'anything' used on the Chief 0200 STC is 'applicable' to the 0200 Champs STC. I did put a Sky-Tec starter on mine (battery and starter by 337) and I have 337 approval to use the 12 amp B & C alternator but haven't installed it at this point. One other problem (sort of) is the engine mounting as most 0200 use the large Lord type mounts. There are adapters off the internet which will allow the use of the smaller conical mount rubbers and there is paperwork available for approval. Wagner also has a procedure for modifying the Lord mounts to fit but it seems prop/nose bowl clearance gets to be a problem without new cowling. If the long mount, metal prop (required) and nose tank is used the CG gets pretty forward but manageable. Mine is about on the edge but I'm heavy at 950#. Keeping it lighter would help.
Mike

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Re: 0-200-8

Post by Paul Agaliotis » Thu Feb 25, 2016 14:00

Mike,
That's correct. Any installation of the starter and generator SYSTEM would be a Major Alteration to the airframe and a Minor Alteration to the engine. (For re-installation of the accessories).
Paul
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clipperfixer
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Re: 0-200-8

Post by clipperfixer » Thu Feb 25, 2016 14:42

If you want a -8 you can use your o200 case and send it to Don Swords and get the o200 to C85 stc and the -12 to -8 stc. Then you can use the -8 accessory case. You wont actually have an o200, but a C85, then use the o200 crank and get the STC to use that on your c85 and then you have a super C85 that so many love. Then install that per the appropriate service letter. Long way around but you can do it. I don't think they ever made a o200-8

lownslow
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Re: 0-200-8

Post by lownslow » Fri Feb 26, 2016 11:26

Thanks for the info, I will have to think on this, as I have a "low time running fine" A75-8 on the front of the champ, but am always thinking of things to do...

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Re: 0-200-8

Post by rkittine » Fri Feb 26, 2016 12:31

And an A-75 can easily be converted to an 85 HP and keep in mind the difference in weight between a "-8" and a "-12" with the covers added to the accessory case. Don Sword was a great sourch of both advise and parts for my Continentals.

Bob
Robert P. Kittine, Jr.WA2YDV
West Nyack Aviation, L.L.C.
New York, New York 631-374-9652
rkittine@aol.com

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Re: 0-200-8

Post by Paul Agaliotis » Fri Feb 26, 2016 14:00

Bob,
I think he has an A series engine. There has been a few boot-leg conversions to an A80, but without really spinning up the RPM you still get a similar rating.
Unless Jack has that short 70" DK prop and spins it up to 2500 RPM the engine makes similar power to the A65.
Paul
Mailing Adress : Paul Agaliotis 2060 E. San Martin, San Martin,Calif. 95046

lownslow
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Re: 0-200-8

Post by lownslow » Sun Feb 28, 2016 11:41

I have a Sensenich metal 76AK-4, dia. 72, pitch 44, approved by Sensenich in PA. the best I can get out of it is 2300 RPM's, I don't know if getting the prop pitched so I can get more RPM's would help, I had a wood 70X40 on it a while back after I overhauled the A65 to a A75, and got a little better takeoff and climb, but it just sat out there and thrashed the air in cruise. so went with the present prop, and it does pretty good, but... jack

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rkittine
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Re: 0-200-8

Post by rkittine » Sun Feb 28, 2016 12:06

My mistake, I thought it was a C-75.

Bob
Robert P. Kittine, Jr.WA2YDV
West Nyack Aviation, L.L.C.
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Aerco
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Re: 0-200-8

Post by Aerco » Tue Apr 05, 2016 22:45

Paul Agaliotis wrote:Bob,
I think he has an A series engine. There has been a few boot-leg conversions to an A80, but without really spinning up the RPM you still get a similar rating.
Unless Jack has that short 70" DK prop and spins it up to 2500 RPM the engine makes similar power to the A65.
Paul

Not quite. The A-80 has higher compression pistons and makes more power throughout the rpm range. At 2300rpm, for example, it will produce 70hp as opposed to the 65hp of the A-65 and A-75 engines. A small but worthwhile increase in fuel efficiency too, if not a huge increase in power.

The power curves are in the manual but I can no longer attach anything on this forum; neither PDFs nor pictures.

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Re: 0-200-8

Post by Paul Agaliotis » Wed Apr 06, 2016 12:49

Peter,
The prop that is used for the A80 is a little too small for the Aeroncas. The A80 is just not a very good engine selection. The power curves show a lot of good information but until you put it on the plane all bets are off. I have run the A80 and it is not a bad engine unless you want 80HP. As a high compression A65 it works well but not approved for installation on the Aeroncas.
Paul
Mailing Adress : Paul Agaliotis 2060 E. San Martin, San Martin,Calif. 95046

Paul Agaliotis
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Re: 0-200-8

Post by Paul Agaliotis » Wed Apr 06, 2016 12:49

Peter,
The prop that is used for the A80 is a little too small for the Aeroncas. The A80 is just not a very good engine selection. The power curves show a lot of good information but until you put it on the plane all bets are off. I have run the A80 and it is not a bad engine unless you want 80HP. As a high compression A65 it works well but not approved for installation on the Aeroncas.
Paul
Mailing Adress : Paul Agaliotis 2060 E. San Martin, San Martin,Calif. 95046

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