Sorry not sure about the long run on of old information, but there is a STC to convert 75 and up to a A-200 or some such number... it even allows you to keep the same prop...
I do not know what the STC costs but saw it here on the list and a ad in trade a plane.... Something about a O-200 crank and cyl... or some such ----- Original Message ----- From: cliff <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Sent: Saturday, October 16, 1999 4:32 PM Subject: Continental Engines > Continental Motors Corp. in their Service Bulletin M47-16, Supplement > No.1(FAA Approved), dated February 26, 1960. describes the procedure for > converting the C-85 engine to a C-90 engine (as used in the Forney). > Unfortunately it required so many parts changes that it really wasn't > economically feasible. I bring this up because in talking to John Wright > at the Arkansas Picnic he was telling me about the availability of the > relatively cheaper O-200(and C-90) crankshaft from Continental that can > be used with the C-85 engine. To use this crankshaft on the C-85 it > requires also replacing the pistons and connecting rods and maybe the > valve spring(s). While such an engine conversion(to a C-90) would still > require other expensive changes, including a C-90 camshaft, which might > not even be available, and if it was might also require cam follower > changeouts under M49-17. However if a crankshaft change is needed anyway > it would appear to make this conversion option somewhat more feasible. I > mention this only on the chance that someone, someday might want to > explore it further. > > Purely as an anecdote I offer my experience in converting to an O-200. > In building up my O-200 from a runout O-200A-48 engine from a Cessna 150 > I made these changes. I had the right side case machined for a fuel pump > and had studs installed. This is classed as a "repair". When I assembled > the engine I replaced the gear on the camshaft(that drives the vacuum > pump) with the #630403 gear/cam used on the C-90-16F engine installed on > Alons. This drives both the fuel pump and vacuum pump. It is a very > unusual gear and is very expensive. It must be used only with the #631391 > fuel pump. This gear is made of special steel, is spun balanced and > nitrided. When I last checked in 1988, or so, that gear was over $800 and > Continental only had 8 on hand. The regular #626608 camshaft is used and > the gear/cam is fastened to its flange with special machine screws and > safetied. When this engine is put together and used with a key-start starter > it is a standard O-200A-57 (specification) engine. It is sometimes called > the Champion Lancer engine. Only a very few were made. > > When I converted to the O-200 I also installed the electrical pump, etc. > required by the STC. The engine worked fine with the mechanical pump, > naturally, but I had to disable it and revert to the electric pump. My > friend the IA said there was no way we could get approval for a Form 337 > mod to an STC. I considered other alternatives but nature solved the > problem for me. A violent storm came along and completely destroyed the > plane, prop and engine. That ended that! It was a good idea that didn't > seem to have anywhere to go. However the electric pump worked fine and > in retrospect was the way to go. > > Since that happened I have owned an Alon and if I had had that experience > at the time I would have tried to build the engine up as a C-90. It would > have taken a different camshaft, a different valve spring and a slight > change in the carb. Then I would of had a nice C-90-16F Alon engine---if-- > -if---I could of just gotten the FAA to approve a 337 mod allowing use of > an engine with Lord Mounts instead of conical ones to an STC converting my > plane from a C-85 to a C-90 engine. Oh yes! I'd first have to get > Continental to bless that engine configuration and give me a name plate. > Some days you just can't get there from here!! > > Cliff..... >
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