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The FAA changed it's "law" on this one. As I have been told by several mechanics that routinely deal with the FAA, a horsepower conversion of more than 10% cannot be done on a 337 anymore, but must be done with a one-time STC. This means a lot more paperwork and it's got to pass the engineering department, even if it's been done dozens of times in the past with a 337. Syd Ed Burkhead wrote: >----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- > > > >There is an O-200 conversion STC out there. I think the STC does >require conversion to a D. However, I've seen several O-200s mounted on >C or CD models - they probably applied for and got their own form 337 >approval. It'll be up to you to convince the FAA that's it's safe for >your plane. > >If you put out a request for info from people with 415-C and O-200 >engines, and use them as references, you can probably get approval >without too much problem. > >As always for something big, get your form 337 approved by the FAA >wienie *before* you do expensive work. > >OTOH, the O-200 crank conversion Hartmut tells about looks pretty good, >too. > >Ed Burkhead >http://edburkhead.com/ >ed -at- edburkheadQQQ.com (change -at- and remove the QQQ) > >I know you believe you understand what you think I said, but I am not >sure if you realize that what you heard is not what I meant. (Jim, AKA >Midnight Plowboy) > > > > >========================================================================= ===== >To leave this forum go to: http://ercoupers.com/lists.htm >Search the archives on http://escribe.com/aviation/coupers-tech/ > > > > > > ========================================================================== ==== To leave this forum go to: http://ercoupers.com/lists.htm Search the archives on http://escribe.com/aviation/coupers-tech/
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