I need to replace my Lycoming O-145 and found an old A-65-8F on ebay.
It looks like it sat for a long time and has no logs.
Question: can this engine be overhauled and restored to service?
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I need to replace my Lycoming O-145 and found an old A-65-8F on ebay.
It looks like it sat for a long time and has no logs.
Question: can this engine be overhauled and restored to service?
Dan,
Sorry to see about the Lycoming. I've been in this position myself this year and ended up going with a used half-time all the log books engine as my best way out.
Answering your question, yes it can be done if the data plate is on the case, but it won't be inexpensive. You are going to need fwf, how about finding some salvage (tornado damage) or somebody upgrading HP?
Good Luck,
Dave
Legally Yes, I don't know parts availability for the 65. But you can start another log book for the engine.Quote:
Originally Posted by DanChief
Dan, drop me an email at neat1s AT yahoo DOT com. I have many files on the Continental A65 engine. It CAN be rebuilt. There are plenty of parts out there. Just don't pay a lot for the engine you are looking at unless the owner wants to guarantee at least the case and crank are usable.
First check Fresno Airparts (Do a google search for more info.). They only take phone orders and ship everything C.O.D. They have a lot of NEW old parts available. I rebuilt a C-85 with parts from FAP, eBay and hangar salvage. It runs like a top and is going through break-in right now.
Smurf
Thanks everyone for the great feedback!!
You did a great job there.
As far as I can see you've replaced more than half of the details. Must be very proud of yourself.
No kidding!
I rebuilt an A-65-8 twice plus a C-85-12.... The C-85-12 was found in a basement where it sat for 20-30 years. The prop had a dent in it as if it hit an I-beam.
The best place to start on any engine without a logbook or any engine which had a prop strike is to obtain the Continental Service Bulletin on sudden stoppage. This means that everything that you plan on reusing must be inspected and yellow tagged. I never had any damaged parts, but the Cam and Crankshaft usually get reworked or replaced. If you need to replace cylinders, the Millennium kit is expensive, but it is worth it.
I used Divco for case work, Aircraft Specialty Services for major parts, Fresno for bits and pieces and of course Aircraft Spruce for screws, nuts, bolts etc.
If you have a Bendix mag - Al Marcucci at Savage Magneto's is the real thing.
If you replace the mags with Slicks, getting a kit with the gears already installed is the way to go. OBTW, keep your old gears when you return Bendix cores. They are worth 350 - 600 dollars each.
The FAA says once you have the new parts, start a new logbook, establish an ETT. It is up to you what time(s) you choose. I used 1000 Hrs as it was a nice round number. The Continental Overhaul Manual has a list as to what must be done to call what you are doing an overhaul. Both times on the A-65, I used a Crankshaft ground .020 under. In my opinion, since this is not allowed by the Continental Manual, I elected to call my work: "DISASSEMBLY, INSPECTION, and REASSEMBLY - using the following new and/or yellow tagged parts...." Then I completed the 337's on the Crankshaft and Cylinders.....
OBTW - you will need to review the AD's, For example on the C-85, there was one where a bunch of airplanes had been fueled with Diesel. It was a N/A after rebuild, but it still needed to be addressed.
I'm not an expert, but I get ramp checked at air shows and our local FSDO seems happy.
Pete
SB97-6B Manditory Replacement Parts
SB96-11B Propeller Strikes and Hyd Lock
AC 43-9C Maintenance Records Paragraph 12 - Lost Records
Excellent post, Paul -- thanks!!Quote:
Originally Posted by weiskopf20@gmail.com
If you elect to replace the engine, give some consideration to the C-85 with the O-200 crank, pistons, connecting rods and carb. I used the STC from Aircraft Specialty Services and phone help from Don Swords. Everyone who has flown the Cub with this engine has had a WOW experience!
Google Don Swords at Don's Dream Machines. He is a real gentleman and will take the time to make you smart.
Don can also handle the STC.
My "free" C-85 had toasted crank, cam, cylinders and carb. It was missing the mags. So it was just some extra bucks to go the STC route. In retrospect, if I had a better case, it could have been done cheaper. But the C-85 with O-200 parts -ROCKS!
Pete
Does the STC require modifying the vertical stabalizer?
There are no airframe mods required by the STC. NOTE: the CAM is remains a C-85 CAM. This is really a good thing. The C-85 CAM in this mod produces an honest 97 HP. The O-200 is a 100 HP engine which is lucky to pull 90 HP. Also the C-85 CAM red lines at 2550 RPM whereas the O-200 CAM red lines at 2700 RPM.
The fuel burn went from 4.00000 GPH with the A-65. No matter what we did, the fuel burn never varried. The modified C-85 gets 4.6 to 5.3 GPH. Cruise with the Sensenich 46 pitch prop is 80 mph at 2300 and 2400 takes me up to 85 - 90 depending on the load. Since max cruise is 90 mph, I keep the RPMs at 2350.
This winter I plan on adding an 8 gal. aux wing tank - mostly, just to have a larger reserve after a 2 hour leg.
Any more questions?
Pete
Nope. Thanks for the info...
For starting a new logbook for the engine, reference the current revision of FAA Advisory Circular 43-9.