lasher stc SA232SO

[sevenacjack]

I have a 7AC champ with a good A65-8 engine. I did some work for a aviation maintenance facility and they gave me a C85-12 with a broken crankshaft for my services, which is fine, I can go the aircraft specialties C85/0200 STC if I decide to build it up in case my A65-8 goes west. when I restored my champ I installed the forward fus. braces, and two five gal wing tanks, what I'd like to know is, what exactly do you have to do to a champ when you use the lasher STC SA232SO? also the STC says "A65-8 to a C85-12, I would only consider a C85-8, if I could not do this I would get another A65 as it does just fine, and uses less fuel, some of you who have done this conversion care to comment? thanks, jack

[Paul Agaliotis]

Jack,
Put it on using the Service Letters it's a little less trouble. It's approved data and I believe it's SL 13.
Paul

[sevenacjack]

thanks paul, checked out the service letters, stc's and user/other data, and seems like a lot of trouble and expense to go to when the A65-8 does a good job, think I'll put the C85-12 parts on "Barnstormers" and stick with what I have, thanks again. jack

[Paul Agaliotis]

Jack,
I think that's a good plan. I really like the way a 65HP Champ flies. Just keep them light and they are a dream, flys like a feather.
Paul

[sevenacjack]

Amen, btw a.s.s in tulsa reduced the cost of their 0200 STC, think I'll take a stab at it. jack

[Paul Agaliotis]

Jack,
That O200 crank is getting pricy from TCM, over 3K. The conversion is popular and should give you some added torque. But with an extra 2gal per hour, always a trade-off.
Paul

[jepropst]

As one data point on my C85-12 with the O-200 STC upgrade, at 2325rpm, 75hp, my fuel flow is 4.5 gph. I typically cruise at 2300 - 2400 rpm which results in a fuel flow of 4.5 to 5.0 gph. Fuel flow on takeoff is 7.0 gph. Data is from a JPI 830 engine monitor.

[sevenacjack]

what I have is a C85-12 that needs a crank, and I also have a continental 110 hp packett engine, most commonly known as a PE 90 ground power unit engine, the internals are C90/0200, but the crankshaft has some differences that make it unusable for aircraft use such as the propeller flange attachment holes are about 030 off from the acft crank (not all of them, two I think) and there is no propeller guide on the face of the flange and, six propeller bushings need to be pressed in. aircraft speciality services in Tulsa has the STC to do this and thats where my PE 90 crankshaft is heading now as I write this, if they tell me the crank I sent is ok and they do the STC work, then I'll go ahead and build-up the C85-12, "but the champ still keeps the A65-8" if they can't STC the crank then I'll sell the C85 parts as I have no need for them, I'll post them here when and if that happens. I will keep y'all posted. 7acjack