Just joined this forum and going to look at a Champ today!

[DavidB.]

Thanks for answering my questions. I wasn't thinking and had a few lines in my OP that I would rather not have foating out on the internet. Sorry for the delete.

[Mikek]

Welcome,

Might want to take a few steps back. If you have some time say 3-4 weeks, get the "N" number and serial# go to FAA.gov and get the CD which will have all the records and data since new that has been sent to them, great reading and if logs are not upto date or missing can fill a few holes, $10.00 get in 1-2 weeks.

The C-75 did not come with the 7 series but back in the 1950-70's would only take a 337 and logbook entry, later like mine there is an STC for doing this.

The CRACK SPAR AD came in the late 90's? and this will need to be done, check with your AI on what he would need to do for a good check, more holes, a few on top of wing or even removing some fabric.

Storage is very hard on a airframe and engine, I bought a 7AC with fabric on wings, controls, airframe that was done in 1998, but not completed with color. It has not flown since 1971 but stored inside of a barn in OHIO.

Had major rust on inside of tubes, mice/rat ate in to spars 3 of them, corr on ribs, headliner rotten, paid 6,000 for it and I got a great deal at first now just a deal.

I have a 7AC to fly and it might be several $$ to get this project of your going to fly. It sounds complete, logs & data plate for airframe & one for engine??

$5,000 is to low and 10,000 is about right, there are Champs & Chiefs for 14,000 to 17,000 that are flying in you look.

Good Luck and you found the right place to be:

Where are you located??

Mike K

[Roger Anderson]

Hi David. Welcome. Many A65s have been converted to A75s, a very easy upgrade, but still have no electrical system. Wonder if that is the engine. Stored since '75, as Mike said, could mean a bunch of hidden problems in the airframe, not to mention the engine. Of course, you being an A&P makes a project a whole lot better than it would be for me. If you want to get back into flying soon, if you and partner can spring for it, I'd get a flying condition Champ instead. Fortunately for the buyer, bad for the seller, the airplane market is very depressed right now. Champs are never cheap, but are a bunch cheaper right now than they have been a couple of years ago. Chief are even cheaper. I know. I have one. Buying a flying machine right now, it probably would hold its value or not loose much more...hopefully. Then if it's not the right one for you then you could sell and much more quickly and step up to something else. If you are looking for a possibly long term project, then maybe the stored one is right .

[joea]

David,

Welcome on board.

First off, please make sure what you have here. They did make C-75's but they are pretty rare and not found often. The "C" series has a pad on the back for a starter and believe generator. Most of the 65 and 75 models are the "A" series, that do not have a provision for the starter nor generator.

As others suggested, get the "N" number and serial number of the plane and get photo copies of the logbooks and devour all of it. Get the CD and go through it as well. Let us know the details and there is a chance we might know the plane.

Joe A

[CptKelly]

A "C-75" can be converted to a "C-85" by a carburetor modification... All other parts of the engine are identical.

Mike

[Paul Agaliotis]

Mike
There are some that use the C designation to mean Continental. So the A75 and C75 in their eyes are the same engine.
Continental uses the letter to indicate series. A C75-8 and a C75-12 is considered the same series engine per Continental. The dash numbers are the modification level of the basic series. These two engines would be considered interchangable.
Paul

[DavidB.]

I went and saw it with my partner in it, and the IA. I am buying it, and hope to fly it by May at the latest. Everything checked out better than expected.

[Mikek]

Everything checked out better than expected.

Great to hear, where are you located??

[jc pacquin]

Congratulations! You have decided to work on an airplane rather than fly one. BE SURE that you take the fabric OFF the wings and look carefully at the spars. pulleys, ribs, etc. Also check the struts CAREFULLY. Personally, I would find an AI that talks and knows more, one that has dealt with tube and fabric for a long time. Otherwise, he is learning at YOUR expense.(Dont let anyone tell you that the spars can be checked completely with the fabric on. It isn't true.) JP

[Larry]

Earlier on this post was some discussion about the different models of the Continental engines in our airplanes. Here is a short version of the differences:

There are three basic versions of the Continental (TCM) four cylinder engines. Notice the different bore and stroke numbers that indicate different piston size and crankshaft throw. Very few parts are interchangeable between these three models.

Continental O-170 (A50, A65, A75 and A80)
Bore: 3.875 in (98 mm)
Stroke: 3.625 in (92 mm)
Displacement: 171 in³ (2.8 L)

Continental O-190 (C75 and C85)
Bore: 4.0625 in (103 mm)
Stroke: 3.625 in (92 mm)
Displacement: 188 in³ (3.1 L)

Continental O-200 (C90)
Bore: 4.06 in (103.1 mm)
Stroke: 3.88 in (98.6 mm)
Displacement: 201 in³ (3.29 L)


Engine Model Numbers:
For example C85-8 or a C85-12F.
–8 is the basic engine case, no starter, no generator
–12 is a different crankcase, and rear accessory case to accommodate a starter and generator. Magnetos and tachometer turn opposite direction to –8 case.
–16 has different engine mounts.
Letter F after dash number indicates FLANGE type propeller hub.
Letter J after dash number indicates FUEL INJECTION in place of carburetor.


Engine Serial Number:
This is not 100% firm, but has been found to be almost always true…..
An engine serial number, such as, 12345-8-12 will translate as follows:
12345 is the serial production number of that model engine.
–8 is related to the horsepower, for example –7 is 75, –8 is 85, –9 is 90, etc.
–8 or –12 is the crankcase configuration (see above)

Contact me if you need more information or have questions.

Larry Clark
ATP/A&P/I.A.
N84096