Continental A-80?

[CptKelly]

I have a friend who has an Aeronca equipped with a Continental A-80. This engine runs fine, is easy to start, and makes good power. I have heard comments that the A-80 isn't such a good engine, and I'm wondering why? I know it has heavy pistons, but it is a smooth runner, and does make good power? Comments?

Mike

[Paul Agaliotis]

Mike,
The engine has a higher compression ratio and spins a little faster. When combined the engine TBO is substantially less than an A65. The cylinders suffer the worst. If your spinning it at 2300 it's just a 65. The engine was not used on many aircraft and the conversions are not approved by the Fed's.
Paul

[CptKelly]

Paul,
I have read articles that there was actually an A-100. I have never seen one, however. Have you ever seen an A-100? Were they used in aircraft?

Mike

[GWestphal]

The DART GC series in '46 to around '48 used the A100 engine and it came with a starter, battery and generator as basic equipment but I don't know if it used the A65-9 accessory case for the starter and used a wind driven generator for charging or if continental made a few accessory cases for Dart with a generator pad. There are still 5 or 6 Darts listed showing the A100 but some have been upgraded to bigger Lycomings.

Gordy in Mn

[Captgrumps]

Continental A-100, type certificate E-241.

Doug

[CptKelly]

Does anyone know how they got 100hp out of a A-65 type engine? Perhaps higher compression? Most likely a higher rpm? Maybe a different cam grind? Ok you experts, chime on in...

Mike

[CptKelly]

I looked up the "Dart GC" Culver. The web page said that it was powered by a (now get this), a 125 hp 0200 Continental. My question is, has continental ever made a 0200 in 125 hp? Maybe it is a typo? Here is the site:

http://en.wikipedia.org/wiki/Culver_Dart

Mike

[hammmike]

If I am not mistakin I remember reading about a six cylinder engine with six A65 jugs and a 255 cubic inch displacement.

[joea]

If I am not mistakin I remember reading about a six cylinder engine with six A65 jugs and a 255 cubic inch displacement.

The C-145 in the Aeronca Sedan is just that, a C-85 with two extra cylinders.

[Larry]

FAA TC 674 for Dart Aircraft, model GC shows a Continental A-100-1 with engine limits of 2350 rpm (100 hp). This is the only Dart model to use a Continental engine.

The wikipedia page must be in error.

[Aerco]

I have a friend who has an Aeronca equipped with a Continental A-80. This engine runs fine, is easy to start, and makes good power. I have heard comments that the A-80 isn't such a good engine, and I'm wondering why? I know it has heavy pistons, but it is a smooth runner, and does make good power? Comments?

Mike

I have read much misinformation and urban myth about the A-80. After sorting through all the bunk, it's basically a perfectly good engine, even if Continental withdrew the type certificate. I am sure that was done purely because they started producing the C-series, and not because of any technical reasons.
The higher compression ratio is a good thing - the higher the CR the more efficient the engine and we don't fly on low octane fuel anymore. Yes, the pistons are heavier, but so what? A so called authority on small Continental engines once said that these heavy pistons "absorb much of the power gained from the higher CR and cause bad vibration" and that it produces a "weak" 80 hp. Sorry, that is nonsense. The engine is rated at 80hp @2700 rpm; it does not matter one bit if the pistons weigh 2 or 10 pounds. Pistons and everything else in an engine can and should be balanced.

The power increase is not just due to the higher RPM, even at 2300 it produces about 4-5 more hp. So even if you flew it like that and never spun it over 2300, you'd get better performance and specific fuel consumption than the A-65, with not much of a downside. Sure, any engine will wear out faster if you spin it faster and that is to be expected. With the comparatively low hours recreational pilots put on their airplanes, that's really not such a big deal, for the increase in performance.

[Paul Agaliotis]

Peter,
There are a few more differences that could be a concern. The higher weights of the pistons will stress the rotating mass, and the piston pins used with the 80 are the small ones. I agree the compression makes the engine a more efficient heat converter but all of this comes with some trade offs. Also you need to be real careful installing the pistons. Some cylinders have slightly different domes and there can be interference problems.
The A100 is basically a 6cyl A65
The C125 a 6cly C85
the c145 a 6cyl C90.
Paul

[CptKelly]

Paul,
Thank you for explaining those engines. I've wondered about them for a decade.

Mike

[hammmike]

Peter,
There are a few more differences that could be a concern. The higher weights of the pistons will stress the rotating mass, and the piston pins used with the 80 are the small ones. I agree the compression makes the engine a more efficient heat converter but all of this comes with some trade offs. Also you need to be real careful installing the pistons. Some cylinders have slightly different domes and there can be interference problems.
The A100 is basically a 6cyl A65
The C125 a 6cly C85
the c145 a 6cyl C90.
Paul

I knew you would know what they were.