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G3GM 1973 to 1977 A-bodys. Chevelles, Monte Carlos, El Caminos, Laguna, 442, Cutlass, Malibu, GTO, LeMans, Century, Regal, Grand Am, Grand Prix, Sprint, Gran Sport, Can Am, Hurst-olds, and other 73-77 A-bodies


airplane resto

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Post by pila Fri Apr 29, 2011 1:18 am

Off-topic alright Very Happy
Here's a Cessna 120 airplane I restored/modified.

https://s561.photobucket.com/albums/ss52/steelybill/Cessna%20120%20project/

Naturally I used a bigger engine than the stock one! It started out as a truck load of parts that were damaged.

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Post by JB2wheeler Fri Apr 29, 2011 11:22 am

Very nice, but then it would have to be before I would go up in it. JB
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Post by pila Fri Apr 29, 2011 11:46 am

Me too, I don't fly in questionable airplanes. We have about 500 hours on it since resto. I've rebuilt three others since this one.

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Post by The Dude Mon May 02, 2011 9:59 am

Very nice! What engine did you go with?
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Post by Limey SE Mon May 02, 2011 3:39 pm

very very nice thats some good talent there !!!

___________________________________________
1977 Chevelle SE x2
One Mild original
one Wild NON original
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Post by pila Mon May 02, 2011 7:43 pm

Original engine was a Continental C-85 ( 85 HP) current engine is a Lycoming 0290D, 125 HP
These HP numbers don't sound like much in the automotive world, but the climb rate with the C85 was around 650 feet per minute (not much) and with the Lycoming it's around 1300 to 1400 FPM in summer (warm air) and about 2000 FPM in winter cold air.
The red-line airspeed on this old airplane is 140 MPH, which it will get at full throttle, while cruise is around 125. I gave my farmer friend a buzz job a few years ago while he was on his tractor. When I looked over at the airspeed indicator, it was just passing 165 ( not too smart) So it's been "proof tested" Very Happy

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Post by The Dude Tue May 03, 2011 10:46 am

I know the Continental engine. Looks nearly identical to the old VW enigines & just as easy to work on. Assuming the Lycoming is the same. How hard was it to pass inspection after swapping engines? I know the FCC can be picky, but then again I hear of guys swapping in Suzuki engines without problems.
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Post by pila Tue May 03, 2011 1:21 pm

An engine swap has to have an approval. In this case it's called a Supplemental Type Certificate (STC) which is proprietary to the folks who did it first, and owned by them, and in this case it was a kit, with the engine mount, exhaust system and misc brackets etc.
It was 1500 bucks for the approval and the parts kit. It's possible to get what's called a Field Approval for an installation of a different engine/airplane combo, but lots of paper work and hassles from the FAA.
If it was in the experimental catagory ( like a home built) any engine can be used, like auto engines, or airplane engines etc.
Factory built airplanes are in the "standard" catagory mostly, except for some in aerobatic, utility catagory etc.

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Post by The Dude Tue May 03, 2011 2:38 pm

Sounds easier than what they made it out to be when I was in school. It was stressed on us how strict they can be even on something as simple as adding cup holders. Then again, school vs real world is usually different in any field & I never made it past school. Got a lot of neat useless degrees like Corrosion Control Certification & such, but turned out to be a Marketing guy.
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Post by pila Tue May 03, 2011 10:10 pm

When we took on new people just out of school. I had to explain that the real world was not quite what was taught at the A&P schools. We usually hired three at a time, and usually one out of that group made the grade to get permanent status with us.
Thing was, a young guy who fooled with cars usually made a good tech.

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