I think you missed my point. If David already had an STC'd installation of a 180HP engine that did not include the gross weight upgrade (and that is a possibility), he'd need another STC'd alteration to up the max gross. The way he wrote the post suggests that might be the case, and he's concered he'd need to replace his existing 180HP engine with an Air Plains-provided 180HP engine before getting the GW upgrade.
If that's true, then he's going to have to upgrade the engine in order to get the 200 lb MGW increase. Dunno if Air Plains only sells the STC if you get an engine from them, but I know Penn Yann will sell you their 180HP/MGW increase STC and let you find your own engine. Different prop required for all of them, too, but I'm not sure about the engine mount. Of course, you don't have to buy a new engine -- rebuilt, overhauled, or even serviceable will do just fine. However, I think Penn Yann and Air Plains will take your old O-320 in trade on an overhauled O-360 if you buy their STC.
Well, I think that may be what he's asking, but I'd like to know for sure.
Then do the XP mod.. 220 horse IO-360KB
I've always found the 40 degree flaps more useful than the extra 250 pounds
You can get in shorter, and with the 180 horses you can get out of the same field.
The 250 pounds is for fat guys and long runways.
That would be nice, but the FAA doesn't trust us that far.
Was that Air Plains or Penn Yann who said that? And did you try the other?
Right -- probably just about as poorly as a 160HP C-172N with either 30 flaps and 150 lb less weight or 40 flaps and 250 lb less weight. IOW, they all just barely meet the "balked landing" requirement of 23.77(a) for a 3.3% climb gradient at sea level with landing flaps (the 172 being unable to retract the flaps "in two seconds or less without loss of altitude and without sudden changes of angle of attack").
That would be nice, but the FAA doesn't trust us that far.
IIRC, the detents were only at 10 and 20 -- and maybe not even at 20.
No doubt, but the FAA would probably consider this an unauthorized alteration of a control.
And this makes aviation different from the rest of life how?
Since God often punishes failure to stay within weight and cg limits more severely than the FAA is authorized to do, I'd think fear of dying would be more effective than fear of FAA retribution, but again, unfortunately, the record suggest that it doesn't.
I've seen one of those aircraft with the STC that had a placard. You could still technically bring them down to 40, but the placard was clearly placed.Since God often punishes failure to stay within weight and cg limits more severely than the FAA is authorized to do, I'd think fear of dying would be more effective than fear of FAA retribution, but again, unfortunately, the record suggest that it doesn't.
Which STC is that? The ones I know for getting the gross weight increase all call for modifying the flap switch so it won't go past 30.
just that I saw it done that way.If someone has a copy of that STC, it should say so one way or the other.It was an Air Plains 180 hp conversion that I saw a while back. I'm not saying it was legal,
They told me the person with the answer was on the phone -- probably with you.
Seeing how as David and I are friends, I figure I'll get to the bottom of this for him if it would be beneficial. He's already got a sweet plane.They told me the person with the answer was on the phone -- probably with you.
