160hp stc for 73 8kcab-cs

N

n11cr

New member
Anybody know of a stc or 337 for 160hp pistons for a 8kcab-cs?
Motor is apart for overhaul and now is the time.

Thanks
Doug
 
Doug-

I assume you mean converting a 150 hp O-320 to 160 hp, talk to Penn Yan-they do it all the time.

Tom-
 
Doug:

Same with Mattituck; they have a special letter of authority from the FAA for the conversion that even Lycoming can't (or won't) do. Even the nameplate is changed to the -B2B suffix. Details were written up in an article in the newsletter last year.

Regards,

RS
 
The problem with going through Mattituck or Penn Yan is I have started on the motor and the plane came with new jugs. I plan to build the motor to save some money and to know what was put in it. Where can I get a copy of the article?

Doug
 
Information on back issues are on page 2 of the newsletter - if you send an email, we'll look up the Volume/Issue for you.

Regards,
RS

n11cr said:
...where can I get a copy of the article?

Doug
Click to expand...
 
RS , I could not find your email address to send a email instead of using space on here.. Mine is eaglemachine@netzero.net


Doug
 
HI! Just ran across your ad and recognised the n-number. I sold the aircraft as a restoration project to the gal you bought if from (Jennifer). It used to belong to Cynthia Rucker who was killed in a pitts crash at Santa Paula. Cynthia was a pretty well known aerobatic pilot.

Back in 1975 ( I think) that aircraft set a world record for inverted flight in both duration and distance by flying from Van Nuys (I think) to Phoenix AZ INVERTED! Somewhere I have some photo copy pages from a book on aerobatic flying describing the flight.

How is the project going?

Steve
 
It is going slow. Wife was going to redo it and that is not happening. We have the wing framed . We are tring to get the wiring done then start covering. The engine is still apart in need of cam and lifters. I have not miked the crank but I think it will clean up. Still hunting for paperwork for the 160 pistons.

Doug
 
Dear Steve:

As I mentioned earlier, Mattituck (and I presume Penn Yan) has a special letter of authorization from the FAA that allows them to do the upgrade; it is not legal without it, and I don't know of anyone who has STCd this. Even Lycoming won't do it!

Regards,
 
I made this change years ago in a Cessna Cardinal. The engine shop did it with a 337 based on the lycoming parts book. You need an IA that is friendly with the FSDO.

Tim
 
I believe I still have the old fixed front seat from that aircraft in my home in Texas if you still need it. Personally, I prefer the adjustable one, but it's yours if you need it.

Also, as I remember many of the ribs were cracked at the front spar cut out. Safe Air Repair make a reinforcment that will rivet onto the ribs. Much cheaper than buying new ones, and easy to do with the wing torn apart.
 
We have the fixed seat and would like to change to the adjustable seat because of my height. My left knee hits the prop bracket. Are you saying it may have the sticks for the adjustable seat? Because I have been told I need to change the sticks to put in the adjustable seat?
We changed out 13 ribs for new. Some were beyond repair and we felt better with new. The wings are together and about ready to cover.

Doug
 
No, it never had the adjustable seat and control sticks that go with that. And yes, you do have to change the sticks when you go with the front adjustable seat as they will not clear the seat with it all the way back. I do like them, as they are a bit longer and feel better in flight.

BTW: are you ring-nailing the ribs in place? In the past, I would always do a 100% ring nail during re-cover so that I wouldn't have to go back in and do the C-139a inspection and re-nail after it's flown a while. But the down side is during the next re-cover. It's a bit harder to remove ribs that are ring-nailed. Those nails cannot be pulled without distroying the wood fibers and therefor the wing spars airworthyness. So the heads have to be drilled off, and bronze is hard to drill.

I think that if I were doing another re-cover I'd ring nail the ribs adjacent to the strut attach point and use conventional (copper coated steel) nails on the rest. JMHO
 
I'm part owner of a '78 8KCAB-CS with a 160hp conversion. Not sure under what authority it was done, but I know it was done by the former owner back in the early 90's. I think his name is Rex Wyatt, an IA from the Orlando Florida area. I'll check my engine log for the documentation if you are still trying to find the answer.

Semi-unrelated question: are you going to replace your wood spar? Is there such a thing as a metal replacement spar kit, or must one go with the ACA metal wings in order to get a metal spar and escape the annual inspection AD?
 
We replaced the foward spar since it came with new wood spar. The old spar had no cracks in it and could have been reused . This plane has 2000 hrs of acro and acro training. So i feel safe with the wood spar. There is no metal spar replacement for a 8K-CAB. You have to buy the metal wings complete from ACA. The price was one of the things stopped us from considering them.

We have not put the engine back together yet so we are still working no getting the 160 upgrade.

Doug
 
There are two routes you can go when considering metal spars. You can get new wings from ACA and get a 100 lb increase in gross weight if you also get the heavy duty front struts. The other option is to get metal spar from someone like Milman and install it yourself. This does not increase your gross weight, but it does free you up from the wood spar AD.
 
From their web site, it appears that Milman makes a metal spar for the 7-series only. I'd be out of luck with my 8KCAB.
 
Finally got around to looking at my paperwork for the 160hp conversion. It's a 337 with field approval from FAA. There are two 337s.

The description of work on the back of the first one says:

Converted AEIO-320-E1B (150hp) to (160hp) by disassembling engine and replacing piston part number 75413 7.00-1 compression ratio with piston part number 75089 8.5-1 compression ratio. All engine parts and components were verified to match part numbers of AEIO-320 (160hp) in accordance with Lycoming parts catalog. Engine overhauled and reassembled in accordance with Lycoming overhaul manual. Service instruction No. 1304F logbook entry was acocmplished.

The second one says:

Installed AEIO-320-E1B engine converted to 160hp. Airplane meets all requirements for optional AEIO-360-H1A engine with no additional modification.
 
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