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Thread: O235-c to o-235-c1, what's it take?

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    txfirefighter628's Avatar
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    O235-c to o-235-c1, what's it take?

    What parts are different between a c and c1 o235? Is it legal to upgrade a c to a c1 on a certified pa-12? Does it require a STC or just a 337?

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    skywagon8a's Avatar
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    Click on the pdf symbol for the TC data sheet. Both the 0235-C and C1 are approved in a PA-12. Notice item 103 alternate engine.
    http://rgl.faa.gov/Regulatory_and_Gu...1?OpenDocument
    N1PA

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    Does that make it 115 HP by allowing higher rpm?

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    skywagon8a's Avatar
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    Quote Originally Posted by Dan Gervae View Post
    Does that make it 115 HP by allowing higher rpm?
    This is the TC for the engine http://rgl.faa.gov/Regulatory_and_Gu...9?OpenDocument Click on the pdf.

    The -C engine is not listed anymore. The -C1 is rated at 115 hp @ 2800 rpm.

    The problem with this is that if you have a prop which allows you to turn 115 hp for take off and climb, your cruise speed will suffer tremendously. You would probably want to limit your cruise rpm to the 2400 rpm range which would mean that your manifold pressure would be very low. Low fuel burn and low speed.
    Last edited by skywagon8a; 04-09-2015 at 05:01 AM.
    N1PA

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    evroosevelt's Avatar
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    I had read a Lycoming bulletin years ago and as I remember it said you had to change the camshaft and the Carb. I will see if I can find the bulletin.
    EV

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    Had a C for awhile and then a C1. Same plane and prop. No noticable performance difference.

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    txfirefighter628's Avatar
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    Found this in a O-235 manual
    Click image for larger version. 

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