3 STC Questions: 150 to 160, 160 in Cub, and Rear Oil Cooler

[Bob Breeden]

Gentlemen and occasionally Ladies:

As the title suggests, I am looking for sources for applicable STC's to accomplish:

1. Converting a 1977 wide deck O-320 from 150 hp to 160 hp (and where to get applicable pistons and pins)
2. Converting the same 1977 Super Cub which was certified with 150 hp on the airframe to 160 hp
3. Removing the stock oil cooler, and relocating a lighter cooler to the left rear baffle (and where to get cooler, brackets, hoses, etc.).
4. Oh yeah, I remembered one more: What is the method for removing the starter, alternator and ring gear? Is that a logbook entry?

Thanks in advance.

Bob Breeden

 

[mike mcs repair]

Re: 3 STC Questions: 150 to 160, 160 in Cub, and Rear Oil Co

Gentlemen and occasionally Ladies:

As the title suggests, I am looking for sources for applicable STC's to accomplish:

1. Converting a 1977 wide deck O-320 from 150 hp to 160 hp (and where to get applicable pistons and pins)
2. Converting the same 1977 Super Cub which was certified with 150 hp on the airframe to 160 hp
3. Removing the stock oil cooler, and relocating a lighter cooler to the left rear baffle (and where to get cooler, brackets, hoses, etc.).
4. Oh yeah, I remembered one more: What is the method for removing the starter, alternator and ring gear? Is that a logbook entry?

Thanks in advance.

Bob Breeden

3. http://www.crosswindsstol.com/

 

[Stealthchicken]

1. Lycon sells such an STC, but there was a convincing argument that such an STC isn't necessary:

http://www.supercub.org/phpbb2/viewtopic.php?t=15457

Install the higher compression pistons (and pins if necessary) make a logbook entry and modify the dataplate as per Lycoming SI 1340J (may have been superseded--I haven't checked).

2. Cubcrafters.

3. Cubcrafters (sells the installation kit, as well).

4. Why?

 

[Icarus]

For legal reasons, Go to your local FSDO and tell them you put high compression pistons and show them your logbook entry & see what happens. Our FAA guys here are Very Common Sense & No Questions say STC it's your plane & engine Do as You want Good Luck

 

[behindpropellers]

Sutton exhaust lets you put the cooler on the back baffle, FYI.

Tim

 

[HandsSlowLow]

Alternators

Hi Bob

I just posted the following info regarding the alternator conversion I’m doing on my Cub. I thought you already had an alternator on your Cub but I don’t remember. If not it’s possible to add an alternator with a front mounted oil cooler still in place by doing a field approval. That would save the cost of the STC for the rear mounted oil cooler installation. I’m not sure about the 160 upgrade but I think it is available as an STC. Someone else probably knows more about it.

Kurt Malerich


I am currently doing an alternator conversion on a 1960 PA-18-150 with front oil cooler. This requires a field approval with either company’s kit as both STC’d kits are for rear mounted oil coolers only. I talked to both B&C and Plane Power. They both have excellent products. The differences seem to be that the B&C has a linear voltage regulator and the Plane Power is a pulsed switching regulator. Both regulators are solid state, which means no moving mechanical parts. The linear (B&C) unit may be a little quieter? The PP unit develops no heat during operation. PP claims to have no noise complaints for their regulators. Both companies have balanced rotors in their units. The PP claims to have the coolest running unit.

Both companies have non STC’d/non PMA’d alternators for use on experimental airplanes for around $500, same basic unit no paperwork. I chose the STC’d Plane Power kit over the B&C due to the lower price, $728 vs. $1170. I talked to Bill Bainbridge at B&C at length about his product. He was very nice and extremely helpful. He has also led the fight against the FAA’s very poor 337 Field Approval issue. I would have liked to use his kit but the big price difference forced me to go with the Plane Power unit. Also PP had an example 337 Field Approval for me to utilize which B&C couldn’t supply. Hopefully this will help anyone that is researching this subject. I have a more detailed 337 available for the field approval of the Plane Power unit if anyone would like a copy.

Keep ‘em flyin!

Kurt Malerich
HandsSlowLow
KMalerich@aol.com
A&P/IA

 

[Steve Pierce]

One of the engine shops in Anchorage has an STC to convert the 150 hp to 160 hp if you don't want to modify per the Lycoming service instruction, parts manual and modified data tag.

 

[Ak]

what replaces the flywheel are ring gear, when it is removed? So you can get the proper clearance beween the nose bowl and prop.

 

[mike mcs repair]

what replaces the flywheel are ring gear, when it is removed? So you can get the proper clearance beween the nose bowl and prop.

just make an aluminum spacer I would assume....

i made one from a busted fly wheel where someone pressed ring gear on too far....

 

[Ak]

So no one manufactures the spacer? Its not a Lycoming part? Any problems making the home made spacer legal?

 

[Steve Pierce]

Part number is 61253 which is required when no starter ring gear is used but no longer available through Lycoming. Jason had one of my old busted ring gear supports cut down by the local machine shop when he removed all the electrics on his Super Cub.

 

[Ak]

well if some one has one of these spacers pm me Im looking to buy one thanks.

 

[Bob Breeden]

Thank you to everyone that has replied.

The engine is apart with all components shipped out to applicable shops.

The information you provided here was used to obtain the STC's and parts.

Bob Breeden

 

[behindpropellers]

One of the engine shops in Anchorage has an STC to convert the 150 hp to 160 hp if you don't want to modify per the Lycoming service instruction, parts manual and modified data tag.

Steve-

What is the service instruction # for the conversion? Any changes to the carb?

Tim

 

[Steve Pierce]

The service instruction is for marking the data tag after converting the engine to another model. Don't remember the number. Everything else is per the overhaul manual, parts manual and any service publications that apply to the engine model.