Engine Options for PA-11

[mvivion]

Everyone knocks the O-235 in PA-11. Are there any benefits at all over c-90 or 0-200?

Would you buy one that had an O-235?

The pertinent question in response to this is: Do you care if the airplane can fly legally within legal weight/balance?

This is a 1220 gross weight airplane. Most of them minimally equipped are pretty heavy. Add a much heavier engine, including accessories, and you have all a plane that isn’t legal with one pilot and five gallons of gas. Good news is you won’t need those two 18 gallon tanks.

Get a good healthy C-90, a good prop, keep it light and enjoy it. Don’t bastardize a good airplane.

MTV

 

[Cardiff Kook]

The pertinent question in response to this is: Do you care if the airplane can fly legally within legal weight/balance?

This is a 1220 gross weight airplane. Most of them minimally equipped are pretty heavy. Add a much heavier engine, including accessories, and you have all a plane that isn’t legal with one pilot and five gallons of gas. Good news is you won’t need those two 18 gallon tanks.

Get a good healthy C-90, a good prop, keep it light and enjoy it. Don’t bastardize a good airplane.

MTV

This is helpful. So people are saying this for a fully stock PA-11 (this would make sense. I'm new to all this but learning due to input from all the experts on here.)

What if a plane over the years has had mods to upgrade to the specs similar to the early PA-18, including engine mount, engine, dual fuel tanks, tail feathers and now has a legal gross closer to an early PA-18 (1500#)? Does that drastically change the equation?

(apologies if this is a dumb question.)

 

[mvivion]

This is helpful. So people are saying this for a fully stock PA-11 (this would make sense. I'm new to all this but learning due to input from all the experts on here.)

What if a plane over the years has had mods to upgrade to the specs similar to the early PA-18, including engine mount, engine, dual fuel tanks, tail feathers and now has a legal gross closer to an early PA-18 (1500#)? Does that drastically change the equation?

(apologies if this is a dumb question.)

You cannot turn a PA-11 into a PA-18-95. Once a PA-11, always a PA-11, and always a 1220 pound gross weight. I’ve seen -11s with all the mos—electrical, starter, lights, two 18 gallon tanks, etc, etc, that weighed well over 900 pounds empty. Do the math: 1220 - 900. Pilot and a few gallons of gas, and maxed out.

If you want a 1500 pound GW, start with a PA-18-95. Or better yet, start with a PA-18-150.

MTV

 

[bob turner]

Mike has a good point. I personally would opt for the 95. Unfortunately, most are being converted to 150/160 birds - still very nice airplanes, but no longer J3 Cub-like. I had not considered the extra weight - thought the Lycoming was on the TC. Good thing you didn't buy it.

The 160 Super Cub you are flying has a useful load of 400#. Don't tell anybody . . .

 

[L18C-95]

The typical no electric -95 has a 600 lb useful load.

Admittedly the -160 has 11lbs/hp to the -95’s 16 lbs/hp.


Sent from my iPhone using SuperCub.Org

 

[L18C-95]

My own -95 was a barn find, the then owner planned a resurrection as a -160 with Alaska mods. But then I accidentally ended up as the caretaker-I love those baby Continentals


Sent from my iPhone using SuperCub.Org