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  #11  
Old 09-20-2014, 06:33 PM
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Jeff R Jeff R is offline
 
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I converted a new, 2008 C/S IO-320 to F/P, and still have the governor and stainless steel oil tube from the conversion. Items were never used after delivery from Lycoming. If anyone is interested....
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  #12  
Old 09-20-2014, 09:26 PM
PCHunt PCHunt is offline
 
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Having bought a couple of planes with intention to modify them, my suggestion would be to buy the plane that has what you want on it already!

Modifications will be more difficult and take longer than you think.

OTOH, you may really enjoy modding a plane!

JOMO, and YMMV.
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  #13  
Old 09-21-2014, 12:02 AM
rv4dude17 rv4dude17 is offline
 
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Default firewall recess

A f/p rv4 may also require modifying the firewall with a firewall recess kit to allow room for the governor.

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Last edited by rv4dude17 : 09-21-2014 at 12:31 AM.
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  #14  
Old 09-21-2014, 02:51 PM
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Saville Saville is offline
 
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Quote:
Originally Posted by jrs14855 View Post
The first question is why a new engine just to accommodate a C/C prop??
Because I want a C/S prop, and I was unaware that one could modify some FP 320's to be CS.

More importantly, I'm trying to find out how much work it is to convert from a FP to CS RV-4. Whether it's an engine mod or engine replacement.

Last edited by Saville : 09-21-2014 at 04:24 PM.
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  #15  
Old 09-21-2014, 02:52 PM
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Quote:
Originally Posted by Jaknjoan View Post
I have over 2,000 hours in RV-4s, both fixed-pitch and constant speed. I currently fly a C/S with an 0-360. It depends on whether you are into a lot of aerobatics or just the occasional roll or loop.
Jake Thiessen
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  #16  
Old 09-21-2014, 03:32 PM
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I would not dissuade you from the 180/CS on the RV4 but a picture is worth a thousand words. The video's under "cumulusgrandus" are with a 160hp/fp. Some of those maneuvers are at over 11,500 and she just keeps on tickin'
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  #17  
Old 09-21-2014, 04:30 PM
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Saville Saville is offline
 
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Quote:
Originally Posted by PCHunt View Post
Having bought a couple of planes with intention to modify them, my suggestion would be to buy the plane that has what you want on it already!

Modifications will be more difficult and take longer than you think.

OTOH, you may really enjoy modding a plane!

JOMO, and YMMV.
Hi Pete,

Thanks for yoru reply. I take your point and in fact that's why I started the thread. I know what sorts of projects/down time I'm willing to take on. Which is why I'm trying to ask what FP -> CS takes.

For example, I'm willing to buy a -4 with limited instrumentation and then, after flying it for a good while, upgrade. That's a project I know I'm willing to take on both from the standpoint of skills, willingness to learn, and estimated aircraft down time.

So I'm trying to do a similar analysis with regard to FP -> CS conversions.

What does it take?

Are there any structural modifications required?

Initially my question was an upgrade for a 320 FP to a 360 CS. Figuring I would pay less for the aircraft up front and later do the upgrade. Subsequent replies here have got me thinking that an O-320 might suffice. So then my question is:

What's involved with a 320 FP -> 320 CS conversion?

Are there lots of 320 used engines out there? Or would I have to buy a new one?

Thanks

Last edited by Saville : 09-21-2014 at 04:31 PM. Reason: typos
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  #18  
Old 09-21-2014, 07:15 PM
PCHunt PCHunt is offline
 
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Regarding your question about what mods are required to an O-320 to enable the attachment of a C?S prop.

Some O-320's can not be switched over to a C/S prop easily, meaning you need a new crankshaft. An earlier reply in this thread detailed the dash numbers that are and are not easily converted. If an O-320 has the proper crankshaft, and the proper oil port fitting in the front bearing, the switch over is relatively easy.

You need to find out exactly which engine is in the plane you are looking at, and then you can find out if it can be easily modified to accept a C/S prop.

There are others on this forum that are expert in engines, and props, and who can go into great detail. But the above are the basics.

Hope this helps.
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  #19  
Old 09-22-2014, 06:45 AM
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N941WR N941WR is offline
 
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Quote:
Originally Posted by Saville View Post
...

2) How hard is it to find a used 320 C/S engine? Are they scarce? I've done a cursory search on the web and I get the impression that O-360-A1A types (and their derivatives) are far more numerous than O-320-A1A and derivatives.

Any insight would be appreciated.

thanks
FYI - The IO-360-A1A is the 200 HP angle valve engine (Heavy!) To confuse things, the O-360-A1A is a 180 HP parallel valve engine.

I think you want a parallel valve IO-360-B something which should be the family of 180 HP parallel valve engines. Check Wikipedia for more details.
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  #20  
Old 09-22-2014, 07:28 AM
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Titan-Xpert Titan-Xpert is offline
 
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Another alternative is the 180 hp Titan 340 same weight and physical size as a 320.It uses the same exhaust, baffling, engine mount and cowling. There is a constant speed version available. This engine has been ASTM certified and is used extensively by Cub Crafters. It?s lighter than a 360 by the same amount that a 320 is. It has the same power same reliability as the 360. It takes less money and time to convert than a 360, because it uses most of the stock airframe 320 pieces to fit. There are many flying in RV-4s, 7s & 9s now.
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