Zzz wrote:It's all in the 540 build and the designated max RPM. The IO-540 that I have is 8.5:1 compression ratio, rated at 250hp at 2575 RPM per the subdesignation. Spin that up to 2700 RPM and I think that's where you get the 260hp.

Check it out:

https://www.lycoming.com/sites/default/ ... ngines.pdf

Notice that every parallel valve 540 with 8.5 compression with 2525rpm rating is 250HP and with 2700rpm rating is 260hp.

Notice that the O-540-E4A5 is the same as O-540–A4D5 except for higher speed and rating.

Now look here:

https://www.lycoming.com/sites/default/ ... -215-1.pdf

Notice that the C4B5 has the same cyl, piston, case, rods, etc as the D4A5 which is 260hp at 2700rpm.

I have a 250hp C4B5, but a little adjustment on the prop governor, and it's 260hp.

Very interesting!

I'll throw in another vote for Bearhawk 4 place , but I'm definitely biased.

VERY happy EAB vs Cert. - worth all the work

A36 Bonanza

Without being more definitive in your mission (what you really need 90% of the time) every answer so far could be the right one.... or the wrong one. Accuracy...

If the picture of camping is JC for example, the A36 Bo would be my choice as well. If your ideas of camping is a boulder strewn river bank... not so much.

Without accuracy in defining your mission, you end up with comments like "a good 182 will go anywhere a 180 will" or "no one NEEDS bush wheels", both which may actually be true in some missions, and both could most certainly be as far from true as you could get in other missions.

If you simply can't get it down to an identifiable mission fit for 90% of what you want, it just means one airplane alone is not going to fit the bill. In that case you may still not be out of luck. There are plenty of options that would still fit the buy in budget. For example, downsizing from the 185 to a good '53-'56 Pponk'd C180 wouldn't be giving much up in the 'utility' plane, but would leave you enough change to pick up a bush rat cub to knock around in.

If your family is of four and you all camp together, good for you! Soon enough one will be off to camp, or away with friends, gone to school somewhere else, or in europe with mom. This day is going to be here before you can plan for it (or so it will seem). Since you already have the airplane that will fit the requirements of your first post, perhaps you should be looking at what airplane will put the biggest smile on your face without needing to meet that requirement. Soon enough you will find that getting all four seats filled at the same time is going to be a rare event

Lastly, if you polled any or all of my 6 children which airplane they have the most fun tooling around in, they would all agree it would be the cub, sometimes a little 'quality time' with pops the magic carpet ride trumps having the whole gang around

Take care, Rob

If certified, an early Cessna 180 - or, better yet, a 180-hp Aeronca Sedan. Both on floats of course. Back seats would come out since I need space for "stuff" more than for bums.

But I like my home-built PA-12/18 clone and I'm probably too old and cranky to change.

I started off looking at a C180 with floats and skis. It was priced right but had a few issues. Then a C170 with 180 hp con speed prop and 180 gear fell into my lap. When I looked at what my mission was it fit perfectly. Mostly alone or with one passenger, four up for some long trips and power for ski work. Burns about 8 gals an hr so I can afford to fly fairly reasonable. Old timers tell me it will do everything a 180 will;
well maybe close. Any ways it is big enough but not to big. I used to own a Beaver.it was big and expensive.

Rob wrote:Without being more definitive in your mission (what you really need 90% of the time) every answer so far could be the right one.... or the wrong one. Accuracy...

If the picture of camping is JC for example, the A36 Bo would be my choice as well. If your ideas of camping is a boulder strewn river bank... not so much.

Without accuracy in defining your mission, you end up with comments like "a good 182 will go anywhere a 180 will" or "no one NEEDS bush wheels", both which may actually be true in some missions, and both could most certainly be as far from true as you could get in other missions.

If you simply can't get it down to an identifiable mission fit for 90% of what you want, it just means one airplane alone is not going to fit the bill. In that case you may still not be out of luck. There are plenty of options that would still fit the buy in budget. For example, downsizing from the 185 to a good '53-'56 Pponk'd C180 wouldn't be giving much up in the 'utility' plane, but would leave you enough change to pick up a bush rat cub to knock around in.

If your family is of four and you all camp together, good for you! Soon enough one will be off to camp, or away with friends, gone to school somewhere else, or in europe with mom. This day is going to be here before you can plan for it (or so it will seem). Since you already have the airplane that will fit the requirements of your first post, perhaps you should be looking at what airplane will put the biggest smile on your face without needing to meet that requirement. Soon enough you will find that getting all four seats filled at the same time is going to be a rare event

Lastly, if you polled any or all of my 6 children which airplane they have the most fun tooling around in, they would all agree it would be the cub, sometimes a little 'quality time' with pops the magic carpet ride trumps having the whole gang around

Take care, Rob

Very good points. So I'll clear up my position, I had an unfortunate slow speed accident and bent up my 185. So I stand at a weird crossroad in my flying life, I have a nice check from my insurance company, now I can use that check and rebuild my bird, and maybe even make her better, or cash the check, sell whats left of the plane and start over.

Now I fly mainly with 1 or 2 in the aircraft, but I do have a wife and 2 kids (age 6 & 4) so a 4 place bird is a must. Most all my trips are 4 hrs or less at 130 kts but every once in a while I stretch out to WA, OR, UT, CO, and lastly back to Alaska. But the majority are right here in Idaho. We do camp with the whole family at places like JC and Moose Creek, but I will use the plane to fly into all strips here in Idaho, for personal exploration and fly fishing. Now I loved my 185 and its speed and utility, so another 180/185 is always interesting, but I have had my eye on the experimental market for a while, and have come to admire the Bearhawk for its 180/185 like speed and utility, and its experimental price and flexibility. The idea of stepping into experimental seems great, with the rising cost of everything that is certified these days, the thought of cutting strings seems such a relief. But I'm sure there are gotchas too, but its that way in the certified market also.

Not exactly sure of your position on this : but why not fix the 185 to “probably better than it was before” and fly it until you find something of a better fit for your current mission. Unless you think you're money ahead to make the jump now to experimental.
( of which I dont discredit). Sounds like the 185 was fitting the bill until it got bent. Plenty of reputable shops close to you for the repairs.
Having said that, I myself have said, if I was to start from scratch again, I’d probably go experimental. Just for the freedom and $ and modification abilities.

akschu wrote:

Zzz wrote:It's all in the 540 build and the designated max RPM. The IO-540 that I have is 8.5:1 compression ratio, rated at 250hp at 2575 RPM per the subdesignation. Spin that up to 2700 RPM and I think that's where you get the 260hp.

How is that a Continental 520 (smaller) with 8:5-1 @2700 produces 285 HP and a Lyc 540 @ 8:5-1 @ 2700 only produces 260HP?

Apologies for thread drift.

Brian-StevesAircraft wrote:Just throwing out another Experimental in the mix...

Murphy Moose with the Lycoming... friend of mine has a Lyc powered Moose, that is a big airplane with a huge cargo area... the cabin is big with lots of shoulder room... and it has sticks... the Lycoming only because it is easier to work on than the Russian Radial...

Brian

Sent from my iPhone using Tapatalk

I'm quite interested in this Moose, but my knowledge of them are quite limited.
https://www.barnstormers.com/classified_1340851_1996+Murphy+Moose+SR3500.html

1996 MURPHY MOOSE SR3500 • $113,000 • BACK ON THE MARKET • One of a kind, factory built in Canada #001 TSN 1181hr Lycoming 0-540-A4B5, Hartzell HC-C2YR-1. Custom interior w/ carpet, fuselage & thermal eng covers, spare tundra tires/tubes. Dynon Skyview SV-ADHARS-200 w/ SV-1000 display, KT-76A, Edo-Aire Alt gyro, EFIS G4+...gorgeous plane in sunny Chesapeake, VA • Contact Jonathan I. Guibas - PROTOCOM AVIATION, LLC, Friend of Owner - located Chesapeake, VA USA • Telephone: 757-335-1352 . • Posted February 15, 2018

Also, I'll be looking for amphibs for it, but none seem to be available.
Anyone know what rigging fits Moose fittings?

Also, looking for a Moose Mentor!

Thanks, and apologies for the thread drift.

Montana Floats and the Moose play well together, if I recall. I believe they have a kit specifically for that plane.

AK2ID,
Now you need to tell us about the Bearhawk in your avatar...

aftCG wrote:

CenterHillAg wrote:I know it’s probably never gonna happen, and it’d be tough to keep under $150k, but an experimental 6 place taildragger with an R985 would be great. Parts are plentiful and it’s a proven powerplant, plus it would be great for a family of 5-6. I’ve never seen a Murphy Moose in person though, the pictures look cool and it might be a good fit, minus the 985.

Like a Broussard you mean?
http://www.aircraft-repairllc.com/broussard/

Jared, you didn’t see the Moose at Hondo? Mark had his there on amphibs, he lives in Fulshear.

I guess I missed it. Don’t know how I missed a plane that big, but I did.

RockHopper wrote:Cessna 180-185 -even a 182 will go 90% of the places the Skywagons will go. 205 is good too. Why reinvent the wheel? Well proven designs with good parts support. Sorry-Bush hawk is just a glorified homebuilt Pacer. Four people and cargo is going to be stuffed to the gills. Then there's the other issue of resale. Plain fact that you will be lucky to get just the price of the materials and parts on the resale of a homebuilt.

180 or 185. Metal aircraft. Faster than most other mentioned. Carry more. Appreciate in value. Good handling qualities.