denalipilot wrote:

G44 wrote:...The prop govenor will surge or hunt a little during power and rpm changes with the lighter prop than with the heavier one, this is normal and no big deal, after a short time you won't even notice it....
Kurt

About the prop: Initially I am installing a 2-blade 210 cm MT. It's due to arrive as early as tomorrow (Come on, Fed Ex! ) At this point the 3-blade 200 cm MT option is still awaiting STC approval, but it seems to be making good progress. For those not familiar, John Nelson at Flight Resource, who frequents this site, is developing it using his own O-360/ 170B. His conversion/ restoration has been written up on BCP and in Cessna Flyer, and looks to be a seriously top-notch job.
Anyway, if and when the three-blade option comes online, John has offered me very generous terms to swap out the 2- for the 3-blade. Apart from real-world pull, which I can't knowledgeably speak to, there are a few things I'm attracted to. One is purported smoother running. Another is a reduced prop diameter for rough-field work. Given G44's comment above, I wonder if its added weight might also tame any of that potential governor surging a little bit.
My plan for now is to get it on the scales with the 2-blade once the conversion is complete. Find out the new empty weight and empty CG, and determine how much I want or don't want another 10 lbs on the nose.
-DP

What gear legs do you have? My airplane, with early 180 gear had buckets of prop clearance with the 210 MT two blade. In several years, I got just about zero dings in that prop.

And, smooth????? Holy cats, I can't imagine how you could get any smoother than any MT prop on one of these.

MTV

mtv wrote:What gear legs do you have? My airplane, with early 180 gear had buckets of prop clearance with the 210 MT two blade. In several years, I got just about zero dings in that prop.

And, smooth????? Holy cats, I can't imagine how you could get any smoother than any MT prop on one of these.

MTV

MTV-
I've got early 180 gear as well. And currently run either 26” Goodyears or Aero 3000 pedestal skis. So yeah, clearance is pretty good already. No float ops, no stationary run-ups on loose gravel, no firewalling it on takeoff with the brakes locked, etc, etc...
How about noise abatement with this combination for 2- vs 3-blade? Not that the tips are going to ever go supersonic on a 79" or 83" prop running within its limits, but is noise any factor, do you think?
Thanks,
-DP

p.s. Also awaiting real-world pull reports when John's got his up and running

DP,

MTV is right, the 2 blade MT is smooth, very smooth! My 3 blade is maybe a bit smoother but not much if any. I would rather have a 2 blade MT on my Husky instead or a 3 blade but since the A1-C high gross weight Husky is limited to 2,600 RPM with the 2 blade I chose the 3 blade for the full 2,700 RPM. Ya, ya, I know, quick twist of the prop governor and all that but with the smart tach's, FAA, insurance companies and such…… well, I just want to keep things simple and legal. From what I understand this limitation was due to noise issues at higher gross weight flying over test sensor's. Geeezzz! Oh well, the 3 blade is VERY nice.

I think the 2 blade is a bit faster and a bit more efficient in cruise as well as being lighter. Probably pulls close to the same as the 3 blade too. I hear ya on the ground clearance, it is more with the 3 blade but like Mike, I never had any issues with my long 210cm 2 blade MT on my first Husky. If I were you, I probably wouldn't change. Now, that being said, John may have data that dispel's my beliefs between 2 and 3 blade MT's as they relate to Husky's but I have not seen any data if there is any. I assume my belief's or perceptions, if correct, would apply to your converted 170 also.

On the spark plugs…Why wait 500 hours? Might as well get the advantage of the fine wires from the start. Sell the other ones or keep em as spares. Just my humble opinion…

Sorry, I do not have a recommendation on good CO detectors but a little home work or a search thru Aviation consumer may yield the info. Check Aircraft Spruce catalog, they probably know you on a first name basis by now!

I am VERY envious of your airplane! Send it to Rob, Big Rena or Mountain Matt for the interior job, they will have gobs of free time on their hands when they finish their projects.

G44

After I got gassed in a Cessna 206, I bought a CO Guardian panel mounted unit. Never got gassed again, so it musta worked.....I'd do it again, if I had an electrical system.

Here's a link to one of their units: http://www.aircraftspruce.com/pages/ps/ ... ero552.php

MTV

mtv wrote:After I got gassed in a Cessna 206, I bought a CO Guardian panel mounted unit. Never got gassed again, so it musta worked.....I'd do it again, if I had an electrical system.

Here's a link to one of their units: http://www.aircraftspruce.com/pages/ps/ ... ero552.php

MTV

Thanks MTV- I'll look into it.

Did the prop arrive yet???

G44 wrote:Did the prop arrive yet???

Yep!! The 2-blade and spinner showed up last week. I just got to check them out yesterday. Very nice! Unfortunately last week was lost to any other progress. Not anyone's fault, just the way life has sometimes of reminding you who's the boss. Very stoked to have the prop though! Big thanks to John Nielsen at Flight Resource!
-DP

Interesting the blades are black? I like white for anything structural.

8GCBC wrote:Interesting the blades are black? I like white for anything structural.

They do white or black standard, and other colors for a price

Dang! I love how this plane is coming along. Keep the pix coming-

DP,

I'm sure it's the same for you, but this can't progress fast enough for me. You've really got a great thing coming along here.

Very nice!

8GCBC you clearly have not lived in the land of frost! If I ever meet the guy who painted the prop and wings white on all these planes, they might have to restrain me!

Got my homework assignment:

River rat wrote:8GCBC you clearly have not lived in the land of frost! If I ever meet the guy who painted the prop and wings white on all these planes, they might have to restrain me!

"Roger that" thank you. I come from the land of Rain and Wind. Very little experience in below freezing temps. But, learning.

denalipilot wrote:Got my homework assignment:

A fresh brand new factory engine logbook makes annual inspections so easy! I cherish your decisions, great thread.

8GCBC wrote:

denalipilot wrote:Got my homework assignment:

A fresh brand new factory engine logbook makes annual inspections so easy! I cherish your decisions, great thread.

Really??? I for one think the first couple of inspections are the most critical. I'd much rather fly an engine with 2000 hours on it than one that's brand new. That 2000 hour engine has proven itself, and the "bugs" should be well worked out.

Nothing against new engines either....Lyc does a great job.

MTV

mtv wrote:I for one think the first couple of inspections are the most critical. I'd much rather fly an engine with 2000 hours on it than one that's brand new. That 2000 hour engine has proven itself, and the "bugs" should be well worked out.

Nothing against new engines either....Lyc does a great job.

MTV

The 2,000-hour engine question is sort of a two-edged thing in my view. I take MTV's point, but it sort of supposes that you know all about the history of any previous hours on a used engine. If MTV had a 2,000 hour engine for sale that he'd personally run out, I'd probably consider it. But if you're buying from the third owner, via Trade-A-Plane or through some broker, you've got to be prepared to make your peace with quite a few unknowns. I've gone that route more than once, as most of us have, and it worked out mostly. Trying the other route this time, and I am really looking forward to knowing the exact history of every hour on this engine- the good, the bad and the ugly! At least the basic O-360 platform has quite a track record behind it, even if this individual unit does not.

I completely agree that the first few inspections are likely to be the most critical. We've got an oil-change sequence mapped out that's verging on paranoid/ OCD! The chance to do oil analysis right from day one is another opportunity that comes with starting fresh.

Of interest, the Lycoming manual states that:

"New engines have been carefully run-in by Lycoming and therefore, no further break-in is necessary insofar as operation is concerned..."

Not planning on asking anything crazy of the new engine right out of the box, but it is nice to know that they perform a break-in under controlled conditions at the manufacturing facility. I'm told it ships out with three hours on it.
-DP

Hey, you're absolutely correct, and as I said, Lycoming builds good stuff. But there's an old saying: Trust but verify. My point was in reference to 8GCBCs comment. In fact, the first couple of inspections should be some of the most thorough.

And, those Lycoming engines HAVE been run in a test cell.....that's a good thing, but it does not imply that the engine is fully broken in....a great start, indeed, but they only run them for an hour.

I'd still run it hard with break in oil for at least 25 hours or till oil consumption stabilizes. I've run new Lycs that broke in right away, and at least one that took a little longer.

I totally agree though that going with a new engine is a GREAT deal.

MTV

Like boatbuilding, I'm even more impressed when I remember that there's virtually no right angles or flat surfaces anywhere.
-DP