Swift
Continental IO-360 Information Page Three
TWELVE YEARS OF TROUBLE
FREE SERVICE AND IT’S NOT THE RIGHT PROP??? (JULY 03)
Subj: Prop for IO-360
From: Dick Wilfong <dwilfong@hinklelawfirm.com>
Jim, Many years ago (long before I bought the airplane a couple of years
ago) the engine was converted to a Cont. IO-360 and a new McCauley C203
was supplied by a prop shop as an equivalent substitute for the C67 prop
specified in the STC for the conversion. Now after more than a dozen years
of trouble free use and the same number of annual inspections by at least
6 or 7 different IAs, the IA currently doing my annual inspection is questioning
whether the C203 prop is appropriate for this application. Is the C203
prop an acceptable equivalent substitute? If not, are you aware of any
instances where a field approval has been obtained to use the C203 prop?
Thanks in advance for help on this issue. If after all of these years
it is determined that the C203 can not legally be used, then I guess I
am in the market for an approved prop and would appreciate your thoughts
if you know of one that is available........Thanks Dick Wilfong N3313K
Dick
The short answer is I don't know. Several guys have asked me about using
the 209 prop. I have referred them to Hugh Evans at Merlyn. He's supposedly
working on it but I haven't heard anything for sure. I don't know who
might have a C67 prop for sale. -- Jim
CONTINENTAL IO-360 STC PROP CHANGE...(JAN 04)
Subj: C209 McCauley Prop
From: Dennis Mee <meetwo@comcast.net>
Hi Jim, I hope your staying warm, this wx hurts! The STC for the McCauley
2A34C209/78CCA-2 has been issued and transferred to The Swift Museum Foundation,
Charley has put a note in Jan the news letter. Here's the rest of the
story I promised you, sorry it took so long.
My Swift had been modified per STC SA53NW with the installation of a Continental
IO-360-C engine and a McCauley D2A34C67N/S76C-2 propeller. This spring
I found it necessary to replace the propeller. The McCauley C67 propeller
is an older "threaded" design model, and the repair, overhaul
or replacement of these propellers is extremely difficult because the
blades and parts are no longer available. McCauley manufactures a newer
and safer "threadless" design model, the 2A34C209 which is commonly
used as a replacement for the C67. The problem is that even though the
McCauley C209 propeller is approved on the TCM IO-360 engine there was
not any "approved data" to allow that propeller engine combination
to be installed on the Swift airframe. I contacted the owner of SA53NW
and was told that they did not have approval for any propeller other than
the C67. McCauley Propeller Type Certificate P3EA, note number 9, "The
Table of Propeller-Engine Combinations Approved Vibrationwise for Use
on Normal Category Single-Engine Tractor Aircraft", applies to the
C67, C209 and C210 model propellers. This TC allows either propeller to
be installed on the Continental IO-360 series engine. The interchangeability
of the C67 and C209 propeller has been approved by application per Cessna
Type Certificate Data Sheet number 3A17 on the R172G model aircraft, and
Cessna Type Certificate Data Sheet number A18EU on the FR172H model aircraft
which allow either propeller to be installed on the Continental IO-360
engine on these aircraft. Both applications are approved without restriction
to aircraft operating limits or performance. The Hartzell BHC-C2YF-1BF
/ F7663DR propeller has also been approved vibration wise for installation
on the Continental IO-360 engine per Type Certificate P920.
I am aware of the note at the bottom of the parts list in SA53NW which
states that "Equivalent parts of alternate manufactures than those
listed above may be substituted". I also know that the airworthiness
of an installation is determined by the mechanic who does the installation
and the IA who signs the annual attesting that the airplane conforms to
its Type Certificate and amendments. I am not an engineer and I did not
feel as though I had the data or qualification to determine if these propellers
could be considered equivalent. Although the design is vastly different
I felt that the performance could be considered comparable. I contacted
the engineers at McCauley and Hartzell to see if they would give me a
statement attesting to the equivalent performance of these propellers.
While Hartzell was much more helpful than McCauley neither company would
supply the data or make a statement saying the propellers were equivalent
and they made it clear that the FAA must approve the airframe installation.
Without the support of the manufactures I elected not to rely on the equivalent
parts note as my installation data. Incidentally my local FSDO does not
consider the propeller or engine to be a "part" so they would
not support the equivalent parts note either.
I submitted a form 337 for a field approval which quickly turned into
an application for a "one time" STC to allow the installation
of a McCauley 2A34C209/78CCA-2 propeller with a maximum diameter of 76"
and min diameter of 74" on my Swift only. I have completed the required
flight testing and paper work and now there is a good possibility that
the FAA will issue this as a multiple use STC to the Swift Museum Foundation.
The STC has been approved and the FAA will issue it as a multiple use
STC to the Swift Museum Foundation. Sincerely, Dennis Mee
RUSSIAN ROULETTE...(APRIL 04)
From: Ed Lloyd <swift3856k@austin.rr.com>
Subject: Continental Fuel Injection
Mornin Jim. I read the articles on fuel injection and vapor return on
a Continental installation in the latest newsletter. For someone without
an electronic fuel totalizer, such as Electronics International FP-5 or
FP-5L, they're playing "Russian roulette' as far as fuel quantity.
The FP-5 provides a pilot programmable K Factor to correct for fuel returned
to the tanks through the vapor return line. Each installation is slightly
different so the K Factor must be calculated over a number of flights
to verify you have it right. I installed a Electronics International FP-5
when I converted to the 210 engine. I have the K Factor programmed so
that when I refuel, I put in within a tenth of a gallon or so of what
the FP-5 says the aircraft should hold. This has been verified and proven
with over 51 flight hours on the system now. I would highly recommend
the E.I. FP-5 to anyone out there driving a 210 Swift and desiring not
to play "Russian roulette". Cheers..............Ed Lloyd
N2377B TEST FLIGHT...
(JUNE 04)
Subj: N2377B - 210 Conversion Test Flight
From: Richard Tanner <rmtan@tds.net>
Jim,
This evening I made the first test flight of N2377B after a 210 conversion
and "down to the metal" airframe overhaul including new panel
with all new avionics and engine instrumentation. It took a couple of
days of ground tests, adjustments, and taxi tests, but for some reason
she wanted to fly this evening! I took off with partial throttle setting
of approximately 2400-2500 RPM. Just as I lifted off I applied full throttle,
and felt instant acceleration and then a slight "hiccup" or
burp from the engine, then back to smooth power after only a split second.
I decreased the power setting on climb out back to 2400-2500 RPM, and
circled the pattern to land immediately! My mechanic was on the runway
(with fire extinguishers!!), but said the engine sounded great and that
he did not hear anything. We adjusted the mixture so that we have approx.
50RPM increase before killing the engine with mixture control at 900RPM
idle setting. The fuel pressure is 7PSI at 575-600RPM lowest Idle setting.
2000RPM run-up yields approx. 18PSI un-metered fuel pressure, and 7-8PSI
Metered fuel pressure. CHT has averaged 320 degrees, and EGT 750 to 1000
degrees (during full power ground run with cowling). She sounds great
on the ground, but I have noticed a slight pause sometimes when I accelerate
from Idle quickly during ground run-ups. Does anything here sound abnormal?
Is this sputter during acceleration my imagination, or is there something
we could be missing. I heard another 210 Swift at Nationals take off and
make the same noise during climb out - It scared me then too, but no one
else noticed. I guess if there is one place I am scared to death to lose
power is on take-off, and I am probably listening more so then than ever!
If you have any recommendations, I sure would appreciate it. Thanks much,
Richard Tanner
Richard
It sounds like it may be a little lean, although 50 rpm increase sounds
about right. Try smoothly going to full power in one throttle movement.
Maybe some of our 210 owners will comment. -- Jim
---210HP SWIFT PROP...(JULY
04)
Subj: Re; Swift props
From: Ed Benguiat <Ebenguiat1@aol.com>
I am involved in purchasing a swift. It had a recent gear up landing and
during the repair a new prop is in order. Now then .... What is the most
efficient prop to purchase (210 hp engine ).
Thank you, Ed
Ed
Probably the Hartzell. The BHC-C2YK/7666DF has been added to the original
type certificate, so it is a logbook entry only to install. They are available
from Swift Parts in Athens, TN -- Jim
Jim, Thank you for the prop info. A Hartzell BHC-C2YF-1BF/F766DR. was
installed Is that a good match for the 210 HP Swift? I am considering
the purchase of this plane...............Ed
Ed
I don't know -- I don't know the difference between those props. Is that
prop legal? Maybe someone who knows Hartzell props will comment. -- Jim
DON SHARES SOME RESEARCH HE DID ON THE HARTZELL PROP 210HP CONTINENTAL
COMBINATION FOR CHARLIE NELSON ... (JULY 04)
From: Don Bartholomew <diamondswift@earthlink.net>
Subject: Hartzell Prop
Hi Charlie,
I have done some research on the Hartzell prop for the TCM IO-360 per
item 10 on the type certificate. This is what I have found. The
Swift type certificate states the Hartzell BHC-C2YF-1BF/7663DR prop can
be used if STC SA53NW is used. The engine STC allows for "IO-360
series" engines. Some engines (A, B, C, D, etc) have two 6th order
counterweights on the crankshaft. Other engines (AB, BB, CB, DB, etc)
have one 4.5th and one 6th order counterweight. The propeller type certificate,
P-920, note 9, allows the prop to be installed on A, B, C, D, & E
engines. It does not specify any of the (x)B series. Another listing on
the prop TC allows the prop to be installed on an HB engine (which has
the 4.5th and 6th order weights) but again nothing on the AB, BB, CB,
DB, etc engine. On
7-8-04 I called Hartzell and asked if the prop was approved on the (x)B
configuration engines, specifically a DB. I was informed the prop would
work from a vibration standpoint on the engines with the 4.5 & 6th
order counterweights. I asked if they would send a letter to me stating
the installation would be acceptable, but they would not. My
conclusion is if one looks at the Type Certificates for the Swift (A-766),
the prop (P-920) and the engine STC (SA53NW) there is technically no approval
to install this prop on a TCM IO-360 engine with one 4.5th and one 6th
order counterweight.
Don Bartholomew
Aeroplane Factory
885 Taildragger Road
Gardnerville, NV 89410
v: 775-782-2992
f: 775-782-7568
email: diamondswift@earthlink.net
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