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.