RPM restrictions on IO 360 A1A- can you deal with it?

lancef53 · Post by **lancef53** » Thu Jan 10, 2008 8:10 am

I have a chance to buy a IO 360 A1A that is an ok price and close to home, but if I buy a hartzell prop from vans it will have a rpm restriction. According to the hartzell pages on the FAA site, "continous operation above 24" manifold pressure between 2350 and 2550 rpm.

Do any of you have any experience with this? Is it difficult to work around this, or just something to get used to?

Also, if I decided to do this engine with a wood fixed pitch, how do I find out the RPM limitations? Is a wood prop even available??

Another thought, I am a long way from needing a prop or engine, should I just wait for a while and get an engine later? I know it is early in the process, but the post from scott made me think, and I could swing the engine cost now, who knows in a couple of years??

Thanks for the help---Lance

cjensen · Post by **cjensen** » Thu Jan 10, 2008 10:07 am

First...find out what the real suffix is. If it is an A1A, it's not fuel injected. That's a carb's suffix. If it's FI (IO), it will be -B, -M, or the angle valve is -A1B?.

I *think* that will make a difference in the prop restrictions...

Wood props no not normally have rpm restrictions.

lancef53 · Post by **lancef53** » Thu Jan 10, 2008 11:10 am

It is a 200 hp angle valve engine with fuel injection andtuned induction, according to the lycoming site that explains the differences in the types, the model with the -51 in the SN.

http://www.lycoming.textron.com/support ... SSP204.pdf

page eleven of this document--I dont know if the link works, you might need to cut and paste.

Thanks, Lance

cjensen · Post by **cjensen** » Thu Jan 10, 2008 11:24 am

Good link Lance! I had no idea Lycoming built an -A1A of the IO angle valve. I thought they were all A1BXX's.

There are SO many suffix's!!

lancef53 · Post by **lancef53** » Thu Jan 10, 2008 1:14 pm

I would like to take credit for the link, but.....

http://www.rivetbangers.com/cgi-php/for ... php?t=2325

that was from Mahlon on the O-360 types post in the engine section.

Lance

captain_john · Post by **captain_john** » Wed Jan 26, 2011 8:10 pm

TTT

Good Lycoming data here!

Lance, what did you end up doing with this engine decision?

CJ

lancef53 · Post by **lancef53** » Wed Jan 26, 2011 8:35 pm

I tried to buy the engine, but it didn't work out. I made a deal with the guy on a price, and set up a time to meet. I picked up a cashiers check at the bank and was getting ready to go get it. He called about fifteen minutes later and told me he had sold it to someone for more than he was asking.

It turned out better for me, because a couple months later I ended up buying a complete wrecked 8A. I got lots of extra parts and pieces, including a superior 0-360 and a non-AD hartzell with 190 hours on them.

Oddly enough, I ended up with the restrictions anyways

The restrictions are not an issue at all, FWIW.

captain_john · Post by **captain_john** » Thu Jan 27, 2011 8:01 am

Well, this engine is pretty much on my list of candidates anyways. I agree with the restrictions not being much of a problem too.

Thanks for your reply!

CJ

Bob Barrett · Post by **Bob Barrett** » Fri Jan 28, 2011 8:01 pm

"Van's engine material that came with my kit stated that there was a rumor that lycoming once made two engines alike but nobody has been able to prove it" I think this is more fact than fiction! Good luck finding an engine close to what you think you should have. Lycoming prpbably only made the one of them!

captain_john · Post by **captain_john** » Sat Jan 29, 2011 4:13 pm

Bob, I read that once too!

I guess that when everyone ends up putting their own custom twist on it, the possibilities are truly endless!!!

I hate to be a weather vane on this stuff!

No offense Chad!

CJ