(400 HP Piston)
- Total Time: 130 hrs.
- Engine: Lycoming
IO-720 A1B 400 HP
- Prop: Hartzell 84" 3-Blade
| 130 hours since new, factory assembled turbine
airframe for extra strength and a professional test pilot program
was completed on the finished aircraft. The wings were mounted and
rigged by factory personal. The airplane has always been hangared,
is damage free and pristine with all teething problems sorted out.
The airplane is squawk free.
The airplane is powered by a Lycoming IO-720 A1B engine rated at 400
horsepower. The engine turns an 84 inch Hartzell 3-blade constant
speed propeller. There are NO ADs on this prop! The
combination of 8 cylinders and a 3-blade prop make this one of the
smoothest running light plane engines ever built. The open collector
dual exhaust and ram-air intake for the Bendix RSA fuel injector
eliminate the power loss (below rated) that is common in production
airplanes, i.e., you really get 400 HP in this installation! Dual
Bendix 1200 series magnetos provide the ignition. With a TCM "shower
of sparks" starting vibrator and a Sky-Tec starter, this
fuel-injected engine starts easily, even when hot. Fuel is supplied
by an engine driven fuel pump after first passing through a
combination gascolator and fuel filter. A Weldon aircraft fuel pump
is used to prime the engine before starting, and also serves as a
backup to the engine-driven pump. The engine is fully instrumented.
In addition to manifold pressure, tachometer, oil pressure, oil
temperature, and fuel pressure, a JPI EDM-800 engine analyzer
displays CHT and EGT for all 8 cylinders (as well as OAT, battery
charge and other parameters), and features a "lean find"
function for precise and accurate leaning of the fuel mixture in
flight. Cylinder head temperatures range from 295 deg. F. to 345
deg. F., while oil temperatures run from 185 to 195 deg. F.,
depending on ambient air temperature. All values are well within the
Lycoming "green arc". The cylinders underwent the ECI "Cerminil"
nickel-ceramic plating process at overhaul. In addition to running
cool, they use very little oil. Consumption to date has been
approximately one quart every 15 hours, which is quite low for an
eight cylinder engine. (That equates to a quart every 30 hours in an
IO-360!) The oil and spin-on filter were changed at 10 hours after
overhaul, and have been changed every 25 hours since then. Prior to
overhaul, the engine was in airline service in South America, and
has no history of agricultural use.
|The airplane is finished in Polyfiber insignia
white over Polyfiber UV-Smooth prime. The trim stripes and N-Number
are vinyl decals, so a new owner can change the color scheme to
his/her liking without repainting.
|The airplane is currently configured with 4 seats
in the conventional seating position. The addition of another rear
bench seat (included with the airplane) in a club seating
configuration converts the airplane to a 6-seater.The front seats
are from a Beechcraft 33 series airplane (Sundowner/Sierra). They
are adjustable both fore-and aft, and the seat back has 3 reclining
positions. The upright seating position is very comfortable, even on
long flights. Large doors make ingress and egress easy. The
upholstery and carpets are Airtex, and have the same flame retardant
characteristics they use on their certified aircraft interiors. The
baggage area will accommodate large items (golf clubs, skis, etc.).
I have it placarded for a maximum weight of 200 pounds, which
insures the c.g. stays within aerobatic limits, even in the most aft
loading condition. The weight limit can be increased for normal
operations. The padded and upholstered rear bulkhead is easily
removed for inspections and maintenance in the tail cone of the
airplane is equipped for night and IFR flight. Conventional guages
are easy to read, and reliable. Panel and cabin lights are aviation
red LEDs, and some instruments are internally lighted as well. The
S-tec system 30 (two-axis) autopilot has its own electric gyro, and
will continue to function in the event of a vacuum failure, or
failure of any other instrument. It has 3 modes: Steering (stand
alone), heading (maintains heading set with the directional gyro "bug"),
and nav (follows either the VOR radial or GPS course.) Altitude hold
can be used in any mode. A JPI EDM800 8-cylinder engine analyzer
with data port monitors engine health and allows for precise leaning
of the fuel mixture. The KMD150 moving-map/MFD has an internal GPS.
Traffic and weather can be displayed on the map with the addition of
appropriate sensors (not included.) A King KX155 nav/com with
localizer and a King KR-22 marker beacon receiver enable instrument
approaches at any airport with a VOR or ILS approach. The KT76-A
transponder is coupled to an ACK encoder good to FL180. A 6 place
intercom with crew and pilot isolate completes the avionics stack.
Electric elevator trim is controlled by either a switch on the
pilot's control stick, or a rocker switch on the panel. Electric
flaps are operated with a paddle switch at the bottom of the radio
stack. Both pilot and copilot control sticks have push-to-talk
original style CompAir fiberglass main gear bow is used on the
airplane. It makes for smooth landings, and is nearly
indestructible. The original MATCO tailwheel was discarded and
replaced with a heavy-duty 8-inch Alaska Bushwheel unit (a direct
replacement for the Scott 3200 series.) Reinforced steering arms
solve a bending problem, which is exhibited by both the Scott and
Alaska Bushwheel units, on CompAirs and many other airplanes.
The perfect back country aircraft!
checkout in the airplane is included with the purchase. The owner's
test pilot / instructor (ATP, CFII) will provide a checkout, after
the sale is completed, to one pilot specified by the buyer. Custom
powered (electric) and manual tow bars included.
to learn more, and call me now to discuss this plane.
September 12, 2015
|Copyright © 1997 - 2015 Steve
Weaver Aircraft Sales. Specifications are based upon owner's
representations, and subject to buyer's verification. Aircraft are
subject to prior sale or removal from market.