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Post by craig on Nov 2, 2012 7:45:50 GMT 12
Hello all
Looking for a cheap IO 470 E. Ideally high hrs, maybe out of ATO hrs but OK on condition for private opps. Has to be ''e'' model
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Post by baronbeeza on Nov 2, 2012 8:34:47 GMT 12
What are they more commonly fitted to in this country Craig ?
Maybe Aussie ? I work on far more Continental engines there than I ever see here but it is still a strange one for me.
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Post by craig on Nov 2, 2012 10:51:43 GMT 12
Early Cessna 185,182,210,310. Beechcraft Baron and Bonanza. Though not necessarily the 'E'. Googled an early C 182 (with IO470E) airworthy and relatively low engine hrs for US 35K!!! Sold. Shame to buy a perfectly good plane just for the motor! Don't think I could do it
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Post by baronbeeza on Nov 2, 2012 11:11:16 GMT 12
While I am not aware of the differences between models the Type Certificate Data Sheets give a good and authoritative guide.
It may lead you to a wider range of possibilities. I have seen Lycoming engines have the data plate changed with changes c/o iaw TCDS specs.
I suspect there may be any number of these engines lying about in Oz. I see many, many more 520's than 470's.
I think I know of an ownerless 470 engine out of a 182 sitting in a box in Darwin.
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Post by craig on Nov 2, 2012 11:48:14 GMT 12
Keep me posted. I am unsure of the exact differences, but had a 300 hr IO 470 L lined up (US) which could have been landed here for $10k NZ (would have needed a bulk strip $20k?). Unfortunately my LAME wasn't keen as he thought the cost of getting the certification would have been prohibitive
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Post by baronbeeza on Nov 2, 2012 12:17:30 GMT 12
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Post by craig on Nov 2, 2012 13:47:28 GMT 12
Thanks for that. I would have never of found this data on my own
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Post by baronbeeza on Nov 2, 2012 14:22:46 GMT 12
The TCDS are a very strong document. Almost top of them all. Only FAA and CAA stuff comes ahead of them, as would AD's naturally.
This data is more robust than the Service Manual or IPC but is to be read in conjunction with them.
Manufacturers' SB's are ahead of SM's and IPC's and also SL's and SI's.
Basically you are reading the TCDS and SB's while working with SM, IPC, SL's etc.
You may have a choice of re-declaring the engine as an 'E' model or alternatively getting a mod approval to fit a different model engine to the aircraft.
The Tomahawk comes with an O-235-L2C but you can also fit an L2A, the only difference is the make and model of magneto.
There is a much greater difference between the L2C fitted to a Tomahawk and the L2C fitted to a Cessna 152.
Theoretically the same engine (Identical) but in reality it is a different beast in many respects.
For some of these engines they are basically the same apart from a few differences at the final build point. .... As indeed we have seen with your D, E, F, and G models above.
You may find that any one of those models will do your job.
IO-470-S same as IO-470-E except for increased height of throttle body and throttle valve axis is parallel to
engine centerline.
IO-470-M engine same as IO-470-D except air throttle is slanted aft and balance tube is relocated and revised
Engine models IO-470-D, -E, -F, -H, -L, -M, -N and -S, with S/N prefixed by "CS" have a heavier
crankshaft and connecting rod assembly installed and are two pounds heavier than the weights listed. The
S/N of any engine modified to this configuration in accordance with manufacturer's approved service
instructions must have the prefix "CS" stamped in front of the engine S/N on the nameplate.
I reckon any of the following should be a good start for you;
D, E, F, G, M and S models.
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Post by craig on Nov 2, 2012 16:22:40 GMT 12
Cheers. Sure widens the options
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Post by oj on Nov 12, 2012 21:53:53 GMT 12
Check the brand of magnetos fitted. Many IO-470's came with Slick 662RH magnetos. They were not as well-engineered as the Bendix S6RN25 series and had quite a bit of trouble with the impulse couplings.
Go for an engine with Bendix mags if you have a choice.
I know the IO-470D definitely has Bendix mags.
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