The Orlikan has a welded spaceframe fuselage with Dacron covered wooden wings.
Engine: Walter M-202, 65 hp
Wing span: 10.42 m
Wing area: 13.55 sq.m
MAUW: 450 kg
Empty weight: 250 kg
Max speed: 160 kph
Cruise speed: 135 kph
Minimum speed: 55 kph
Climb rate: 3.5 m/s
Seats: 2
Fuel consumption: 13.25 lt/hr
Price (1998): 50 000 DM
1998:
CZ-56537 Chocen
Czeah Republic
M7 was a subcontractor to the Schemp-Hirth glider company.
LSA builder
The Saturn AL-31 is a family of military twin spool turbofan turbofan engines. It was developed by Lyulka, later NPO Saturn, of the Soviet Union, originally for the Sukhoi Su-27 air superiority fighter. It produces a total thrust of 123 kN (27,600 lb) with afterburning in the AL-31F, 137 kN (30,800 lb) in the AL-31FM (AL-35F) and 142 kN (32,000 lb) in the AL-37FU variants. It powered all Su-27 derivatives and the Chengdu J-10 multirole jet fighter which was developed in China.
The AL-31FP and AL-37FU variants have thrust vectoring. The former is used in the Su-30MKI export version of the Su-30 for India & Sukhoi Su-30MKM for Malaysia . The AL-37FU can deflect its nozzle to a maximum of ±15° at a rate of 30°/sec. The vectoring nozzle is utilized primarily in the pitch plane. The Al-31FP is built in India by HAL at the Koraput facility under a deep technology transfer agreement.
It has a reputation for having a tremendous tolerance to severely disturbed air flow. In the twin-engined Su-27, the engines are interchangeable between left and right. The Mean Time Between Overhaul (MTBO) for the AL-31F is given at 1000 hours with a full-life span of 3000 hours. Some reports suggested that Russia was offering AL-31F to Iran to re-engine its F-14 Tomcat air fleet in the late 1990s.
According to Saturns Victor Mihailovic Chepkin, chief designer of the 117 and 117S engines, the Chinese WS-10 was developed with the aid of the AL-31s maintenance technical documentation. China can domestically produce most AL-31 parts for its own jet engine programs, but must import turbine blades from Russia.
The 117S (AL-41F1A) is an upgrade of the AL-31F based on the AL-41F intended to power the Su-35BM, producing 142 kN (32,000 lb) of thrust in afterburner and 86.3 kN (19,400 lb) dry. It features a fan 3% larger in diameter (932 millimetres (36.7 in) versus 905 millimetres (35.6 in)), advanced high- and low-pressure turbines, an all-new digital control system, and provisions for thrust-vectoring nozzles similar to the AL-31FP. This engine will have an assigned life of 4,000 hours and an MTBO of 1,000 hours. The first flight of this engine was completed in an Su-35BM on 20 February 2008. On 9 August 2010, Ufa-based company UMPO started supplying 117S engines (AL-41F1S) intended for Su-35S fighters.
The 117 (AL-41F1) is a 5th generation engine custom built for Russia’s fifth-generation stealth fighter jet PAK-FA according to Sukhoi General Director Mikhail Pogosyan. Mikhail Pogosyan has clarified that claims that fifth-generation fighter allegedly has an old engine are wrong. Though most parameters of the new 5th Gen Engine are classified General Director Mikhail Pogosyan provided some information on the new engine, The engine thrust was enlarged by 2.5 tonnes when compared with the AL-31 engine, while the engine weight was cut by 150 kilograms. That allowed the new jet to supercruise i.e. move at a supersonic cruise speed without the use of after burner.
The Saturn Research and Production center made digitally controlled system (FADEC) of Project 117 Engine.The new engine produces 33,000 lbs (147 kN) of thrust in afterburner has a Dry weight of 1420 kilogram and T:W ratio of 10.5:1.
Mikhail Pogosyan further mentioned that this engine (117) meets the client’s (Russian AirForce) requirements. This is not an intermediate product made particularly for test flights. The engine was to be installed in production PAK-FA fighter which will be supplied to the Russian Air Force and prospective foreign clients.
Bench testing of a radically new engine (the second stage) for the Russian fifth generation fighter aircraft PAK FA will start in 2014, said the general designer-director of the Scientific and Technical Center “Saturn”, Eugeny Marchuk “The engine will be ready in two years, and will begin bench testing then”, said Marchuk at the 11th International Conference” Aviation and Space – 2012 “, which opened at the Moscow Aviation Institute. According to him, the new “engine 117” will belong to the “5 +” generation and its characteristics will be superior to the existing foreign counterparts engine for fifth generation aircraft. “This is – a fundamentally new engine, The motor unit weight is 30% less (than the 117C – approx.), Life-cycle costs will by 30% less, and it should be cheaper, “- said Marchuk.
Variants:
Al-31F
The basic engine developed to power the Su-27 fighter
Builder: Salyut, UMPO
Year: 1981
Thrust: 123 kN (27,700 lbf)
Thrust vectoring: No
Aircraft: Su-27, Shenyang J-11, Sukhoi Su-30MKK, Sukhoi Su-30(Salyut)
Al-31FP
Improved variant for the Indian Su-30MKI with thrust vectoring
Builder: Salyut, HAL
Year: 2000
Thrust: 123 kN (27,700 lbf)
Thrust vectoring: Yes
Aircraft: Su-30 MKI, Sukhoi Su-30MKM
Al-31FN
Improved variant for the Chengdu J-10
Builder: Salyut
Year: 2002
Thrust: 125 kN (28,100 lbf)
Thrust vectoring: No
Aircraft: Chengdu J-10
Al-31FM1
Improved version for the Russian Air Force
Builder: Salyut
Year: 2007
Thrust: 132 kN (29,700 lbf)
Thrust vectoring: Yes
Aircraft: Su-27SM, Su-30, Su-34
Al-31FM2
Improved version for the Russian Air Force
Builder: Salyut
Year: 2012
Thrust: 145 kN (32,600 lbf)
Thrust vectoring: Yes
Aircraft: Su-27SM, Su-30, Su-34
Al-41F-1S (117S)
Advanced derivative for the Su-35
Builder: UMPO
Year: 2010
Thrust: 142 kN (31,900 lbf)
Thrust vectoring: Yes
Aircraft: Su-35
Al-37FU
Advanced derivative for the Su-37
Builder: UMPO
Thrust: 145 kN (32,600 lbf)
Thrust vectoring: Yes
Aircraft: Su-37
Al-41F-1 (117)
Advanced derivative for the Sukhoi PAK FA
Builder: UMPO
Year: 2010
Thrust: 147 kN (33,000 lbf)
Thrust vectoring: Yes
Aircraft: PAK FA prototype
Applications:
Sukhoi Su-27
Sukhoi Su-30
Sukhoi Su-34
Sukhoi Su-36
Sukhoi S-37 Berkut
Specifications:
AL-31F
Type: Two-shaft afterburning turbofan
Length: 4,990 millimetres (196 in)
Diameter: 905 millimetres (35.6 in) inlet; 1,280 millimetres (50 in) maximum external
Dry weight: 1,570 kilograms (3,460 lb)
Compressor: 4 fan and 9 compressor stages
Combustors: annular
Turbine: 2 single-staged turbines
Maximum thrust:
74.5 kilonewtons (16,700 lbf) military thrust
122.58 kilonewtons (27,560 lbf) with afterburner
Overall pressure ratio: 23
Bypass ratio: 0.59:1
Turbine inlet temperature: 1685 K (1,412 °C (2,574 °F))
Fuel consumption: 2.0 Kg/daN·h
Specific fuel consumption:
Military thrust: 0.67 lb/(lbf·h)
Full afterburner: 1.92 lb/(lbf·h)
Thrust-to-weight ratio: 4.77:1 (dry), 7.87:1 (afterburning)
Born March 23, 1908, Kiev Oblast, Ukraine, Arkhip Mikhailovich Lyul’ka, was a Soviet scientist and designer of jet engines of Ukrainian origin, head of the OKB Lyulka, member of the USSR Academy of Sciences.
The Lyul’ka design bureau had its roots in the Kharkov Aviation Institute where Arkhip Mikhailovich Lyulka was working with a team designing the ATsN (Agregat Tsentralnovo Nadduva – Centralised supercharger) installation on the Petlyakov Pe-8 bomber. Lyul’ka was responsible for designing the first Soviet gas turbine engines. Preferring to steer away from copying captured German equipment, it succeeded in producing home grown engines.
Lyul’ka was a USSR aero-engine design bureau and manufacturer(OKB-165 started in 1946) from 1938 to the 1990s, when manufacturing and design elements were integrated as NPO Saturn based at Rybinsk.
Arkhip Lyulka died June 1, 1984, Moscow, Russia
The Lycoming IO-720 engine is a large displacement, horizontally opposed, eight-cylinder aircraft engine featuring four cylinders per side, first run in 1961, manufactured by Lycoming Engines.
There is no carburetted version of the engine, which would have been designated O-720 and therefore the base model is the IO-720. The IO-720 and the Jabiru 5100 were the only flat-eight configuration aircraft engines in production in 2012.
The engine has a fuel injection system which schedules fuel flow proportionally to the airflow, with fuel vaporization occurring at the intake ports. The engine has a displacement of 722 cubic inches (11.8 litres) and produces 400 hp (298 kW). The cylinders have air-cooled heads cast from aluminum alloy with a fully machined combustion chamber.
The first IO-720 was type certified on 25 October 1961 to the CAR 13 standard as amended to 15 June 1956 including 13-1, 13-2, 13-3, 13-4.
In 2009 a new IO-720-A1B cost US$113,621, with a rebuilt engine retailing for US$75,435 and a factory overhaul priced at US$66,289.
Variants:
IO-720-A1A
Eight-cylinder, horizontally opposed, air-cooled direct drive, fuel injection, internal oil jet piston cooling, 722 cubic inches (11.8 litres), 400 hp (298 kW), certified 25 October 1961
IO-720-A1B
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -A1A except equipped with Bendix S8LN-1208 and S8LN-1209 magnetos, certified 22 February 1971
IO-720-A1BD
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -A1B except has a dual magneto, certified 30 December 1976
IO-720-B1A
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -A1A except for top exhaust cylinders and offset exhaust valve shroud tubes, certified 4 November 1965
IO-720-B1B
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -B1A except equipped with Bendix S8LN-1208 and S8LN-1209 magnetos and Bendix RSA-10ED1 fuel injection, certified 22 February 1971
IO-720-B1BD
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -B1B except has a dual magneto, certified 30 December 1976
IO-720-C1B
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -A1B except that it has up-exhaust cylinder heads, certified 22 December 1971
IO-720-C1BD
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -C1B except has a dual magneto, certified 28 January 1977
IO-720-D1B
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -A1B except has a rear type air inlet housing instead of a front inlet, certified 29 October 1973
IO-720-D1BD
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -D1B except has a dual magneto, certified 28 January 1977
IO-720-D1C
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -D1B except equipped with an angled fuel injector adapter, certified 15 April 1982
IO-720-D1CD
fuel-injected, 722 cubic inches (11.8 litres), 400 hp (298 kW), same as -D1C except has a dual magneto, certified 10 June 1977
Applications:
IO-720-A1A
Northwest Ranger – factory installation
Piper Comanche 400 – factory installation
IO-720-A1B
Beechcraft 80 – Excalibur and Queen Air conversions
Pacific Aerospace FU-24-954
Piper PA-36 Pawnee Brave – Johnson Aircraft conversion
IO-720-A1BD
Barr 6
IO-720-B1A
Northwest Ranger C-6 – factory installation
IO-720-B1B
Aero Commander – MR. R.P.M. conversion
IO-720-B1BD
Aero Commander – MR. R.P.M. conversion
IO-720-D1B
Embraer EMB 202 Ipanema – factory installation
IO-720-D1C
Piper PA-36 Pawnee Brave – Johnson Aircraft conversion
IO-720-D1CD
Piper PA-36 Pawnee Brave – Johnson Aircraft conversion
Specifications:
IO-720A
Type: 8-cylinder fuel-injected horizontally opposed aircraft engine
Bore: 5.125 in (130 mm)
Stroke: 4.375 (111 mm)
Displacement: 722 cu.in (11.8 litres)
Length: 46.41 In (117.88 cm)
Width: 34.25 in (87.00 cm)
Height: 22.53 in (57.23 cm)
Dry weight: 597 lb (271 kg) dry
Fuel system: Bendix RSA-10AD1 fuel-injection
Fuel type: 100LL avgas
Cooling system: air-cooled
Power output: 400 hp (297 kW) at 2650 rpm
Specific power: 0.55 hp/cu.in (25.2 kW/L)
Compression ratio: 8.70:1
Power-to-weight ratio: 0.67 hp/lb (1.10 kW/kg)
The original YF102 was developed at the Lycoming Turbine Engine Division in Stratford, Connecticut by adding a fan to the Lycoming T55 engine, which was used as the gas generator. The YF102-LD-100 was tested on an AJ Savage in the early 1970s. Six engines were built for the Northrop YA-9 prototype ground-attack aircraft. These engines were later reused in the C-8A Quiet Short-Haul Research Aircraft (QSRA).
The ALF 502 geared turbofan was certified in 1980, and used on the British Aerospace 146 and Bombardier Challenger 600
The improved, higher-thrust LF 507 was used on the Avro RJ update of the BAe 146.
Applications:
YF102
Northrop YA-9
C-8A Quiet Short-Haul Research Aircraft (QSRA)
ALF 502
Bombardier Challenger 600
British Aerospace 146
LF 507
Avro RJ
Specifications:
ALF502-R5
Type: High bypass geared turbofan
Length: 63.6 in (162 cm)
Diameter: Fan: 40.25 in (102 cm)
Dry weight: 1336 lb (606 kg)
Compressor: Single stage fan, single stage axial low pressure compressor, 7 stage axial and single stage centrifugal high pressure compressor
Combustors: Annular
Turbine: Two stage high pressure turbine, two stage low pressure turbine
Maximum thrust: 6,970 lbf (31 kN)
Bypass ratio: 5.7:1
Specific fuel consumption: 0.406 lb/lbf-h (41.4 kg/kN-hr)
Thrust-to-weight ratio: 5.1:1
The Lycoming IO-580 engine is a horizontally opposed, six-cylinder aircraft engine featuring three cylinders per side, manufactured by Lycoming Engines.
There is no carburetted version of the engine, which would have been designated O-580 and therefore the base model is the IO-580.
This engine family competes with the Continental IO-550 series which are also six-cylinder engines with similar power output and weight.
First run in 1996, the IO-580 family of engines covers a range from 300 to 315 hp (224 to 235 kW). The engine has a fuel injection system which meters fuel in proportion to the induction airflow through air-bled nozzles at the individual cylinder intake ports. The engine has a displacement of 583 cubic inches (9.56 litres) and produces a maximum of 315 hp (235 kW) in its B1A version. The cylinders have air-cooled heads cast from aluminum-alloy with a fully machined combustion chamber.
The first IO-580 was type certified on 12 August 1997 on the regulatory basis of FAR 33 effective February 1, 1965 as amended to 33-1 through 33-18. The engine is certified for use in either tractor or pusher configuration installations.
Variants:
IO-580-A1A
Six-cylinder, horizontally opposed, air-cooled direct drive, 583 cubic inches (9.56 litres), 300 hp (224 kW) at 2500 rpm, dry weight 444 lb (201 kg), PAC-RSA-10ED1 fuel-injection system, certified 12 August 1997
IO-580-B1A
Six-cylinder, horizontally opposed, air-cooled direct drive, 583 cubic inches (9.56 litres), 315 hp (235 kW) at 2700 rpm, dry weight 434 lb (197 kg), PAC-RSA-10ED1 fuel-injection system, certified 23 March 2001
AEIO-580-B1A
Six-cylinder, horizontally opposed, air-cooled direct drive, 583 cubic inches (9.56 litres), 315 hp (235 kW) at 2500 rpm, dry weight 446 lb (202 kg), certified 13 August 2007. This model has an aerobatic fuel and oil system. It may be equipped with either the PAC-RSA-10ED1 fuel-injection system or a Lycoming FM-250 system.
Applications:
Cessna NGP
MSW Votec 252T
IO-580-B1A
Expedition E350 – factory installation
AEIO-580-B1A
Evektor VUT100-131i SuperCobra
Extra 330
XtremeAir Sbach 342 (XA 42)
XtremeAir XA41
Specifications
IO-580-A1A
Type: 6-cylinder fuel-injected horizontally opposed aircraft engine
Bore: 5.319 in (135 mm)
Stroke: 4.375 (111 mm)
Displacement: 583 c.in (9.56 litres)
Length: 39.34 in (999 mm)
Width: 34.25 in (870 mm)
Height: 21.04 in (534 mm)
Dry weight: 444 lb (201 kg) dry
Fuel system: PAC-RSA-10ED1 fuel-injection
Fuel type: 100LL avgas
Cooling system: air-cooled
Power output: 300 hp (223 kW) at 2500 rpm
Specific power: 0.51 hp/cu.in (24.7 kW/L)
Compression ratio: 8.90:1
Power-to-weight ratio: 0.68 hp/lb (1.11 kW/kg)
The Lycoming O-320 is a large family of 92 different normally aspirated, air-cooled, four-cylinder, direct-drive engines commonly used on light aircraft such as the Cessna 172 and Piper Cherokee. Different variants are rated for 150 or 160 horsepower (112 or 119 kilowatts). As implied by the engine’s name, its cylinders are arranged in horizontally opposed configuration and a displacement of 320 cubic inches (5.24 L).
The O-320 family of engines includes the carbureted O-320, the fuel-injected IO-320, the inverted mount, fuel-injected AIO-320 and the aerobatic, fuel-injected AEIO-320 series. The LIO-320 is a series of two models identical to the same model IO-320, but with the crankshaft rotating in the opposite direction for use on twin-engined aircraft to eliminate the critical engine.
First run in 1953, the first O-320 (with no suffix) was FAA certified on 28 July 1953 to CAR 13 effective 5 March 1952; this same engine was later re-designated, without change, as the O-320-A1A. The first IO-320 was certified on 10 April 1961, with the AIO-320 following on 23 June 1969 and the first aerobatic AEIO-320 on 12 April 1974. The LIO-320s were both certified on 28 August 1969.
The O-320 family of engines externally resembles the Lycoming O-235 and O-290 family from which they were derived. The O-320 shares the same 3.875 in (98 mm) stroke as the smaller engines, but produces more power with the bore increased to 5.125 in (130 mm). The design uses hydraulic tappets and incorporates the provisions for a hydraulically controlled propeller installation as well. The controllable pitch propeller models use a different crankshaft from those intended for fixed pitch propellers.
The O-320 uses a conventional wet sump system for lubrication. The main bearings, connecting rods, camshaft bearings, tappets and pushrods are all pressure lubricated, while the piston pins, cylinder walls and gears are all lubricated by spray. The oil system is pressurized by an accessory-drive mounted oil pump. A remotely mounted oil cooler is used, connected to the engine by flexible hoses.
The -A, -C and -E variants of carbureted O-320, but none of the high compression or fuel-injected versions, have available STCs that allow the use of automotive fuel as a replacement for more expensive avgas.
The factory retail price of the O-320 varies by model. In 2010 the retail price of an O-320-B1A purchased outright was USD$47,076.
Variants:
O-320 series
O-320 (No suffix) later redesignated O-320-A1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Provisions for a controllable pitch propeller and 25-degree spark advance.
O-320-A1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with straight riser in oil sump and -32 carburetor.
O-320-A2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with fixed pitch propeller.
O-320-A2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A2A but with straight riser in oil sump and -32 carburetor.
O-320-A2C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A2B but with retard breaker magnetos.
O-320-A2D
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E3D but with conical mounts.
O-320-A3A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with 7/16″ prop bolts.
O-320-A3B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A3A but with straight riser in oil sump and -32 carburetor.
O-320-A3C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A3B but with retard breaker magnetos.
O-320-B1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as A1A but with high compression pistons.
O-320-B1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with straight riser in oil sump and -32 carburetor.
O-320-B2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with fixed pitch propeller provisions.
O-320-B2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B2A but with straight riser in oil sump and -32 carburetor.
O-320-B2C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B2B but with retard breaker magnetos.
O-320-B2D
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as D1D but with conical engine mounts and no propeller governor.
O-320-B2E
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as B2B except the carburetor is in the same location as the O-320-D models.
O-320-B3A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with 7/16 inch propeller bolts.
O-320-B3B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with 7/16 inch propellor bolts, a straight riser in oil sump, and -32 carburetor.
O-320-B3C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B3B but with retard breaker magnetos.
O-320-C1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B1A.
O-320-C1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B1B.
O-320-C2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B2A.
O-320-C2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B2B.
O-320-C2C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B2C.
O-320-C3A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B3A.
O-320-C3B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B3B.
O-320-C3C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B3C.
O-320-D1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B3B but with Type 1 dynafocal mounts.
O-320-D1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D1A but with retard breaker magnetos.
O-320-D1C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D2C but with provisions for a controllable propeller,
O-320-D1D
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D1A but with Slick instead of Bendix magnetos and a horizontal carburetor and induction housing. This model was used in the Gulfstream American GA-7 Cougar twin.
O-320-D1F
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1F except with high compression pistons.
O-320-D2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D1A but with fixed pitch propeller provisions and 3/8 inch attaching bolts. Used in the Symphony SA-160.
O-320-D2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D2A but retard breaker magnetos.
O-320-D2C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D2A except -1200 series magnetos.
O-320-D2F
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2F except with high compression pistons.
O-320-D2G
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D2A except with Slick instead of Bendix magnetos and 7/16 inch instead of 3/8 inch propeller flange bolts.
O-320-D2H
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D2G except with a O-320-B sump and intake pipes and with provisions for AC type fuel pump.
O-320-D2J
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1.Similar to the D2G but with two Slick impulse coupling magnetos and the propeller governor pad, fuel pump and governor pads on the accessory housing all not machined. Used in the Cessna 172P.
O-320-D3G
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D2G but with 3/8 inch propeller attaching bolts.
O-320-E1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A3B but with Type 1 dynafocal mounts.
O-320-E1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1A but with retard breaker magnetos.
O-320-E1C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1B.
O-320-E1F
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1C but with propeller governor drive on the left front of the crankcase.
O-320-E1J
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the E1F but with Slick magnetos.
O-320-E2A
150 hp (112 kW) at 2700 rpm, or 140 hp (104 kW) at 2450 rpm Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1A but with fixed pitch propeller, 3/8 inch attaching bolts and an alternate power rating of 140 hp (104 kW).
O-320-E2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but with retard breaker magnetos.
O-320-E2C
150 hp (112 kW) at 2700 rpm, or 140 hp (104 kW) at 2450 rpm Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but -1200 series mags and an alternate power rating of 140 hp (104 kW).
O-320-E2D
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Similar to E2A but with Slick magnetos and 0-235 front. Used in the Cessna 172 I to M models.
O-320-E2F
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1F but with fixed pitch prop provisions.
O-320-E2G
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2D but with 0-320-A sump and intake pipes.
O-320-E2H
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2D but with S4LN-20 and -21 magnetos.
O-320-E3D
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2D but with 3/8 inch propeller flange bolts.
O-320-E3H
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E3D but with S4LN-20 and -21 magnetos.
O-320-H1AD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Integral accessory section crankcase, front-mounted fuel pump external mounted oil pump and D4RN-2O21 impulse coupling dual magneto.
O-320-H1BD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as H1AD but with a D4RN-2200 retard breaker dual magneto.
O-320-H2AD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as H1AD but with provisions for a fixed pitch propeller. This was the troublesome engine that was installed on the Cessna 172N.
O-320-H2BD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as the H2AD but with a D4RN-2200 retard breaker dual magneto.
O-320-H3AD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as the H2AD but with 3/8 inch propeller flange bolts, in place of instead of 7/16 inch.
O-320-H3BD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as H3AD but with a D4RN-2200 retard breaker dual magneto.
IO-320 series
IO-320-A1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Base model with a Bendix RSA -5AD1 fuel injection system.
IO-320-A2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with provisions for fixed pitch propeller.
IO-320-B1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with the fuel injector offset toward the engine’s fore and aft centerline.
IO-320-B1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with an AN fuel pump drive.
IO-320-B1C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1A but with an adapter for mounting the fuel injector straight to the rear.
IO-320-B1D
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1C but with S-1200 series high altitude magnetos.
IO-320-B1E
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the D1C except with a horizontal fuel injector.
IO-320-B2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the BIA but with provision for a fixed pitch propeller.
IO-320-C1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1B except it has features making it suitable for adding a turbo-supercharger via a Supplemental Type Certificate This engine has internal piston cooling oil nozzles.
IO-320-C1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the C1A but with a horizontal rear-mounted fuel injector.
IO-320-D1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1D but with Type 1 dynafocal mounts, S4LN-1227 and S4LN-1209 magnetos and the fuel injector mounted vertically under the oil sump.
IO-320-D1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the D1A but with the propeller governor drive on the left front of crankcase instead of on the accessory housing.
IO-320-D1C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the D1B but with Slick Magnetos.
IO-320-E1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but with provision for a controllable pitch propeller.
IO-320-E1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1A but with Slick 4050 and 4051 magnetos.
IO-320-E2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A2A but with Scintilla S4LN-20 and S4LN-21 magnetos, straight conical mounts, and the fuel injector mounted under the oil sump.
IO-320-E2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but with Slick 4050 and 4051 magnetos.
IO-320-F1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the C1A except with a Type 1 (30 deg) dynafocal mount attachment instead of Type 2 (18 deg) mount attachment.
LIO-320 series
LIO-320-B1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as B1A except with counter-clockwise engine rotation and reverse rotation of accessories. It uses a modified starter ring gear, crankshaft, cam shaft, accessory housing and oil pump body. This engine is usually paired with an IO-320-B1A on a twin-engined aircraft.
LIO-320-C1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as C1A except with the same changes as the LIO-320-B1A. It has provisions for adding a turbo-supercharger. This engine is usually paired with an IO-320-C1A on a twin-engined aircraft.
AIO-320 series
AIO-320-A1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the IO-320-B1D but this model permits installation and operation of the engine in the inverted position. The differences include a front-mounted propeller governor, two dry oil sumps, dual external oil scavenge pumps, an oil tank, three options for the position of the fuel injector and a Type 1 dynafocal mount.
AIO-320-A1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with one impulse coupling magneto.
AIO-320-A2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with provision for a fixed pitch propeller.
AIO-320-A2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but has one impulse coupling magneto and a fixed pitch propeller.
AIO-320-B1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1B but with a front-mounted fuel injector
AIO-320-C1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1B but with the fuel injector vertically mounted on bottom of the oil sump in the front position.
AEIO-320 series
AEIO-320-D1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the IO-320-D1B but with an inverted oil system kit to allow aerobatic flight.
AEIO-320-D2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the AEIO-320-D1A but without provisions for a propeller governor.
AEIO-320-E1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E1A but with an inverted oil system kit to allow aerobatic flight.
AEIO-320-E1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E1B but with an inverted oil system kit to allow aerobatic flight.
AEIO-320-E2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E2A but with an inverted oil system kit to allow aerobatic flight.
AEIO-320-E2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E2B but with an inverted oil system kit to allow aerobatic flight.
Major Applications:
Aviat Husky A-1B-160
Aero Commander 100
Alpha 160A
American Champion Citabria
Beechcraft Musketeer
Bellanca Decathlon
Canadian Home Rotors Safari
Cessna 172
Grumman American AA-5
Gulfstream American GA-7 Cougar
Hatz CB-1
Hollmann HA-2M
MBB Bo 209
Mooney M20
Partenavia P66B Oscar 150
Piper Aztec
Piper Apache
Piper Twin Comanche
Piper Cherokee
Piper Tripacer
PZL-110 Koliber
Robin DR400
Robinson R22
Rutan Long-EZ
SGP M-222 Flamingo
Socata TB9 Tampico
Symphony SA-160
Tapanee Levitation 2
Thorp T-18
Piper PA-18-150 Super Cub
Van’s Aircraft RV-3
Van’s Aircraft RV-4
Van’s Aircraft RV-6
Van’s Aircraft RV-8
Van’s Aircraft RV-9
Varga Kachina
Velocity V-Twin
Vulcanair P-68C
Wassmer WA 52
Wickham B
Wittman Tailwind
Specifications:
O-320-A1A
Type: Four-cylinder air-cooled horizontally opposed engine
Bore: 5.125 in (130.18 mm)
Stroke: 3.875 in (98.43 mm)
Displacement: 319.8 cu in (5.24 l)
Dry weight: 244 lb (111 kg)
ComponentsValvetrain: Two overhead valves per cylinder
Fuel system: Updraft carburetor
Fuel type: minimum grade of 80/87 avgas
Oil system: Wet sump
Cooling system: Air-cooled
PerformancePower output: 150 hp (112 kW)
Compression ratio: 7:1
Power-to-weight ratio: 1.63 lb/hp (0.99 kW/kg)
The Lycoming O-235 is a family of four-cylinder, air-cooled, horizontally opposed piston aircraft engines that produce 100 to 135 hp (75 to 101 kW), derived from the earlier O-233 engine.
The engines are all carburetor-equipped, feature dual magneto ignition and have a displacement of 233 cubic inches (3.82 L). The first O-235 model was certified on 11 February 1942.
The O-235 was developed into the lighter-weight Lycoming IO-233 engine for light sport aircraft.
Variants:
O-235-C1
Power 115 hp (86 kW) at 2800 rpm, dry weight 246 lb (112 kg) Provision for dual pump drives, tractor and pusher installation.
O-235-C1A
Power 100 hp (75 kW) at 2450 rpm, dry weight 236 lb (107 kg) Similar to O-235-C1 except ignition timing, lower rpm and power. Optional 2 position or automatic propeller governor drive.
O-235-C1B
Power 115 hp (86 kW) at 2800 rpm, dry weight 245 lb (111 kg) Similar to O-235-C1 except with retarded breaker magnetos.
O-235-C1C
Power 108 hp (81 kW) at 2600 rpm, dry weight 243 lb (110 kg) Similar to O-235-C1 except with Slick magnetos.
O-235-C2A
Power 115 hp (86 kW) at 2800 rpm, dry weight 246 lb (112 kg) Similar to O-235-C1 except with a type 1 propeller flange.
O-235-C2B
Power 115 hp (86 kW) at 2800 rpm, dry weight 247 lb (112 kg) Similar to O-235-C2A but with two S-1200 series magnetos.
O-235-C2C
Power 108 hp (81 kW) at 2600 rpm, alternate rated maximum continuous power rating of 100 hp at 2400 rpm, dry weight 244 lb (111 kg) Similar to O-235-C2B except with Slick magnetos and shielded ignition harness.
O-235-E1
Power 115 hp (86 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-C1 except crankcase and crankshaft supply pressurized oil to a constant speed propeller. Accessory case changed to accommodate a standard propeller governor drive.
O-235-E1B
Power 115 hp (86 kW) at 2800 rpm, dry weight 249 lb (113 kg) Similar to O-235-E1 except for S4LN-200 series retarded breaker magnetos.
O-235-E2A
Power 115 hp (86 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-E1 except Type 1 propeller flange.
O-235-E2B
Power 115 hp (86 kW) at 2800 rpm, dry weight 251 lb (114 kg) Similar to O-235-E2A except incorporates S-1200 series magnetos.
O-235-F1
Power 125 hp (93 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-C1 except compression ratio, fuel grade and rating.
O-235-F1B
Power 125 hp (93 kW) at 2800 rpm, dry weight 249 lb (113 kg) Similar to O-235-F1 except retarded breaker magnetos.
O-235-F2A
Power 125 hp (93 kW) at 2800 rpm, dry weight 250 lb (113 kg) Similar to O-235-F1 except a Type 1 propeller flange.
O-235-F2B
Power 125 hp (93 kW) at 2800 rpm, dry weight 251 lb (114 kg) Similar to O-235-F2A but with S-1200 series magnetos.
O-235-G1
Power 125 hp (93 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-F1 except provisions for using constant speed propeller.
O-235-G1B
Power 125 hp (93 kW) at 2800 rpm, dry weight 252 lb (114 kg) Similar to O-235-G1 except has retarded breaker magnetos.
O-235-G2A
Power 125 hp (93 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-G1 except a Type 1 propeller flange.
O-235-G2B
Power 125 hp (93 kW) at 2800 rpm, dry weight 254 lb (115 kg) Similar to O-235-G2A except S-1200 series magnetos.
O-235-H2C
Power 108 hp (81 kW) at 2600 rpm, alternate rated maximum continuous power rating of 100 hp at 2400 rpm, dry weight 243 lb (110 kg) Similar to O-235-C2C except Type 1 dynafocal mounting.
O-235-J2A
Power 125 hp (93 kW) at 2800 rpm, dry weight 252 lb (114 kg) Similar to O-235-J2B except magnetos.
O-235-J2B
Power 125 hp (93 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-F2B except Type 1 dynafocal mounting.
O-235-K2A
Power 118 hp (88 kW) at 2800 rpm, dry weight 252 lb (114 kg) Similar to O-235-F2A except ignition timing, lower power and reduced compression ratio.
O-235-K2B
Power 118 hp (88 kW) at 2800 rpm, dry weight 253 lb (115 kg) Similar to O-235-F2B except ignition timing, lower power and reduced compression ratio.
O-235-K2C
Power 115 hp (86 kW) at 2700 rpm, dry weight 248 lb (112 kg) Similar to O-235-K2A except Slick magnetos.
O-235-L2A
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-J2A except ignition timing, lower power and reduced compression ratio.
O-235-L2C
Power 115 hp (86 kW) at 2700 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 249 lb (113 kg) Similar to O-235-L2A except Slick magnetos and lower maximum continuous rating.
O-235-M1
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 255 lb (116 kg) Similar to -L2A except provision for controllable propeller and has AS-127 Type 2 propeller flange.
O-235-M2C
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M1 except Slick 4200 series magnetos and Type 1 propeller flange.
O-235-M3C
Power 118 hp (88 kW) at 2800 rpm, alternate ratings of 115 hp (86 kW) at 2700 rpm, 112 hp (84 kW) at 2600 rpm, 110 hp (82 kW) at 2550 rpm and 105 hp (78 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M1 except Slick 4200 series magnetos.
O-235-N2A
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-L2A except reduced compression ratio and reduced power ratings.
O-235-N2C
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 249 lb (113 kg) Similar to O-235-L2C except reduced compression ratio and reduced power ratings.
O-235-P1
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 255 lb (116 kg) Similar to O-235-M1 except reduced compression ratio and reduced power ratings.
O-235-P2A
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 255 lb (116 kg) Similar to O-235-P1 except a Type 1 propeller flange.
O-235-P2C
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M2 except reduced compression ratio and reduced power ratings.
O-235-P3C
Power 116 hp (87 kW) at 2800 rpm, alternate ratings of 113 hp (84 kW) at 2700 rpm, 110 hp (82 kW) at 2600 rpm, 108 hp (81 kW) at 2550 rpm and 103 hp (77 kW) at 2400 rpm, dry weight 252 lb (114 kg) Similar to O-235-M3C except reduced compression ratio and reduced power ratings.
Applications:
Aero Boero AB-115
AMD Alarus
Beechcraft Model 77 Skipper
Bushcaddy R-120
CEA DR-221
Cessna 152
Criquet Storch
Falconar F11 Sporty
Fisher Celebrity
Grumman American AA-1
Lucas L-6A
Lucas L7
Murphy Elite
Murphy Rebel
Nexaer LS1
Peña Joker
Piper PA-16 Clipper
Piper PA-22-108 Colt
Piper PA-29 Papoose
Piper PA-38 Tomahawk
Preceptor STOL King
Smith Miniplane
Van’s Aircraft RV-9
Specifications:
O-235C series
Type: 4-cylinder air-cooled horizontally opposed piston aircraft engine
Bore: 4.375 inches
Stroke: 3.875 inches
Displacement: 233.3 in³ (3.82 L)
Dry weight: 240.0 lbs (108.8 kg)
Valvetrain: Pushrod-actuated valves
Fuel system: Carburetor
Fuel type: 80/87 avgas
Cooling system: Air-cooled
Power output: 100 hp (75 kW)
Specific power: 0.57 hp/cu.in (26.0 kW/L)
Compression ratio: 6.5:1
The 1992 Jurgen Lutz Experience hang glider was built for Advanced pilots.
All Aero 