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Continental's recommended time between overhaul (TBO) for these engines is 1,800 hours of operation or 12 years in service, whichever is reached first. [16] The standard certification for the C90 and O-200 specifies Avgas 80/87 as the minimum fuel grade. [ 1 ]
Modified version of DR.1050, with swept fin, one piece all-moving tailplane and available with Continental O-200-A or Potez 4E engines (as DR.1051M). [3] [8] DR.1050M1 Final version of DR.1050, with one piece all-moving tailplane and available with Continental O-200-A or Potez 4E engines (as DR.1051M1). [3]
Within the first year of production, Champion began offering the Lycoming O-235-C1 engine of 115 horsepower (86 kW) as an alternative to the Continental. In 1967, Champion switched to spring steel main gear legs; by then, the Lycoming engine had become the standard. On acquiring the design, Bellanca gave this model the name Citabria "Standard ...
Continental O-300 engine installation in a Cessna 172. The C-145 was developed from the 125 hp (93 kW) C-125 engine. Both powerplants share the same crankcase, although the C-145 produces an additional 20 hp (15 kW) through a longer piston stroke, higher compression ratio of 7.0:1 and different carburetor jetting.
The 130 hp (97 kW) O-240 was a new engine design derived from the six-cylinder Continental O-360 and introduced in 1971. It is generally similar in overall dimensions to the Continental O-200, but with a higher 8.5:1 compression ratio, designed to run on 100/130 avgas. The O-240 delivers 30% more power than the O-200 while it weighs only 12% more.
Various powerplants were installed, typically Salmson 9, Continental O-170 or Continental O-200. The aircraft uses all-wood construction with a single piece box-spar. [2] D.11s were licence-built by a number of manufacturers in Europe and elsewhere, including Wassmer, Aero-Difusión, and Falconar Avia.
The 912 is more fuel efficient and lighter than comparable older engines, e.g., Continental O-200, but originally had a shorter time between overhaul (TBO). On introduction, the TBO was only 600 hours, which was double that of previous Rotax engines but far short of existing engines of comparable size and power.
By May 2017, one example had been registered in the United States with the FAA. [3]In a review of the design on AVweb, writer Paul Bertorelli indicated that the aircraft suffers from a low useful load of 438 lb (199 kg) due to the choice of the old-technology Continental O-200D engine, which is at least 50 lb (23 kg) heavier than other newer engines.
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