[STEVE]

STEVE on September 9, 2021 at 2:02 pm #20935

I have done very little modding.
I have installed a new set of wheels and brakes that I got from Webco.
I installed a new interior that I bought from AirTex; didn’t come out too good because I didn’t know how.
New vinyl floor pad from SCS Interiors.
New 406 MHz ELT
New WAAS GPS from TRIG and new transponder (ADS-B Out) from TRIG
Removed old layout floating middle instrument panel and re configured it to present instruments in a more modern lay out.
Removed some old radios and installed some good used radios.
Bought a glareshield from A/C Spruce to replace the existing one.
Installed a Electro Air electronic ignition system–a big improvement over the old magnetor
Rebuilt the O-360 A1A engine
Sent the prop and governor for overhaul.
Sent the gear motor and transmission to Matt Kurke at Comanche Gear for overhaul
Inspected the LG system and cleaned up any slights; not a complete 1000 hour gear system AD compliance but made sure everything was in good shape and lubed.
Sent the engine mount to Loree Air for overhaul–7 tubes were replaced.
Installed a Concorde RG-35 AXC battery
Installed a Plane Power alternator and voltage regulator
Installed a Electronics International CGR 30 P and 30 C engine monitor system
Installed two AV-30s; on in place of the AI and one in place of the DG.
Removed the vacuum system and vaccum driven instruments
Installed a Micro Dynamics system of Vortex Generators (VG)

I consider all these to be mechanical upgrades–making sure all the systems were up to snuff. I don’t consider them to the modifications.

To me modifications are things like new wingtips, flap and aileron gap seals, Arapaho windshield and fairings, wing root fairings and other performance mods. These can be purchased from Knots2U.

There are plenty of “mods” that are supposed to help improve performance. I guess the only performance mod is the VGs. Some very savvy Comanche owners have scolded me saying that the Comanche wing is a very good high altitude wing and VGs actually slow the airplane down.
I have explored removing them but haven’t yet figured out how.

Let me know if you have any questions.

Steve

[Ted Veal]

Ted Veal on September 9, 2021 at 10:16 am #20934

Thanks for your answer to this question. I have the same prop that you have.
Have you published the details and improvements that you have done to your “180”?
I am interested to see what others have done for mods to the “180”.
Thanks again
Ted

[STEVE]

STEVE on September 7, 2021 at 10:23 am #20930

It depends on which Hartzell prop you have installed.
The HC-92ZK 8D, which was the original prop on my PA 24 180 (s/n 1707) had a restricted range listed in the Hartzell prop type certificate data sheet.
The blades were 8447A-4A Diameter not over 72 1/2 inches.
The placard needed for this prop, according to the Hartzell Type Certificate Data Sheet should read:

“Do not exceed 23 inches of manifold pressure below 2300 rpm”
For what it’s worth,
I replaced that propeller with a newer “Compact Hub” HC-C2YR-1BF (7666A-4 blades) The TCDS for this prop shows no rpm/manifold pressure restrictions.

So the answer is, it depends on which prop you have on your 180.

Let me know if this answers your question.

Steve

[Ted Veal]

Ted Veal on September 3, 2021 at 12:14 pm #20926

I have been checking the differences in power settings (rpm vs manifold pressure). I have seen some placards (do not operate between 1900 to 2250) and have not been able to find any documentation supporting the placards. Can anybody shed some light on this? I may be remembering the placards for a different aircraft. Thanks for any comments and insight