Converting a 14-19 to a 14-19-2

leadsledfan

leadsledfan

New member
Question of curiosity:

How similar are the 14-19 and 14-19-2 airframes?
Would it be possible to convert a 14-19 to a 14-19-2?

It seems to me that plenty of 14-19 birds in good shape come up for sale for extraordinarily cheap prices because of the 0-435 engine. Would it be possible to replace the 0-435 with a continental 0-470? or would the juice just not be worth the squeeze?

Hypothetical of course...
-Adam
 
Ask the factory. The owner of Bellanca has a 14-19 and he is probably familiar with that change. I think the airframe is almost identical so it should not be too difficult even in this crazy time. I think a big key would be to use all 14-19-2 parts for the FWF and bury the feds in Bellanca part numbers to document it. I talked to one owner of a 14-19 that put the FWF from a -3 and got it approved, but he lost his Utility category and didnt gain the 100 lb gross weight increase of the 14-19-2. Of course the -3 change required big changes to the fuel system that the -2 FWF would not need. It would be nice to have an engine that you could get parts for. Good Luck, ______Grant.
 
Just a pipe dream mostly, you see the 0-435 birds pop up for 10k in decent shape, but I'm sure that like all things airplane you would end up spending 50k to build a 40k bird.
I worry that the 0-435 birds will start to get pushed to scrap as the motors wear out.
-Adam
 
For starts the lower cowl is different on the -2. The OPEC 470 is the early C-180. If you can find a Cessna manual you will see the Bellanca is identical firewall forward. My advice is if you want a Cruisemaster with the OPEC 470 buy a -2. Much cheaper and no paperwork field approvals. The other problem with the OPEC is the prop. They came with the AD loving Hartzell. You want the McCauley C66 it is bulletproof. Lynn the crate.
 
I think the lack of an affordable prop has killed as many 14-19s as the 0-435 parts problems. I have talked to several members and the certified replacement prop is close to $13,000 new, and hard to locate used. The 14-19 has the Aeromatic F220 in the TC, but Kent only had a couple of F220 hubs, so I dont think he ever made any up. I know he rebuilt a few. I always thought that the Franklin 220 would be the ideal engine for the 14-19. More power, lighter weight, less fuel burn, common prop, etc, and at least for a while, new engines were available. Maybe if Franklin is actually getting going again it could still be a possibility. Time (and lots of money) will tell.____Grant.
 
Interesting.
I think a 220 franklin powered cruisemaster would be killer!
I guess the 0-435 birds will probably slowly die off. Sad
-Adam
 
When I worked at the B-C Club we had lots of 337s on file and I know there was at least one conversion. However it was done in a far "kinder & gentler" time of FAA oversight. It required some beefing up to the lateral tubing at the firewall station and some other minor tube replacement/sleeving beefing and, as I recall, didn't allow for any increase in GW since there were no wing mods made in the upgrade and there were some(?) made in the production change from 14-19 to 14-19-2.
Andy Vano ,at Alexandria,would indeed be the best guy to know the particulars.
 
I have thought about this over the years, but I already have a 14-19-2.
The simplest solution might be to get a 235 HP O-540 narrow deck Lycoming from an Apache 235. The engine mount castings bolt onto the case, so the original conical mounts "Might" still fit, along with the exhaust system. No body asks about converting the O-435 to the visually and mechanically similar Narrow Deck O-540 with a Hartzell constant speed prop.
At my first glance, it seems the easiest conversion.
 
twheel, other than the first dozen or so 14-19s that were made by the Bellanca company before it was bought by Downer/Northern, I didnt know there were wing differences. The first 12 or 13 had landing gear that was hydraulic, but much more similar to Cruisair retract struts and they had some sort of mechanical gear lock, up in the wheel well. I saw one at the first West Coast flyin and thought someone had put 14-13 gear under a 14-19. Are there more differences in the later 14-19 vs the 14-19-2 ? After reading much debate over Jonathans gear collapse (years ago) I still think it was from wrong adjustment on the retract struts that caused metal fatigue and failure. Our 14-13s have a service bulletin about the gap between the flat plates where the two pieces of the retract strut join, but there is no bulletin for those orphaned early 14-19s. I dont even know if there are any more of those early 14-19s flying. Just my 2 cents worth. _____Grant.
 
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