Continental IO-360 Install

How to keep the Cessna 170 flying and airworthy.

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augie001
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Continental IO-360 Install

Post by augie001 »

I have the opportunity to buy an Con. IO-360 for my 170 project. Has anyone done this mod and is it worth it? Been playing with this project for several years and has been SLOW going. Don't want to waste more time when I have the 0-300 I can put back into it, if this is a waste of money. All help / info is appreciated.
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DaveF
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Re: Continental IO-360 Install

Post by DaveF »

Read this 18-page thread documenting Jim Musgrove's conversion. It's not a kit. It's not even a set of instructions. You buy the approval and then the fun starts. It's not a quick project.

You'll only know if it was worth it when you're done.
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170C
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Re: Continental IO-360 Install

Post by 170C »

Member Jim Yates of Edmond, OK did the conversion (C-IO-360) on his 170 quite a number of years ago and seems well satisfied with it. You might check the members directory for Jim's address, phone number and/or email address and seek his advise. Sure make a smooth running power plant.
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170C
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Re: Continental IO-360 Install

Post by 170C »

Almost forgot that 170 member John Barrett has a super sweet Cont IO-360 conversion on his 170. I am sure John would share his thoughts on the conversion with you. There are other 170 members with this same conversion, I just can't remember who they are off hand.
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bagarre
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Re: Continental IO-360 Install

Post by bagarre »

Buying the IO-360 will be the cheap part.
The prop will set you back $3k used or $10 new
Buying the STC will cost as much or more than the motor and it is NOT a complete kit by any stretch of the imagination. The instructions also leave much to the imagination.
The exhaust is all custom fab work and non-trivial.

In the end, you will have a hell of a performing 170 but don't try to calculate if it's worth it. Dollar for dollar, it's not.

Unless you're obsessed with the idea of a Conny 210 on the nose of your 170 (like me) - take a look at the lycoming STCs. DelAir's is 100% complete less motor and prop and has very good instructions and support.
It just wont be as smooth as a Conny 210.
Metal Master
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Re: Continental IO-360 Install

Post by Metal Master »

I finished my TCM IO-360 conversion in Dec 2013, I had found a 182 propeller from my friend and owner of AC propeller for only $4500 0 time since major overhaul. I found an 900 hour factory engine at a salvage yard for $5,500. I went through the engine my self. There were some surprise gotchas. Like the under-size main bearing set that cost $1500. The conversion from a 24 volt charging system and starter to 12 volt ended up not being such a difficult or costly adventure less than $200 dollars. I was fortunate that I lived right here in Washington State and not far from Tom Anderson's shop "The Landing Gear Works that owns the STC. Things are changing on what Tom has available for the STC and cost. I do not know the current availability of various components he may have for the STC. I only paid $1500 for the STC and everything else was built by me in my spare time it took me two years to complete. The costs I experiance are no longer valid.
I budgeted $30,000 dollars for the STC. I quit accounting when I crossed the $30,000 barrier. I did all of the work myself including purchasing new TIG welder and teaching myself to TIG (GTAW) weld in the process. I had two great instructors. Every part was custom built. I found many errors in the drawings provided with the STC. Tom updated the drawings on my notes and took pictures and had the STC documents changed for the STC with the FAA during the process. He gave me a new set of instructions part way through the installation that were greatly improved after the changes he made. I also did not have the problems others experience with the STC, My engine mount fit perfectly. I ended up moving the battery to aft of the baggage compartment with Del Airs STC. It was to difficult to access when still on the fire wall with the new engine mount.
I have had more than a few people ask me about doing the STC. I would recommend unless you can do all of it yourself don't do it. Unless you have unlimited funds and time.
Would I do it again absolutely. I work full time as an aircraft modification technical specialist for a major aircraft manufacturing company. This type of work is my bread and butter. I am an A&P, IA with 49 years of experience modifying and maintaining a large number and types of aircraft.
The airplane is an absolute stellar performer. I added GAMI injectors and at 3,000 ft running lean of peak I can attain 7. 8 gallons/ Hr fuel flow 65% power. It goes up with altitude. But I am cruising at better that 125 MPH so my range has actually improved with standard fuel tanks. I worked out multiple CG configurations and the empty weight CG is further forward than Stock. With my self and my real weight calculated and no baggage and no rear seat I am in the inside limit of the utility weight and balance graph. Adding baggage and people improves that so that when I am fully loaded with gear for camping I am right in the sweet spot of the CG.
Those who have flown the airplane are absolutely amazed at the performance. I had a senior flight test pilot and I together perform all of the break in flights and performance flights at various CG configurations so that we could feel comfortable with the aircraft in all flight regimes. I have a friend that has a 180 HP tail dragging 172 that has so many STC's we lost count years ago. My airplane is approaching that. If I had it all to do over again I would buy a 180. But now that it is done I own the airplane it does what I want it to do and I am comfortable flying it.
I almost never use the 2800 RPM take off allowed and generally take off at 2600 RPM and even with that it so outperforms the old airplane that it is not really comparable. At mountain airports 2800 RPM and full baggage take off is not a concern.
In the words of Steve Stills; I Love My Airplane It's Got Style!
Things that people make comment about concerning the STC:
Comment: The TCM IO 360 fits inside the 170 cowl without blisters.
True but it does not fit inside the cowl easy even if you turn the induction system around backwards as allowed for in the STC. I did not turn the induction system around as I did not like the concept. This led to modifications to the forward cowl. Most people will not notice it.
The baffling drawing in the original drawing would not work. Tom made changes to the drawing based on my input. I used the forward baffling modified from the Cessna Skymaster. It fit much better. Tom told me he had that added to the STC.
The Hawk XP exhaust will not work in a Cessna 170, 170 A or B. Easiest exhaust mod for me was to modify the original O-300 exhaust. It was a lot of work. If I included my labor for performing the STC it would have easily exceeded $150,000. Will the airplane ever sell for what I have invested in. Not likely. Will I care then no. I will probably be gone.
The airplane Cessna 170A now has early 180 gear. Garmin G5 attitude indicator. No vacuum system. Digital tachometer. And a happy camper for an owner.
Regards,
Jim
A&P, IA, New owner C170A N1208D, Have rebuilt some 50 aircraft. So many airplanes, So little time!
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c170b53
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Re: Continental IO-360 Install

Post by c170b53 »

There's a reality check, awesome Jim. I've seen this machine and it's awesome.
Jim McIntosh..
1953 C170B S/N 25656
02 K1200RS
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170C
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Re: Continental IO-360 Install

Post by 170C »

If you have photos of your project as it progressed, sure would be nice to see some of them.
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Metal Master
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Re: Continental IO-360 Install

Post by Metal Master »

170C wrote:If you have photos of your project as it progressed, sure would be nice to see some of them.
I(t) is already here check Dave F's link above second post in this thread.
Jim
A&P, IA, New owner C170A N1208D, Have rebuilt some 50 aircraft. So many airplanes, So little time!
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