The International Cessna 170 Association

We operate out of a rough field. Our 600x6's are starting to show their age. Does anyone have good/bad comments about replacing with 800x6 tires?

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Sounds to me that we're talking about a substantial amount of money here. What is an estimated price for this complete switchover?

My dad and I had been running 8.00s forever on our 185s. They are a great compromise for the flying we do, lots of pavement, grass, and the occasional wheat field. If I was operating more often on rough stuff, I'd look at bigger tires like Greg suggested, but for us this is a good compromise. The occasional landing on a tilled field across the furrows is rougher than hell, but doable. The clumpy buffalo grass that grows all over eastern CO grazing land is kinda rough too, but again, manageable.

800x6 tires won't fit in wheel pants. This is bad if you like wheel pants.

Otherwise you may see slightly less braking power with the larger diameter tire but I never thought it a problem if there actually is and difference with single puck Clevelands. Depending on the brake caliper setup and the particular tire there has been occasion of rubbing. I didn't have this trouble. There are threads here at the forum about this and spacers to make clearance.

You will likely see a mph or two and maybe as much as 5 mph slower flight because of the larger tire and the drag.

You might consider 700x6 tires which is a compromise. They are nearly as tall in diameter but a bit narrower so there is less drag. I'm running 700x6 operating out of a 1800 ft grass strip here in PA. Don't feel the need for 800x6 even though I like big tires.

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bigrenna wrote:

Lopez wrote:They are a great compromise for the flying we do, lots of pavement, grass, and the occasional wheat field.

Tell the real truth Tony... You just dont like spending the crazy dough on the good stuff. You and I both know what you would put on the 185 if you could have anything you wanted. The key word in your post was "compromise"

That works both ways - maybe you would like to put a 185 on your 8.5x10s. In aviation almost everything is a compromise.

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What about 850x6s?
Has anyone seen this letter from the FAA?
http://fadodge.com/images/pdf_files/FAA ... rcraft.pdf

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akclimber wrote:What about 850x6s?
Has anyone seen this letter from the FAA?
http://fadodge.com/images/pdf_files/FAA ... rcraft.pdf

I will drop by Atlee Dodge this afternoon to see if I can talk Steve out of a copy of the 1961 letter. If so, I will post it here.

I went by Atlee Dodge at lunch and spoke to Steve Kracke about the use of 8:50X6s. Steve indicated that the letter to him from the Anchorage FAA ACO is now the definitive document on the use of 8:50s as far as the FAA goes and it reconfirms and incorporates by reference the prior agreement between the FAA and Steve Peck in 1961. No field approval is required, just a logbook entry making reference to the new letter dtd 3/26/2013 reaffirming the earlier approval. I don't know but I assume that a new W&B may be appropriate.

The link to the letter is found here: http://www.fadodge.com/index.php?option ... &Itemid=60

Anyone is free to make use of this new letter.

Steve has a copy of the 1961 letter but its in very bad condition and not reproducible. The FAA has a copy of the original but this new letter was drafted specifically to eliminate the need to submit a copy of the earlier letter.

Note that the letter only addresses tire, not brakes, and is refers specifically to the "original main gear wheels of the Cessna 170."

If you want to use the double puck Cleveland brakes, which neither Steve nor I feel are really necessary on a 170, he can sell you the STC for that.

Steve has done our community a great service with this and I encourage all pilots to patronize his shop.

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pdb wrote:"original main gear wheels of the Cessna 170."

Meaning Goodyear, not Cleveland?