The International Cessna 170 Association

Howdy,
Just purchased my first 170B, 1954 vintage! I have owned 2 180's & had more fun flying her home than I ever had before! Previous owner was a very good friend & suggested joining up with TIC! So here we are! I hope I can get this stuff on, not very computer savy.

I have started my StootsAviation upgrade, engine is ready & Dave will finish shipping kit when he returns from Oshkosh. Is there any other Lyc IO upgrades in this group?

cworman, welcome to the group. Replys will be a little slow this week as a lot of our brothers and sisters are en-route or at to Gulf Shores for the annual Association fly in. I cannot contribute anything on a Lycoming conversion however there quite a few here with that conversion and they will respond.

That's OK I'm pretty slow myself! Thank you for the reminder.

Hi Cworman,

I don't know about the IO360, but there are a lot of us with the O-360. Other than being a bit shaky, I love it. Performance is good, doesn't burn much fuel, 2000 hour TBO, and every part is PMA'd twice so they are relatively cheap and easy to get. We were giving Young Eagle rides out of a little grass strip this morning and on a warm still Wisconsin day and I was drastically outperforming the stock 172's. I don't know how it compares to a C180, but it sure is a nice, economical little plane!

DEM

Kudos to you on the Young Eagles flights! I was about to go O360 but finally found the model of IO needed to fit the STC so went for weight difference. I'm thinking performance will be about the same. But if they fly they are all good.

Any other previous Cessna 180 owners out there, that are now fling 170's? Just curious as to your thoughts on the difference. The 180 is a amazing bird, but there was just something about the 170 that was different in flight, besides the economical difference, etc. I might just being getting to old & nostalgic! Thoughts will be taken wholeheartedly!

I find it disturbing people assume that because it has 4 pots it shakes . But a good balanced engine and prop can be smooth as silk. When I am putting a engine together I am very aware of balance issues within the engine . The piston and rods should be all be balanced plus the crankshaft should be balanced . It's got to be done on the correct equipment by trained people . It's all right to static balance a engine and a prop but they should be dynamically balanced as a combined unit also . This apples to all engines regardless of brand or number of cylinders.

cworman wrote:Any other previous Cessna 180 owners out there, that are now fling 170's? Just curious as to your thoughts on the difference. The 180 is a amazing bird, but there was just something about the 170 that was different in flight, besides the economical difference, etc. I might just being getting to old & nostalgic! Thoughts will be taken wholeheartedly!

Our current President, Richard Pulley, is a C180 driver. And C170 driver. And C195 driver. All at the same time.

Welcome! i'm behind a DelAir conversion and am enjoying this plane a lot! i'm interested in this discussion... subscribed.

cworman wrote:Any other previous Cessna 180 owners out there, that are now fling 170's? Just curious as to your thoughts on the difference. The 180 is a amazing bird, but there was just something about the 170 that was different in flight, besides the economical difference, etc. I might just being getting to old & nostalgic! Thoughts will be taken wholeheartedly!

It all depends on what you want to do with the airplane. The 180 is more heavy on the controls and can fly out of smaller holes with a heavier load at the expense of more fuel burn (12.5gph) and higher initial cost. The 170 has light feeling controls and will cruise all day on 7.5gph with the O-300 engine at the expense of less climb performance. Start upping the horsepower and costs go up quickly as well as performance. Useful load on a heavy 180 is about the same as a light 170 but the extra hp will give better performance. The differences between the 170 and 180 are the reason Cessna sold so many of both of them, they were designed for different roles.

I agree completely on the different roles between models. I'm looking forward to the IO upgrade in the 170, & if the test stats hold true I should be right in there on the economy portion of the story. Time will tell, & by the way my hats off to you flying all 3 planes at the same time, always like to hear about capable pilots. I have been fortunate enough to be behind the controls of a 195 that belongs to a friend, but I have never owned one.

As to the DELAIR converson, would love to hear more on that one. I assume that it is with the O360? How is your economy, performance, etc. Is the D conversion a clean one & what are the weight differences? So many ?'s I know. But I am curious enough to poke them out one button at a time.

Thanks for the responses!!!!

HAPPY FLYING !!!

I have a 0-320 B3B conversion. It burns 10 hour pretty much all the time. It's not a smooth as a 0-300, not even close. It climbs well with the constant speed, but has a forward C of G which is great for cargo. Cruise speed is. The same as an 0-300 but I can go a bit faster If I want to throw money away but really it's no speedster.
Love to hear how the Stoots numbers out

c170b53 wrote:I have a 0-320 B3B conversion. It burns 10 hour pretty much all the time. It's not a smooth as a 0-300, not even close. It climbs well with the constant speed, but has a forward C of G which is great for cargo. Cruise speed is. The same as an 0-300 but I can go a bit faster If I want to throw money away but really it's no speedster.
Love to hear how the Stoots numbers out

Daves tests show the IO360M1B w/cold air sump @ 2200# GW - T/O under 500' & less than 5 sec.
Climb Out @ GW 1200fpm +
Cruise Speed @ GW @ 6000' MSL 24" & 2400 RPM 150MPH +
Fuel Burn 8.5 gph
These #'s are w/80" Hartzel C/S. I can now put Hartzels composite Trail Blazer on which he says it is pulling alot stronger. I have found that the M1B is 30#'s lighter than the O360. It is going to be interesting & fun to get to my own testing, but if it is anywhere close to these stats, it pretty much raises the bar in my mind.

Just for conversation, last year at Valdez Dave w/his 175 & IO390 STC left the pavement in 78'. Yes you heard correctly 78'!

[quote="cworman ........................ Cruise Speed @ GW @ 6000' MSL 24" & 2400 RPM 150MPH ............................[/quote]

WOW!!!!!