The International Cessna^® 170 Association

What engine is most people using for the HP upgrade?

I'll guess the 0360-A1A but what is used is dependent on the STC's available now. What people want to use....(your cue BL)..is likely decided by the size of their wallets.

It is fairly easy to deviate from the STC and use a different model. I actually recently did that. Instead of the A1A we put in an A1F6 for the benefit of the counterweighted crankshaft. You just note it on the 337 and make sure you talk to an inspector in your area. They seem to have different regional rules for some reason even though it is the FAA. If you are not ever going to put a constant speed propeller on it you can even get a solid crank and I have seen a few with those.

Why don't one or two of you young guys get eager and develop an STC for the Continental IO-360. That's the REAL engine for the C-170.

Aryana wrote:Yes, please...I 2nd that. Wait a minute, I'm one of the young guys. Sorry I don't have the expertise to pull it off

It doesnt take any expertise...just money

I knew blue leader wouldn't let me down (io-360) I'm getting one overhauled now. The engine shop loves these engines as they consider them to be bulletproof... Here's hoping!

It is not impossible to put a TCM IO-360 on your 170 via an STC.
It's just a very complicated process to get the parts approved. Not impossible, just complicated.

The engine mount is the issue and would run you around $5k or so to have built IF you had an FAA office willing to work with you.
It is possible to buy the STC paperwork but the paperwork is all you can currently buy.
I don't think a TCM 360 would cost any more or less than a Lyco 360 when it's all said and done. But the TCM 360 STC will be much more complicated today.

I keep going back and forth on what I want to do.
TCM IO-360 upgrade or a Pitts S1C as a second plane...I've been told, I can't have both.

I found this on a search of the FAA STC's.
http://www.airweb.faa.gov/Regulatory_an ... .20#135.20

I think It is for the 170B "ONLY"
SA2912NM Installation of a Continental IO-360-C engine, McCauley 1B235/DFC7846 propeller, Maule fuel Issued 198503200 3/20/1985
STC=
http://www.airweb.faa.gov/Regulatory_an ... enDocument

I think that covers the engine mount problem on a 170B.
I like the HP and the CS prop of the IO-360-C or D
I've been looking for an STC for the TCM IO-360 in my 1961 172B.
The mount would be a real problem for it because it has a stepped firewall.
Isn't the 170B a straight firewall?
I think the only 1 series plane that has the stepped firewall like my '61 172B is certain year mod 175's.
Anybody got any comments or more info?

That STC is still active but the owner doesn't have the PMA to make and sell the motor mount. Thus the complication.

For the stepped firewall 172s, the T-41 is a direct bolt on mount, engine and everything else (from what I've been told). Approval will be your issue there.

It might be cheaper to just buy a T-41 tho.. There was one on Barnstormers taken apart for $25k or so.

Why not this from Stoots in Fairbanks:
http://www.stootsaviation.com/Cessna_170___172.html

All of Stoots stuff apparently uses four cylinder Lycomings. Believe me when I say there is a difference.

blueldr wrote:All of Stoots stuff apparently uses four cylinder Lycomings. Believe me when I say there is a difference.

How much weight do you want to put on the nose?
I figure the lighter weight of 4 cylinders would be worth a lot.

the only drawback to the IO-360 engine conversion is the dearth of that engine. You can buy them new, but used ones seem to be far between. I had to look for a long time to find other than a left turning model. There always seemed to be an LTIO-360 for sale.

I have flown both kinds, and I would gladly trade the weight saving for the smoothness of the six. I really don't think there is a great difference in weight. If you've been flying a C-170 with a six for a long time, switching to a four will give you a definite feeling that something is wrong.

I had to take a "FUZZ" ride one time after busting up one of my C-170s, and I borrowed a friends C-170 with a 180 Lycoming. It made me kind of nervous what with the different vibration frequency.

The "FUZZ Rider" got nervous because I just left the CS prop at 2400 all the time. I told him that I normally just had a FP prop and didn't understand CS props.

This FUZZ Rider was, hopefully, not the sharpest arrow in the FAA's quiver. When we got out to the airplane he started to get into a C-172 parked next to the borrowed C-170. When I brought it to his attention he was puzzled since he had not seen, after about a hours studying my log book, a tail wheel endorsement.
I asked him that starting in my log book back in 1942 had he seen PT-22, BT-13, AT-6, AT-7, AT-11, A-35, C-45, C-47, C-64, B-17, etc., etc.? He answered in the affirmaive and I politely brought to his attention that those were all tailwheel airplanes. "Oh, well. Then you were grandfathered in, weren't you."

This was the guy that worried about my leaving the RPM at only 2400 in an otherwize empty airplane with only two abord.