In a nutshell, you are looking at $20 to do the conversion.  You'd probably be better off purchasing a 170.

   Dave

Yeah, the STC is $5K but there are parts not in the kit and labor for A&P to do the work.

    Davw

I have the Bolen Conversion witch I believe is owned by Williams now.Ground handling is very good ,as well as landing ( I've pulled off a few good slammers!) wheel extensions are also available for the conversion .

Anyone have info on converting a 205-206. I'd sure like some info on
who to talk to and if it's been done.

Anyone got any idea of approx labour cost of doing tailwheel conversion on C152 aerobat and where it can be done on the West Coast prior to disassembling aircraft for shipment to New Zealand?

The main reason is just One word.   FUN

As a flight instructor, I have noticed the skill a good many pilots are deficient in is rudder skill.
When you learn how to fly a tail dragger, you will learn the importantance of  the rudder.
All pilots should take a couple of lessons in tail dragger.  You will help your piloting skills.

Good reasons to convert to tailwheel:

     1)  Reduced weight,
     2)  Reduced drag,
     3)  Better short/soft field capabilities,
     4)  5 - 6 knot increase in cruise with same fuel economy (C-150), and
     5)  Clay is right! 

Everyone should learn in a tailwheel - be proficient in tailwheel, before transitioning to anything without a tailwheel.  Same applies to most automobile drivers today . . .  A huge percentage have never mastered a cluch and manual transmission.

One final thought . . .  Just think about all those nice old airplanes that are really fun to fly!  Unfortunately, for most young pilots - most have tailwheels!

Additional reasons to convert:

Everyone knows which end the little wheel goes on in a real airplane

Much better on soft fields

Firewall is protected from nose strut related damage (nose strut sinking in a hole, getting slammed in a nose low landing, etc.)

It will make you a better pilot

Bruce Cook
USMC (ret)
Support Search and Rescue.....Get Lost!!!

Resently I felt the same way. If you want a tailwheel, buy one that has it. However, I just bought a "67" c-172 for a Ridiculously low price. I'm now considering a tailwheel conversion. I could have an IFR Plane with a center radio stack, engine driven vacuum system, adequate electrical system, modern flight instrumentation, and a TAIL WHEEL for less $ than a C-170(A)or(B) that's not as suitable (In my opinion) for IFR Flight. I have a lot of tail time, will do things a trike can't. Most important (for me) I can make the plane stop flying by using a "wheel landing" by simply putting the wings a little less angle of attack than needed for flight, not easy to do if you have a nose wheel in the way... As well, If found it easier to land with a hard xwind in a tail wheel a/c than a trike, tail wheel is easier to land on one main than a trike-the cg to landing gear location allows them to handle better. Plus, my home field is 2200' with trees that were 50' high 50 years ago, 85 degree xwinds arise on occasion. Any how, I can do the work so why not? Does anybody have contact info for bush Conversions, Aircraft Conversion Technologies, or Bolen (Williams) Conversions?
ty

I am looking for more information on a taildragger conversion as well. I have a 210HP C175 Skylark and love it- And I would like to have better rough field handling. No way I would trade it for a dinky 170B (small horsepower) and I cannot afford a $60K + 180 series airplane. That answers the fellows "Why convert" question, at least for me.

It is funny, lots of questions here but few answers that matter on the topic! :-)

The Bolen Conversion is now owned by Mr. Williams in Kansas. I am not sure, but I think it is what he know sells as the Bush Conversion. As far as I know, He also is the owner of Avcon so I wouldn't be suprised if that conversion is also the same one.

His Phone number that I have is available to anyone who emails a request to me, Cessna Owners Organization's rules appear to frown on personal information being disseminated here.

I have heard that there is a conversion for the 175 that is not yet STC'd to put 170 or 180 legs on with the pponk gearbox. I am looking for more info on that.

Cheers!

Kristopher Hoopes, C175 N6612E
www.cessna175.org

Kevin, if your still out there, wondering about the merits of converting your aircraft to a taildragger, it's simple; tailwheel conversions pay for themselves in added resale value.Check out the prices in Trade-a-Plane for a 150F; they run about 18K to 22K for the tricycle gear and about 26K to 28K for the conventional gear; that being said, you need to try one out for all those other reasons stated in the previous replys. Believe it, once you tried it you wont want to go back; it is more fun; it will teach you rudder control, and make you a better pilot.

Colin, your 1956 Bolen conversion (someone mentioned it's now Bush Conversions), did you do it or did you purchase the 172 already done?  If you did it, how long did it take (hours) approximately?  I gather you'd do it again, right?  I have a 1956 C172 also (mine has a 180 hp/cs McCauley prop) as well as a Buch Conversions STOL kit and Super Tips.  The tailwheel conversion is on my list of desires along with upgraded avionics.

John
407-302-3360

PS give me a call or email me as I'd like to chat for a few minutes with you.

john at modelsport dot com