I just put in a Penn Yann rebuilt and toyed with the 180. I did not do it because someone once told me"would you buy a mini van if you went on a long trip 2 times a year?" Aside from that there are times  I wish I did it. But be sure not to compare the difference between the two engines as the final cost for a new engine tends to inflate as you get in it. i.e. cowling, oil filter, carb box, muffler,lord mounts etc. Get a real idea of what an engine will cost complete out the door and then add the difference. Also, you lose the dgrees of flaps.

I am looking at a 66 172, w/ a 0-300.  What costs should I expect to putting a 180hp engine in.  The 0-300 is at TBO and I'm considering this conversion.  I have been unable to figure out the price of such a change.  I also want to do a constant speed prop as well.

Mike,
Did you get an answer?  I also have a cessna 172 with a Penn Yan 180hp engine, powerflow exhaust and Horton STL kit, but cannot get performance figures.  I want to do some further training, and my instructor isn't happy until I sort this out.  Any help greatly appreciated.

Ernie Connor Wrote:
-------------------------------------------------------
> Mike--my plane has the Robinson STOL system which
> droops the ailerons when the flaps are
> lowered---it also automatically adjust the
> elevator so that the transition from normal flight
> to flaps is smooth with no pitch up. The Robinson
> STOL was installed before the Air Plains 180 HP
> conversion and increased gross from 2400 to 2550.
> The Robinson manual list stall speeds for 2400
> gross as 39Kts - flaps up, 33kts -- 20 degrees,
> and 31kts -- 30 degrees. This is zero thrust and
> level flight.  I have flown the plane at altitude
> with about 1800 RPM, 30 degrees of flaps and much
> less the 30 kts. My normal approach from base to
> final is at 60 kts, and final at 55 kts. Short
> field approach down to 50 kts final. I could go
> lower but don't want to scare myself


Ernie,
I read your post and was curious if you have any POH update info for your 172N with Robertson STOL . I bought my plane in April it is a 1977 C172N with Avcon 180 and Roberston STOL. Problem is I have only the original POH and a Card from Avcon with the MP/RPM settings for various power/altitude settings. I had to figure stall speeds by trial and error and would appreciate if you can steer me toward any performance info sources for this configuration. I guess Avcon is out of business and Robertson got bought out by someone else over the years?
Scott Thomson
C-GXQT

Hi,

I am purchasing a 1977 172 with the Pen Yan conversion.  What are people finding for fuel burn with this conversion.  We are trying to plan our flight back to DXR from Valdosta, GA and would like some practical information since the owner has not collected great data on the subject.

Thanks
David

Thanks for the information.  I will look into the NTSB report.
David

Al,

I finally spoke with Pen Yan about their STC and was amazed to see that there was no requirement for upgraded data regarding W&B or performance.  The only thing in the supplemental manual was the fuel consumption chart.  They told me to extrapellate out from the current POH I have since all the functions are straight line.  Then they told me to get the POH for the 1984 172Q since the 172N with the 180 is really a Q.  I am still amazed that there was no requirement by the FAA to develop new W&B graphs and performance charts.

Thanks for sharing your knowledge.

David

I have a Cessna 172 with Penn Yan 180hp upgrade and Horton STOL.  I love it!   I get about 9.5 gallons/hour with "normal" RPMs.   That's not that different than the old trainers in need of a paint job, except I'm going 120 KIAS!   The climb rate is nice.

Regarding POH - yeah, that's frustrating.  I have some power/fuel curves, but it's not like having a modified POH.  I got both an extra 172M and a 172Q POH off ebay for a few bucks each.   Watch because the original 172M has stats for 2300 lbs (max condition), but the 180hp moves the max weight to 2550 lbs (like 172Q).  So if you compare table to table, some performance numbers look *worse* (but it's the increase in weight).   And note that the 172Q had a 54 gallon total fuel, while the older 172's (like mine) are 42 gallons max.

I still don't know the effects of the STOL kit - please let me know if someone finds anything.

-Tim

I love the 180 Horses.  My plane climbs very well.  If you pull the power back to the speeds listed in the original POH it will burn the same amount of fuel.  I have the AVCON conversion with the constant speed prop.  today with 21 inches of MP and 2200RPM she flew about 98 Knots.  I think some of the lack of speed is that I have no wheel pants, or strut cuffs or gap seals etc etc.  However I really would not want to go back to the original engine. 

I am also surprised that the FAA did not require AVCON to make at least a POH supplement. 

I am not so sure about real men flying tail draggers, I am a real man, served in the military.  Done lots of things but prefer a nose wheel.  My first flying lessons in 1978 were in a Cessna 120 with a tail wheel.  Nice plane but really the nose wheel is a better and more stable landing gear.  I like to see in front of the plan while taxiing, I like the more stable cross wind landing, I like the Cessna 172.  The 180 is a good plane and if you prefer it then good.  I like people with conviction.  I do not know if you are a man or not.  My first flight instructor was a woman and she preferred tail draggers but I think she would dis-agree that she is a man because she flies tail draggers.  Can't we just get along?

Dear All,

My club has a Cessna 172P which need a continuous airworthiness maintenance program, does anybody know where can I get the MPD (Maintenance Planning Document) for the aircraft?

Thanks a lot for your help and support.

Regards,

Indri

Give the below contact a shot.

Rich, Sierra Industries owns the Robinson STOL rights and they can be reached toll free at 888-835-9307 or "e" mail at ( This e-mail address is being protected from spambots. You need JavaScript enabled to view it )


Hope this helps.

Dan

What has been the best pick for propellor pitch with a 180 hp conversion for increased spead?

Does anyone have a good site to put a complete checklist together for a 1969 172I with the 180 hp upgrade. I want to put together a checklist with the preflight through landing, EP's and all the weight and balance stuff to include V speeds.