I was thinking about doing the 180hp conversion in my Sedan but then I go fly it. My little O-300-D is so smooth I can't bear the thought of loosing that.

I've not flown or ridden in a Sedan but they seem to do well stock. No doubt more power would help heavy or on floats. One local A&P pilot that did the O-360 and C/S spent many hours with the cowl off trying to get the oil and CHT temps lower (he said). Not sure why but the new owner hasn't mentioned the problem but does have a lower cowl flap addition.

Gary

I've flown a Sedan on floats with O-360, and what a fantastic airplane. It's hard to believe what that airframe will do without flaps.

As to smoothness, a composite propeller and a good balance will make even the O-360 pretty smooth.

MTV

My one hour flight review with an MT prop doesn't qualify me for much. I did notice it spun up quickly with power and spun down when power was reduced. I don't know the prop model that was installed but it had three blades. The pull on takeoff wasn't remarkable but was adequate.

I 'think' it provided less drag on descent with reduced power than the Hartzell 82" C/S and fixed pitch 1A200 installed on my PA-12-180. The instructor commanded a power off turning slip to a landing and we made it with lots of room to spare. With other props I've run it would have been close but ok.

Gary

Just last fall I finished the O-360 conversion on my 175 (same as your 172). The difference between my GO-300 and 0-360 isn’t as big of a jump as your O-300 to O-360 would be. I’ve owned and/or flown 172/175’s with just about every engine combination.

I settled on the O-360 conversion purely for bang for the buck. It’s a great engine with great parts availability and simplicity. My end cost for the conversion came to almolst exactly $20k, that was after I sold my run out GO-300 for $3k. I used the Bush STC, Bob Williams is still selling the paperwork and can be reached at [email protected]. For my $20k spent I now have a freshly overhauled O-360 and installed a CGR-30P engine monitor. I spent nearly 2 years scouring salvage yards and classifieds to find great deals on parts, and did all the labor myself ncluding the overhaul. The figures others are mentioning in the $40-50K range are not unrealistic if you went with the Del-Air or Stoots STC, and paid a shop to do the labor. There is nothing wrong with the other STC options, in fact after going down the Bush/Avcon road it sure would have been a whole lot easier just writing out that check and getting the kit coming, but I was really trying to get it done as economically as practical.

Newbizor,

How much of a performance improvement would you say you got with the O-360? Is the Bush/Avcon conversion a good one? Is it only STC paperwork and you then have to scrounge for parts or can you get a kit from them?

Thanks!

As a very pleased owner of a P172D (successor to the 175) with an Avcon Lycoming O-360 conversion, and after flying umpty ump 172s of all years from late 50s through some of the last ones made before the line was stopped in the 90s, I can give you a few hints on performance. I've had mine for about 15 years and 900+ hours. Yup, climbs a lot better. Yup, cruises slightly faster (I flight plan for 115 knots). Yup, increases service ceiling by about 1000'. Yup, it's not as smooth as an O-300 Continental. Yup, it burns more gas (I average 9.8 gph).

Now let's compare it to a 182. Nope, it doesn't climb as well. Nope, it's not as fast. Nope, it doesn't have the service ceiling. Yup, it's more economical to fly (9.8 vs 13 gph) and maintain (4 cylinders vs. 6, longer TBO). And certainly, nope, it can't haul the same load.

Part of what I like about my P172D is that it's fun to fly. Heavier airplanes are OK, but not as much fun. Is that an issue? For me, yes. Mine already had the 52 gallon tanks common to 175s and P172Ds, and that extra fuel burn is an issue for stock 172 tanks--36 gallons?

I'd suggest, as others have, that economically, it's a whole lot better to find one that has already been converted. Otherwise, it's an expensive conversion no matter which one you choose, and it's a time consuming one as well. It's a bit like avionics--find an airplane already equipped the way you want it, instead of equipping it that way after you've bought it.

Cary

My bird came with a Horton STOL and micro VGS.

I love the way it handles. It just seems very stable on approach. It doesn't really seem to stall, but you still sink fairly quick.

That said, everyone seems to prefer the Sportsman, and if I had the choice I would go with it.

Didn't Motoadve have the Horton on his 182 first, and then switched to the Sportsman? If I remember correctly he said the Sportsman did better. But then, what really does he know about STOL operations?

I think Stoots has a 205 hp conversion in the works. Its the Titan IO-370. I don't know if he has the STC yet.

PA1195, I have a 172i with 180avcon on edo2000. Just found a deal on PK2300… did you mention someone went from PK2300 to edo2130?

I understand the 2130 is a longer 2000 and drags further on takeoff…

Was really hoping to increase payload going to PK’s

Gary, I have a 172i with 180avcon on edo2000. Just found a deal on PK2300… did you mention someone went from PK2300 to edo2130?

I understand the 2130 is a elongated edo2000 and drags further on takeoff…

Was really hoping to increase payload going to PK’s