Who is the member here who I here rumors who has the rag wing with the Cont. 0-360 on this web site. I was curiouse who it is & how it was done (STC / 337 Approval)?


Yes I know I can "write" for an STC per the FAA web site.

I am doing that for the Lyc 0-320 STC.

I just wanted to bend the rag wing owners ear.

Thanks Bill Ward

Seems like the O-320 conversion would be a a lot of effort and money for not that much more power. A cont IO-360 would be a nice way to go though if you can get it approved.

You don't usually see the rag 170 with a bigger engine. Harry Dellicker of DelAir told me it's because the size & routing of the ragwing's fuel lines make approval a hassle without an extensive rework. That said, I have seen a ragwing with a Lycoming 360, & remember reading an article in "The 170 Book" by a guy who converted one years ago to the IO-360 Continental.

cant help with the ragwing issue, but I have the cont io-360 (XP Mods STC) in a '54B if you have questions about the install.

Big difference is the fuel system. The STC had a number of mods to the B model fuel system including vents, return lines, an additional fuel shutoff valve and a header tank.
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Not sure about effect W&B in the ragwing. XPMods never got approval for the ragwing.

Thanks Gents,

I am just trying to look for available options.

I believe there is an STC for the 0-320. It is SA135CE & was reissued on 7-14-2011.

I will most likely end up with a newly overhauled old 0-300A. I just like the idea of an engine that is still supported a little better & has more than 5 available cranks left for it. (these are are hard to find & still be good) & yes the fuel lines on the '48 run like the C-120/140s do.


Thanks for the interest.

Byebill

cessnaford wrote:.......I will most likely end up with a newly overhauled old 0-300A. I just like the idea of an engine that is still supported a little better & has more than 5 available cranks left for it. (these are are hard to find & still be good)...

If your crank is good, or if you're buying a replacement 300A, I wouldn't worry about it. Time to worry if when your crank is redtagged.
I believe you can put in an O300D crank, unfortunately it's a 6 bolt flange so you'd need to replace the prop too. I've heard that an IO-360 crank also works.
If going to the trouble to install a Lycoming in a C170, I'd step up to a 360. 180 horses is just about right -- enough snort to get the job done, yet still reasonable on weight & fuel burn. I flew a rag 170 for about 10 years & always wished it had a bit more power.

I had some work completed at a shop in Burns, OR in 2007. At the time they were installing a Continental IO-360 on a Ragwing 170. I want to say that it was the XP mods STC, which was still available at the time. My opinion was that this FWF would have been very well suited to a B-model with a sportsman kit installed.

Well I hear all that everyone is saying (and agree).

The rag wing came cheap. I will build some hours in it, then pass it along in good shape with a stronger engine to the next proud owner, for cheap. (hopefully a younger guy who needs a tailwheel plane.)

Save some bucks, add it to the sale price, and get a better bird to be a proud owner of another one.


I learned after my first airplane, it will always be for sale someday.