That's the ticket. Fine airplane as long as it's run by the book, which is rather different than what most people learned with direct drive engines. Only problem buying one is knowing how it was run before you got it. Ask the owner how to run it, and if that doesn't match the book, walk away. BTW there's an STC to replace the original engine with a 180HP Lyc O-360, and that's a really easy engine to run and one which is well-known for reliability and durability.
No way 180HP will haul more than 230HP, but it will improve the airplane's performance a bit and provide a more familiar engine for your mechanic at the expense of a little less smooth operation.
not quite true, the 2 aircraft are different designs the Maule has a much shorter wing, and requires more speed to life off than the modified 175 wing with a stall cuff and VGs.
Not Tom, but one of my trainees had this mod on his 175, so...
Exactly. The prop then goes directly on the front of the crankshaft like any other similar installation of that engine, although there's a bit of a mod to the nose bowl to accommodate the change.
It's the engine, not the airframe, which sets the TBO. That model of O-360 is a 2000 hr TBO no matter if it's in a 175, 172, 180 Cherokee, or Grumman Tiger.
pretty much correct, albeit a rather old-style 172.
C-175 first came out for the 1958 model year. It got the swept tail in 1960 (175A), along with an optional equipment package called "Skylark". For 1962 (C-175C) cowl flaps and a constant-speed propeller were added (175s had fixed-pitch props before 1962).
Here's another 175. Not sure what engine is in it, but in addition to the tailwheel conversion it has a c/s prop, leading-edge cuff and VGs. This is the only one I've seen with the side window mod, that at first glance makes it hard to tell from a C-180. A close look at the tailfeathers gives it away as a 175.
As far as I know the differences are internal and structural only; outside and aerodynamically it's just like a 172 wing.
Here's one for sale that looks to be in excellent shape with a very nice panel. I'd love to find some partners to buy it with me
http://www.n6943e.com/
Here's the ad in TAP
http://www.trade-a-plane.com/listing?id=1415935
Nice one here. Close to TBO but very decent plane. How much can it cost to ovehaul a 300?
Anyone can shed some light on the wing differences between the 175 vs 172?
A few thousand more than an O-360 thanks to the extra couple of cylinders plus the cost of overhauling the gearbox.
Same airfoil, maybe some minor internal structural differences.
You'll need a mogas STC for that, but anything you can do to reduce the lead content of the fuel going into an engine originally designed for 80/87 avgas is good.
Tom has some very strong personal opinions about putting oils containing LW-16072 in engines in which it isn't required by AD. His opinions are not shared by the FAA or any engine manufacturer or engine overhaul shop I know.
That's Tom's price. Go to a regular engine overhaul shop and the price will be significantly more.
Charley overhauled 4, 0-360 cylinders for me a year or so ago, and they were with in a few bucks of the cost of 6 new 0-300 cylinders. no one overhauls 0-300 cylinders any more.
yes, because you are paying a set price that affords the shop owner to give a price up front. they must spread the cost of all engines on that price even if you don't need every thing.
