alaskaflyer
Final Approach
- Joined
- Feb 18, 2006
- Messages
- 7,544
- Location
- Smith Valley, Nevada
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Alaskaflyer
Some of you might remember that my engine on 77C requires an unscheduled overhaul thanks to some metal ingestion. My 170B has the Franklin 165 horse engine with a fixed-pitch prop.
I've spent the past weeks investigating options, in-between traveling for work.
Turns out I have plenty of options, but each comes with advantages and disadvantages, and just as importantly, different price tags.
I can overhaul my current engine for about ten to fourteen thousand dollars if it doesn't need a new crank and most of the cylinders can be reused without their own overhaul. What I will get is the performance and aircraft I have now, with a "0" SMOH engine and brand new exhaust and airbox (which were just custom built - and paid for - just prior to the damage being found
)
Or I can upgrade to a different Franklin engine, the 180 horsepower model or the 220 horsepower model, each coming with a constant speed propeller. Neither is a "drop-in" replacement for my current engine unfortunately (I had hoped otherwise.) The 180 horse is not as well known as the 220, but according to a couple of Stinson experts I have spoken to there is actually better parts availability for that engine than the 220 right now, and PZL-Poland is just as likely to restart production on new parts for the 180 as the 220. Many of the parts are identical to the 220 anyway, including cylinders. What I will get is a large increase in performance (either 180 or 220 max horsepower and the ability to use that horsepower on takeoff and climb thanks to the new propeller), a slightly larger recurrent maintenance cost (for the constant speed propeller) and I estimate the value of the aircraft will only increase $5k-10K. What I will have to pay? Well, anywhere between $20k to just under $30k. I would not be able to use my new shiny exhaust systems or airbox; I could probably sell the airbox to a Stinson owner but not the exhausts (custom for the Cessna installation.)
Or I can go with a conversion to a Lycoming 180 horsepower engine. This is the most expensive option because it requires the most modifications. I have a choice between a fixed-pitch propeller option (lest costly to purchase, less costly to maintain, less performance) or a constant speed propeller (vice versa.) It will cost upwards of $30k for the conversion once the smoke clears. The value of the aircraft afterwards will be the most improved, adding about $9K-20K of value depending on the market.
Or I can cut my losses, sell the airplane either as-is or airframe only and part out the engine to try to recoup as much as possible. I would expect to lose at least $15k of the original purchase price, maybe much, much more.
So, help me out. Vote on the poll (or the poll on my blog.) I need to make a decision soon, winter is coming!
I've spent the past weeks investigating options, in-between traveling for work.
Turns out I have plenty of options, but each comes with advantages and disadvantages, and just as importantly, different price tags.
I can overhaul my current engine for about ten to fourteen thousand dollars if it doesn't need a new crank and most of the cylinders can be reused without their own overhaul. What I will get is the performance and aircraft I have now, with a "0" SMOH engine and brand new exhaust and airbox (which were just custom built - and paid for - just prior to the damage being found
)Or I can upgrade to a different Franklin engine, the 180 horsepower model or the 220 horsepower model, each coming with a constant speed propeller. Neither is a "drop-in" replacement for my current engine unfortunately (I had hoped otherwise.) The 180 horse is not as well known as the 220, but according to a couple of Stinson experts I have spoken to there is actually better parts availability for that engine than the 220 right now, and PZL-Poland is just as likely to restart production on new parts for the 180 as the 220. Many of the parts are identical to the 220 anyway, including cylinders. What I will get is a large increase in performance (either 180 or 220 max horsepower and the ability to use that horsepower on takeoff and climb thanks to the new propeller), a slightly larger recurrent maintenance cost (for the constant speed propeller) and I estimate the value of the aircraft will only increase $5k-10K. What I will have to pay? Well, anywhere between $20k to just under $30k. I would not be able to use my new shiny exhaust systems or airbox; I could probably sell the airbox to a Stinson owner but not the exhausts (custom for the Cessna installation.)
Or I can go with a conversion to a Lycoming 180 horsepower engine. This is the most expensive option because it requires the most modifications. I have a choice between a fixed-pitch propeller option (lest costly to purchase, less costly to maintain, less performance) or a constant speed propeller (vice versa.) It will cost upwards of $30k for the conversion once the smoke clears. The value of the aircraft afterwards will be the most improved, adding about $9K-20K of value depending on the market.
Or I can cut my losses, sell the airplane either as-is or airframe only and part out the engine to try to recoup as much as possible. I would expect to lose at least $15k of the original purchase price, maybe much, much more.
So, help me out. Vote on the poll (or the poll on my blog.) I need to make a decision soon, winter is coming!
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Now, where did I leave my checkbook?
I've always called the 108's Wagons since thats what the guys at the airport called them.
