Another point from a US flying school prospective is the o-360 is about a bullet proof engine as you can get. This combined with their different age/TBO requirements has resulted in (at least one school) buying them and after 2000 hours replacing the cylinder heads and then running the engine to 4000 hours before replacing it. Such savings in running costs my make it commercially viable to upgrade to these newer models.
However from a UK prospective this is simply not the case.
Depends on the aircraft, temperature and weight. At 2200 RPM, I would say roughly 97 knots (plus or minus 3).
Also, some tachs are way off…
Question for 172N pilots: what ASI do you have at 2000ft at 2200rpm?
The Superhawk is a very nice conversion. It’s what Cessna should have done.
FYI our C172 is a N fitted with an 180HP O360 and burning mogas (Penn Yan Superhawk conversion).
Before the conversion it weighed 1450/2300lb empty/full, which gave it 600lb load with full fuel of 240lb.
After the conversion it weighs 1620/2550lb empty/full with 690lb of load. It can carry nearly 4 80kg people or a little less heavy ones with their luggages.
It will do at max weight 103-105 TAS @ FL95 with 26-29lph depending on the leaning accuracy and is feels more stable than less powered versions. The larger engine makes it safer, too.
Today I started a new “9 to 5” (read: 8 to 7) job and I won’t be able to post any longer during the day… :-(
Congratulations! About the job not the lack of posting.
True. But even those have gained quite a bit of weight now. Mostly due to the addition of glass panels and the Diesel engine (which is the version they now seem to sell most).
Well, the DR400 is there to show it is not impossible.
Also they keep getting bigger without changing their name
Yes, indeed, I merely compared the fact everything is getting heavier, so why not aircraft… :)
It is quite possible to build spartan 4-seaters that weigh next to nothing and carry just as much, but I think they may be difficult to certify in today’s world, and I’m not so sure anyone would buy them. Thinking of the Dynaero MCR4S and the Alpi Pioneer 400 to name but two.
Flightdesign claim that their new 4-seater, the C4, will weigh 600kg and carry as much (!) that’s 1320 lbs… Well, I want to see that!
A G1000 is a whole collection of boxes, some of which are in the panel, others are not. It’s massive gear.
The 180hp C172SP perform worse than my old 150hp C172M. Observed many times. They need more runway, climb slower but go a bit faster at altitude.
