The International Cessna 170 Association

I am currently installing a Franklin 220 HP conversion in my 1952 170B and purchased a set of EDO 2440 floats with 170 rigging to replace my EDO 2000's. Am wondering if there is anyone out there who has experience with this combination, especially when it comes to installing the 2440's. Any input, copies of field approvals, stc's, ect... would be appreciated. Do I need to add the extra vertical fin below the rudder?

Brandon Leary
Bethel, Alaska

Wrights Air Service ( FAI) had a 170B, 180hp on 2440s' back in the 70s' He sold it around the late 70s' but you might contact them.

I suggest you contact George Courtney, NH representative, who has his on floats. (Listed in membership directory, in Louisiana, but is the NH rep during the summer.)

yes , to the best of my knowledge , you need the lower ventral fin when it is on 2440 floats . Can I ask where did you get the 220 hp Franklin from ? Andrew

I appreciate all the help so far, and as for the fin on the bottom does any one know the partnumber or where I can get one?

I purchased my 0 smoh engine from Bruce Kown at Classic Air in Georgia.


Thanks, Brandon Leary
Bethel, Alaska

I sold a set of 2440's w/ 170 rigging in Anch last year. Wonder if that's the set you've got.

There were at least 2 outfits that obtained one-time STC's for 2440's on 220hp 170's, but I was unable to locate either of them or their successors. Both required the ventral fin (Cessna pn. 0712764-2, I believe).

With the sale I gave the buyer copies of 4 or 5 337's for 170's on 2440's, all but one w/ the 220hp Franklin. So maybe you already have those?

I have 2 170B's that were both converted to 220 franklin by Seaplanes Inc in 1974 . They both have EDO 2440 modified "bird dog " floats . Does Bruce Known have the paperwork you need ? Andrew

Hi all,

I am a pilgrim on 170's, however I am looking at buying one.

Question I have is this, With the Franklin conversion, what kind of speed and short field performance can you expect. If you put floats on it, how much will that slow the 170 down.

thanks

I have 150 hours on the Franklin 220 conversion from Franklin Engines in Ft. Collins. I am very happy with the engine, our version of the conversion, and especially the short field performance. An example of the short field performance I have seen is this: Conditions: Salt Lake City area (~4300 MSL), 80 degrees fahrenheit, calm winds, asphalt runway, no gradient. Airplane: full fuel (38 gal), 2 guys up front (340 lbs), 50 lbs in baggage area, flaps 20, full power (~25" MP) static takeoff, neutral elevator input at beginning of takeoff roll with an aggressive pull when the airspeed comes alive. We are airborne in less than 400 feet without even horsing the airplane off the ground. You can do even better by starting flaps 0 (allows quicker initial acceleration) and pulling about flaps 30 as she gets light on her feet, and then nursing the flaps up as you gain speed. I have heard (I have not done this) that you can start out static with full power, push the tail up with forward stick, and then release the brakes for an even shorter roll. I'm not sporting enough to try this, and I don't fell like sucking a bunch of debris through the prop just to see!

I'm now living at sea level and the takeoff roll here on a standard day is down around 200 feet without trying. It really is a different airplane than with the O-300. I learned to respect it with the reduced power, and then love it with the extra ponies.

Good luck...

Matt

Thanks Punkin.

What kind of speed do you get in cruise, both max and 75% power?

At sea level I get ~120 ktas at 75% power and 132 ktas at full power. This drinks alot of fuel though (11-12 gph). I get <8gph at 10000' doing 123 ktas (21"/ 2300rpm)
Matt

Sorry I meant about 125 ktas at 75%; still pretty thirsty though: ~9.5 gph. I usually pull it back to 21"MP/2300rpm (I'm guessing 55-60% power - the charts are... well there really aren't any), drink <8gph and do 115-120 ktas depending on density altitude. The CS prop makes a big difference. The endurance is as good and the range is better than the old engine at these power settings and this is all because of the prop, and 10-15 kts extra airspeed.

Sorry for the bad info above - I was in a hurry and my fingers outran my brain.

Matt

The only doubts I have had with my Franklin Installation is with having enough fuel on board.

Can anybody tell me what my options are for exstending my fuel range with out having to carry alot of jerry jugs around. This could a problem especially on floats.

I know the increase in speed will compensate for some of it, but its along ways between gas stations here in Alaska.

Thanks, Brandon

thanks for the info punkin, i am wondering if you had the wings apart, if bigger tanks could be installed? Also, would you do anything different with your 170, if you could do it over?

Additional range:
1) reduce fuel burn-- in other words,pull the power back to a " best range" setting. You might already be doing this.
2) aux tanks-- wing-mounted Flints, or baggage-compartment Javelin or O&N.

Eric