IO-360 conversion

NC74392

NC74392

New member
Just how hard IS it to get a one-time STC for a Lycoming IO-360 conversion?
I'm concerned about Franklin parts availability a little while down the road plus looking for a little more Oooomph :D
Wasn't this the engine Ozzie Levy used in his Cruisair?
Would a Comanche cowl fit? I saw a Comanche cowl used on a Cruisair that had a 260hp Franklin stuffed in it (N44FP). :shock:
 
much the same info, except would like just the plain old 0-360 with a constant speed compact hartzell. We have that conversion on our 170, and I just love it, we've gone through two 0-360's on it and both have gone 2000 with out a hitch. I'm interested in what cowling needs to be used, engine mounts, anything, I'm sure somebody out there can supply a little info for us. The only other option I've found for a little ooomph at my altitude is mt composite prop that is electric c/s, three blade, too expensive, and probably won't get a field approval.
 
There is a guy in Lake Dallas with a Lycoming engine on a Cruise air with some sort of different than original cowling. His name is Randy Smith. I think he is a club member. There is also another Cruiseair I see at the Bartelsville flyin with the original cowling with just a bump on one side or the other. It looked pretty good. I am staying with my Franklin, we still have plenty of parts an are having new parts PMA'd every month.
Greg
 
I have (and am keeping) my 6A4-150-B3, but I've heard the 165 on a Cruisair is a sweet combination. In fact, NC74392 was originally delivered with a 165 Franklin.
Anyone ot there running a 165 instead of the 150 with experience with both engines on the 14-13?

DD
 
I ran a 150 Franklin in my plane for about twenty hours to run it in for a guy in South Africa we sold the engine to. It was a strong 150 but anemic compared to my 165. The 150 did have enough power to fly the tail while holding the brakes on run up. But when you were doing manuvers or high banking turns the 150 would sag out very easily. My ground roll out is about three hundred feet less with the 165 also. I have a 180 Frankin but I think it is to much trouble to install on my Bellanca. The cruiseair won't go any faster but will climb much better with the 180hp.
Greg
 
Is it possible to modify the 150 with, say, different cam lobes, bigger pistons, etc. to get a little more out of it?
I've heard some people will run the 165 cylinders on the 150 case, but have yet to see this in person.

Dave
 
The only real differences between the 150 and 165 are the higher lift cam, bigger lifter bodies, bigger carb, and heavier case on the 165. The bore, stroke, and crank are the same. The 165 cranks were nitrided and had an extra hole to feed the old Sensenich Skyblade or High cruise Aeromatic.
 
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