The International Cessna 170 Association

Nothing changed much but I did have to lean on takeoff to get rated power out of the engine. I was able to takeoff at 7000 DA with full rich and get 2400-2500 RPM, that didn't seem quite right to me. I tried that at full rich with the power jet enlarged and was only able to get 2200 RPM's, that seem...

Results, I had hoped that enlarging the power jet .003 would have helped my number two cylinder cool a bit in the climb but to no avail. It seems that it did not make a difference at all on the temperature in the climb. It cools nicely in cruise but in clim it's still over 400CHT. I haven't given up...

I'm sure someone on this forum has check their intakes for leaks. Has anyone tried the soapy water methods? My understanding is that you tape off the carbuator air box to prevent leakage and then use a compression tester to compress a cylinder on the intake stroke there by pressurizing the intake ma...

I like the ECI Titan cylinders. (Steel) I put them on my airplane last October and they broke in beautifully. The compression check at annual on all cylinders were about perfect. I ended up using three compression gauges because I couldn't believe how good the compression was. I also like the exhaus...

George, I'm glad you chimed in and gave your opinion on this matter. I'm not sure why you would think that it would inflame anyone. I like to hear many opinions on subjects and then make the most informed decision with the information presented. I think we all relize that we are not doing any of thi...

I was on down wind and decided to slip with 30 deg of flaps to make a short approach and lo and behold the dreaded nose tuck started. It was unnoticeable to my passenger but I could feel it developing. My aircraft tends to run on the nose heavy side of things. It was an interesting lesson, in my air...

I have the JPI Classic scanner and the EI fuel flow indicator.

I like the fact that you are not afraid to experiment with your engine. I'm of the same thought proces as you. I have also tried some of your experiments and found similar results. The number two cylinder is the leanest and hottest in climb and that makes sense to me with the placement of that cylin...

Thanks for the response. My fuel flow at takeoff is below 11 GPH at a density alt. around 6000 ft. And a rpm of 2400. I talked to a tech at Marvel Schebler and he thought it should be around 13 GPH. My number two cylinder is running around 420-450 CHT in a climb. The other cylinders are at or below ...

I currently installed an EI fuel flow indicator and was wondering what other members fuel flow readings are at full rich on climb out? I think my carb may be a little lean. I have the mighty C-145 installed.

Does anyone know how to find out a manufacture date of a C145/O300 with a serial number? My engine was replaced in the 1960'S with a C145-2 serial number 8193-D-3-2. Thanks for the help.

She sings like a choir girl on Easter Sunday.

If you currently own a 1A175DM8042 I would leave it alone. I think the difference would be minimal between the 8042 VS 8043. If you are going to buy one new I would probably go with the 8043 but that is just my opinion. Again, I think the difference in performance would be minimal.

Bruce, As usual, I agree with you. (I hope that I'm not sounding like a Bruce groupie :lol: ). My take is that the limit is max continuos power that we all know is 2700RPM. The 8043 is certainly able to go over this in cruise flight so you have to keep you eyes and ears open but my static RPM on the...

It is a great legal "loop hole"! You too can get that loop hole for $3570.00 new, plus $200.00 for the STC.