Just wondering if any of you guys have any information on pponk converted 470s with injection. I have a 470 Dyen converted to the RSA, but the motor is getting old and I'd like to go with the pponk conversion on O/H. Even just a tail # I could pull the 337s for my IA. My plane is referenced above as being converted in 97.
It matters not what the "other" approvals say. What matters is what is said on your field approval. If it is vague you have a lot of leeway in how you do it.I am installing RSA fuel injection in my Cessna 180, which has an O-470-50 engine as we speak (type). I have an approved Field Approval, but the work has not been accomplished yet so it has not been filed. There has been several O-470-50s converted to RSA fuel injection and I have copies of the 337s. Unfortunately the 337's are somewhat vague and could lead to expensive "errors". I am not familiar with the Dyen conversion and would like to get more information. All the previous 337s I have use the old Bendix STC as reference. Unfortunately, the STC included a kit and many of the part numbers are kit specific making part identification difficult. The STC data also is contradictory in several places. Please contact me PM for more info.
It matters not what the "other" approvals say. What matters is what is said on your field approval. If it is vague you have a lot of leeway in how you do it.
You have copies of several approvals. How do you know that any of them is the right way? You now have the leeway to be certain that you do it the right way without being restricted to what may not be the right way. You may find that if you do something a little bit different that it is a better way. You are fortunate to not be restricted to one way. If you are not comfortable in accomplishing the mission yourself, then get someone with more knowledge and understanding of the system to help you.I agree. But leeway doesn't mean right way.
]I’m looking forward to a pirep!
Why don't you just use the Continental fuel injection system? It is more consistently easier to operate during hot starts.Hello,
Want to do this FI to my O-520 that is being ohd now and PPonk stc for 1975 182P. Any one out there who have done this recently or know of a shop that can do this for me ?
Thanks a lot!
Hello,
Want to do this FI to my O-520 that is being ohd now and PPonk stc for 1975 182P. Any one out there who have done this recently or know of a shop that can do this for me ?
Thanks a lot!
My first suggestion would have been to talk to Texas Skyways. They are good people to deal with. I am a happy customer. Since your engine was originally an IO-520, simply removing the STC modifications would return it to original without an additional STC. Next would be an STC to incorporate it in your 182. A quick google search brought up John Jewell Aircraft. I suggest that a phone call would answer your questions.My engine was manufactured in 2013 and sold as IO-520F which was converted to O-520 by Texas Skyways. I don't want to buy a new engine and STC from TexasSkyways or Air Plains to convert this to IO.
1 & 2) Eliminate Carb Ice, 3) Better CHT management 4) Fuel economy
My engine was manufactured in 2013 and sold as IO-520F which was converted to O-520 by Texas Skyways. I don't want to buy a new engine and STC from TexasSkyways or Air Plains to convert this to IO.
…..The reason most Pponk guys go with Bendix is to eliminate the added accumulator tank and fuel lines. Simpler all the way around. With that there's an old obscure STC but most guys go with field approval...…
Next step would be to contact dgapilot on this site. Send him a PM. http://www.supercub.org/forum/private.php?do=newpm&u=15970 He is a DAR and I believe that he is also in upstate NY. Talk to him about changing your engine back to it's original configuration. Changing it back would be a minor alteration per the Type certificate and parts manual. Then just add an aux fuel pump similar to a 185 and run the fuel return to the upper right doorpost area. That's where it was relocated to in my 185 as part of a different STC.John Jewell don't sell FI STC anymore. Too expensive and too many parts etc, she said. Air Plains does it, but my stock engine is IO-520 F/TS and theirs is IO-520D. Their also Continental FI with header tank etc and very expensive and too much work.
Many people have done Bendix FI to O-520 and O-470. Basically, with PPonk, you are converting O-470 to O-520.
Need more information. What type of airplane do you have? Lycoming or Continental engine? Which model engine, all of the numbers? Does your engine use a geared pump or a diaphragm pump? Engine accessory cases are machined differently for different accessories and purposes. Some or all of your questions could be answered on the engine type certificate data which can be found on www.faa.govWhat engine driven pump are you guys using with for the fuel injection system and what outlet pressures?
This thread is about 180s and 182s installing the Bendix fuel injection system. These airplanes came from Cessna with Continental O470 engines. So, the question was directed to owners who had performed this mod and was trying to determine what mechanical pump was being used. Thanks for the link to the feds, but being an STC mod, the information is not going to be on a TCDS.Need more information. What type of airplane do you have? Lycoming or Continental engine? Which model engine, all of the numbers? Does your engine use a geared pump or a diaphragm pump? Engine accessory cases are machined differently for different accessories and purposes. Some or all of your questions could be answered on the engine type certificate data which can be found on
This thread is about 180s and 182s installing the Bendix fuel injection system. These airplanes came from Cessna with Continental O470 engines. So, the question was directed to owners who had performed this mod and was trying to determine what mechanical pump was being used. Thanks for the link to the feds, but being an STC mod, the information is not going to be on a TCDS.