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Thread: Bendix Injection O-470

  1. #41

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    Dale
    Can you please email these documents?
    I PM my email to you.
    Thanks,
    Pat

  2. #42

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    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!

  3. #43
    skywagon8a's Avatar
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    Quote Originally Posted by 1975C182P View Post
    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!
    Why don't you just use the Continental fuel injection system? It is more consistently easier to operate during hot starts.
    N1PA

  4. #44

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    Who sell just the STC for Continental FI? Header tank is another issue to deal with and more time with installation.

    Electronic Ignition should ease the hot start issue?

  5. #45
    skywagon8a's Avatar
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    The 0-520 that you are planning to use was originally an IO-520 which already had the FI system installed. The only difference would be the installation in your 182. The header tank would not necessarily be required. The vapor return fuel line could easily just be "T"'d into the front feed line from one of the wing fuel tanks.
    N1PA

  6. #46

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    Skywagon8a, Do you do this or know of any one who can do this in our area?

  7. #47

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    If you're going to convert to a Continental system? You'll need an STC. Lots of work. 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. Whether your 0-520 began as an IO-520 is unlikely. Not impossible but most Pponks began as 0-470s. No matter, the rreal work to convert to Continental injection is in the airframe, not the engine. There was an active Bendix thread about a year ago. Do a search and you'll find it.

    What's the end game? Does your plane make ice?
    Likes mike mcs repair liked this post

  8. #48

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    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.

  9. #49

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    Quote Originally Posted by 1975C182P View Post
    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!
    For anyone wanting to do this mod on a PPonk engine, it might be worth talking to someone that has already done it. From what I understand, the RSA5 fuel servo that is part of the F.I. STC is:
    a) only rated up to 250HP and may not provide enough fuel flow for a PPonk, and;
    b) has a smaller bore than the MA4-5 carb it replaces which may not provide enough air flow.

    It sounds like a good fit for a stock 470, but might be a bit 'stretched' on a PPonk'd engine. Anyone have actual experience with this on a PPonk ??

    Chris

  10. #50
    skywagon8a's Avatar
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    Quote Originally Posted by 1975C182P View Post
    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.
    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.
    http://www.airmart.com/sites/default...20_%20C182.pdf
    N1PA

  11. #51

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    Quote Originally Posted by 1975C182P View Post
    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.
    I get it. I struggled with temps from the day I installed a monitor. A friend helped me tune up my fuel flow in the carb and now my 0-520 (Pponk) has FI-like CHTs. For my engine the riddle of CHTs was resolved by increasing the available fuel flow and using the red knob as required. My own induction has never been an ice maker. Your 0-520 has 8.5-1 compression so the FI will be a good fit. With an STC you could dial up your max RPM to 2850 and enjoy 300hp for 5 minutes (legally).

    I have friends who've had the Bendix mod on 0-520s and they've liked it. My old buddy Crash had it on his 0-520 and it worked great. It was on his plane before he bought it but there's no question that was a good performing 180.
    Last edited by stewartb; 03-07-2019 at 11:59 AM.

  12. #52
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    Quote Originally Posted by stewartb View Post
    …..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...…
    Considering how much hassle people seem to have these days with getting a field approval
    for something simple like 26" GY's on a C180,
    which would really seem to be a no-brainer since it's been done SO many times before....
    I don't even want to think about trying to get one for something like aftermarket fuel injection.
    Cessna Skywagon-- accept no substitute!

  13. #53

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    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.

  14. #54
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    Quote Originally Posted by 1975C182P View Post
    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.
    Next step would be to contact dgapilot on this site. Send him a PM. http://www.supercub.org/forum/privat...=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.

    I suspect that the header tank requirement is related to fuel flow with low fuel in the mains and full power on the engine. If so, it may be possible to avoid the header by placarding a maximum except take off (METO) power setting. The limitation could also require a minimum amount of fuel in the tanks. There are ways to do this if you sit down and think with someone who knows the ropes. There are ways to game the system for a desired result. I don't believe that you would find any of my suggestions to be too restrictive in order to achieve your desired results.
    N1PA
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  15. #55

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    skywagon8a , thank you for connecting me to dgapilot ! We are communicating. Texas Skyways is also communicating and cooperating.
    Thanks skywagon8a thanked for this post
    Likes skywagon8a liked this post

  16. #56

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    What engine driven pump are you guys using with for the fuel injection system and what outlet pressures?

  17. #57

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    No idea what brand my mechanical pump is but when I asked Airflow Performance recently what my normal operating range should be for fuel pressure so I could enter it into my G3X I was told 20-50 psi.

  18. #58
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    Quote Originally Posted by 180_jeff View Post
    What engine driven pump are you guys using with for the fuel injection system and what outlet pressures?
    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.gov
    N1PA

  19. #59

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    Quote Originally Posted by skywagon8a View Post
    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.
    Thanks mike mcs repair thanked for this post

  20. #60
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by 180_jeff View Post
    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.
    It was an OLD ABANDONED STC. Had to do it by field approval using that as data. That was 2 decades ago. Or so was the one I did.


    Sent from my iPhone using SuperCub.Org mobile app

  21. #61
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    Quote Originally Posted by 180_jeff View Post
    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.
    That may be true but you can still get the information you are looking for by looking at the TCs for the engine which you have cobbled together. Most Lycoming fuel injected engines (but not all) use a diaphragm pump. That depends on the machining of the case. Continentals use gear pumps. Find out what model of Bendix (Precision) fuel servo you are using and set the pump pressure to what is called for that servo. That can be found by looking at the TC for the engine or airplane which uses the same servo or go to: http://www.precisionairmotive.com/servpubs.htm This is not rocket science. What ever you come up with still must be an approved modification.
    N1PA

  22. #62

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    Quote Originally Posted by mike mcs repair View Post
    It was an OLD ABANDONED STC. Had to do it by field approval using that as data. That was 2 decades ago. Or so was the one I did.
    Right, and the STC called for the obsolete Thompson pump. I was wondering what guys were using in place. The Dyen 337s call for the Romec pump. However, there are different versions of that pump (letter suffixes). IE, RG15980x. The parts substitutions will be the topic of the field approval.

  23. #63

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    Call Don or Kyle at Airflow Performance.

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