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Bendix Fuel Injection PA18

7GCBC

Registered User
Palmer Ak
Has anybody ever heard of a STC for installing Bendix fuel injection on a Super Cub or of a Field Approval?
 
If you wanted to go that route, go with an IO-320. Don;t really see much advantage. my IO-320s on my PA-30 don't run ant better than the O-320-B series I had on my PA-22 and still just 160 HP.
 
If you wanted to go that route, go with an IO-320. Don;t really see much advantage. my IO-320s on my PA-30 don't run ant better than the O-320-B series I had on my PA-22 and still just 160 HP.
i would go that route but I’m looking for some sort of documentation to make it legal or a 337 to get a Field approval.
 
I have an injected IO-360. Gets identical gas mileage as the carbureted version. In 20 years it has only failed the hot start twice, but I still get a lump in my belly when ten blades go by and it barely catches.

I prefer the carbureted 320 b2b, and would trade even if I could get the field approval. Inverted flight would not be as much fun, but starting would be stress-free.
 
I have an injected IO-360. Gets identical gas mileage as the carbureted version. In 20 years it has only failed the hot start twice, but I still get a lump in my belly when ten blades go by and it barely catches.

I prefer the carbureted 320 b2b, and would trade even if I could get the field approval. Inverted flight would not be as much fun, but starting would be stress-free.
Was it done under a STC or Field Approval?
 
If you wanted to go that route, go with an IO-320. Don;t really see much advantage. my IO-320s on my PA-30 don't run ant better than the O-320-B series I had on my PA-22 and still just 160 HP.
As long as the accessory case will accept a fuel pump, there really isn't any difference between the O-320 and the IO-320 except for the carburetor/fuel injection differences. The cylinders will accept the injectors.

I found better fuel efficiency with the fuel injection and with proper procedures, hot starts are no issue.
 
As long as the accessory case will accept a fuel pump, there really isn't any difference between the O-320 and the IO-320 except for the carburetor/fuel injection differences.

I found better fuel efficiency with the fuel injection and with proper procedures, hot starts are no issue.
Yes but that’s not a minor alteration.. This particular Cub is certified and I’m just looking for some sort of approved Data.
 
I doubt there are any STCs. Likely have to go Field Approval but will need a fuel pump as a minimum. Not sure what else would be required. Likely need a dynafocal engine mount as well. Will also need either a fuel pressure gage of a pressure type fuel flow indicator.
 
I doubt there are any STCs. Likely have to go Field Approval but will need a fuel pump as a minimum. Not sure what else would be required. Likely need a dynafocal engine mount as well. Will also need either a fuel pressure gage of a pressure type fuel flow indicator.
Why the dynafocal mount? All I see is an engine driven and a electric fuel pump, the fuel pressure or flow gage, and the fuel injection system. Approval to alter the engine, since they are on different TCs and approval to have the altered engine installed in the airplane. Sounds fairly simple to me. He could change his current accessory case if the current one won't accept the fuel pump.

PS. My EAB Cub has fuel injection and I love it.
 
I suppose it depends on the model IO320 that gets installed. Just looked and the Dynafocal doesn't start until the D1A. For some reason I thought mine had Dynafocal mounts. Live and learn!
 
All of whatever engine types or changes would depend on what the paperwork requires which is what I’m trying to find. Just looking for some approved data on it or if anybody knows of a certified cub that has it or a N Number to look up that particular 337.
 
I think cubcrafters offers the top cub with an IO-360. Perhaps they hold an stc for pa-18s with fuel injection? Probably not for a 320 though… but worth asking. Another long shot would be HO aircraft, they have the stc for the IO-390 on a cub, maybe they would have some insight into other injection installations.

Friend was recently successful at getting a field approval for converting an o-520 to a bendix injection on a c-180 so it is possible to get a field approval.

I love my fuel injection (experimental io-375). Better fuel economy in cruise than my o-320 (worse overall tho) and better power at high density altitude. No carb ice and I would argue more reliable than a carb for a small weight penalty. For longer flights that weight penalty disappears due to the better fuel economy.
 
If you want info about how? Call Don or Kyle at Airflow Performance. Nobody knows Bendix injection better than them. As for approved data? There’s tons of it for Lycomings and for other Piper models. You or your mechanic just need to present it properly. Call a local FSDO person and chat about it.

Adds- mechanical fuel pump, electric fuel pump, fuel pressure gauge, fuel flow gauge, pump breaker, pump switch, annunciator lights, sniffel valve, alternate air, create a supplement for procedures…. What have I missed?
 
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If you want info about how? Call Don or Kyle at Airflow Performance. Nobody knows Bendix injection better than them. As for approved data? There’s tons of it for Lycomings and for other Piper models. You or your mechanic just need to present it properly. Call a local FSDO person and chat about it.

Adds- mechanical fuel pump, electric fuel pump, fuel pressure gauge, fuel flow gauge, pump breaker, pump switch, annunciator lights, sniffel valve, alternate air, create a supplement for procedures…. What have I missed?
Not sure about others, but I'm having major problems getting ACO assisted Field Approvals. Anything that requires a Flight Manual Supplement it seems the NY ACO is spring loaded to just say you need to go the STC route! I've got 3 with them now and have been fighting with them for a while of this. Relatively simple alterations yet since it needs a Flight Manual Supplement I need their OK and they don't want to do it!
 
I don't think you would ever get a Field Approval for such a modification today. The FAA refuses to give one even if it's a one-piece jigsaw puzzle. I did hear of one, here in Alaska. It was issued to a corrupt FAA Safety Inspector back in the day. Not sure if he went with an RSA system or an original Lycoming IO. If you want to do the detective work, I could give you his name, you could search for the aircraft and the 337's are public information. Send me a PM if you're interested. I still don't think you could get it approved today even with a copy of his 337. As dgapilot reports, that modification would require a flight manual supplement and would die at the ACO if it even got that far. My last attempt for a Field Approval with a Flight Manual Supplement change involved installing an STC specific for a PA18-150 in a PA18-135 that had been totally upgraded into a PA18-150. The only thing -135 in the aircraft was the data tag. The only thing that was needed was a copy of the original FMS, that came with the STC and make it specific to the -135. They refused to even return my phone calls.
 
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Decathlon. And I got two field approvals last year, so it is still marginally possible. I average eight months from initial submittal to approval.

They mostly work from home.
 
If I was going fuel injected I would probably install a wobble pump in place of a backup electric pump. Priming/hand propping a IO with a dead battery can be difficult at best.
 
Good luck with that. Maintaining 30psi while flying, let alone landing, wouldn’t be my choice.

Carrying a jump pack solves the dead battery fear. A low battery will usually have enough power to run the pump but may not spin the starter. For my FI Cub? I want no part of propping it with its high compression and a lightweight prop. I carry a jump pack.
 
I installed a standard Cessna primer (run to the induction system) as a backup to the electric pump to aid in starting in the event of a dead battery when I installed an RSA injection system on the Pponked 520 in the Cessna 180. It was a factory option for the Cessna 185. I also carry a little jumper battery pack as prop starting a 520 on floats can be a bit tricky. That mod took a little bit of a discussion with the ACO as it was noted on the FMS. Of course, that was "back in the good old days", which really wasn't that long ago.
 
I also installed a primer on my FI engine to make it possible to get home if my jumpack is also dead or my actual electric fuel pump dies. The chance of having to use it is so small that I think next time I would just skip that.
 
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