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.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.
Was it done under a STC or 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.
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.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.
Yes but that’s not a minor alteration.. This particular Cub is certified and I’m just looking for some sort of approved Data.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.
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.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.
That’s what I’m afraid of unfortunatelyI think you are breaking new ground.
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!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?
Im probably thinking FX3 and the Xcub with the 393i.I work on several Top Cubs and have never seen one with an IO-360 nor that as an option. They do use the IO-363 engine in the experimental FX3 Carbon Cub.