soggyc wrote:I'm interested in learning more about this as well.

What info were you looking for?

Just curious does anyone have field approvals on higher comp pistons on the 470s? Curious if I could get that past the fsdo. I heard of a few guys running them with approval up here but haven't seen the details

Rob wrote:And let's not forget about carbuerated Continentals wonderful induction system

Rich, sent you a PM, as it turns out I was mistaken, the Bendix injected Pponk I am very familiar with was built by Steve, but the STC was a Bendix O-470 to IO-470 STC with a deviation for the O-470-50. This is a great performer!

Take care, Rob

Do you have any more information on that deviation? My plane has the bendix done under the old stc's but I was eyeing the PPonk 470-50 and would like to keep the system I already have. My bird is 116R that Fred Dyen converted. I'll see if I could post the modifications he did.

Have it apart for a 100hr and cleaning. Haven't gotten to the cleaning bit but here's some pictures.

Forget your fuel injection for a sec.
Paperwork wise—You are converting an O470-? To a o470-50 iaw pponk stc. Period. Done.
It’s installers responsibility to make sure compatible with other mods. It is. You are good. Modify it via the stc.

I’ve flown one in that configuration a bit. It’s a hell of a setup. You are in the perfect position to do it paperwork wise. The hard part is done!

Enjoy it

alaskan9974 wrote:

Rob wrote:And let's not forget about carbuerated Continentals wonderful induction system

Rich, sent you a PM, as it turns out I was mistaken, the Bendix injected Pponk I am very familiar with was built by Steve, but the STC was a Bendix O-470 to IO-470 STC with a deviation for the O-470-50. This is a great performer!

Take care, Rob

Do you have any more information on that deviation? My plane has the bendix done under the old stc's but I was eyeing the PPonk 470-50 and would like to keep the system I already have. My bird is 116R that Fred Dyen converted. I'll see if I could post the modifications he did.

I sent you a PM on the other site with the tail # for one of these that's probably not too far away from you

Rob wrote:

alaskan9974 wrote:

Rob wrote:And let's not forget about carbuerated Continentals wonderful induction system

Rich, sent you a PM, as it turns out I was mistaken, the Bendix injected Pponk I am very familiar with was built by Steve, but the STC was a Bendix O-470 to IO-470 STC with a deviation for the O-470-50. This is a great performer!

Take care, Rob

Do you have any more information on that deviation? My plane has the bendix done under the old stc's but I was eyeing the PPonk 470-50 and would like to keep the system I already have. My bird is 116R that Fred Dyen converted. I'll see if I could post the modifications he did.


I sent you a PM on the other site with the tail # for one of these that's probably not too far away from you

Got it. Ordered the records from the FAA.

For anyone else looking for info, I called Custom Aircraft Inc in Palmer, they have done bendix conversions on pponk'd motors, though it's been a few years.

Alaskan 9974, can you please describe your experience trying to run LOP? I'm curious whether the throttle body injection is any different than a carburetor when it comes to delivering a consistent mixture and charge volume to each cylinder.

A Continental injection system doesn't do either, and Gami compensates for the performance flaws by varying injector size according to charge volume.

No injection system can compensate for non-symmetrical induction runners, camshaft overlap, non-symmetrical exhaust runners, and the way they interact, but still I wonder if your Bendix injection helps.

Pinecone wrote:Alaskan 9974, can you please describe your experience trying to run LOP? I'm curious whether the throttle body injection is any different than a carburetor when it comes to delivering a consistent mixture and charge volume to each cylinder.

A Continental injection system doesn't do either, and Gami compensates for the performance flaws by varying injector size according to charge volume.

No injection system can compensate for non-symmetrical induction runners, camshaft overlap, non-symmetrical exhaust runners, and the way they interact, but still I wonder if your Bendix injection helps.

The Bendix system still has fuel nozzles for each cylinder and a flow divider exactly like a factory Continental IO 470 would. You can still get Gami injectors for this system as well.

It runs well lean of peak, I was amazed at how low the GPH is when running it easy at 19/21. In the economy settings I see over 10 hours easily according to the fuel flow gauge, but I wouldn't run it at that setting unless I had to, with 80 gal of fuel the plane has more endurance then I do. I was out one day and I beat the stated figures in the book by one GPH or so at normal cruise settings. It wasn't scientific by any means, just killing time on a flight playing with the book figures and my e6b.

It came with a JPI 700 with 6 egt and cht probes. The temperature variances aren't much, I have never run a stock carbed 182, so I can't comment how it compares, but the gauge temps are fairly even. I've been eyeing a wing x kit so I haven't sprung for Gamis yet. The injectors are on the cylinders like the IO 470 setup.

That's fantastic. You've got yourself a really good machine there. You can do a Gami lean test. If your result is less than a half gallon per hour spread between the first and last cylinder to peak, or if it's running satisfactorily smooth LOP, then you don't need Gami injectors.

I just got the Bendix FI installed and approved on my pponk early 180. Have zero complaints. Very simple, negligible weight gain, and hot starts are incredibly easy to deal with. I’d do it again in a heart beat. PM me if you have any questions.

Where are you guys sourcing the Bendix kits?

It looks like most of the parts are available on Spruce, but I ran into dead ends at Precision Aermotive and Airflow Performance, both basically stating it could only be done with field approval when I investigated this a couple of years ago.

There are no dead ends. Call Russ at D&G supply for all parts minus the boost pump, switch, and indicators (FF and fuel pressure).

Get the Weldon 18000 pump from spruce then whatever FF and pressure transducer you want.

1-800-446-8160 = Russ

+1 on Russ and D&G Supply

Welcome to the 470 FI club Slow18

Thanks.

If anyone needs help with approval send me a PM.

slow18 wrote:Thanks.

If anyone needs help with approval send me a PM.

It is a lot simpler than folks think. We posted all the technical data on the supercub forum a year or so ago in the 180/185 section.

I agree. It’s simple as it gets. There is also some less than useful old info out there still.

Boy, that’s disappointing that they both gave me bad intel!

I’m very interested in this mod cone overhaul time.

Custom Aircraft Inc in Palmer AK can do a FI conversion if you do a pponk upgrade.

My 182 had the -R and needed a different crank so I passed on the pponk, but if your looking for both, its a one stop shop.