Howdy Folks, been following this site since I was getting my ticket a couple years ago. Just another airplane obsessed junkie here I fly a 182B thats been rescued with the Baers kit to TW.

Anyways, I am looking for an STC to replace the L motor with the R motor. Found two different ones on the FAA website, SA198GL, re-issued 1992 owned by a Mark W Peterson out of Duluth, MN. The second, SA1278NW, issued 1981 owned by a Jerry Unruh out of Twin Falls, ID. So far I have been unable to get ahold of either owners. Any help would be greatly appreciated.

The SA1278NW lists the full text for the STC on the FAA site and allows for the C66 prop with 75"-88" blades on a 182B landplane, which would be great as that is what I wanna put on it. The other STC does not have the full text listed on the site so I do not know what props are allowed under its provisions.

Thanks ahead of time, also for all the great reads/info on here as well as for putting this site together Zzz. I run a ranch out in the middle of nowhere Far West Big Bend, TX...if any of you BCP'ers are cruisin through look me up, fun flyin and empty skies out here.

Ha! About time!

Nothing wrong with the R engine but make sure and at least look into the P-ponk if you haven't already. I know it's more $$$ but it really makes the bird a hot rod! Lots of info on here about the conversion if you haven't already researched it.

Hey there Skalywag,

I don't have any contact help for the STC's....sorry. But I was wondering about the trade up to the R motor.

I own a 182B, and am in the parts gathering process to put it on it's tail as well. Mine has a great running, low time L motor, so I had not been thinking of doing anything with it. But just wondered what the advantage of the R is?

Also..... Looking for 180 or 185 gear legs, 180 or 185 tail cone assembly, other assorted parts.....
So if anyone has some stuff laying around or knows where some is.....I'm sure looking, give me a holler

Thanks...

NVflyer...Dave

66sklane, thanks for the advice, I have over-researched all the options if thats possible haha...The Pponk would be good but I fly 500+ hours a year and need to be able to run auto gas, we can get clean unleaded out here. So after much research I have decided the cost savings on the R motor and mogas far out weigh the benefit of the Pponk. Also, the 0-470 is 30+/- lbs lighter than the Pponk and even with DA's of 7,000'-9,000+ all summer long out here, I still get in the air at gross quick enough to operate out of 1000' rough strips with ease. I was flyin in CO this summer and fall with 10,000'-12,000' DA's and still got off in 600'-1000' at gross, of course didnt climb so great but the 0-470 most definitely does the job and fits my mission the best. I am still a HP junky don't get me wrong

NVflyer, I think you will enjoy the TW conversion. IMO the Baers conversion is the best kit out there currently available and the 59' is the best year model for conversion, just my opinion, cowl flaps being a big part of that. As far as the R motor, I am no expert but have run the L motor I have now with no problems and gonna keep it as a QEK back up. Parts shortage are the biggest factor on the L motor, and the only major difference as far as I understand is the counterweights on the crank. Also, the R motor I'm getting has a 2000 hour TBO so that is another advantage. The L model is a great engine, mine has 2000 SMOH, doesn't burn oil with good pressure, new top at 1100 SMOH all comps 76+, and still running strong. I don't have any parts available but am always trying to stockpile reserves so if I come across anything you mentioned I'll let you know.

Skalywag,

I think we have a mutual friend. Love the look of that airplane!

I also think you owe it to yourself to fly an O-520 and consult the TCDS for the O-470 series before you commit to another engine.

I have never quite understood the desire to 'upgrade' from an 'L' (or anything except maybe an 'A') to an 'R' Please enlighten me on what gets upgraded.... after all the only difference between an 'L' motor and an 'R' motor is the crank dampners... That crank difference alone makes the 'L' motor a candidate for an O-520 conversion, and the 'R' motor looking for a new crank...

As to Pponks and Mogas, you first have to remember that Pponks make their horsepower on the low compression end of things (7.5-1)... legal or not I won't get in to, but a Pponk is going to physically handle Mogas as good or better than most any other NA engine out there... I don't think twice about running mogas through mine.

Fuel burn? I have flown a Pponk thousands of miles along side an O-470R, literally!, and the fuel burns when flying side by side is virtually identical, with a small nod in the Pponks favor

And for the weight concern, I will add that virtually every Pponk conversion I am aware of (when going from an old motor with old accy's) has ended up weighing less... There just isn't enough extra weight in the 520 cyl'c to offset the weight savings of real upgrades like light weight coolers, starters, and alternators.

BTW, I'm really not trying to convince you to go Pponk... Just trying to figure out what the lure is to an 'R' ?

Take care, Rob

Rob, appreciate the input. Yup, 55wagon is a good friend if thats who ur talkin bout. As far as an "upgrade" to an R motor that is certainly not the case, there is no upgrade it's essentially the same motor aside form the crank as you pointed out. Basically, I cannot afford the downtime to rebuild the L motor (the case is real high time too, cranks also on its last run), so I need an engine that I can swap out immediately. I live a two hour drive from nowhere and could not operate without an aircraft, been there done that never goin back, and besides I would lose my mind if I couldnt fly for even a whole week haha!!!

I am on the same page as you regarding the Pponk as far as fuel burn, performance, and compression. However, the motor I have a line on is zero timed, all new accessories, and weighs roughly 30 lbs. less than the Pponk, and significantly cheaper like many thousands. The $$$ is a big deal too as I am just a broke ass kid with my whole life savings invested in this plane, some cattle, women, and motorcycles Point is I'm getting a great deal on this motor and its time to do somethin and this is by far the best option on paper and in reality at this time. Having a new mount built from AWI and already have the Knisley exhaust. Seriously, this airplane obsession/addiction just gets worse and worse, it is the driving factor of my whole life now and I spend every dime I got on it, no debt so just straight to the gas tank and expensive shit like Bushwheels (which are worth their weight no doubt). Next on the list after engine and prop is the Sportsman, gonna stick with the Horton for now

Looks like your gonna have to come out to scalywagons now so we can run some tests rob.
Dave. I've got a 56 180 that it looks like I'm gonna sale some part off of. Pm me what you need and ill see what I can do.

The $$$ is a big deal too as I am just a broke ass kid with my whole life savings invested in this plane, some cattle, women, and motorcycles

Need to cut out the women--that's the most expensive part of that list!

Cary

185 gear legs for sale on Anchorage craigslist on Feb 3. He had some Atlee seats for sale as well. Looked at the seats and saw the gear legs in the corner. They looked in good shape FWIW

Skalywag wrote: even with DA's of 7,000'-9,000+ all summer long out here, I still get in the air at gross quick enough to operate out of 1000' rough strips with ease. I was flyin in CO this summer and fall with 10,000'-12,000' DA's and still got off in 600'-1000' at gross.

I'd keep what you got. My R motor grossed out at 12k DA uses the whole runway.

In 182 parts manual "use 0-470-L until exhausted -thereafter use 0-470-R" it's a parts change -no STC required--simple 337 from your I.A. will do.If you want to get ahold of 180-185 Association they have the STC for early 180's --fifty bucks. PS like your pictures of Big Bend

Skalywag,

Now I get it! Your plan is a sound one. Also updating your exhaust and engine mount will put those two pieces in your favor should the cards change later and you upgrade to an O-520. The O-520 upgrade is pretty spendy, so I doubt I'd ever consider doing it to an engine that was still running well and had time left on the clock.


'55,

Got a decent hay run going, and the second wave of produce is just popping out, so after this week it is unlikely I will see the light of day for the next couple months. But after that we're on, see ya in the spring!

Take care, Rob

Hey bill. How do I go about finding that $50 r stc for my 55? Hope your doing good buddy. I'm prob gonna sell some parts off sparkys old plane but keep some for spares. So if you need anything let me know.

Rob. Man it sounds like your having a good season! Ours is looking bleak. Got in 1200 yesterday and another for tomorrow but that's been about it. When do you usually go to Alaska? Fly safe

182STOL, did you get that info directly out of the parts manual for my year model 1959 182B. I do not have the parts manual and neither does my mechanic/s. I had been told I needed an STC. If that is the case that would be great!!! Seems like common sense to me, two motors which are almost identical and one requires an STC and not the other. However, I have learned when dealing with the FAA regs common sense goes out the window Also I can't use a 180B STC since in the eyes of the feds I am still a 182B, which is a downside to the conversion. Have you done one of these replacements before? I know only one guy who has an R motor in his 57 182/180 and his came with the motor already in it and an STC...


Nosedragger, when I first got my ride 1000'-2000' takeoffs at gross were the norm for 7500'+ DA. Learning to take advantage of manual flaps, ground effect, and a ton of practice has cut my ground roll by more than half. After trying just about everything I could think of, and alot of good advice from really great pilots I'm able to use the potential of this plane more effectively. I am gonna keep my motor as back up, but where I fly its all really rocky canyons and mountains, and I aint no flight level guy, so its time for a fresh motor that I KNOW is good, not THINK is good

1000-2000 ft takeoffs are still the norm for me but we have smaller feet in Idaho .

My parts manual agrees with 182Stol. It is on page 209.

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Skalywag, if you PM your email I can send a picture of the parts manual page that says when the L's run out use an R.