I bought Cessna A185E 1970 last year and brought it into the Czech Republic. At present the aircraft is going through very serious overhaul. So I would like to make sure that also the engine is perfect.
Now it has IO520D overhauled in 2006, since when the log book has 300 hrs. only.
Propeller McCauley D3A32C90
I sent engine for inspection and they found some minor corrosion etc. and asked for $20k to repair it. So I'm thinking to spend more and do real engine overhaul that would give me 0 TSO.
But yesterday a friend of mine living in Poland and doing overhaul of A185F give me an idea to convert it to Cont. IO550D with MT propeller. For ecample on http://www.continentalmotors.aero/engin ... -list.aspx they list rebuilt IO550D available for $46k.
1) what is the price of converting to IO550D? Does it fit 520 engine mounting and cowls? Is there another issue with installation?
2) what proppeler is the best for IO550D on Cessna A185E
Cessna 185 - engine IO550 conversion from IO520
Sun Feb 10, 2019 2:21 am
Sun Feb 10, 2019 8:27 am
Re: Cessna 185 - engine IO550 conversion from IO520
Welcome. First post.
I’d suggest the search feature. Read as much as you can find, most of what you want to know has been discussed. I’m happy to answer any questions that I can after that. I did this conversion 3 years ago. MT prop and Pponk STC.
My first find was this: https://backcountrypilot.org/forum/rebu ... 45#p271845
I’d suggest the search feature. Read as much as you can find, most of what you want to know has been discussed. I’m happy to answer any questions that I can after that. I did this conversion 3 years ago. MT prop and Pponk STC.
My first find was this: https://backcountrypilot.org/forum/rebu ... 45#p271845
Sun Feb 10, 2019 12:03 pm
Re: Cessna 185 - engine IO550 conversion from IO520
I get promotional mailing regularly from Air Plains,
they offer an IO-550 conversion.
Western Skyways & Texas Skyways may also offer this upgrade.
I'd contact one or all of them to inquire about costs.
they offer an IO-550 conversion.
Western Skyways & Texas Skyways may also offer this upgrade.
I'd contact one or all of them to inquire about costs.
Cessna Skywagon -- accept no substitute!
Sun Feb 10, 2019 1:44 pm
Re: Cessna 185 - engine IO550 conversion from IO520
Never mind, Pinecone already mentioned PPonk.
Sun Feb 10, 2019 4:58 pm
Re: Cessna 185 - engine IO550 conversion from IO520
The IO 550 is a beautiful engine. If the money doesn’t scare you, I’d go there.
The fact that it makes an honest 300 hp at only 2700 rpm is a beautiful thing. An IO 520 struggles to make 300 hp at 2850, an obscenely high rpm. Turning a prop at 2850 is asking for noise complaints....and frankly, the 520s often don’t make full rated HP.
But, the 520 is a good strong engine that most private owners would love.
So whatever winds your watch.
MTV
The fact that it makes an honest 300 hp at only 2700 rpm is a beautiful thing. An IO 520 struggles to make 300 hp at 2850, an obscenely high rpm. Turning a prop at 2850 is asking for noise complaints....and frankly, the 520s often don’t make full rated HP.
But, the 520 is a good strong engine that most private owners would love.
So whatever winds your watch.
MTV
Sun Feb 10, 2019 7:39 pm
Re: Cessna 185 - engine IO550 conversion from IO520
If you can swing the IO550 do it, you won’t regret it.
But save money on the prop by staying with a Mac or Hartzell and put the difference into a Sportsman STOL kit. You won’t regret it either.
Sent from my iPhone using Tapatalk Pro
But save money on the prop by staying with a Mac or Hartzell and put the difference into a Sportsman STOL kit. You won’t regret it either.
Sent from my iPhone using Tapatalk Pro
- Barnstormer offline
- Posts: 2700
- Joined: Sun Oct 14, 2012 7:42 am
- Location: Alaska
- Aircraft: C185
Sun Feb 10, 2019 8:32 pm
Re: Cessna 185 - engine IO550 conversion from IO520
Barnstormer wrote:But save money on the prop by staying with a Mac or Hartzell and put the difference into a Sportsman STOL kit.
Screw that. Get the IO-550, MT and the Sportsman STOL! This group of hosers and posers will help you spend all of your money. Just ask.
Honestly Phil, when have you saved money?
Last edited by akgreg on Sun Feb 10, 2019 8:53 pm, edited 1 time in total.
Sun Feb 10, 2019 8:45 pm
Re: Cessna 185 - engine IO550 conversion from IO520
I agree, crap put a pt6 in it. You will love it!
- soaringhiggy offline
- Posts: 711
- Joined: Tue Dec 13, 2005 8:22 pm
- Location: Kimberly, ID
48 Stinson 108-3
Sun Feb 10, 2019 10:41 pm
Re: Cessna 185 - engine IO550 conversion from IO520
I did the io550 stc from Davis x2 several years ago with the three blade Hartzell on a C185f on floats and a c188 agtruck ...I kept the 185 and sold my 188 years ago. I did do the sportsman and wing x on the 185 several years later and for me I believe that made a bigger difference than the io550. Although the io550 was huge in the c188 as we always flew somewhat heavy..lol. As with all big continentals run them hard....they like it and feed them fuel and they will treat you good imho. I will say as equal to the sportsman and wing x combined that the leading edge exhaust has matched their performance gain and maybe exceeded it. All this is highly non scientific and just by the feel of my butt. As a side note being on amphib floats I would love the Mt reversing prop...but just can’t seem to come up with the $ difference.
Bkn
Bkn
Mon Feb 11, 2019 1:54 am
Re: Cessna 185 - engine IO550 conversion from IO520
Thanks. I went through a lot of comments.
I also found interesting thread about MT propeller here.
https://backcountrypilot.org/forum/mt-3-blade-vs-86-3-blade-mccauley-test-completed-11046
Pros: 550 is improvement, in combination with MT - stronger, faster, shorter TODA, more quiet (good in Europe)
Cons: costs some money, 550 needs more discipline behavior, composite MT is more prone to damage by stones/grass.
I raised several requests for solution/pricing and looking forward to get some proposals.
Btw. I already bought Sportsman kit. It will be there. STOL capability is a key for me. I love watching you guys flying over wild areas in US and Alaska. In Europe it is more densed but still it is splendor to land on the hills or short strips.
I also found interesting thread about MT propeller here.
https://backcountrypilot.org/forum/mt-3-blade-vs-86-3-blade-mccauley-test-completed-11046
Pros: 550 is improvement, in combination with MT - stronger, faster, shorter TODA, more quiet (good in Europe)
Cons: costs some money, 550 needs more discipline behavior, composite MT is more prone to damage by stones/grass.
I raised several requests for solution/pricing and looking forward to get some proposals.
Btw. I already bought Sportsman kit. It will be there. STOL capability is a key for me. I love watching you guys flying over wild areas in US and Alaska. In Europe it is more densed but still it is splendor to land on the hills or short strips.
Mon Feb 11, 2019 5:58 am
Re: Cessna 185 - engine IO550 conversion from IO520
That is going to be one really nice plane.
Being that MT is much closer to you, are their turnaround and support times less than here in the states?
Being that MT is much closer to you, are their turnaround and support times less than here in the states?
- soaringhiggy offline
- Posts: 711
- Joined: Tue Dec 13, 2005 8:22 pm
- Location: Kimberly, ID
48 Stinson 108-3
Mon Feb 11, 2019 6:56 am
Re: Cessna 185 - engine IO550 conversion from IO520
Egerberk,
Not sure what you meant by “IO 550 requires more discipline.”
I find them quite the opposite, frankly. To me, that’s the engine the IO 520 always wanted to be.
I ran them in 206 at 65 % and 13 gph LOP. Beautiful thing, then buckets of power when all up. In Europe, I’d think noise would be a huge thing as well.
Do read the 550 operators handbook carefully about leaning....some have max power limits for ANY leaning, but that’s okay. The 520 % power figures are based on continuous rated power....ie: 285, whereas the 550 is a continuous rated 300.
Great engine....just a stump puller.
MTV
Not sure what you meant by “IO 550 requires more discipline.”
I find them quite the opposite, frankly. To me, that’s the engine the IO 520 always wanted to be.
I ran them in 206 at 65 % and 13 gph LOP. Beautiful thing, then buckets of power when all up. In Europe, I’d think noise would be a huge thing as well.
Do read the 550 operators handbook carefully about leaning....some have max power limits for ANY leaning, but that’s okay. The 520 % power figures are based on continuous rated power....ie: 285, whereas the 550 is a continuous rated 300.
Great engine....just a stump puller.
MTV
Mon Feb 11, 2019 7:04 am
Re: Cessna 185 - engine IO550 conversion from IO520
Greg- I must have saved some money somewhere on something at some time in my life- didn't I?
Egerberk, from a purely STOL perspective the Sportsman/WingX will be the biggest performance improvement.
The "best" STOL propellor for the 550 on a 185 is of course the 88" Mac. But I suppose if you had one over there you might then have to do a "88exit" from the EU.
https://vimeo.com/316549406
Egerberk, from a purely STOL perspective the Sportsman/WingX will be the biggest performance improvement.
The "best" STOL propellor for the 550 on a 185 is of course the 88" Mac. But I suppose if you had one over there you might then have to do a "88exit" from the EU.
https://vimeo.com/316549406
- Barnstormer offline
- Posts: 2700
- Joined: Sun Oct 14, 2012 7:42 am
- Location: Alaska
- Aircraft: C185
Mon Feb 11, 2019 11:52 am
Re: Cessna 185 - engine IO550 conversion from IO520
I have had two 185F's one with the giant 88" seaplane prop. I was defiantly the least liked airplane in the neighborhood when I took off, but boy did it perform. It had a rather high noise to power ratio. My other had the Hartzell Top Prop. The latest version really got you off the ground quickly and didn't awaken Norse gods to throw bolts of lightning at you in anger since it was relatively quiet. Prop choice it kind of what do you want to achieve and where you operate.
As for the engine. the 550 is a more modern, better design. But...to get the horsepower you burn fuel, its physics. I had looked into the 550 for mine, but I am not enthralled with the 550 D conversions. Mainly since there are better 550's out there, mainly the 'N' version, which as New Millennium Cylinders and downdraft induction. It makes 310 hp and is more fuel efficient than the 'D' due to better cylinders, angle valves and less prone to cracking due to better cooling on the head. Unfortunately no STC's for the 185, bummer. If your a long range cruiser and like to cruise over the mountains, perhaps a turbo normalized conversion may suit you better. It does not over stress the engine (just complicates it) and gives you flat rate power to altitude. You can achieve that with your present engine and the bottom line may work out similar. Again, just depends on what you want to achieve. You would end up with a faster airplane with the same performance and fuel burn. This may be a consideration, since AVGAS is rather pricy in your neighborhood.
As for the engine. the 550 is a more modern, better design. But...to get the horsepower you burn fuel, its physics. I had looked into the 550 for mine, but I am not enthralled with the 550 D conversions. Mainly since there are better 550's out there, mainly the 'N' version, which as New Millennium Cylinders and downdraft induction. It makes 310 hp and is more fuel efficient than the 'D' due to better cylinders, angle valves and less prone to cracking due to better cooling on the head. Unfortunately no STC's for the 185, bummer. If your a long range cruiser and like to cruise over the mountains, perhaps a turbo normalized conversion may suit you better. It does not over stress the engine (just complicates it) and gives you flat rate power to altitude. You can achieve that with your present engine and the bottom line may work out similar. Again, just depends on what you want to achieve. You would end up with a faster airplane with the same performance and fuel burn. This may be a consideration, since AVGAS is rather pricy in your neighborhood.
Last edited by dogpilot on Mon Feb 11, 2019 1:58 pm, edited 1 time in total.
Mon Feb 11, 2019 11:57 am
Re: Cessna 185 - engine IO550 conversion from IO520
soaringhiggy wrote:I agree, crap put a pt6 in it. You will love it!
Cessna Skywagon -- accept no substitute!
Mon Feb 11, 2019 1:02 pm
Re: Cessna 185 - engine IO550 conversion from IO520
dogpilot wrote:I have had two 185F's one with the giant 88" seaplane prop. I was defiantly the least liked airplane in the neighborhood when I took off, but boy did it perform. It had a rather high noise to power ratio. My other had the Hartzell Top Prop. The latest version really got you off the ground quickly and didn't awaken Norse gods to throw bolts of lightning at you in anger since it was relatively quiet. Prop choice it kind of what do you want to achieve and where you operate.
As for the engine. the 550 is a more modern, better design. But...to get the horsepower you burn fuel, it physics. I had looked into the 550 for mine, but I am not enthralled with the 550 D conversions. Mainly since there are better 550's out there, mainly the 'N' version, which as New Millennium Cylinders and downdraft induction. It makes 310 hp and is more fuel efficient than the 'D' due to better cylinders, angle valves and less prone to cracking due to better cooling on the head. Unfortunately no STC's for the 185, bummer. If your a long range cruiser and like to cruise over the mountains, perhaps a turbo normalized conversion may suit you better. It does not over stress the engine (just complicates it) and gives you flat rate power to altitude. You can achieve that with your present engine and the bottom line may work out similar. Again, just depends on what you want to achieve. You would end up with a faster airplane with the same performance and fuel burn. This may be a consideration, since AVGAS is rather pricy in your neighborhood.
Fri Feb 15, 2019 9:41 pm
Re: Cessna 185 - engine IO550 conversion from IO520
1979 182 with the PPonk 550 conversion, wingX, sportsman cuff, 86 inch prop and a lot of other mods... did the annual on it the other day... engine runs so smooth you would think it was a turbine... very impressive performer.. take off, less than 300 feet...
That 550 is an amazing engine...
Brian
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- Brian-StevesAircraft offline
- Posts: 759
- Joined: Tue Dec 13, 2005 1:13 pm
- Location: Beagle (White City) Oregon
Sat Feb 16, 2019 7:36 am
Re: Cessna 185 - engine IO550 conversion from IO520
dogpilot wrote:I have had two 185F's one with the giant 88" seaplane prop. I was defiantly the least liked airplane in the neighborhood when I took off, but boy did it perform. It had a rather high noise to power ratio. My other had the Hartzell Top Prop. The latest version really got you off the ground quickly and didn't awaken Norse gods to throw bolts of lightning at you in anger since it was relatively quiet. Prop choice it kind of what do you want to achieve and where you operate.
As for the engine. the 550 is a more modern, better design. But...to get the horsepower you burn fuel, it physics. I had looked into the 550 for mine, but I am not enthralled with the 550 D conversions. Mainly since there are better 550's out there, mainly the 'N' version, which as New Millennium Cylinders and downdraft induction. It makes 310 hp and is more fuel efficient than the 'D' due to better cylinders, angle valves and less prone to cracking due to better cooling on the head. Unfortunately no STC's for the 185, bummer. If your a long range cruiser and like to cruise over the mountains, perhaps a turbo normalized conversion may suit you better. It does not over stress the engine (just complicates it) and gives you flat rate power to altitude. You can achieve that with your present engine and the bottom line may work out similar. Again, just depends on what you want to achieve. You would end up with a faster airplane with the same performance and fuel burn. This may be a consideration, since AVGAS is rather pricy in your neighborhood.
In my experience, I actually burned less fuel overall in the 550 than in a 520, simply because the 550 runs so happily at LOP, compared to the 520.
Yes, the 550 burns more fuel at max power, but you only need that power for takeoff and initial climb.
Like any engine upgrade to an engine with more rated power, as long as you use the same power in cruise, you’ll burn the same fuel, assuming both engines run ROP.
You use that extra power where it really pays off, takeoff and initial climb.
MTV
Sun Feb 17, 2019 11:05 am
Re: Cessna 185 - engine IO550 conversion from IO520
These guys are kicking around the possibility of converting an io-550D to a top tuned induction like the N model: http://www.vitatoeaviation.com/cessna-2 ... conversion
I recently removed my io-520D in favor of a io-550D, I've put 20 hours on it. It has the MT 3 blade prop and Leading Edge Exhaust. The MT was installed on my 520. I previously had the 2 blade Mac 86" sea plane prop (which I loved, but my neighbors didn't). In low altitude cruise, I lost 3-4 mph with the extra drag of the 3rd blade til I climbed to a higher altitude. The increased T/O, climb performance, and decreased noise of the MT was worth it though in my opinion.
After installing the 550, T/O and climb performance are better yet. And on average I cruise around 10 mph faster on wheels/skis than I did with the 2 bladed Mac. Can't say for sure, but I attribute a lot of the performance gains to the Leading Edge Exhaust. As as been said, the 550 seems to be what the 520 was intended. It just "breathes" easier. I haven't operated it yet heavy on floats, but thus far it just lopes effortless along: 360-370 cht's in max power climb with the cowl flaps 1/4 to 1/2 open, highest cht 330ish in LOP 65% cruise around 13 gph. I don't have numbers yet for higher LOP power settings, but it is approved to run LOP up to 78% power. 75% power at ROP will cost you more than 18 gph to stay out fo the red box.
The PPonk 550 STC doesn't list the MT prop, but Flight Resource's covers that in addition to the 2700 max RPM. I recall the European STC limits the max RPM to 2550 for noise abatement.
Note I have a plain jane A185F . . . no stol mods other than the F model leading edge cuff.
I recently removed my io-520D in favor of a io-550D, I've put 20 hours on it. It has the MT 3 blade prop and Leading Edge Exhaust. The MT was installed on my 520. I previously had the 2 blade Mac 86" sea plane prop (which I loved, but my neighbors didn't). In low altitude cruise, I lost 3-4 mph with the extra drag of the 3rd blade til I climbed to a higher altitude. The increased T/O, climb performance, and decreased noise of the MT was worth it though in my opinion.
After installing the 550, T/O and climb performance are better yet. And on average I cruise around 10 mph faster on wheels/skis than I did with the 2 bladed Mac. Can't say for sure, but I attribute a lot of the performance gains to the Leading Edge Exhaust. As as been said, the 550 seems to be what the 520 was intended. It just "breathes" easier. I haven't operated it yet heavy on floats, but thus far it just lopes effortless along: 360-370 cht's in max power climb with the cowl flaps 1/4 to 1/2 open, highest cht 330ish in LOP 65% cruise around 13 gph. I don't have numbers yet for higher LOP power settings, but it is approved to run LOP up to 78% power. 75% power at ROP will cost you more than 18 gph to stay out fo the red box.
The PPonk 550 STC doesn't list the MT prop, but Flight Resource's covers that in addition to the 2700 max RPM. I recall the European STC limits the max RPM to 2550 for noise abatement.
Note I have a plain jane A185F . . . no stol mods other than the F model leading edge cuff.
- skywagoncub offline
- Posts: 22
- Joined: Tue May 29, 2012 9:34 am
- Location: Chugiak
Sun Feb 17, 2019 1:35 pm
Re: Cessna 185 - engine IO550 conversion from IO520
Thanks for your informative post. I just flew a 520, 2 blade 185 on Aerocet amphibs
with the WingX mod. I like that too. Yours with the WingX would be the ultimate.
with the WingX mod. I like that too. Yours with the WingX would be the ultimate.
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