I am looking at buying a higher time 69 182, about 2300 on the airframe and 1300 smoh. 600 hours ago the previous owner swapped in a bendix fuel injection system. I don't have any experience with these conversions.

The previous owner took good care of it, whenever a cylinder indicated low compression at annual, a new factory cylinder was installed. About 400 hours ago all cylinders were removed and valves reground etc. compressions have been consistent across the bank and last week showed mid 70s/80.

My first question is, am I pushing my luck by running past tbo and just correcting any issues if they occur? No failures are logged with the engine, and no abonormal wear or drinking excessive oil.

Second, when the time comes to OH, is it worth keeping the FI? My only experience is with carb'd motors

My first thought brought on by your user name... keep the injection system or go back to the carb and carb ice? Second thought...things don't wear out....people just get tired of fixing them.


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Original IO-470 is supposed to be 30 more horsepower. Does the Bendix conversion also provide that?

I was talking to someone a while back that told me the IO-470 cam gear was different, which may be one component of the power increase, I'm not sure. Not sure if you would have that if it started with a O-470.

If the injection works well, keep it. Seems like a good addition. If you're not that experienced with it, get some experience or find someone who can get you up to speed. Reverting to simpler technologies purely because you understand them better doesn't necessarily seem like the best strategy.

Past TBO? Keep going until it gives you a real reason to yank it. Making metal, gear lash, valve train issues, etc. It sounds like it's been partially topped continuously.

Keep running it. With FI you can run it LOP and it'll go well past TBO. The Bendix FI is very simple and a great addition to a good engine. I wouldn't be afraid at all.

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^ What he said +1

Bendix injection is better than carb in my view. Listed in order of importance to my way of thinking, I like the following things:
- ability to fly agressively lean of peak to save fuel and extend engine life
- removing the risk of carb ice
- the extra horsepower
- easier starting in my experience
- and of course having a more modern setup is nice

I plan to run my engine until something becomes too expensive to repair or too unreliable. I think all these big sixes are similar enough in that regard.

That FI system with no header and no return is a thing of beauty. If a Pponk is in your future Steve has an STC to add the Bendix FI to his O520, making a great engine even better.
If you decide to scrap it at overhaul shoot it all my way and I will shoot you a check in return

Take care, Rob

Induction Icing?

wannabe wrote:Induction Icing?

Induction ice and filter ice must be a very rare thing, when you are flying in conditions WITHOUT known icing??
I have flown through many kinds of rubbish weather over the years and never experienced it personally. I don't think I know anyone who has in clear air. But it's not "Arctic winter" cold at this lattitude...

The other good thing about fuel injection is you don't have the eccentricities of a carb to worry about (blocking up, wearing out, needing tuning, possibly not working in some unusual attitudes depending on the design.... etc. etc.)

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

I am a fan of fuel injection. Many advantages as already mentioned. I wish my O-360 had an I in front of it.

Zzz wrote:Original IO-470 is supposed to be 30 more horsepower. Does the Bendix conversion also provide that?


Past TBO? Keep going until it gives you a real reason to yank it. Making metal, gear lash, valve train issues, etc. It sounds like it's been partially topped continuously.

The original IO-470 in the 205, 185, 210 did have 30 more HP but that was because it ran 8.6 to 1 compression instead of 7 to 1 as in the O-470. The Bonanza IO-470 had 20 HP more that the O-470 cus it had 8 to 1 comp.

My first 182 went to just over 2200 hrs with never pulling a jug. As a matter of fact all we did was change oil every 30 hrs (no filter) and add gas (about 50% of the time it was mogas)

Tim

Thanks for the replies. Doesn't sound like any drawbacks to having it. The STC I found in the logs shows just the carb to FI swap, no mention of higher comp pistons that I saw. I was looking to get a few more years under my belt before upgrading to a 180/185. Can this setup be used with the 260se conversion or is that restricted to just a carb setup.

Owner seemed satisfied with the combination of fuel burn and LR tanks. Will get it in the hangar this week for a decent look.

Interesting that some people add fuel injection to an O-470,
when others (using Norland STC) remove it from an IO-470.

alaskan9974 wrote:Thanks for the replies. Doesn't sound like any drawbacks to having it. The STC I found in the logs shows just the carb to FI swap, no mention of higher comp pistons that I saw. I was looking to get a few more years under my belt before upgrading to a 180/185. Can this setup be used with the 260se conversion or is that restricted to just a carb setup.

Owner seemed satisfied with the combination of fuel burn and LR tanks. Will get it in the hangar this week for a decent look.

Was this an STC you found in the aircraft records or a field approval? If it is a STC could you share the number? I wasn't able to find a STC that would allow the installation of a Bendix injected 470 in a 182.

hotrod180 wrote:Interesting that some people add fuel injection to an O-470,
when others (using Norland STC) remove it from an IO-470.

There's a big difference between the Bendix fuel injection system, which we're talking about here, and the Continental fuel system being removed from an IO-470 by the Norland STC.

The only way that I know of to legally install an IO-470 with stock Continental injection in a C182 is with the Peterson STC used on the Wren. This involves extensive and ex$pensive airframe modifications.

A Bendix setup on a 470 would be way better but I've only heard of it being done by field approval, and only second hand at that.

When you get that bird in the hanger, please take and post up some pics of the Bendix injection. Also maybe the field approval. I think that there is a fair amount of interest in this mod. Injected LOP ops is the way to go.

I searched around and found out that Precision Airmotice now owns the STC. They say there is one for the O470.
I think the unit is RSA-5.

The STC #'s are:
SE1CE
SA108CE

I'm unable to find the text of the STC. If anyone has a copy of it, please post in this thread.

This person might have the answer:
Peter Nielson
Product Support Manager
Precision Airmotive LLC
17716 48th Dr NE
Arlington, WA 98223
360-651-8282

rfinkle wrote:I searched around and found out that Precision Airmotice now owns the STC. They say there is one for the O470.
I think the unit is RSA-5.

The STC #'s are:
SE1CE
SA108CE

I'm unable to find the text of the STC. If anyone has a copy of it, please post in this thread.

This person might have the answer:
Peter Nielson
Product Support Manager
Precision Airmotive LLC
17716 48th Dr NE
Arlington, WA 98223
360-651-8282

Interesting. First one is an engine STC and the second one is for an airframe, 182 and 180 it looks like. Nearly 60 years old, I would very curious if Precision is supporting this. Some further research is warranted

Correct, thats the STC the logs show this was installed under. It was done by Fred Dyen. These guys are discussing the same modification. Not much else out there I found before buying this plane.

http://www.supercub.org/forum/showthread.php?47252-Bendix-Injection-O-470

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