So most of you know my plane, a 53 -180 ( If not, you can also see it on my blog...www.bigtirepilot.com) and I am considering getting a IO-550. Currently the plane has a 57 cowling on her.

Questions: Anyone have insight on the composite cowling from Selkirk?

Anyone know of a 57 cowling available or where I may find one...this is all assuming that is what I need per what I have been told. I need to be educated here please.

What cowling goes with the IO-550 for a 53 180? Currently running a 470K. Is it even possible? (stupid question)

What is your thoughts on the best prop out there? I really like the McCauley 3 blade. Currently running the 88" 2 blade sea plane prop.

Calling Texas Skyways now and Selkirk but curious of your thoughts please.

Thanks

Kevin

Not a lot of help here, but I've seen that Selkirk cowling and it looks very nicely done.

BSBD

Sorry I can't help you out either Kevin but I've been wondering when you're gonna put a 550 in that thing. Your 470 must be getting close to TBO with all the flying you do! Can't wait to see the places you land if you have more power to get back out!

I went with AirPlains in Kansas on my '65 180. Nice people. No sales tax. Great product. Mac 401 3 blade, 84 inch. Not cheap. Easier to buy a 185 and convert the 520 to a 550 - but if you love your plane.

robw56 wrote:Sorry I can't help you out either Kevin but I've been wondering when you're gonna put a 550 in that thing. Your 470 must be getting close to TBO with all the flying you do! Can't wait to see the places you land if you have more power to get back out!

Your correct Rob, to many things adding up and its a good time...Just wishing it was winter and not the start of flying season

Jumpy wrote:I went with AirPlains in Kansas on my '65 180. Nice people. No sales tax. Great product. Mac 401 3 blade, 84 inch. Not cheap. Easier to buy a 185 and convert the 520 to a 550 - but if you love your plane.

I have way to much into the plane and your correct...I love my airplane. It flies like a cub now..cant even imagine her with a 550...

Just really trying to figure out the best, most cost effective way to get this done and fairly quick. Have been hearing not very good things about Texas Skyways. Will be exploring all options. Thanks everyone, keep them coming please

Here is another question: Do I need to get the larger (185) tail with a 550?

aktahoe1 wrote:Here is another question: Do I need to get the larger (185) tail with a 550?

I don't think so, but I seem to recall that it gives you a bit more gross weight (and some extra actual weight in the back, which might be nice with the extra weight going up front). I could go dig in the STCs and maybe find it for sure.

Kevin,
Keep us posted on your research. I am curious how much weight a 550 adds?

I'm sure you have seen this http://www.supercub.org/forum/showthrea ... 85+project, but this 550 185 used a field approved MT. Seems this would help keep weight off of the nose compared to a 3blade alum.

Brent

A few thoughts...

Our 180's (mine is very similar to yours) are not candidates for the big tail gross weight mod...

T/S is a good way to go, and the 550 is amazing. To get amazing you will be adding a header tank, and much complexity...
Steve Knopp does an O-550. Same 300 hp. for take off (just not continuous) have you ever heard of someone running 300 hp continuous in any skywagon? It may be another option to look into for you.

Yet another option is an IO version of the Pponk O-470-50 engine using Bendix injection (headerless). Again 300 T/O ponies, and a lighter simpler way to go. I know of a few folks who have gone this route and can point you their direction, if that interests you...

There was a composite cowl on E-bay last week. It caught my interest momentarily, but I quickly lost interest as it was a later cowl for single exhaust. The auction ended, but I don't know if it actually sold. It had a buy price of $750.00.... peanuts for a composite cowl, it might be worth looking into. It may be in my ebay watch list and I can check it out for you.

Last... 'cublike', I suspect the Ti gear, and relative lightness of your 180 is why it flies that way. All the weight you are contemplating is going in the nose. Nose heavy does not lend itself to 'cublike'. That Mac 401 is hands down the favorite big engined skywagon prop, for people that work them, not so much for people that fly them for fun, because 'cublike' goes out the window when you run out of trim and have to carry back pressure on every landing. Shoot a message to George Mandes, we both know he could afford to tag any prop on his skywagon, in fact he has tried several. Look where he ended up

Don't forget to put the rest of the float kit on it while your at it.Cargo pod would be sweet also .... You need to get 35's as well . I'm telling your wife on you.

I would look hard at the pponk options, an early 180 with all that weight on the nose will not handle like a early 180.

Plus after all the grief we have had with the 550 in the 206 im not much of a 550 fan, I must admit the new one from lycon is a hole different engine but it is still nose heavy even on the 206, and the fuel burn is substantial.

Call Rich , go fly his . Big difference from ours ....520

Rob wrote:A few thoughts...

Our 180's (mine is very similar to yours) are not candidates for the big tail gross weight mod...

T/S is a good way to go, and the 550 is amazing. To get amazing you will be adding a header tank, and much complexity...
Steve Knopp does an O-550. Same 300 hp. for take off (just not continuous) have you ever heard of someone running 300 hp continuous in any skywagon? It may be another option to look into for you.

Yet another option is an IO version of the Pponk O-470-50 engine using Bendix injection (headerless). Again 300 T/O ponies, and a lighter simpler way to go. I know of a few folks who have gone this route and can point you their direction, if that interests you...

There was a composite cowl on E-bay last week. It caught my interest momentarily, but I quickly lost interest as it was a later cowl for single exhaust. The auction ended, but I don't know if it actually sold. It had a buy price of $750.00.... peanuts for a composite cowl, it might be worth looking into. It may be in my ebay watch list and I can check it out for you.

Last... 'cublike', I suspect the Ti gear, and relative lightness of your 180 is why it flies that way. All the weight you are contemplating is going in the nose. Nose heavy does not lend itself to 'cublike'. That Mac 401 is hands down the favorite big engined skywagon prop, for people that work them, not so much for people that fly them for fun, because 'cublike' goes out the window when you run out of trim and have to carry back pressure on every landing. Shoot a message to George Mandes, we both know he could afford to tag any prop on his skywagon, in fact he has tried several. Look where he ended up

Geeezz....
Thanks Rob!
As said I really need to be educated. Maybe I should just by a cub... Will get a hold of Mandes for certain. The plane could end up working on skis next winter up north but I really want it to continue flying like a cub. I have had way to much fun with Pops and his. You should PM me your number please. Would like to pick your brain a bit more before I go asking questions I have zero knowledge about.

ccurrie wrote:I would look hard at the pponk options, an early 180 with all that weight on the nose will not handle like a early 180.

Plus after all the grief we have had with the 550 in the 206 im not much of a 550 fan, I must admit the new one from lycon is a hole different engine but it is still nose heavy even on the 206, and the fuel burn is substantial.

I definitely do not want nose heavy...Lowrider, that 520 Rich has is pretty damn impressive...calling him

Unless you want to almost double what you've got in the plane just call Lycon, order up a carbureted 520, throw on an MT (which goes on under STC btw) and go fly. Between the added weight, complexity, and cost my guess is that most of the io options won't hold your interest for long.

Vick wrote:Unless you want to almost double what you've got in the plane just call Lycon, order up a carbureted 520, throw on an MT (which goes on under STC btw) and go fly. Between the added weight, complexity, and cost my guess is that most of the io options won't hold your interest for long.

Starting to think that way for certain Andrew! From what you said along with Rob and others on the Skywagon forums it makes sense. My 470 already has 520 jugs giving me 260 I believe. Its just that time to make it happen. Seems like a lot of options. Just want to make the correct choice and not wish I had something else like I continue to read from others.

I havent pulled the numbers but the 550 isnt / cant be that much heavier than a 470 with a large oil cooler. Now you would want a bigger prop to handle the hp. That increases weight. Go O-550 and MT. Should be less weight than the O-470 with 86 2blade. An O-550 would be impressive the longer stroke seems to increase the economy. My fuel burn for the same speed is less with my IO-550 than my IO-520 206s. Push the power up and stompin power and yes more fuel flow. I have seen problems with factory 550s ( I had vibration). Get a runout and send it to Lycon for precision balance, cam, Port polish and flow match, Good graphic engine instrument, you will be happy.

Thinking about a P Ponk 520 with the MT or 401 prop.

Pros and cons for the MT vs 401? I know the 401 is stronger and the MT is lighter by maybe 35 lbs.

Hmmmm...Really pondering here and dont want to look back wishing for something else.

Hearing great things about Beegles. Curious if anyone knows about the cowling for the 520. Is it dual exhaust?

like your first idea the best akt....been around the 550's, and with the turbo-normalized set-up, from western in colorado, and they totally rock...the ones im familiar with are in 182's and i like that set-up better than my 540 t/n...the continental is so smoothe...dont think i would ever go back to a 470...fwiw...

They dont say how much the cowls weight. I would try and just get the fwd top and bottom nose inlets. Repair your cowls with that. A flat aluminum part can be lighter than a composite but the composite will resist the cracking we get at the round corners. You will have fit problems at the oil cooler with a 550 w large non congealing cooler. Seaplane firewall / mount fittings, heavy duty motor mounts, shim for proper thrust line, will reduce the amount of trimming.