I have a friend that wants to put an R engine in his '56 C-182, but doesn't know where to get the stc. Anyone here have the answer?
Thanks Gary

Just went through this with my 59' 182TW, All serial number 182's are just a logbook entry to put in the R motor. I got the page in the manual that says this from 180Marty. If you would like, PM me your email and I can send you a copy of that page. It says when the L motor is exhausted use 0-470-R, also includes 180's serial # 50662 and on. I'd post it here but don't know how to do that.

-Luke

Skaly's correct,

There is actually a Service Bulletin that says due to lack of parts of the unsupported 'L' you are to replace it with an 'R'.
If your friends mechanic is looking for an STC just to cover himself it is here;

http://rgl.faa.gov/Regulatory_and_Guida ... t=sa5129nm

I would go the SB route and log book entry...

Skalywag wrote:.... It says when the L motor is exhausted use 0-470-R, also includes 180's serial # 50662 and on. ...........

I believe that 50,662 is the start of the 1960 production. I guess the 1959 and earlier J (and A) engine models are not included in that SB?

My 182 I should not of sold had the -r .. as others said - no stc needed.

Why would you change out the L for the R? The L has the desirable 4 counterweight crank. Same HP, same cylinders, same case.
I've got an old 56 182 that has an S with an stc that I think covers the R too. I'll check it out.

I can't tell you why he wants to change it. I know it is a pretty high time engine in there now. Apparently feels that the R is an upgrade, or has a deal on an R??? I am guessing from this thread maybe some parts for the L's are getting harder to get????

Lots of guys seem to upgrade to the R just because. I know a guy who had a J in his 1955 model, and at overhaul time he got talked into swapping it out for an R by the engine man. When I asked him why he went to the R after the J going well over TBO with nothing more than the usual Continental valve guide & seat issues, he didn't really have an answer. I'da stuck with the J myself.

Does anyone have a copy of the service bulletin or its number? I have an L in my 182B but also have a part life R in the hangar, good to have options.

Hamish

hotrod150 wrote:Lots of guys seem to upgrade to the R just because. I know a guy who had a J in his 1955 model, and at overhaul time he got talked into swapping it out for an R by the engine man. When I asked him why he went to the R after the J going well over TBO with nothing more than the usual Continental valve guide & seat issues, he didn't really have an answer. I'da stuck with the J myself.

Hmmm. Over on the Skywagon site the fellows loathe the J & K engine and love the L or higher. Seems the J was more akin to the E-225 engine than the 0-470-L and sub. I don"t have any personal experience with either.

ZK Kiwi, shoot me a PM with your email if you'd like a copy of the paperwork.

The old saying on the 470's is "if its a J or K, walk away"

The only reason I went with an R to replace my L was because of the downtime thing that goes along with an overhaul, and R motors are much more prevelant these days. It's alot less downtime to sell your old motor after you replace with a different one. If you got the time to overhaul, and stayin stock, its hard to beat an L motor IMO. Of course, the R motor I installed turned out to be a lemon and just bought a Texas Skyways U/TS a couple days ago, but that is not a reflection of the R's just bad luck on my part, thread drift...

nothin wrong with the K's. A's are the least favored. J's next, but generally seem to be OK, and can be upgraded.
gary

westerncolorado wrote:Why would you change out the L for the R? The L has the desirable 4 counterweight crank. Same HP, same cylinders, same case.
I've got an old 56 182 that has an S with an stc that I think covers the R too. I'll check it out.

Agreed, all things equal the L *should* be a smoother engine, it is a Pponk candidate too, while the R is not.

And like hotrod, if upgrades were not in my future, I'd just as soon keep the lighter J motor than the R.

Oops, actually think I was told if it's an "A or J walk away" but shoot don't wanna sound like I have a clue as to why

There is an STC that covers 182 models only, not 180's. STC SA2890SW. It allows the installation of O-470-R or O-470-S. It's from an outfit called Texas Aviation Engineering Company, issued 1978, revised 1996. I can't seem to find any info for these guys on the internet. I found the STC in the logs from a 1956 182 that had an S put in it in 1999.
Im not sure how or if I'm allowed to put it on here. If someone wants it send me a message and I'll scan it and email it to you.

I've heard it as "if it's an A, walk away", although the one guy I met who still had a A engine in his 1953 Skywagon liked it just fine. Some folks include the J in that rhyme, but from what I've seen they're good engines. I think the J & esp the A are lighter than the later engines. Cessna replaced the A engine in the Skywagon with the J in mid-1954, and came out with swept-forward gear legs for the 1955 model. I hear the J's tend to be oil-burners unless they're fitted with the 4-ring (?) pistons. The A&J are parallel (straight) valve head design, the K & later are angle valves. I believe that the angle valve engines have a 4-bolt exhaust.

Hi guys, where can I find that Service Bulletin? Is it a Continental or a Cessna SB? I'm swapping an L with a good R I have here ready to go and if I don't need to buy an STC that'd be great.

Here is a picture of the parts manual.

That is so cool, I would have never thought to check the parts manual.



Thanks!!

-a