Hi Paul -

I've never seen the o-520 in action, but are you sure it's 285hp? It says it's 280hp on their web page here: https://www.txskyways.com/services

On a side note, this makes sense. The o-550 normally runs 2700RPM redline in this application (O-550-F/TS) so it is not RPM limited, but manifold pressure redline (voluntarily) limited by the pilot.

My guess is the o-550 is 285HP (legally) at sea-level, while the o-520 is 280HP. At 4,000 FT or so, the O-550 is 285HP and the O-550 is 260HP or so, and they both go downhill from there as DA increases.

I really want the fresh pick STC, but I think it would place me outside of my Autopilot envelope and CG. I suppose I could only use the A/P while in compliance with the factory limits, or the A/P limits.

Texas skyways is great, I love them. Are they are Oshkosh? I would love to visit them.

Beautiful plane! Back in the early 2000's when gas was cheap, I thought the Texas Skyways 182's were the plane to drool over. Want to make a 182 as fast as the average Bonanza? Just keep adding horsepower!

If I recall correctly, they also had an improved oil pan on the Texas Skyways conversions, that held lots of oil and wouldn't leave any sludge when you drained it.

You will love it.

With the oil pan you get 2,500 tbo out of the o550, and somewhere just a hair less with the o520. Kind of convenient for them to own this stc isn't it?

The beauty of this conversion is if you don't want to spend gas money, just dial back the power knob. You can still burn what a regular skylane does, more or less.


Paul

Hi Paul -

I've never seen the o-520 in action, but are you sure it's 285hp? It says it's 280hp on their web page here: https://www.txskyways.com/services

On a side note, this makes sense. The o-550 normally runs 2700RPM redline in this application (O-550-F/TS) so it is not RPM limited, but manifold pressure redline (voluntarily) limited by the pilot.

My guess is the o-550 is 285HP (legally) at sea-level, while the o-520 is 280HP. At 4,000 FT or so, the O-550 is 285HP and the O-550 is 260HP or so, and they both go downhill from there as DA increases.

I really want the fresh pick STC, but I think it would place me outside of my Autopilot envelope and CG. I suppose I could only use the A/P while in compliance with the factory limits, or the A/P limits.

Texas skyways is great, I love them. Are they are Oshkosh? I would love to visit them.

Awesome, 182s rock

Paul - Ahh, this makes sense. You were quoting the "actual" numbers and not the legal STC numbers. If the O-520 does 285HP, the O-550 does 300HP . It seems the O-520 has lost maximum potential power of 300HP due to the RPM limit to 285HP, with a small additional amount (280>285HP) that is flat-rate limited. The O-550 has lost no maximum potential power (300HP) and is flat-rate limited to (285>300HP). This is likely why TS says "it does better above 10,000 - but is the same below it".

My autopilot has CG limits, and there are further CG restrictions if I want to use the automatic trim. I didn't check the Texas Skyways STC but I imagine it doesn't change anything. I have the Stec 60-2 w/ electric trim.

If you ever fly by Boise or Seattle, let me know. I'd love to check out your plane.

Thanks for the invitation Paul. Of course these horse power outputs are subject to the limitations of an NA engine, as we start losing horse power as we climb, and with a 5 minute limitation, we are already well below that limit after climbing 5000 feet.

Yes, I was using the actual engine manual performance numbers. I've thought about asking Jack if he has revised the STC to allow for the full 2850 RPM, but on the other hand, the 2700 RPM limit carries with it a 2500 hour TBO, but the value of that number is debatable, but in my mind it definitely reduces stress and wear on the engine for better longevity, whatever that turns out to be, and worth more than an extra 15 horse power for takeoff.

Alejandro,

I became attracted to 182's while instructing at a flight school in the 70's where the 182's were our instrument trainers, and I got mostl of my single-engine ratings in them and a lot of instructing in them, with a fair amount of pleasure flying into dirt strips.

Our complex trainer was a Beech Debonair, and had great flying characteristics, and I loved flying it, but when it came time to buy, I got a 182. Whatever it's pluses are over the Beech, it loses on fuel economy and speed , the price to pay for it's strengths.

Beautiful Bird! Congratulations!