There are a number of engine upgrades for the Skylane from the 250 HP Pponk to new IO-550's. Fuel Injection would be nice and several offer this as well. Obviously, take off, climb, and the ability to operate easily in the low teens is a benefit. What about real increases in cruise? Probably less than advertised but has anyone actually flown any of them and can speak from experience?

Jgreen

Hi JG,

Not a 182, but my 180 was absolutely transformed six years ago when I went with the Air Plains IO-550 conversion. I knew I'd get more climb, but TAS in cruise, running WOT at 2,500, ROP, about 10,000 feet went from 146 to 154 KTAS! But also, now with GAMIs and LOP, I can -- well, could; I sold her -- get 148 on 12 gph. I could often see well over 1,000 fpm climb at 110 KIAS, with good cooling and over-the-nose visibility. Had the installation done -- with an 86-inch three-blade McCauley -- right at Air Plains in Wellington, KS, and they did superb work.

(Added later in the day: The "before" numbers for my plane were based on the PPonk O-470-50, a fine engine but surely not an IO-550!)

(Added on 12/7/14: I did a little fun test after my engine had been in the plane for six months or so, well broken-in. Got an oxygen bottle, filed IFR, and go that sucker to FL230. I think I could have made 250 if I'd had more time. Fun!)

A friend of mine has a 66 182 with the Pponk 275 HP carb'd 470-50 that I have flown. This is basically a 520, they just call it a 470 for some reason. She has standard size tires and no wheel pants. Top of the green at 5000 feet she will see 155 MPH indicated, best I could do with my 182 with standard 470R and bigger 8.00 tires was 140 indicated in the winter and 135 in the summer. But you buy it for takeoff and climb and it does that much better than a stock 182.

John
I do not yet have a bigger engine in my 182 - but when I do it will probably be the PPonk. Google it and/or give Steve a call. Basically an O-470 case with a 520 crank, cylinders and pistons being fed by a massaged carb. The real trick (other than standard "get a good builder") from a bunch of folks who I know have them, is getting the carb massaged properly with adequate top end FF - 27 gph at least. I have heard very good things about motors built directly by Steve, also by Lycon and some place in Virginia. The great thing, besides the simplicity of the upgrade, is that with a 470 in hand the change is essentially the same cost as a good OH (nad no hard starting when warm ). I can put you in touch w/ few folks that have the PPonk if interested.

RAS

Send a PM to Gary Wall, he installed one in a friends 182 years ago, he might know the speed increase.

Whenever I look at these options I end up concluding that the oem O470 is ideal for my missions. Burning an extra 4-5 gph for an extra 6-8 knots doesn't work out. The 182 is an excellent long distance machine in stock form. Up high, my fuel burn is sometimes as low as 7gph with a smooth running engine. 130 knots for 6 or 7 hours is nice.

Now, if you fly short missions only, or need more climb rate, these conversions make more sense to me. Not for xc though imo.

Well, the long and short is this. I love Skylanes. Everything considered, they deliver about as much "all around" as any light single. The one I have is a very good airframe with new paint. It is not a solid IFR platform, lacking an IFR certified GPS and an altitude holding autopilot. My goal is to "upgrade" in one form or another for John Jr. Before I splurge on a new panel, I am looking at options. I have listed the airplane here on BT with some reservations; did I say that I really like Skylanes and have a good airframe? Should it sell, I would expect to buy a Bonanza and go from there.

For any trip of less than 300 nm, the speed is no big deal between a Bonanza and a Skylane. The big limitation, IMO, of the stock Skylane is that if you need to go up to ten or twelve thousand for summer build ups, it really struggles. Another 50-75 horses from one of these conversions would make a big difference in that realm of flight. Another 8 or 10 knots at cruise is just a little extra sugar.

I really appreciate the info you guys offered.

Jgreen

Got a friend in BTR with a 300hp skylane. Sure he'd give you a ride.

There's also a supercharged STC that might meet your needs.

Charles,

I would seriously like to take that ride.

Jgreen

I did the PPonk O470-50 (520 cubic inches) and added a 3-blade Super Scimitar prop when it was time to overhaul the engine in my 182K. The new package is a hoot and a half!

Makes for a very short takeoff roll and quite good climb. The cruise is still pretty terrible compared to the Beeches, but if you already have to overhaul a 470, I can't see NOT doing the PPonk. IIRC, excluding the prop (which I seem to recall was not required), it was only a couple/few thousand more. The prop of course was ~$11K and I'm not sure how much of the takeoff roll is prop and how much is the extra 50 cubes, but together it's noticeable!

You can thank your ex-employer's organization for that one. According to the FAA you cannot change the basic designation of an engine by STC so when you convert a 470 CuIn engine to a larger displacement the original displacement is retained in the engine model. My Baron has IO470s with 520 CuIn cylinders and pistons but the nameplate says IO470-Mod.



Because drag at the high end of the cruise range (in IAS) is primarily due to parasite friction (form drag) and parasite friction is proportional to the square of airspeed speed only increases as the cube root of power in that regime. But a displacement increase also usually comes with the ability to produce the same power at a higher altitude than was possible with the original displacement, a larger engine can deliver a significant speed (TAS) improvement if you take advantage of that and fly with more altitude and lower IAS.

The improvement in climb performance OTOH is more than proportional because climb is a function of the excess power available beyond the minimum required to maintain level flight at a given airspeed. In a 182 at a cruise climb airspeed and typical weight, that minimum HP is probably around 100 so when you go from 230 to 300 (a 30% increase) the HP available for climb jumps from 130 to 200 (a 54% increase) and the climb rate jumps proportionately.

I have a PPONK in my Skylane, done almost 7 years ago by Winchester Aero Engines in Virginia. The changes I saw:

Takeoff ground roll - 200-300 feet shorter
Climb rate - +300-400 fpm
Cruise speed - +5-7 knots
Fuel burn - +0.5 gph
Range - same

The engine runs smooth and cool. I can get LOP every now and then depending on conditions but it's tough with the carburetor. 9-10,000 feet at peak EGT is my plane's sweet spot. I've had it to 15,000 feet on a warm day and it still had climb left in it (400-500 fpm IIRC, has been a while).

My plane's a draggy 1964 with a big-mouthed cowl and Horton kit so my raw numbers aren't as impressive as the later models. I usually see 138-140 KTAS at 13 gph and got 150 knots indicated out of her yesterday down low over the Mississippi (15 deg F, 30.60" Hg, not exactly standard conditions).

The price premium was essentially a new prop - the stock one on my plane didn't match the PPONK STC. Otherwise it was a wash compared to a standard overhaul price.

Hope that helps.

I bought one with a -550 out a trade deal once and moved it, but for the short time I owned it, it was really fun. Awesome performance.... There is no replacement for displacement....

Dont forget the Boss IO-580 Lycoming conversion from Wipaire on late model C182S/T.

335 hp with ported cylinders. Not too chabby.

http://www.wipaire.com/myaircraft/cessn ... ations.php