The low indicated airspeed is significantly lower than calibrated. Has to do with AOA on pitot tube. Still must be a great performer.

Seriously thinking abut getting this conversion done.

Any new thoughts?

D.

No new thoughts, but I think it would be an amazing airplane!

Mechanics I know say the canards make it a pain to work on the engine.

Mechanics I know say the canards make it a pain to work on the engine.

Darin

Only concern I would have is how much heavier it might make the nose. I know this mod is only for restart 182 S or 182T models. Up through the R model every 182 I have been in felt nose heavy to me on final, no matter how much I trimmed. My M model frankly flies better with an extra 50 lbs behind the back seat unless all 4 seats are full.

The IO-580 has to be heavier than the 540. I suspect it would be wise to get a flight & see just what that bigger motor does to the W&B.

RAS

Same concern and I have a 2 blade prop now. So even more weight out front with this upgrade.

Always seems to need some weight in the back for sure.

D.

The IO-580 STC for the Commander 114 creates a plane that climbs like an angel, goes a little faster and cannot pass by a fuel station. The forward CG causes problems and limits fuel loading as a result. BTW the STC is $100,000.

Jim

The Lycoming 580 has been around in the airboat industry for at least 40 years. They are built by turning an angle valve large rod journal crankshaft off center and utilizing straight valve small journal rods to increase the stroke.

Airboat engine builders have tried just about everything conceivable including installing Continental cylinders on Lycoming bottom ends (Lyconentals), GTSIO cylinders w/Holly 4 barrels on bored case 470 GPU engines, nitrous, belt drive superchargers etc. I once sold a Duke engine that was installed with nitrous and the waste gate wired shut on a 12’ long racing hull) and many geared/supercharged 380 HP Queen Air engines.

Darin has a 182S in his profile, so it’s the Wipair mod he’s looking at, not Katmai or Delair or Pponk.

It is my understanding that the Commander has forward CG issues even with the stock engine. 540-580 won’t change it much.

I fly a 185 with a Pponk STC IO-550. It’s had the cylinder ports cleaned up by Lycon and just received a Leading Edge Exhaust. Haven’t flown it since the exhaust install.

Cessna camber cuff. No wing mods.

24” x 2400 RPM gets me nearly 150 kts TAS (148-149) on 6.00x6 tires. 23” x 2300 RPM nets 130 KT on CAP floats, 125 KT on Aerocet amphibs. All before the Leading Edge Exhaust.

No replacement for displacement, but a 580 in a 182 would be challenged by my hot 550 in the 185.

The 580 has the same stroke and a slightly larger bore that the 540. Same way they increased displacement on the 360 to 390. Same cylinders I believe.

Agree

My Air Plains IO-550 Conversion in my “Tricycle” 1977 C182Q at 4,000-8,000 msl yields me 152-155 KTAS WOT / 2500 / 14.5 gph / 50F LOP

162 KTAS same altitudes 100F ROP / 17.8 gph

However, I do not recall Climb Rates being discussed….

Rate of Climb is where a 300 hp Conversion in a C182 really SHINES

Departing airfields at say 1,000 msl I see initial Rates of Climb 1,500+ fpm at Vy / say 78 KIAS

I also prefer Fuel Injected engine operations…. However, Darin already enjoys Fuel Injection in his ReStart C182

To repeat Daryl’s statement….

There is NO Replacement for Displacement

Granted, you are still Normally Aspirated, but that extra horsepower does assist in higher Density Altitude Departures

I have a ‘74 182P. Bought it about 10-11 years ago with a Texas Skyways 0-520 in it (similar to PPonk). Added float kit and Aerocet 3500 straight floats, wing extensions, sportsman STOL. It flew pretty good. 7 years ago took out the 520 and did a “Super Sealane” seaplanes west conversion (they buy an Airplains IO550 STC and do the work). I also had the cylinders ported and polished by Lycon where they “claim” 30 more HP. LOP, 13.5 gph it flies about 110-115 knots IAS and at 18 gph ROP it’s around 120 ish. If I remember, next time up I’ll calculate TAS and report back. I flew today, full load, 7500 feet and 13.5 LOP was around 114 KIAS so TAS would be north of that. Different airplane from the carb 520, particularly getting a load off the water. Useful loads while on floats is 1200 lbs. it will lift off the water whatever you put in it.

I rarely fly on wheels, but a few winters I did it and it takes off like a super cub. Gotta watch your power or your in the yellow arc before you know it.

Garth

the IO-580 weighs 434 pounds, versus 425 pounds for a Continental O-470 in the older 182's, or 380-411 pounds for an O-540 Lycoming.

You get a lot of bang for the buck with the IO-580. I have one here, a full Boss 182 conversion of a 1999 182S on Wipline amphibs. It's a great performer withe the floats on. And when you take them off and put it back on wheels, it's a screamer.

I also have a Texas Skyways 520 in an H model and like it very much.
The prop jumped out and bit the pavement at Thermal 18 months ago so
Had to get a prop and had the engine 0 timed. Ported and polished. Corona engines did a great job and I was lucky to get it in before the parts crunch. Couldn’t be happier with the performance. Will do lots of backcountry trips this summer. Hope to meet you guys in the Church.

Corona Engines can do a major overhaul on the engine but they can't Zero time it, which would involve giving it a new logbook. Only the manufacturer, Continental, can do that.