182 Texas Skyways conversion
Re: 182 Texas Skyways conversion
About 4 years ago, I purchased the complete 280 horse upgrade and Scimtar propeller for my 1964 C182-G. The engine was shipped out and installed at my hangar, which saved about $3 K in Texas State taxes.
The package that I bought was complete with the O-520-J/TS 280 horse power engine, Hartzell 3 blade Scimtar propeller, heat shields, all new accesories, electronic tachometer, a new motor mount, and all new hardware and motor mount pads, etc. The total price, at that time was about $36K.
Delivery was prompt and trouble free and Texas Skyways also made arrangements for return of the O-470 engine and Mc Caulley prop. There were no glitches, you pay the money, they ship the product.
Removal and installation of the engine took about 3 days, with most of one day spent on making new baffles and air box seals. These had to be custom fitted. (on my aircraft) The start up and test went pretty much as advertised.
The new Texas Skyways engine really woke up my old 182. These are my estimates of performance increase, that's why we bought this stuff in the first place. The take off is shortened up considerably. My best guess is take off ground roll at gross weight on a standard day using full power and 20' flaps is about 400-450 feet. This can be followed up with a best angle of climb at 59 miles per hour indicated, full power, and full stall alarm with a rate of climb of about 1000 feet per minute, as long as you can stand it. Normal full power take off with a 110 mph climb out will get you a 600 foot ground roll and 1000 feet per minute after flaps up. 90 miles per hour climb out yeilds about 1500-1700 feet per minute up to 8000 feet.
The next question is always fuel economy. There isn't any!! My aircraft gets the same fuel mileage that it did before the modifications. My average cruise at 7500 to 8500 MSL is 145 Knots at 14.5 gallons per hour. Previously, these numbers were 130 and 13. The Texas Skyways engine requires careful leaning and is capable of burning lots more fuel than it requires. I run 100' rich of peak, full throttle and 2400 RPM. At lower altitudes, you will find that this power setting puts the air speed right in the center of the yellow arc.
So far, pretty much as advertised. The real bonus comes from the propeller. The noise level is signifigantly lower than a standard 182 and it is smooth. I really like my Texas Skyways conversion and I don't mind telling people how good it really is. The best real example that I have personally seen was a flight that my Bride and I made from Cedar City, UT to home on the central coast.
It was a calm, no wind, summer day. The field elevation is 5600 MSl and the temperature was right at 100'F. The aircraft was at about 2600 pounds or 200 below gross. My estimate of the density altitude was about 9600 feet. Runway 2 at CDC is about 8600 feet long with a cross runway at about 5000 feet down the runway. At take off with maximum available power, the take off ground roll was about 2000 feet and a flaps up climb out at 110 MPH indicated yielded 400 FPM right up to my 12500 cruising altitude. It never did that before and I am impressed.
If you want to wake up your 182, Texas Skyways is a good way to go.
Re: 182 Texas Skyways conversion
I have a 1977 182Q that we installed a Texas Skyway 0-520F-TS with the Hartsell prop in 1997. I have approximately 700 hours on a 2500 hour TBO engine and I am pleased with the performance. With the flap gap speed kit I can true out in the 150 Knot range and the climb performance is excellent even at the 2950 lbs gross weight. I agree with the others and would recommend the conversion.
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