C-182 Skylane with PeePonk mod.

Tom-D

Tom-D

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Tom-D
Anyone here fly one?
What is your fuel flow Typically cruise?

How much does the 285 horse mod change the numbers in the Owner's manual?

With the 285 horse mod it must be a beast.
 
A local dropzone has a PeePonk 182 and a regular 182. Climb rate increases by a large margin; I think it's safe to say that it's a good 50% or more. Not sure about the fuel burn or cruise speed.
 
A few years ago a local (Maine) student bought one in Seattle, WA and I went out there with him to fly it back. It was a older straight back 182 with over sized nose wheel. Good rate of climb, but throttled back for cruise the speed did not impress me. What did impress me was how smooth the engine ran. And on a 22 Hr flight across the country we lost more oil just wiping the dip stick than what the engine used.
 
I talked with Steve Knopp a couple of years ago about Pponking the engine in my Cessna 180. He basically talked me out of it.

Fuel burn is going to be slightly more than in a 185 with an IO-520, in other words around 15-17 GPH.

I've known Steve for more than 30 years and he is a stand up honest guy.

By the way, it is Pponk, his name spelled backwards.;)
 
Our next-door hangar neighbor has a beautiful PPonk 182. Great airplane...climbs like crazy, but a bit noisy both in and outside. Even with the extra HP from the PPonk, our 182RG (only a 235 Lyc, of course) walks away from him in cruise at fewer GPH. Ya' pays yer $$ and takes yer choice..

Jim
 
Mtns2Skies said:
*P-ponk

paging @455 Bravo Uniform
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I have the IO-470 in mine. Stock Continental injected engine that was retrofit in 182P via Peterson STC. 260hp.

Fuel burn- Plan for 15, end up at 13.5. Rich of peak (no engine monitor yet). 22”/2450 rpm

143 kts true w/wheel pants, flap gap seals, 2 bladed prop.

I can get more climb than I’m comfortable with (at 600-800 msl, 2000 DA, 2 souls, full fuel 80 gal).
 
455 Bravo Uniform said:
I have the IO-470 in mine. Stock Continental injected engine that was retrofit in 182P via Peterson STC. 260hp.

Fuel burn- Plan for 15, end up at 13.5. Rich of peak (no engine monitor yet). 22”/2450 rpm

143 kts true w/wheel pants, flap gap seals, 2 bladed prop.

I can get more climb than I’m comfortable with (at 600-800 msl, 2000 DA, 2 souls, full fuel 80 gal).
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Well by gum by golly that plane in your Avatar is one of those, never noticed that before. I’ve spent some time droolin over those, even called and talked to them on the phone once. Now I gotta go to https://www.pilotsofamerica.com/com...eaming-about-today.108665/page-4#post-2578252 again
 
My experience is in my 180. I converted a 100 hour factory o-470 to Pponk 0-470-50 after Continental recalled my crank. Added a C401-86” 3 blade that I bought from Steve and Norma. Night and day compared to my 0-470 and 88” 2-blade. It’s a much better airplane for me. Acceleration to takeoff is much better. Rate of climb is much better. Fuel consumption is all about the throttle setting. If you run at customary 470 speeds you’ll use less fuel. If you run at custumary 470 MP-RPM you’ll gain about 15mph for about 2 gph more that you’re used to. Safety margin for short strips over trees is far, far better. On floats or skis? Thrust is king. I can’t think of a down side.

My 180 with 850s would high power cruise at over 180mph when breaking the engine in. When you see TX Skyways advertise 185mph in a 182? Believe it. It’ll drink around 20gph to do it but it’s there if you want it. My typical 24/2400 cruise uses 15gph for best temps at my normal 1000-1500’ altitudes.
 
Stewartb said:
My experience is in my 180. I converted a 100 hour factory o-470 to Pponk 0-470-50 after Continental recalled my crank. Added a C401-86” 3 blade that I bought from Steve and Norma. Night and day compared to my 0-470 and 88” 2-blade. It’s a much better airplane for me. Acceleration to takeoff is much better. Rate of climb is much better. Fuel consumption is all about the throttle setting. If you run at customary 470 speeds you’ll use less fuel. If you run at custumary 470 MP-RPM you’ll gain about 15mph for about 2 gph more that you’re used to. Safety margin for short strips over trees is far, far better. On floats or skis? Thrust is king. I can’t think of a down side.

My 180 with 850s would high power cruise at over 180mph when breaking the engine in. When you see TX Skyways advertise 185mph in a 182? Believe it. It’ll drink around 20gph to do it but it’s there if you want it. My typical 24/2400 cruise uses 15gph for best temps at my normal 1000-1500’ altitudes.
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Thanks for that. This is the 0-470-50 (0-520) carb'ed
 

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I've flown one. Turns it into a beast of an airplane. Maybe 150ft takeoff roll and it climbs like you wouldn't believe.
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kgruber said:
With about a 45 minute drive, you could talk to "P" himself. Straight from the horse's mouth!!
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Plus sometimes you can get him to tell the story of this landing, and the white Chevy van that got obliterated by the RH landing gear. :) Photo by Bev Hanson who passed some 15 years ago.

warren-propliner-van.jpg
 
We Pponk'd our 182 about 10 years ago. 275 hp, 2 blade prop. Climbs like crazy, easily 1500 fpm at sea level with full tanks and pilot only. Have seen 700 fpm out of Mammoth Lakes moderately loaded, density altitude around 7,000. Cruise depends on the mission. 13 gpm at around 5-6K for 135 KTAS, or on long flights I go up to 12-14K and lean out to about 9.5 gpm for 135 KTAS.
 
I took an all days lesson in 182 cowling today, never did get it on, the new baffling was put on ten years ago, now they are very stiff and will not allow the cowl to set right, All the rubber is on with rivets of course.
With the 3 blade prop there is no room to pull the lower cowl up straight, when you do get in place and think you can make one of those stupid fasteners lock, nope they won't go.
 
I usually put our top cowling on by starting at the back and working my way forward. I think that was a trick I learned in a Cessna Pilot's Association 182 systems and procedures class a bunch of years ago.
 
Jeff Oslick said:
I usually put our top cowling on by starting at the back and working my way forward. I think that was a trick I learned in a Cessna Pilot's Association 182 systems and procedures class a bunch of years ago.
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I'll give that a try in the AM, But have 4 seat tracks to replace when I get too frustrated.
 
I bought my 1981 C182 with 80 hours on the PPonk engine this January. I'm still getting used to it.

Right now I'm flying around Alaska. 1k - 3k feet typically, 2200rpm/21", about 11gph. Gives 110kts or so. Can throttle up a bunch of course if so desired. Takeoff and climb are excellent.

It's tricky keeping the cylinder 3 and 4 temps under 380 in cruise. Rarely close the cowl flaps more than half way.
 
Today I got the AD-log for the 182, I discovered there is no previous record of AD compliance.

So it is take the book over to the aircraft and verify every single AD. I'm thinking a week.
I have a assemblage of hand written notes from the previous A&P-IA who is now dead. all stuffed into a big envelope.
Two of which are engine overhaul sign offs, neither of which were completed to meet 43.2 for an overhaul to zero since major. It amounts to this engine was overhauled twice and never ran / tested, for 1 reason or other. I've seen some messed up records, but this one is FUBAR.
 
slacktide said:
Plus sometimes you can get him to tell the story of this landing, and the white Chevy van that got obliterated by the RH landing gear.
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What IS the story on this photo? I think it would be a good idea to start a new thread just about what happened. Inquiring minds want to know.
 
A1Topgun said:
What IS the story on this photo? I think it would be a good idea to start a new thread just about what happened. Inquiring minds want to know.
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That was from a different era in aviation. In the late 70's early 80's we flew a lot of DC-3's, -4's and -6's off of Big Creek beach on the Alaska Peninsula. Hauling Salmon and Salmon roe to the canneries. Bunch of aerial cowboys really.

There were some pretty big names to come out of that group, of course Steve Knopp, but also Norm Olson, Gary Olsen, Sean and Kurt Gloyer, Jim Lowe, Jim Worth, Tommy Anderson of Landing Gear Works and many others. We thought we were pretty invincible, until Stan Zimmerman and his son Bill hit a truck taking off in a DC-6 from the beach and crashed, they survived but barely. I think that day we all began to realize we were human after all.

A lot of them have passed away, Gary Olsen of a brain tumor, both Gloyer brothers to plane crashes, Jim Lowe crashed a Helio Stalion and died after a trim runaway, Jim Worth crashed at Rainy Pass. There was a DC-3 Captain named Keith that crashed a DC-4 in Louisiana after running out of gas, he was carrying a load of drugs.

A time gone by for sure. I'm glad I was there, but also realize how lucky some of us are to still be alive.
 
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