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Power and Propeller

Texas skyways O-470-U/TS
Author Last Post
I am still hopeful the factory cylinders will show improvement with Marvel and hard running.  The engine makes power,  but the oil consumption has been high.  1 quart every 2.5 hours on a trip to Albuquerque this fall.  Last flight of 2 hours didn't burn a drop.  We do have some great backcountry flying in Southeast Utah,  I am a CFI and would love to show you around.  Our airport is currently closed,  but should be back online this Spring.
 
I have the 3 blade Hartzell prop which gives more ground clearance. Engine monitor is nice but also gives you more reason to worry about what you see! One enoying thing is the alarm setting for the CHT. By regulation they have to set it to the manufacturers number which comes from the dark ages, this is right at 500 degrees.No way of setting it lower it is "illegal". My avionics guy tried to reason with EI with no luck. Fortunately we were able to put a secondary yellow alarm light at 400 degrees which is very helpful. Anyway, my CHT is pretty consistent around 350-370 unless I do not pay attention during the summer heat. In the winter the temps are 350 and below, mostly. I would like to come to Moab to try some of the dirt strip up there, do you know any CFI or good pilot I could go with? 
 
Just a suggestion, but if the only thing that you suspect is wrong with your U engine is compression and the leakage is past the rings and not thru the valves, why don't you run it hard for 10 hours and recheck the compression. You might be surprised to see the rings seat back in and give good service for the remaining TBO.
 
Thanks for sharing your experience with the 0-470-U/TS.  We are also subject to high density altitudes and excessive heat around Moab.  The cowl louvers have been very effective for us.  Which prop are you flying?  We have the Mccauley C204.  Did you notice more torque/power the second you cobbed it?  For the money to HP ratio it seems like a reasonable deal as compared to going with the full 520 conversion ( I will visit this option when the time comes)  Thanks for sharing this information.  Sounds like an engine monitor is a good idea with the stc also.  
 
Interesting details about the engine. . . .
 
Not sure why TXSkyways emphasized the EGT to watch at 1400.
The key is to have an engine monitor with probes in every cylinder and watch for any cylinder that starts a peak trending above 400 F.  High CHT is the villain is this situation, not EGT.
 
Take a visit to the GAMI web sight and drill down to testing and conclusion, etc.  Then, take note of the devil's "Red Box".  A noted danger region that is always lurking on the rich side of peak engine operations.....
 

 
----- Original Message -----
Sent: Saturday, January 13, 2018 7:32 PM
Subject: re: Texas skyways O-470-U/TS <<$188307372743$>>

I have the 0-470U/TS in my 180J. I put 170 hours on it so far. Here are my experiences:
I am in SAF at 6400Ft, high density alt in the summer, up to 9000Ft. T/O performance is stunning even with full fuel. At first I had high cyl temp problems on climb out which I solved by installing the cowl louvers. Cruise performance rich of peak: TAS of 145Kts at 7500-8500Ft, 140Kts at 10’500Ft. Lean of peak 134Kts on 10-11 GPH(don’t mention my name on this with TxSkyways or they’l put a contract on me!) . My issue I have not solved yet is the right setting for rich of peak operation. I have the Electronics Intl. MVP50 and the unit indicates cyl 1 peaking first then 2 then sometimes 3, so I have hard time using the leaning procedure. It appears that rich of peak around 8000Ft my fuel flow is somewhere around 16-18GPHwhich really seem excessive. TxSkyways says do not worry about going reach of peak and lean to peak EGT as long as Temp is below 1400. If I do this my fuel flows are around 14-15GPH which I guess is ok. BTW the engine HP, according to TXSkyways , is benched at 160HP.


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I have the 0-470U/TS in my 180J. I put 170 hours on it so far. Here are my experiences:
I am in SAF at 6400Ft, high density alt in the summer, up to 9000Ft. T/O performance is stunning even with full fuel. At first I had high cyl temp problems on climb out which I solved by installing the cowl louvers. Cruise performance rich of peak: TAS of 145Kts at 7500-8500Ft, 140Kts at 10’500Ft. Lean of peak 134Kts on 10-11 GPH(don’t mention my name on this with TxSkyways or they’l put a contract on me!) . My issue I have not solved yet is the right setting for rich of peak operation. I have the Electronics Intl. MVP50 and the unit indicates cyl 1 peaking first then 2 then sometimes 3, so I have hard time using the leaning procedure. It appears that rich of peak around 8000Ft my fuel flow is somewhere around 16-18GPHwhich really seem excessive. TxSkyways says do not worry about going reach of peak and lean to peak EGT as long as Temp is below 1400. If I do this my fuel flows are around 14-15GPH which I guess is ok. BTW the engine HP, according to TXSkyways , is benched at 160HP.

 
Thanks for your reply Paul.  I am tempted to follow through with the U/TS option as we already have the correct Prop and the bottom end has only 650 hours.  I would love to talk to your buddy about his experience if that is possible.  Thanks,  Lou 
 
Lou,

A buddy of mine has a U/TS and it rips. He runs right with Ponked airplanes and uses less fuel. 

If being shackled to 100LL doesn’t bother you, it’s a good conversion. 

Triple check your prop options as that can really run the price up. 

Paul Brown

Sent from my iPhone

On Jan 13, 2018, at 09:26, Lou Bartell (canyonlandsballooning@gmail.com) <mailer@mail2.clubexpress.com> wrote:

Hello All-  I am the new caretaker of a 1980 180K that I has been entrusted to me from my father.  He has been a club member since buying the plane in 1981.  She has not flown much in the last five years and the compressions show it.  I have decided to do a top overhaul at western skyways.  (The 470-U was a factory new replacement and has 650 TT)  My question is:  Does anyone out there have experience with the Texas skyways U/TS STC?  We have all neccesary equipment for the conversion,  but it still cost 10,000$ Ouch!  Any input as to performance gains would be appreciated.  If the engine was closer to tbo I would probably go with the PPonk or TS 0-520 conversion.  Thanks for your time.
 
Hello All-  I am the new caretaker of a 1980 180K that I has been entrusted to me from my father.  He has been a club member since buying the plane in 1981.  She has not flown much in the last five years and the compressions show it.  I have decided to do a top overhaul at western skyways.  (The 470-U was a factory new replacement and has 650 TT)  My question is:  Does anyone out there have experience with the Texas skyways U/TS STC?  We have all neccesary equipment for the conversion,  but it still cost 10,000$ Ouch!  Any input as to performance gains would be appreciated.  If the engine was closer to tbo I would probably go with the PPonk or TS 0-520 conversion.  Thanks for your time.
 
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