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Patricio Porciuncula Pino created a new topic ' Question torque Bolt Engine Mounting' in the forum. 2 days ago

Good Morning, can you guys help me.

I have a cessna 182 C and I am placing the enginer mounting and looking in the manual it tells me to apply on the bolts 190 lbs / in per bolt. It seems to me very little, can you help me?

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adam smith replied to the topic 'Nose strut on 1957, 182A' in the forum. 3 days ago

Mine did something similar when i first bought it. It was shown in the logbooks to have been serviced recently. Ends up they cheaped out on the hydraulic fluid and used more air. Simple to fix according to steve's instructions.

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Bobby Taylor has a new profile cover. 7 days ago
Jen D Nice looking Cessna! 6 days ago
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STEVE ELLS replied to the topic 'Nose strut on 1957, 182A' in the forum. 1 week ago

I believe that what you experienced means that the nose strut is low on fluid and it's time to service the nose strut. That means let out the air charge (after suspending the airplane so the nose gear is off the ground-usually done by using an engine hoist to lift off the lifting ring on the top of the engine) , then adding a fresh supply of hydraulic fluid and recharging the air to get the correct extension.
If you haven't had the strut fully serviced in a while it's a good time to remove the strut and the old o-ring seals; then install new seals and re-install the strut.
You should also get your mechanic to look at the torque links to see if the strut extension stop is worn. If it's worn, or the links are badly worn that will let the strut extend too far.
Let me know what you find,
Steve

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Lyle Mann created a new topic ' Nose strut on 1957, 182A' in the forum. 1 week ago

Today when I parked after landing, the nose strut was fully extended, when I put the tow bar on and just went to move the plane it went down into the normal position. Can anyone tell me what this means and is it serious.

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ROD KLEISS replied to the topic '172XP performance' in the forum. 2 weeks ago

Well that sounds like a dandy first long trip for me and my plane Steve. I am going to plan on doing that probably this fall, and I may even try to write a story about it. Ever since I've started flying, I have been doing a lot of things I never did before. Why not try and write a story?

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Ed Fogle replied to the topic 'Starter problems' in the forum. 2 weeks ago

Thanks Steve, you came through with such a quick simple solution. I'll try it.
Ed

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STEVE ELLS replied to the topic 'Starter problems' in the forum. 2 weeks ago

Ed, Instead of trying to determine a reason, I suggest you disconnect your aux starter circuit from the airplane electrical system and see if that does the trick.
S

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STEVE ELLS replied to the topic 'Strobe light upgrade.' in the forum. 2 weeks ago

Is the picture you attached the wingtip on your airplane? If so, it's configured for a nav light, but not for a nav light/strobe installation.
None of the nav/strobe products I've found will fair into the cut out as the nav light cover did.
Short of buying a new set of wing tips, or finding a used rounded style pair of tips, I can't think of what else to do to get strobes on your wing tips.
You can install LED nav lights which are much brighter than the original incandescent bulbs.
You can install a wig wag controller to pulseyour landing lights on and off, which I believe will do much more to make your airplane move visible in flight than strobes will.
Strobes are great a night but not particularly visible during day light hours.
I installed the Pulselite system by Precise Flight (www.preciseflight.com) on my Comanche since some of my flying is in hazy conditions and in high traffic areas.

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STEVE ELLS replied to the topic '172XP performance' in the forum. 2 weeks ago

Hi Rod;
It's a fun trip. I flew my airplane (Piper Comanche with 180 hp engine) to AirVenture a couple of years ago. I live about 60 miles north of Santa Maria. It took 12.4 flight hours.
I didn't really push my schedule and I rolled into Oshkosh around noon on the third day.
My route of flight was KPRB-GRAPE-PMD-DAG-LAS-MLF-KPVU, where I spent the night.
The next day I took off early, which is my key for smooth flying and climbed to 9,500, flew north to a position east of SLC, then I turned east to follow highway 80 through the Parley's Canyon pass and on into the high country of Wyoming. I say high country because Rock Springs (KRKS) airport altitude is 6,764 feet MSL.
As I flew east the land dropped away I altered my course to the north east before landing at Pierre, S. D. (KPIR) to spend the night.
From there it was only an easy flight into OSH after landing a Fairbault, MN (KFBL) for an hour to let the ground fog in Oshkosh clear.
The phone at Coastal Valley Aviation is (805 928-7701. The owner is Phil Kirkham. I've known him for over 20 years. The website is www.cvamx.com.
Why don't you take notes and write an article for Piper Flyer about your adventures and education while flying your Hawk XP.
Best,
Steve

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ROD KLEISS replied to the topic '172XP performance' in the forum. 2 weeks ago

Well, that actually wouldn't be too hard for me to get there Steve. I am working on my IFR ticket and as soon as I have it, I will be looking to get some mountain flying training and then venture out to California. That sounds like an ideal destination. I am now at KGTG in Grantsburg, WI.

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STEVE ELLS replied to the topic '172XP performance' in the forum. 2 weeks ago

Hi Rod;
The first thing I would do would be to rig your airplane. Unfortunately it's not easy to find a mechanic who is familiar with the Cessna single engine rigging procedure. I know how to do it, and need to write a condensed and illustrated guideline for rigging.
Where are you based? If you're anywhere near KSMX in Santa Maria, CA, Phil and his crew at Coastal Valley aviation know exactly how to rig an Hawk XP.
Steve

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ROD KLEISS replied to the topic '172XP performance' in the forum. 2 weeks ago

Oops. Put in one picture twice. Here is the performance page from the POH

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ROD KLEISS replied to the topic '172XP performance' in the forum. 2 weeks ago

Hi, Steve. Thanks for responding. With the JPI 930 and GAMI injectors I can choose my rich or lean of peak settings. LOP always drops my speed down a few knots which I expect. I can reach for speed at any altitude less than 10,000 feet and at the very best ROP settings I still just barely hit above 100 knots. 110 is pretty much the very top with 2500/25 prop and pressure settings. The electronic ignition and GAMI injectors did help engine smoothness a lot and with LOP set, I can cruise 100 knots at 7.5 GPH all day long. I use the G500 true air speed indicator for the speed measurement.

The speeds recorded now are very similar to those I got before the engine mods were done. GAMI's and electronic ignition haven't helped with that. I am attaching a couple of pictures of the plane. The prop is a 76" 2-blade McCauley as specified. I include a picture of my instrument panel and the POH cruise performance numbers for 4,000 ft. At 24 squared they say I should be at 124 knots at 27C, but I am cruising at 100-105 knots. The plane runs really well. It is just that the speeds are nowhere near the factory published speeds. I've only been flying a couple of years so this all is relatively new to me, but it seems I should be closer to their figures than this.

One question I have is how to increase my cruising speed if everything is working correctly and I'm just slow. What would be the most cost effective approach? I intend to keep this plane for a long time.

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STEVE ELLS replied to the topic '172XP performance' in the forum. 2 weeks ago

I have a couple of questions:
1) What mixture setting are you using when you're doing your maximum speed check?
2) Did the installation of the electronic ignition and the GAMIjectors make any difference in the maximum speed you were able to reach?
3) Are you getting your airspeed results from the Garmin G500/GTN750 or from your analog airspeed gauge?
4) What altitude are you doing the maximum speed tests?

Have you flown a familiar flight since you installed the GAMIjectors and electronic ignition? Has that flight taken less time than similar flights from before installing the GAMIjectors and the electronic ignition system?

Thanks,
Steve

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Steven and Lu Beekman created a new topic ' Strobe light upgrade.' in the forum. 2 weeks ago

I have a 1964 182g. I would like replace the current nav lights with strobes but am having a problem finding lights that would fit the recessed shelf configuration of the original wingtip. Short of replacing the wingtips, I would like some ideas as to what others have done with their original wingtips. My wife really wants me to install LED's, but again, I don't know if they have something to fit without wingtip replacement. The shelf design of the original wingtips,

give the lights a built -in look, while the new nav lights have a teardrop configuration that would not backup to the recess. Any suggestions or experiences would be helpful.

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Ed Fogle created a new topic ' Starter problems' in the forum. 2 weeks ago

182P with a Peterson IO-470-F conversion.

I've been chasing a starter problem for eight months. It starts most of the time but occasionally won't. When the problem occurs there is no movement of the prop and the voltage drops so much the JPI EDM-900 goes blank. We have checked all of the cable connections, the resistance of the cable from the battery contractor to the starter contactor, changed the starter contactor and had the starter opened and checked. The starter had some issues with the brushes that were addressed.

Works for a few weeks then same problem. No turn with starter switch engagement. My thinking is the starter has a bad spot in the armature and when it stops on that place there is a dead short.

Here's the question. A friend had what he says is the identical problem on an old 182, probably 1950's vintage. They had solenoids that are field serviceable whereas mine are sealed so can only be exchanged, if I am correct. After doing all of the same things I have done with no improvement on his airplane he had about given up. But, one day he looked at the solenoid next to his auxiallary power plug and noticed it had green corrosion on it. He removed, disassembled and cleaned it. Bingo, no problems from then on.

Now everyone says there is no possible way the auxiliary power solenoid can have anything to do with normal starting. He must have confused it for the starter solenoid. But he insists on what he did and the results are as he describes them and that I should replace my aux plug contactor.

My question to all of you, could he be right and everyone else wrong?

Thanks,
Ed

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ROD KLEISS created a new topic ' 172XP performance' in the forum. 3 weeks ago

I have a 1978 Cessna 172XP with an upgraded Garmin G500/GTN750 glass cockpit and a JPI 930 Engine monitor. At the last annual I upgraded to GAMI injectors and an electronic ignition. Everything seems to be working very well, but I'm surprised at my maximum cruising speed. The POH numbers indicate I should be seeing cruise speeds in the 115/120 knot range at altitudes I fly. I have a McCauley two bladed CS prop and don't use wheel fairings, but I can't seem to push the plane past 110 knots TAS even at full power. Is there something else going on? If not, how can I improve speeds responsibly? I have the STC for upgrading to 210 HP but I'm holding off until engine overhaul to do that, and thinking perhaps that would be the time to address the prop and perhaps Knots2U wheel skirts, but I don't know what to expect, especially since I am not seeing quite the performance now with a plane that really seems to be running very well.

If anyone has any thoughts on this, I would be truly grateful. I like this plane a lot and I just want to make it better, or learn to accept what it is, which is not all that much less than it might be.

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Steven Kleiman replied to the topic 'Cessna 172 Performance App' in the forum. 4 weeks ago

Version 3.4.0 is out. It contains support for the 172I. More importantly, it allows airspeed to be displayed in MPH for the older models.

As always, C172 Performance is available for Android and iOS mobile devices and any for any computer. See https://pohperformance.com.

Steve

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Ed Fogle replied to the topic 'Lean of peak operation problem on IO-470' in the forum. 4 weeks ago

Steve,
Thanks for the reply. I did a GAMI lean test, stress mag test and manifold test, per Savvy Aviator directions. They say a spread of up to 1 gph is acceptable for LOP and .5 gph is very good. Mine was .4 gph.

The improved atomizing is understandable for improving LOP operations. I think I need to address issues with #6 ignition. Will be sending a JPI results to Savvy Aviator and a GAMI tomorrow. Will post responses.
Ed

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