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Thanks Steve, went down that road, Amsafe is not approved by the FAA to repair their own product, told me to go through Cessna which only sells new ones for $662.65.
Just a word of advice, never accidentally grab the cable when removing the seat from the aircraft, the plastic swivel that connects the cable end to the inertia reel is very easy to break. Ugh!!
Live and learn.
I hope I'm not telling you what you already know, but I believe you'll have to get the parts you need from, or get it repaired by AmSafe.
Here's it's URL: www.amsafe.com . The phone is 602 850 2850.
Let me know what you find out.
Does anyone know where I can get my Amsafe inertia reel repaired? P/n 505589-401.
The 90 degree plastic swivel where the cable attaches snapped off.
I have scanned a couple of parts manual pages for you. They will be included in this response. In the system picture there's a pic of your system on the left edge of the pic (when the pic is right side up). That shows the cable, (item 23 p/n S1239-1 "control-parking brake". It appears that there is a spring with that control
The return spring at the bottom is item 29 p/n 0541172-1 "spring-return.
Unfortunately I can't find a source for either of these part numbers.
McFarlane Aviation has S1239 controls for different applications such as pulling the fuel strainer drain, and I expect you might be able to modify it to work.
McFarlane also has a wide selection of springs.
You could try going to a salvage yard such as wentworth and ask what they have.
Much appreciated. Will pass this along and update when we've reached a resolution.
The cable on the brakes master cylinder that activates the parking brake on our 182A broke. It appears that there should be a spring on the arm that the cable attaches to as well. Does anyone know of a schematic that shows how this works, and also a place to get the spring and the cable. I’m not sure where the spring connects.
Had a similar problem with my 182P a month or so ago. Ultimately found it was caused by corrosion in the flap motor connector in the right wing. As stated by others, remove inspection plate, find connector coming from flap motor (should have one red and one black wire from flap motor), unplug connector, clean pins/sockets, reassemble, test. Worked for me.
Apparently it did not attach.
I'll try again.
Thanks so much for the advice. I ordered the Rapco linings.
You'll be fine with either. Rapco parts are built under a PMA-Parts Manufacturing Approval. In order to get a PMA a company has to provide lots of technical data to the FAA including production drawings, sources, quality control processes and manuals.
Talk it over with your mechanic but my opinion is that you're fine with the lower priced Rapco linings.
Hi Mr. Hopman;
I apologize for taking so long to get back to you.
Yingling Aviation ( www.yinglingaviation.com ) is a very well know Cessna propeller engine service center.
And as you guessed, there are probably at least 4 or 5 that are capable of a pre buy inspection.
The technical advisors here, and I am one, are somewhat leery of "pre purchase" inspections. There is no definition of what that means so the buyer may not get what he or she thinks they are going to get.
We would much rather the buyer get a full annual inspection. Here is an article we wrote on the subject.
Unfortunately, we have a difficult time recommending shops; we just don't get enough feedback from the field to form an accurate assessment.
I hope these articles help you make good decisions as you navigate through the airplane buying process.
Please let me know how things work out; and if you have additional questions don't hesitate to contact me here on the forum.
Circuit breakers open due to high current draw. The pump motor solenoid is opened, shutting current to the motor off, when the pressure in the power pack reaches approximately 1500 psi, pushing on the pressure switch. If the pressure switch does not open the pump will continue to try to build pressure.
There is a pressure relief valve built into the power pack. It's supposed to trip at around 1800 psi. It's not very likely that both of these failed, but if they both did the pump would eventually overheat and trip the circuit breaker.
It's more likely that the solenoid that controls the power pack got stuck closed which prevented the powerpack motor from shutting off.
There is a Cessna service bulletin that might apply to your problem.
It calls for an inspection of the electrical terminals on the power pack motor.
I have attached it.
Please let me know if this is helpful.
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A few months ago, I posted an issue with the landing gear on my 78 182RG. I'd continue there, but it seems it may have been archived.
In summary: Went up one day in December, retracted gear, a few seconds later noted high current draw on the ammeter and heard pack still running. Before I could do it myself, gear motor breaker popped. I do not know if the gear fully retracted, however, I don't recall the thump. Can't be sure though. Didn't attempt to reset the breaker. Manually extended gear and landed without incident.
Plane went into annual shortly thereafter. A&P tore through the gear system, did dozens of cycles and was unable to reproduce or find any issues at all. No prior issues with gear. Per A&P, the pack is far from needing a rebuild as far as hours go. He said that the gear are in better shape than he's ever seen on a Cessna. No slop, strong hydraulics. Annual signed off.
Since then, the gear does what it should. The only remaining issue is that whenever I turn on the master, the motor kicks in for all but an instant. I have not heard it do this in flight or any other time, for that matter. No evidence of hydraulic leak. Reservoir cap is tight. Reported to A&P, but he doesn't have any ideas. He's asking around.
Anyone got any ideas?
GREAT NEWS-the FAA today issued a change to the Wing carry through spar inspection and eddy current AD (20-03-16)
An alternative method of compliance (AMOC) issued by the Wichita office of the FAA has extended the required completion date for the two inspections to September 9, 2020.
But, the requirement to complete the inspections called for in the AD within the next 20 flight hours after March 9, 202 remains in effect.
Therefore, this AMOC is not a fly-all-you-want until the month before the compliance date; it's a response to the limitations on travel, gatherings, etc. in place to "flatten the curve" of the Corona virus infection (and death) rates.
I have attached a pdf of the AMOC.
File Attachment:File Name: Wichita_ACO_GlobalAMOC_TextronAD20200316_COVID-19Extension3-24-20.pdf
File Size: 89 KB
I too just posted a comment to FAA website requesting that the term in which to comply be lengthened due to the global pandemic. This is what I posted:
Docket Number FAA-2020-0156 and Product Identifier 2019-CE-053-AD
To Whom It Concerns,
I request to lengthen the term, in which to comply with AD FAA-2020-0156, due to the global pandemic caused by COVID19. The pandemic is causing an upset in the economy, straining various industries and creating health concerns. Maintenance and service delays are being exacerbated by the pandemic and are creating logistical challenges with the current time given to comply. I believe that a term of 6 months to comply with this AD would reduce logistical challenges caused by the pandemic.
Greetings.... I just joined this group and very excited as it looks like there is a lot of great Make/Model information and expertise on the site!
I am actively in the market for a 182P or later. Any recommendations for shops/A&Ps for a per-purchase inspection in the Wichita KS? Given the heritage I can imagine there should be several to choose from.
Thanks and I am looking forward any feedback.