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WARREN EDGAR created a new topic ' iFly' in the forum. 3 days ago

Anybody been able to get iFly Android app's Flight Plan to work reliably.

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Steven Kleiman replied to the topic 'Cessna 172 Performance App' in the forum. 5 days ago

The app now supports the 172H as well.

Steve

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John "Omar" Bradley replied to the topic 'LOP operation on O-470 and a Savvy analysis' in the forum. 5 days ago

Jose,

I was accidentally alarmed by a few of the same section titles that you noted, but that's "Maximum CHT in Cruise" as opposed to "Average". So, although there my have been a spurious spike in CHT for a few seconds before I caught it, adjusted my climb speed, etc, I'm not as much concerned by these "single event" sections.

My CHT alarm is set at 410, but I normally run in the 380-390 range during climb, as 115kias seems to be a pretty good tradeoff between Vx, Vy, and CHTs.

Fly safe!

Omar

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John "Omar" Bradley replied to the topic 'LOP operation on O-470 and a Savvy analysis' in the forum. 5 days ago

Steve,

Thanks for the look over the shoulder.

I do lean to 35F LOP on the first one to peak, so it sounds like there is not as much alarm as I thought they might have been making.

Omar

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STEVE ELLS replied to the topic 'Flaps retracting on their own' in the forum. 5 days ago

Jim; You described the operation very clearly. It sounds like it's time to buy some new parts, or some used serviceable parts.

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STEVE ELLS replied to the topic 'Lean of peak operation problem on IO-470' in the forum. 5 days ago

Sorry to hear you won't be flying for a while; my airplane has been down due to some maintenance items for the last few months. I am itching to get back in the air.
I suggest you try flying using Rich of Peak leaning procedures and see what that does to your high CHTs.
Continental writes that it's OK to fly at Peak EGTs (measured from the FIRST cylinder to peak) at 65 percent power and lower.
As you probably know, best power is where the mixture is set at 80 to 100 degrees Rich of Peak.
Try it, and let me know how that affects your CHT numbers.

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Ed Fogle replied to the topic 'Lean of peak operation problem on IO-470' in the forum. 5 days ago

Thanks Steve. I won’t be back to flying my plane for a few weeks. Will follow your advice then and report back.

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James Wick replied to the topic 'Flaps retracting on their own' in the forum. 5 days ago

Hi Steve, Thanks for your response. Looking at the diagram, I had the same first impression on how the brake system functions. The coupling is not the brake. It's just the interface between motor and transmission. The brake lining is located on the spring which is connected to the solenoid. At first glance the spring looks like part of the bracket, more like a leaf spring. The spring applies force to the drum preventing it from spinning when the flap handle is neutral. When the flap switch is depressed the motor engages, along with the solenoid allowing the drum to spin freely. The brake is adjustable as the brake lining wears down. The solenoid is attached by two screws on a slotted adjustable bracket. What I found is that the brake lining, or brake pad itself is worn to the point of being gone completely so unfortunately mine is beyond adjustment. The first indication of brake failure, or need for adjustment is drift in the flaps when moving them, after the flap handle returns to center. -Jim

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John "Omar" Bradley wrote:

The Savvy reports note such things as--
Median Percent Power lower than 94% of the cohort: "Contributing to longer than average cylinder life."
Maximum CHT in Cruise higher than 89% of the cohort: "...does not bode well for the longevity of your cylinders."
Maximum RPM, maximum MAP, average oil pressure, etc: nominal.
Median Average oil temps...too high.

So, I'm confused. Am I running 35d LOP correctly and it's hurting my engine, or am I flying LOP incorrectly and doing something wrong...

ROP or LOP, 431 degrees in a cylinder in cruise is too high. Most 182 operators keep the max CHT in cruise below 380. Obviously your CHT is above average and this what the report says.



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Nik Cielo added a video. 6 days ago

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STEVE ELLS replied to the topic 'LOP operation on IO-470 and a Savvy analysis' in the forum. 6 days ago

I recommend that you take the time to make sure all the connections in the sensors are correct, clean and tight. I believe the SAVVY people also suggested this.
Until the readings are stable for all parameters, it's hard to determine what's a real problem, and what's an indicating problem.
Question> When you say you're running 35 deg lean of peak, are you leaning off of the EGT of the FIRST cylinder to peak?? I ask because some pilots mis understand leaning and believe they need to lean off the cylinder with the HOTTEST EGT.
Other than the CHT that reached 434 deg (am I reading the report correctly?) I am not alarmed.
Let me know what you find.

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STEVE ELLS replied to the topic 'Flaps retracting on their own' in the forum. 6 days ago

Hi James;
I believe the problem is an inoperative or weak flap motor brake.
The brake consists of a solenoid what extends a plunger when the flap position switch is moved to neutral. The plunger bares against a rubber part called a coupling in the parts book.
If the solenoid is OK, you should be able to hear it clicking when the flap switch is moved; then it could be that the coupling is glazed or worn. Try to rough up the surface of the coupling or rub it with a solvent to de glaze it.
If it still doesn't work, new couplings and solenoids are available from Cessna.
Although the drawing I've attached says 182 serial numbers, the exact same drawing is included in the 210 parts book.
The new part number for the coupling is C-301001-0211.
Let me know what you find.

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Hi guys!! Thank you for Answers!



GOOD FLIGHTS B)

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In most legacy 182 the factory single CHT probe is in cylinder #3, but usually the hottest cylinder is #5, behind the oil cooler. The factory single EGT probe is installed about 4” after the joint of the exhaust pipes of cylinders 1, 3 and 5.

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adam smith replied to the topic 'EGT Cylinder and CHT 1960 Cessna 182C Question' in the forum. 2 weeks ago

Not an A&P but my single egt is placed on the passenger side middle cylinder. Cant remember about the single CHT sorry.

Adam

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Hi boys! Good morning .I have the following questions:

EGT : Where is it better to place it? on the number cylinder 1,2,3,4,5,6 flute? or in the general flute that goes to the muffler


CHT , Cylinder number?

in another of our planes we have an analyzer for each cylinder, in this we are still going to have to handle with a sensor only in a cylinder and we want to know which is the best one to monitor.


:blink: :cheer:

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