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    <title>Cessna Owner Organization</title>
    <link>http://forums.cessnaowner.org/index</link>
    <description><![CDATA[]]></description>
    <language>EN</language>
    <pubDate>Wed, 10 Mar 2010 09:32:58 -0600</pubDate>
    <lastBuildDate>Wed, 10 Mar 2010 09:32:58 -0600</lastBuildDate>
    <category>Cessna Owner Organization</category>
    <generator>Phorum 5.1.22</generator>
    <ttl>600</ttl>
    <item>
      <title>[General Discussion] Re: 182 &quot;real life&quot; true airspeeds...</title>
      <link>http://forums.cessnaowner.org/read/1/22149/22345#msg-22345</link>
      <author>chuck</author>
      <description><![CDATA[My t182t @ 7-10000ft, 75% power will produce 139-143 TAS.  
 On any 182 flying under max gross, you can pick up a few knots by placing any baggage or cargo as far aft as possible. The aft CG reduces the down force requirement of the elevator, reducing drag.]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/22149/22345#msg-22345</guid>
      <pubDate>Wed, 10 Mar 2010 09:32:58 -0600</pubDate>
    </item>
    <item>
      <title>[General Discussion] Re: Real life 172N cruise speeds</title>
      <link>http://forums.cessnaowner.org/read/1/22338/22344#msg-22344</link>
      <author>Steve VW</author>
      <description><![CDATA[I think 110-112 kt is about where you'll end up but 115 is not impossible on a good clean plane.]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/22338/22344#msg-22344</guid>
      <pubDate>Wed, 10 Mar 2010 07:53:48 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: C172F fuel caps</title>
      <link>http://forums.cessnaowner.org/read/4/22337/22343#msg-22343</link>
      <author>Tom</author>
      <description><![CDATA[There is an AD note that pertains to this, AD79-10-14R1. Your aircraft falls under the Serial Number range that requires at lease one vented cap. I have seen quite a few aircraft with two vented caps, which is recommended by Service Bulletin SE77-6 which is incorporated in the aforementioned AD. The only supplier of the fuel caps in question is Cessna...]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22337/22343#msg-22343</guid>
      <pubDate>Wed, 10 Mar 2010 05:08:14 -0600</pubDate>
    </item>
    <item>
      <title>[General Discussion] Older Cessna 310</title>
      <link>http://forums.cessnaowner.org/read/1/22342/22342#msg-22342</link>
      <author>Elliot Cannon</author>
      <description><![CDATA[Where can I get information on early Cessna 310 models?  AD's and other problems to look for.  Specifically 1956 Cessna 310B.  
           Cheers,   Elliot]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/22342/22342#msg-22342</guid>
      <pubDate>Wed, 10 Mar 2010 01:33:00 -0600</pubDate>
    </item>
    <item>
      <title>[General Discussion] Re: Real life 172N cruise speeds</title>
      <link>http://forums.cessnaowner.org/read/1/22338/22341#msg-22341</link>
      <author>Orville</author>
      <description><![CDATA[Is that for the one with engine or pedals?

Orv]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/22338/22341#msg-22341</guid>
      <pubDate>Tue, 09 Mar 2010 19:09:33 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: C172F fuel caps</title>
      <link>http://forums.cessnaowner.org/read/4/22337/22340#msg-22340</link>
      <author>magman</author>
      <description><![CDATA[The caps ARE NOT vented normally.

Look closely &amp; you will see the rubber &quot;umbrella&quot; that opens under &quot;Negative Pressure?&quot;.

Per FAR 23; aircraft with a &quot;Both&quot; Fuel Selector position require
a common venting system.

Venting each tank would defeat that.

I dimly recall that 150's, 152's &amp; SOME 172's require a &quot;Ventable Cap&quot;
on the RIGHT side only.

180's,182's &amp; 200 series require 2 caps of that type.

Determination is due to fuel flow.

For fuel to go OUT air must come IN.


Moisture could enter through the Vent Tube .

You DEFINITELY DO NOT want to block that!]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22337/22340#msg-22340</guid>
      <pubDate>Tue, 09 Mar 2010 11:45:10 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: C150 G mixture control?</title>
      <link>http://forums.cessnaowner.org/read/4/22318/22339#msg-22339</link>
      <author>kbrown</author>
      <description><![CDATA[Some progress, I talked to Yingling and they say these numbers you provided are for the carb heat control. The fellow said that the numbers he has for my C150G sn 15065122 are S1231-1 which has a red knob, and 0513173-1 which is the friction clip.

Ken]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22318/22339#msg-22339</guid>
      <pubDate>Tue, 09 Mar 2010 03:14:06 -0600</pubDate>
    </item>
    <item>
      <title>[General Discussion] Real life 172N cruise speeds</title>
      <link>http://forums.cessnaowner.org/read/1/22338/22338#msg-22338</link>
      <author>Jason</author>
      <description><![CDATA[Hi all,

I am just in the process of getting into a share of a 1977 172N and was looking for some info from the group on real life cruise speeds.

I *usually* fly between 4000-6000 and try to stay around 75% power.

Is 115 knots unrealistic?

Jason]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/22338/22338#msg-22338</guid>
      <pubDate>Mon, 08 Mar 2010 23:10:39 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] C172F fuel caps</title>
      <link>http://forums.cessnaowner.org/read/4/22337/22337#msg-22337</link>
      <author>joe cronin</author>
      <description><![CDATA[I need some advice regarding fuel caps for my 1965 Cessna 172F with regular stock 19 gal twin wing tanks. I know that there is a crossover vent tube in the fuel system and I believe Cessna vented only one of the caps.  However I have heard that for non-acrobatic flying it is better to vent both tanks so as not having to rely on the crossover vent tube. But I have also heard that the vents allow moisture into the fuel system in a plane that is known to hold moisture in the fuel tank baffles.  So my question is; would you install both vented caps or one?  And where can you buy these caps as mine are old and nasty.  I've checked Aircraft Spruce, Chief and others and can find no caps listed for this plane.  They are standard type bayonet caps with chains.
 
A big thanks to all who have replied to this &quot;newbie's&quot; questions.  My son and I have worked all winter restoring this plane and couldn't have done it without the expert advice we got at this site.  We just sent in out dues and are looking forward to learning more.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22337/22337#msg-22337</guid>
      <pubDate>Mon, 08 Mar 2010 20:53:14 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: C172M Window Latch</title>
      <link>http://forums.cessnaowner.org/read/4/18274/22336#msg-22336</link>
      <author>Warrick Felton</author>
      <description><![CDATA[Hi All 

Window latches for a cessna 172M

Cessna price $681 each

http://www.niagaraairparts.com/

Price $145 each

Will do most models of cessna]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/18274/22336#msg-22336</guid>
      <pubDate>Mon, 08 Mar 2010 14:16:54 -0600</pubDate>
    </item>
    <item>
      <title>[General Discussion] Re: Narco 122</title>
      <link>http://forums.cessnaowner.org/read/1/8176/22335#msg-22335</link>
      <author>Connie Younger</author>
      <description><![CDATA[I'm interested.  If you still have the Narco 122, let me know.  (515) 432-1018 or email to cyalaska@gmail.com.  Thanks]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/8176/22335#msg-22335</guid>
      <pubDate>Mon, 08 Mar 2010 10:43:16 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: 182RG Gear Actuators</title>
      <link>http://forums.cessnaowner.org/read/4/18951/22334#msg-22334</link>
      <author>jk</author>
      <description><![CDATA[I may be able to come up with a good used set of castings. 9882015-2]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/18951/22334#msg-22334</guid>
      <pubDate>Mon, 08 Mar 2010 07:59:58 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Christian Louboutin Patent Ankle Wrap Platforms 2010</title>
      <link>http://forums.cessnaowner.org/read/4/12107/22333#msg-22333</link>
      <author>louboutin</author>
      <description><![CDATA[[url=http://www.bootboots.com]ugg boots[/url]
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      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/12107/22333#msg-22333</guid>
      <pubDate>Mon, 08 Mar 2010 03:24:35 -0600</pubDate>
    </item>
    <item>
      <title>[Modifications] Re: Continental IO 550</title>
      <link>http://forums.cessnaowner.org/read/5/15735/22332#msg-22332</link>
      <author>gordon</author>
      <description><![CDATA[The MT IS light....I've pulled the prop through on a friends plane....and really felt the difference.  Light is good on the nose of a 185....mine, at least, tends to be nose heavy as it is.

Regarding LOP, if you haven't discovered John Deakins Pelicans Perch articles, he seems to be the most knowledgable of anybody...great articles on engine management plus other fascinating stuff like flying a Hurricane, flying for Air America.......

Cheers, enjoy the 550!]]></description>
      <category>Modifications</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/5/15735/22332#msg-22332</guid>
      <pubDate>Mon, 08 Mar 2010 00:32:28 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: FREE Parts and Service Manuals</title>
      <link>http://forums.cessnaowner.org/read/4/12107/22331#msg-22331</link>
      <author>louboutin</author>
      <description><![CDATA[Curt Fargo Wrote:
-------------------------------------------------------
&gt; I have zipped the service manual and parts manual
&gt; cds for the Cessna 172 and uploaded them to my
&gt; site for you to download FREE of CHARGE.  The
&gt; parts manual cover 1956 – 1976, the service manual
&gt; covers 1969-1977.
&gt; 
&gt; If you have CD manuals that you would like to
&gt; share with the community, send me a copy and I
&gt; will post them with the others.
&gt; 
&gt; http://www.micro-tools.com/pdf/Cessna/Cessna172_PM
&gt; _56-76.zip
&gt; http://www.micro-tools.com/pdf/Cessna/Cessna172_SM
&gt; _69-77.zip]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/12107/22331#msg-22331</guid>
      <pubDate>Mon, 08 Mar 2010 00:01:59 -0600</pubDate>
    </item>
    <item>
      <title>[C-162 Skycatcher Forum] Re: SkyCatcher - China</title>
      <link>http://forums.cessnaowner.org/read/24/18670/22330#msg-22330</link>
      <author>Tom Foster</author>
      <description><![CDATA[Be American, buy American!!!!!!!!!!!!!!!!!]]></description>
      <category>C-162 Skycatcher Forum</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/24/18670/22330#msg-22330</guid>
      <pubDate>Sun, 07 Mar 2010 20:17:15 -0600</pubDate>
    </item>
    <item>
      <title>[Modifications] Re: Continental IO 550</title>
      <link>http://forums.cessnaowner.org/read/5/15735/22329#msg-22329</link>
      <author>Hank</author>
      <description><![CDATA[So far I really like the MT.  It is smooth and quiet and spins up instantly.  Another thing is it is very light which is important to me.  I was a little concerned about durability but I only run my 185 on bush wheels a couple months a year in between skis and floats.As far as running lean of peak the answer is not yet because I only have the factory cht, I will be installing an engine mgt system soon... probably an 830.
Hank]]></description>
      <category>Modifications</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/5/15735/22329#msg-22329</guid>
      <pubDate>Sun, 07 Mar 2010 13:47:37 -0600</pubDate>
    </item>
    <item>
      <title>[Modifications] Re: Continental IO 550</title>
      <link>http://forums.cessnaowner.org/read/5/15735/22328#msg-22328</link>
      <author>gordon</author>
      <description><![CDATA[YOu will see the same gains on floats too.  My airspeed is up....water runs shorter by about 5 seconds.  Big leap for you from a 470 to a 550....I went from a 520 to the 550 and am super impressed.  What do you think of the MT?  I have the 80&quot; Hartzell wide chord and really like it.  Others swear by their big Macs....

Have you tried coming over to the dark side....running LOP?]]></description>
      <category>Modifications</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/5/15735/22328#msg-22328</guid>
      <pubDate>Sun, 07 Mar 2010 12:59:31 -0600</pubDate>
    </item>
    <item>
      <title>[Modifications] Re: Logs needed for a 182?</title>
      <link>http://forums.cessnaowner.org/read/5/18410/22327#msg-22327</link>
      <author>magman</author>
      <description><![CDATA[Seems you have already started .

AD Status records &amp; 337 File are significant here.

Finding records of oil &amp; tire changes appear remote &amp; unnecessary.

The disc should give some info as to where your aircraft was based in it's early life.

Perhaps someone may recognize the N number.

Another thought is to put the N number on this forum &amp; see what comes up.

As is; you will NEVER have &quot;Complete Logs&quot; but that is not really 

terrible.

Records ( logs) should be kept until the operation is superceded.

Most log items have probably been redone several times since 1969.

You're not thinking of USING copies of a different aircft's logs?]]></description>
      <category>Modifications</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/5/18410/22327#msg-22327</guid>
      <pubDate>Sun, 07 Mar 2010 10:46:47 -0600</pubDate>
    </item>
    <item>
      <title>[Modifications] Re: installing 0 470R in Cessna 180</title>
      <link>http://forums.cessnaowner.org/read/5/22231/22326#msg-22326</link>
      <author>magman</author>
      <description><![CDATA[I did this MANY years ago.

I don't recall any details but:

               1. Seemed quite sraight forward.

               2. I believe we used the same exhaust system 

                  ( 2 stud gaskets- unlike most O-470's with 4)

               3. Not sure what authorized the change.

                  Maybe TCDS?

               4. Prop changed also although it was due to a strike

                  &amp; may not be required for a conversion.]]></description>
      <category>Modifications</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/5/22231/22326#msg-22326</guid>
      <pubDate>Sun, 07 Mar 2010 09:17:49 -0600</pubDate>
    </item>
    <item>
      <title>[General Discussion] Re: c150-150</title>
      <link>http://forums.cessnaowner.org/read/1/8611/22325#msg-22325</link>
      <author>steve_gee</author>
      <description><![CDATA[Power On SPIN: When I fitted the 0320D2A our CASA renigged on the flight test and said it had not wanted to entertain the idea of the power on spin characteristics. They said to ask AVCON as the information was commercially proprietary in confidence. Now I know why.

The ONLY issues I found as I only flew straight and level were with a long flight and two on board and baggage in the rear, as you burnt off 3/4 of your fuel and landed the landings were very light on the nose wheel and you had to use a little toe brake on taxying to stop the nose wheel locking straight ahead. this to me suggested an AFT C of G at low fuel loads but it was never an issue. This aircraft when landed flapless could be rolled down the runway with 1100 rpm and the nose wheel held off the ground such was the power of the slow revving 74 inch propeller.]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/8611/22325#msg-22325</guid>
      <pubDate>Sun, 07 Mar 2010 04:05:58 -0600</pubDate>
    </item>
    <item>
      <title>[General Discussion] Re: c150-150</title>
      <link>http://forums.cessnaowner.org/read/1/8611/22324#msg-22324</link>
      <author>Steve Gee</author>
      <description><![CDATA[I have read thru all the comments about the C150 AVCON:  Hi from Australia I owned VH-SKR a C150-150 from 1985 to 1999. I flew out the 1st engine an 0320-e2D and then fitted an 0320D2A 160 HP because the STC SA750CE says you can, and I was always running out of power above 7000 feet. The 160HP gave me 110 IAS climb at 700 fpm. 75% cruise was 123 knots max cruise was 130+ but the stc limited the revs to 2500 so you had to go for smooth air above 5 or 6000 feet to get full throttle.  The only prop is the McCauley 74 inch. Weight and loading not a problem. All under the fuel centre load line. Placards stated 200 pounds rear baggage of which 75 max rear near bulk head.  I had the optional cessna child seat fitted and the aircraft had long range fuel tanks 137-142 litres usable.
I always used fuel pump when changing fuel tanks and had special ferry fuel cocks fitted in the fuel rails along the door sill each side to prevent the classic Cessna cross feed. It was an easy mod as the fuel ferry cocks fitted into the union joint each side.
This would permit 2.5 hours from each tank at 75% before exhaustion around 325 nm per side or 650 nm max range.
Credit for MTOW allowed me 800 KG but not for landing it was still 750 KG.
Fuel burn rate was anything from 42 litres per hour at 2000 feet 75% to 33 litres per hour at full throttle at 9000 feet.
 With the E2D I used to fly at around 7000 max, with the D2A and millenium barrels HC I always flew at 8000-10000 feet.
If you email me I have a modified handbook and all the charts and information from this high performance aircraft.  The aircraft was flown in IFR category and had an STEC system 40 auto pilot fitted. I The only considerations were cruise descent down the hill passing thru cloud. It would sit in the yellow arc around 130-135 knots IAS. So you had to be very very cautious on the way down. Thanks for reading.]]></description>
      <category>General Discussion</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/1/8611/22324#msg-22324</guid>
      <pubDate>Sun, 07 Mar 2010 03:49:30 -0600</pubDate>
    </item>
    <item>
      <title>[Modifications] Re: Continental IO 550</title>
      <link>http://forums.cessnaowner.org/read/5/15735/22323#msg-22323</link>
      <author>Hank</author>
      <description><![CDATA[I installed an IO-550 25 hours ago along with a MT three blade prop.  It replaced an IO-470 and is amazing!  It will haul anything I can put into it and it is really fast.  It is on wheel skis now and I cant wait to see what she can do on floats.
H]]></description>
      <category>Modifications</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/5/15735/22323#msg-22323</guid>
      <pubDate>Sun, 07 Mar 2010 01:13:16 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: primer problem</title>
      <link>http://forums.cessnaowner.org/read/4/22305/22322#msg-22322</link>
      <author>CESSNADON</author>
      <description><![CDATA[Addendum to my previous post...... If the primer O rings are worn or hardened they should be replaced. A leaking primer can cause an excessively rich mixture and higher than stated fuel consumption. After replacing the O rings coat them with a light coating of fuel lube.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22305/22322#msg-22322</guid>
      <pubDate>Sat, 06 Mar 2010 18:47:56 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: primer problem</title>
      <link>http://forums.cessnaowner.org/read/4/22305/22321#msg-22321</link>
      <author>CESSNADON</author>
      <description><![CDATA[A light coating of fuel lube will last much longer than WD40 and is O ring friendly.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22305/22321#msg-22321</guid>
      <pubDate>Sat, 06 Mar 2010 18:44:49 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: C150 G mixture control?</title>
      <link>http://forums.cessnaowner.org/read/4/22318/22320#msg-22320</link>
      <author>kbrown</author>
      <description><![CDATA[Thx for the response.
I found this picture  which is evidently a 1966 C150G serial number 15065742.
The mixture control looks the same as ours so maybe ours is indeed original. 
Is this the same as yours?
Wonder where they can be purchased?
Thx for the part numbers, I will follow up on them.

Ken]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22318/22320#msg-22320</guid>
      <pubDate>Sat, 06 Mar 2010 17:57:30 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: C150 G mixture control?</title>
      <link>http://forums.cessnaowner.org/read/4/22318/22319#msg-22319</link>
      <author>Mark</author>
      <description><![CDATA[Ken,

Looks like we have just about the same plane - mine is 65027. I found two part numbers listed in the parts catalog for this: 0411090-22 and 0713302-5. I am not sure what the difference is, so you may want to check with the supplier you order from and also with your A&amp;P. 

Mark]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22318/22319#msg-22319</guid>
      <pubDate>Sat, 06 Mar 2010 15:38:14 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] C150 G mixture control?</title>
      <link>http://forums.cessnaowner.org/read/4/22318/22318#msg-22318</link>
      <author>Ken G. Brown</author>
      <description><![CDATA[I am wondering what the correct push pull mixture control is for a 1966 C150 G, serial number 150-65122. The one that is currently installed seems like it might not be the correct one, and the push pull wire has broken near the carb. If we are replacing it anyway, I figure we should put the correct one in.

Can anyone link me to a picture at least?

Thx,
Ken]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22318/22318#msg-22318</guid>
      <pubDate>Sat, 06 Mar 2010 13:48:13 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] Re: primer problem</title>
      <link>http://forums.cessnaowner.org/read/4/22305/22317#msg-22317</link>
      <author>Steve VW</author>
      <description><![CDATA[My primer gets sticky now and then.  I suspect the orings are getting old and hard and the plunger gets slightly gummy.  I put a little WD40 on a paper towel and clean off the plunger.  Seems to work for quite a while.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22305/22317#msg-22317</guid>
      <pubDate>Sat, 06 Mar 2010 11:43:07 -0600</pubDate>
    </item>
    <item>
      <title>[Maintenance] 182 Turbo Spitting Oil at Start Up</title>
      <link>http://forums.cessnaowner.org/read/4/22316/22316#msg-22316</link>
      <author>Kevin Pollock</author>
      <description><![CDATA[I was wondering if anyone else had this issue with their turbo 182. I have a 1982 T182R with only 360 TTAF, I am only the second owner. The airplane is like new in pretty much every way, has great compressions and runs like a new airplane. One problem that has been bugging me that I can't seem to nail down yet. When the plane sits for a few days to a week when I start it up it spits oil out of the exhaust and coats the wing and gear struts, left wheel pant and even all the way back to the left side of the horizontal stabilizer a bit. It just had a fresh annual and I even had my A&amp;P double and triple check the oil to the turbo. He did find that the one way valves for oil to the turbo were performing correctly and he even consulted a turbo specialist. I was ready to remove the turbo and have it serviced but was told that unless it was dripping oil on the floor when sitting that the seal in the turbo was probably fine. What it feels like to me is that the seal inside the turbo is seeping just a small amount of oil and when I start her after a week or so it spits out what seeped during the week. After about 10 minutes of running, especially after the run up, the oil issue goes away for at least that day, shutting her down and starting her back up will result in zero oil. I guess I am looking for a turbo specialist here that can give me some solid direction. 
Thanks in advance....]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22316/22316#msg-22316</guid>
      <pubDate>Sat, 06 Mar 2010 08:55:15 -0600</pubDate>
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