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    <title>Maintenance</title>
    <link>http://forums.cessnaowner.org/list/4</link>
    <description><![CDATA[Nuts and bolts of airframes and engines.  
Open to Public to Read | Open to Public to Post ]]></description>
    <language>EN</language>
    <pubDate>Wed, 10 Mar 2010 05:08:14 -0600</pubDate>
    <lastBuildDate>Wed, 10 Mar 2010 05:08:14 -0600</lastBuildDate>
    <category>Maintenance</category>
    <generator>Phorum 5.1.22</generator>
    <ttl>600</ttl>
    <item>
      <title>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>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>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>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>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>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>Christian Louboutin Patent Ankle Wrap Platforms 2010</title>
      <link>http://forums.cessnaowner.org/read/4/12107/22333#msg-22333</link>
      <author>louboutin</author>
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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>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>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>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>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>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>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>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>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>
    </item>
    <item>
      <title>182RG Gear Actuators</title>
      <link>http://forums.cessnaowner.org/read/4/18951/22312#msg-22312</link>
      <author>Jon Plaxton</author>
      <description><![CDATA[Premier Aviation shows they have them in stock, but are $9,000 each for new.  You might want to check Dawson or Wentworth for salvage parts.  I bought the RG last summer and am now concerned about the availability of affordable parts based on many of the postings.  Would appreciate hearing back from forum members at to whether they were able to obtain parts and where they found them.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/18951/22312#msg-22312</guid>
      <pubDate>Thu, 04 Mar 2010 13:25:55 -0600</pubDate>
    </item>
    <item>
      <title>Re: 182 RG left undercarraige</title>
      <link>http://forums.cessnaowner.org/read/4/18951/22307#msg-22307</link>
      <author>Dennis Bampton</author>
      <description><![CDATA[I am the owner of Two 182RG's with cracked Gear Actuators. Part # 9882015-1 or -4 for the new style.  Do you have any ideas where they can be purchased?  If I can't get them I have two $100,000 Cessna airplanes that are not flyable.  Cessna has two of them but I need three to get my airplanes flying again.  Please help me.
Dennis Bampton
St.Charles Flying Service]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/18951/22307#msg-22307</guid>
      <pubDate>Tue, 02 Mar 2010 15:43:21 -0600</pubDate>
    </item>
    <item>
      <title>Re: IO520 Cylinder Head Temps.</title>
      <link>http://forums.cessnaowner.org/read/4/21526/22306#msg-22306</link>
      <author>gordon</author>
      <description><![CDATA[I use 380f as my maximum in a C185. If you can find John Deakin's articles on Pelicans Perch you will understand why; well worth reading his articles on engine management.

I fly LOP all the time, GAMI's and 6 point EGT/CHT a must.  Did it with the old IO520 and now with the IO550.  Several friends have several thousand hours doing LOP with no problems whatsoever.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/21526/22306#msg-22306</guid>
      <pubDate>Tue, 02 Mar 2010 13:27:09 -0600</pubDate>
    </item>
    <item>
      <title>primer problem</title>
      <link>http://forums.cessnaowner.org/read/4/22305/22305#msg-22305</link>
      <author>chris dillon</author>
      <description><![CDATA[I have a 1975 cessna 172m and the primer is real hard to push or pull and lock.  Solutions?]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22305/22305#msg-22305</guid>
      <pubDate>Tue, 02 Mar 2010 11:57:36 -0600</pubDate>
    </item>
    <item>
      <title>Re: Sick Engine - Cessna 150</title>
      <link>http://forums.cessnaowner.org/read/4/22245/22294#msg-22294</link>
      <author>Mark</author>
      <description><![CDATA[Update on my problem(s):

Well, I was real happy last weekend when, during run-up, the left mag dropped out completely - dead as a doornail. I was happy because I finally had a concrete explanation for the problems I was experiencing. I was beginning to think it was a fuel-related problem, but then again what do I know.

Much to my dismay, we replaced the mag yesterday and the 2300RPM hesitation/stumble that started this whole thread is still there. It appears that the mag was a separate issue, and I am back to square one with the original problem.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22245/22294#msg-22294</guid>
      <pubDate>Mon, 01 Mar 2010 08:10:41 -0600</pubDate>
    </item>
    <item>
      <title>Re: 0300 Stuck valve today on take off!! Help</title>
      <link>http://forums.cessnaowner.org/read/4/22280/22287#msg-22287</link>
      <author>Lou</author>
      <description><![CDATA[I just worked on a 172B with a O-300 a couple weeks ago. found two cylinders almost dead. 10/80..The first step I always do is add air like your doing the compression check. with a rubber mallet using common sense tap the valves and see if the compression comes up to specs. if it doesn't step two... with air applied- take a screw driver and lightly apply side pressure at 12,3,6 and 9 o'clock position around the valve spring. if the compression comes up to specs or very close you have a worn guide and theirs nothing to do but repair the cylinder...if this also fails then use the rope trick.. I put yellow rope in the cylinder and removed the valve spring and keepers. removed rope, and pushed the valves in far enough to see the valve face. turn the valve and get a good look at it for wear. I cleaned up the stem and checked the valve seat.. if you put a piece of hose over the stem you can spin it a bit to clean up the face and guide. you can use lapping compound but you must make sure it is cleaned up really good so you dont cause more damage. put the rope back in the cylinder and push the valve all the way closed and put the springs and keepers back on.. I am an IA so the work is not a problem.. your call on what you feel comfortable doing.. it took me 1 1/2 hours to do both.. unfortunately one valve was burnt and it had to be removed due to a bad piston.. a piece of the ring ruined the valve..the other cylinder though came up to 78/80 a borescope is very handy to check the seat..

hope this helps]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22280/22287#msg-22287</guid>
      <pubDate>Tue, 23 Feb 2010 23:43:57 -0600</pubDate>
    </item>
    <item>
      <title>0300 Stuck valve today on take off!! Help</title>
      <link>http://forums.cessnaowner.org/read/4/22280/22280#msg-22280</link>
      <author>rwcoop</author>
      <description><![CDATA[I have not long owned a 172B with an 0300 continental engine.
I love it so much and always runs so smooth. I haveread all the bits on here about leaning it etc and do so as much as i can!
Today about 1 min after takeoff, i lost a bit of power and the engine was viabratring.I checked mags/fuel etc but all ok. 
Landed back at strip, and seems that one of the cylinders has no compression when i wind the prop over with my hand.
Does this mean i have a stuck valve??
Is it a major??
Ive heard storys of guys putting a piece of rope in the cylinder and turning the prop over and it pushes the valve shut?? Could i do this? will i cause damage and will it just stick again.
Is it a biggy to get the valves sorted so it wont happen again.
Apppreciate any tips??
Will be ringing engineer tomorrow and hopefully hell be able to drive out to the stip and check it out for me.
rwc]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22280/22280#msg-22280</guid>
      <pubDate>Sun, 21 Feb 2010 03:23:52 -0600</pubDate>
    </item>
    <item>
      <title>Re: Sick Engine - Cessna 150</title>
      <link>http://forums.cessnaowner.org/read/4/22245/22276#msg-22276</link>
      <author>Mark</author>
      <description><![CDATA[Collected some more data this week and seemed to have narrowed down the issue a bit. Here is what I have:

1. Spark plugs actually look great and suggest good burn, although #3 cylinder appears to be running leaner than others. Not so sure this is related to the engine roughness problem...

2. Engine produces full static RPM, but there is a noticeable stumble or hesitation at 2300RPM. 

3. In the air, the engine runs rough in a narrow RPM band from 2300 to about 2450 - just so happens that in normal flying this is where I would spend most of the time. Above or below this RPM range, things seem to be normal.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22245/22276#msg-22276</guid>
      <pubDate>Sat, 20 Feb 2010 07:19:50 -0600</pubDate>
    </item>
    <item>
      <title>Re: Sick Engine - Cessna 150</title>
      <link>http://forums.cessnaowner.org/read/4/22245/22256#msg-22256</link>
      <author>Tom</author>
      <description><![CDATA[Things that I would check: Induction leaks, Insufficient clearance between the exhaust valve and guide, primer system leaking or missing plugs at the induction side of the cylinders, fuel screens for cleanliness, carb for security, carb heat rigging. Problems like this will definitely cause baldness, I have pulled more hair out troubleshooting these kinds of problems. The process of elimination will find the problem. One suggestion, fix only one thing at a time, as if you fix two or three things and the problem goes away you will always wonder what fixed the problem...]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22245/22256#msg-22256</guid>
      <pubDate>Tue, 16 Feb 2010 05:22:54 -0600</pubDate>
    </item>
    <item>
      <title>Re: screw jack actuator C-182 stabilizer</title>
      <link>http://forums.cessnaowner.org/read/4/22252/22255#msg-22255</link>
      <author>Tom</author>
      <description><![CDATA[I overhauled the actuators on a '57 model recently, it is a lot of work as the whole tail assy must be removed. The problem with these is the assemblies cannot easily be accessed for lubrication, as there is a boot cover protecting the screw jacks. The bearings can be had from Cessna for around $36 each, These were the problem with this airplane, as the trim was difficult at best to adjust. I replaced all of the hardware on the tail assy because I could. When removing the actuators, it is vital that attention is paid to the measurements of the actuators as they must both be the same dimension to prevent the stab from binding. Total for the bearings and tail hardware was around $100, the labor to do this is around 12 hours. Hope this helps, any other questions let me know...
-Tom]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22252/22255#msg-22255</guid>
      <pubDate>Tue, 16 Feb 2010 05:11:46 -0600</pubDate>
    </item>
    <item>
      <title>screw jack actuator C-182 stabilizer</title>
      <link>http://forums.cessnaowner.org/read/4/22252/22252#msg-22252</link>
      <author>DT</author>
      <description><![CDATA[Can the screw jacks for the stabilizer trim on my 1961 C-182 be repaired or rebuilt. I'm told new ones are very expensive.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22252/22252#msg-22252</guid>
      <pubDate>Mon, 15 Feb 2010 14:20:11 -0600</pubDate>
    </item>
    <item>
      <title>Re: Sick Engine - Cessna 150</title>
      <link>http://forums.cessnaowner.org/read/4/22245/22250#msg-22250</link>
      <author>Mark</author>
      <description><![CDATA[I should have put this in the first post, but the engine roughness is not really present, or does not really show itself anyways, at low RPMs during start up, taxi, etc.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22245/22250#msg-22250</guid>
      <pubDate>Mon, 15 Feb 2010 14:02:47 -0600</pubDate>
    </item>
    <item>
      <title>Sick Engine - Cessna 150</title>
      <link>http://forums.cessnaowner.org/read/4/22245/22245#msg-22245</link>
      <author>Mark</author>
      <description><![CDATA[Hello Everyone. I seem to have a &quot;sick&quot; engine on a C150G, roughly 60SMOH. I purchased the plane 4 months ago and have flown it approximately 35hrs. I flew Friday, Saturday, and Sunday this week. Friday everything was normal. Saturday and Sunday, while flying with my CFI (who is also an A&amp;P/IA), the engine started running rough. It is most noticeable when applying power in the take off roll, with some spitting and sputtering. In level cruise things are fairly smooth but there is still an overall roughness while crusing, as well as sputtering when applying power. Leaning the mixutre improves the condition a little but by no means solves it. Application of carb heat produces no abnormal effects. On the ground, mag check reveals no obvious problmes, and pulling the prop through reveals no soft cylinders. Overall, it seemed to go from running fine to its present &quot;sick&quot; state overnight.

Speaking with 2 different mechanics, we have come up with some potential problems. 1) ice in the fuel line or carb that is not cured by carb heat (the temps here have not been above 32 for a couple days) and should be easy to determine except there are no warm days in the forecast. 2) fouled spark plugs/plugs with lead deposits. 3) a sticky valve. 4) some other problem with the carb. I think the plan is to pull the plugs and also do a compression check while we check these other possibilities.

I am confident in my mechanic, but it seems clear that many different factors could be at play and it seems like a good problem to keep a record of here in this forum. Any input on other stones we should turn over on initial inspection would also be greatly appreciated, or if something just seems to jump out please let me know. We should get to this later this week, and I will post again with any updates or improvements. Thanks.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22245/22245#msg-22245</guid>
      <pubDate>Sun, 14 Feb 2010 16:24:16 -0600</pubDate>
    </item>
    <item>
      <title>Re: Engine Overheating cessna 172rg 1980</title>
      <link>http://forums.cessnaowner.org/read/4/14525/22229#msg-22229</link>
      <author>Gary Carter</author>
      <description><![CDATA[After taking my aircraft for a test flight after fitting the Vernatherm it appaears to have resolved the oil overheating problem i kept it in climb for a fair time although it did increase a little as expected but nothing like before so anyone with this problem may wish to check that item as well.In the log book it shows it was changed also back in 2000 may be the previous owner had similar problem.

Gary]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/14525/22229#msg-22229</guid>
      <pubDate>Sun, 07 Feb 2010 01:00:46 -0600</pubDate>
    </item>
    <item>
      <title>Re: 170B wing</title>
      <link>http://forums.cessnaowner.org/read/4/22125/22219#msg-22219</link>
      <author>dbcox@earthlink</author>
      <description><![CDATA[Well, it doesn,t look like anybody wanted to offer any direction or even comment but we found the short outboard leading edge had been replaced along with the last two ribs.The two ribs were new but the section of leading edge had been cut from what was probably a scrap leading edge. It was a little bit too short and whoever did the repair &quot;stretched&quot; toward the top which made the leading edge turn slighly upward. Why do people have to do that sort of work? Anyways it is corrected and the wings are ready to come off for stripping, inspection cleaning and painting after any other repairs or corrosion found is corrected.]]></description>
      <category>Maintenance</category>
      <guid isPermaLink="true">http://forums.cessnaowner.org/read/4/22125/22219#msg-22219</guid>
      <pubDate>Thu, 04 Feb 2010 21:00:24 -0600</pubDate>
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