I have been trying to figure out the interior lights. I think something is wrong, but I am not sure how they are supposed to work -- so any guidance would be appreciated.

I have what I think is a common light control as shown below. It has the dual knob rheostat on the left and a single knob rheostat on the right:

The right knob EL PANEL / ENG-RADIO works as intended I think: Turning the knob to the right brightens both the the engine/fuel lights, and, where appropriate, the radio electroluminecent lights. All the way to the left, leaves the radio lights bright enough to see in the daytime with the post lights off. (Note, I think you need the NAV lights on for this to work.)

The left knob "POST / FLOOD" I think is not working as intended. I cannot seem to move the interior silver knob separately from the outside black plastic knob. The post lights brighten as you would expect when turning right. But the FLOOD lights do not seem to change. Are the FLOOD lights the glareshield flood lights AND the overhead red/white flood lights? The glareshield flood lights seem to be on all the time. Which possibly explains why in the logbook these bulbs were changed so much. Are the glareshield flood lights supposed to be on all the time? And the dual rheostat knob is supposed to be individually adjustable, right? Any suggestions how how to free the two up? Note, I could find no mention in the logbooks of this rheostat ever being worked on.

There is also what I think is the "Map Light" underneath the glareshield. Shown here with the cover removed and a known good bulb installed

I think the switch under the glareshield is meant to operate this light separate from the glareshield floods, correct? It currently does not seem to work. Note that the map light mounted to the yoke works correctly.

I am scheduled for a full panel redo, but not sure yet what to do about lighting and whether or not I will keep the glareshield flood lights. Are any of these legacy lights useful anymore with all modern avionics installed?

Thanks in advance for your help.

Many Thanks,

Kirk

Thanks.

1976 182P

I bought my 1st plane 1-1/2 years ago, a very nice ‘63 182 with pretty low total time, a Dynon Skyview glass panel and autopilot. 

I just got the bad news during the annual that the case is cracked on the Continental O-470-R engine. It’s the original 62 year old engine with 4,400 hours on it. Was last overhauled in 2010 and has ~1,200 hours SMOH. 

I’m looking for advice on what the best path forward is. Considering the age of the engine and the cost to repair the crack, it seems like a factory rebuilt O-470-R would be the best option, but at $55,000 just for the engine I want to make sure. Downtime is also a concern. My A&P says an overhaul on the old engine would take 6-8 months, whereas a factory rebuilt is about 2 months.

Thoughts?

Do you have any knowledge about that and if so any official sources I could base this work off of?

Thank you!

Ed

I would use the unit to only do database updates and to play with the g1000 system while the plane is shut down.

Rayanne

I have an amber light below my master switch and I can't figure out what it's for. I've never seen it lite up. It was installed when I purchased the plane and I tried to reach the previous owner with no luck. I know what the red light is for but I can't find the amber one in the POH or maintenance manual.

Thank you!

Civil Air Patrol has a well equipped 182R (1986 Model) for sale. It had a tow kit installed so I'm assuming it saw regular use as a glider towing ship. Anyone with any knowledge of how this could potentially affect the airframe or is this a 'non-issue'?

Any knowledge in general of these old CAP airplanes would be appreciated. They seem to represent a good value in today's market.

Best Regards,

Mike

I was curious about what a paper calculation would show, and started with the equipment list in the POH. (My plane had mostly original instruments). I digitized the POH equipment list, and did some limited proof reading and formating. I thought this might be useful to other 182R owners, so the excel spreadsheet is attached. If you want to digitize your POH equipment list, I can offer tips on what works -- it really is not too much work.

Keep in mind that there could still be some conversion errors in this -- always check with the POH to confirm, especially if the WT LBS and ARM INS do not make sense.

What is your RPM drop ?

Background:

C-172E, Continental O-300D, carb temp gauge, MA-3 carb

Engine MM shows "see A/C MM for guidance

A/C MM says "RPM Drop, then rise"

No numbers or number range that I can find in any manual.

Mixture is correct, Idle RPM correct.

I'm getting 200 RPM drop and rough running engine with carb heat on, which I believe is excessive. Carb temp goes up quick. RPM drop is about the same on both run-up and flying.

I'm thinking something (rigging,scat hose problem) is restricting hot air flow, but I need a "normal" go go by.

Thanks, A.J.

Thanks!

Steve

It’s with a mix of nostalgia and enthusiasm that I share news of my new restoration adventure. After many memorable hours in my first aircraft, Piper PA-28R Arrow II, N-32693, I’ve decided to turn the page and focus now on restoring a new flying companion: Cessna 182D Skylane, tail number N-8812X.

This 1961 model Skylane packs a reliable Continental O-470 230-hp engine and first flew in January 1961. It’s already FAA-certified and airworthy, and I’m eager to bring it back to peak form.

Over the coming months, I’ll share many steps

of the restoration—from inspection to engine tuning, vintage avionics, and cosmetic touches. It’s going to be a journey full of challenges, discovery, joy, and plenty of learning—for both of us.

Looking forward to sharing stories and advice with this great community as N-8812X begins her new life as my daily flyer.

Blue skies,

Brian OConnor

Elevated Northwest

Does anyone have any suggestions on repainting it or experience with one of those plastic covers? I’m considering one from Shelkirk.

A photo of the existing console is attached.

JPI EDM 930 Engine Data

Inter-cylinder baffle engine case gap cylinders 1,3 (large gap)

Inter-cylinder baffle engine case gap cylinders 2,4 (small gap)

Hello All. First post. I look forward to learning from the collective forum brain trust. I've tried to be as complete as possible. Please forgive me if you believe I've omitted important detail. Let me know and I will add anything missing.

The attached graph displays EGT(left axis) in upper half and CHT(right axis 1) in lower half. Blue data is fuel flow(right axis 2). Data is collected with JPI EDM 930. Altitude was 7000 feet. Cylinder #1 typically runs 40-50 degrees hotter in cruise than the others (shown in red in approximate middle of graph) and the odd cylinders in general run hotter than the even cylinders. Graphic display indicates the usual wide range of CHT's, however CHT 1 is starkly separated from the group. EGT 1 is well grouped with others. We have replaced baffle seals, have tweaked fuel flow and mixture, and A&P I/A has checked for induction leaks using a block off plate and air pressure all to no avail. This was done while carb was out for overhaul. I adjust mixture to keep cylinder 1 below 380 degrees in cruise as well as in warmer weather lower nose in climb out as required for cooling. As you can see CHT 1 requires I maintain about 12.7-13.2 gph in cruise to keep temperature at 380 or less. Savvy Aviation suggested GAMI lean test and induction leak test and suggested we check for induction leak based on results. A follow up from them stated the CHT temperature profile is normal.

In going further down the rabbit hole, I was recently inspecting the inter-cylinder baffles and noticed there is an approximate 1/2-3/4 inch gap between the inter-cylinder baffle between cylinders 1 and 3 and the engine case(first pic). It seems like a fairly large gap through which quite a bit of cooling air could be escaping and thus not forced through cylinder head cooling fins. The remainder of inter-cylinder baffles have an engine case gap no greater than approximately 3/16 inch(or less, second pic)

Thoughts and questions:

1) Is this CHT profile normal? If not:

2) Could the gap between the inter-cylinder baffle at cylinders 1 and 3 and the engine case be responsible for the above

cylinder head temperature profile?

3) What is the proper gap between the inter-cylinder baffle at cylinders 1 and 3 and the engine case for this particular

aircraft and engine?

4) Have we overlooked something?

5) The plan is to inspect the inter-cylinder baffle at 1,3 and if possible close the gap at next oil change.

Finally, my persistence in this pursuit stems from the belief if CHT 1 were to be reined in closer in temperature to the

others, mixture could safely be further leaned. Thoughts?

Brian