Has anyone here ever changed the needle bearing in the elevator trim tab on a 182? The part number is a Heim PN-3A and I'm curious if Cessna stakes the bearing in. My IA kinda gave me the stink eye when he checked the play in the trim tab but I don't this it's that excessive. I downloaded a Cessna Service Bulletin last night that describes how to inspect the play to determine if it is out of spec or not and I'll check it today with my measuring tools.

Dave

I spent a few minutes today making a removal and installation tool for the Trim Tab bearing. This should eliminate having to use a hammer.

Dave

Nice work! You can also chill the bearing down with dry ice. A friend uses this technique with great success.

I have a 182K under contract and going back through this thread from day 1 has been great! Thanks to all for keeping alive and sharing valuable info.

Got the annual all done on the 182 yesterday and got a test flight in late in the afternoon. All appears to be well except the overhauled prop governor. The prop over speeds on takeoff by about 30 rpm so I'll have to adjust that slightly. Any guesses on the amount of turns on the screw it will take to trim out that 30 RPM?

Dave

Dave, if you have an electronic tach, 30 RPM looks like a lot compared to an analog needle tach, and +30 RPM might be within tolerances; I don't know for sure. But if it is and it was mine I'd leave the +30 as is and enjoy a little bit more thrust on takeoff and initial climb.

Paul,
Ya got a point there. Thanks for the reality check on the digital gauges. My RV has all digital engine information and sometimes I get caught up in sweating a few numbers compared to a steam gauge.

Dave

Incredible! I might need to order a set of these and drop them off with SRQ avionics when they're doing my panel upgrade next month!

So, doing the annual on my trusty 182 and my I/A says my muffler has to go. I put 450 hours on this Knisley muffler I installed 4 years ago and it appears to have deformed it's flame tube to the point that it's not airworthy. A call to Knisley didn't reveal anything that was worthy to talk about other than "awe, that's to bad". (Knisley got bought out by AWI...) So, off it comes for a new replacement. Here's the video of a muffler colonoscopy for your enjoyment and my pain.

Dave

[youtube]https://youtu.be/Xeq-J4S79X4[/youtube]

That’s why I suggest new oem vendor

Nicrocraft

Good luck

Dave,
I installed the Accorn Seaplane muffler, not sure if you have to buy the header stacks also, I bought the whole package together, anyway this muffler doesn't not have flame cone at all inside, so will never blow out

Plenty of heat also.

You don't have to install the fairing but Mapleleaf in Canada makes that if you want to doll it up.

Bill

Dave

You could go almost dual exhaust:

https://www.powerflowsystems.com/produc ... cessna-185

While that shows a 185 it is also available for the 182.



RAS

Thanks Bill.
I considered this option but my wallet was telling me NO! Maybe in the future but for now it's a new AWI muffler for another 500 hours until that one fails.

Dave

Dave

I didn't do any before or after measurements, but it seemed to me that the exhaust fairing (I think I had Knots2U) helped lower the CHTs.

I read somewhere that the exhaust opening in the lower cowl allowed the engine compartment to "pressurize" which impeded cooling. The exhaust fairing provided a low pressure area and helped cooling.

I don't know if it's true or not scientifically, but if I get another 182P I'd put on an exhaust fairing. Even if it's a placebo it works on me.

Steve,
That's interesting. I had never thought about that and I'd be willing to bet that the clearance in the exhaust hole in the cowling does impede cooling somewhat.

Dave