• Engine Maintenance Manual For A Cub Cadet
• Maintenance Manual For A 4-stroke 2.5 Hp Mercury Outboard Motor
• Engine Maintenance Manual For A Cub Cadet 1045

Most engines are “sent out” to specialty shops for overhaul. Peek behind the doors at Triad Aviation as author Jacqueline Shipe guides you through engine overhaul procedures. The single biggest repair expense most airplane owners will ever face is an engine overhaul. Overhaul costs increase every year along with parts prices.

The engine overhaul process has become somewhat of a specialized procedure. Most mechanics won’t consider overhauling an engine themselves.

The engine is typically removed and sent out for overhaul. When is an overhaul necessary? The first step in the overhaul process is determining that an engine does in fact need an overhaul. Mere time since the last overhaul doesn’t always equate to needing to overhaul an engine. Part 135 operators must legally comply with engine manufacturers’ recommended times between overhauls. However, the only legal requirement for everyone else is engine condition.

An engine that is run regularly (at least once a week) with cylinders that have good compressions with no exhaust valve leakage is a good candidate to keep running. Regular oil changes must consistently demonstrate that no excessive metal is being produced by the engine. Such an engine can safely and legally go beyond the manufacturer’s recommended time. If you own a Cessna 182 Skylane, at some point you’ll need to replace the fuel cells (fuel bladders).

It’s not a particularly difficult task, especially when you order an all-inclusive kit from a vendor like Eagle Fuel Cells. N4696K has been a fixture at Modesto City-County Airport (KMOD) for many years.

It’s a 1975 Cessna 182P Skylane owned by Nine-Six Kilo LLC, which in turn is owned by five partners, who vary as time goes on. I’ve had the pleasure of being one of the partners for almost 10 years. With so many partners, the airplane flies a lot; more than 200 hours in an average year. That’s good because the engine doesn’t sit and rust. On the other hand, all that flying puts a lot of wear on the airframe, interior and paint.

For quite a while now, the partners have agreed that we ought to do a restoration—painting the airplane, redoing the interior and fixing a lot of minor problems that have built up over the years. Fortunately, everyone’s in a financial position to afford this. We kept putting the painting off, in part because of something Shane Cooper (a mechanic at Pacific Aircraft Service) told me.

Steve, I own a 1965 Cessna 182 Skylane. I would like to take the plane into Utah and Idaho backcountry strips. I would restrict the 182 to 8.50 tires, not larger. I would appreciate any comments on this. I know 8.50s will work on the mains. What do you recommend on the nosegear?

Do you need to reinforce the nosegear or is it possible to just install the tire as-is? Thanks, John Patton Mancos, Colorado Hi John, Here’s what I’ve found.

You can install an 8.00-6, 6-ply rating tire on your existing main landing gear wheels without any additional approval since this change is listed in the “models” section in the General section in the front of the 100-series service manual. This same approval permits the installation of a 6.00-6, 4-ply rating tire in the nose position.

Engine Maintenance Manual For A Cub Cadet

However, you’ll have to get a 6-inch wheel assembly for the nose tire change since the normal nosegear wheel is a 5-inch for a 5.00-5 tire. A larger nosewheel fork assembly is available for installation on your 182 from Airglas in Anchorage, Alaska. It is STC’d for installation and will permit a tire of up to 8.50-6 on the nose when 8.50-6 mains. A&P Jacqueline Shipe discusses why and how you can get started working on your own plane. Owning an airplane is usually the result of years of hard work and planning. For many, it is a fun and rewarding experience—the fulfillment of a lifelong dream.

Although airplane ownership is a big source of joy, it can also be an expensive and responsibility-filled endeavor. In fact, cost is the number-one concern that most pilots have when it comes to owning a plane. The initial purchase price of a plane is only one part of the equation. Insurance, fuel, storage, maintenance, avionics upgrades and any updates to the paint or interior can add up to be far more than the initial purchase price over a period of time. One way to lower the operating costs is to be actively involved in your plane’s maintenance.

In addition to cleaning the plane, there is a surprisingly long list of maintenance actions that an owner may legally perform on his or her aircraft, provided it is not operated under FAR Parts 121, 129 or 135. The benefits of DIY maintenance There are several benefits for owners who decide to do a lot of their own maintenance.

Hi Steve, I am sick and tired of the static noise in my headset. I have been putting up with it only because I had gotten used to it, but the other day I rode in my friend’s Cessna 210—and was I surprised! His radios were clear and loud; no background static. What do I need to do to cut out this annoying noise in my plane? —Static Sally Dear Sally, You shouldn’t hear any static—also called radio-frequency interference (RFI) or electromagnetic interference (EMI)—if every component is in good shape and the wiring is correctly installed.

Maintenance Manual For A 4-stroke 2.5 Hp Mercury Outboard Motor

But it does occur; sometimes you’ll notice static in the headsets after maintenance, and sometimes it can be due to component breakdown. It can even be caused if two wires are rerouted or have sagged and become too close to each other. Unfortunately, it’s not always easy to determine the source. Static noise problems require a special kind of sleuth.

I know avionics techs that are always “too loaded up with work” when approached to work on a static problem—unless they installed the avionics or components themselves. If you’re experiencing static noise only when flying in rain or near convective activity, you’re experiencing precipitation. January 2016 Hi Steve, I’d like some ideas for cooling off the cabin of my airplane because I don’t want to again go through anything like last summer. I live in the Southwestern United States, and as you know, the temperatures can top 100 degrees here during the heat of the summer.

My airplane is hangared and while the cabin is not scalding when I get in it, it doesn’t take long once I move it out of the hangar before some surfaces in the cabin are too hot to touch. My wife and I fly a 1972 Cessna 310Q around the western half of the U.S. Most of the time. We don’t load it heavily; usually it’s just the two of us, “prop-setting” around to visit our grandkids that live in California, Wyoming and Texas.

We are both experienced pilots and are very comfortable with the little hassles of using an oxygen system in our unpressurized twin. So we cruise in the mid-teen altitudes where the air is cold. We are looking for an easy-to-use solution to cool off the cabin of the airplane prior to launch, during taxi and during climb. Give me some solutions. —Tommy the Twin. In this installment of Cessna Flyer’s series on owner-performed preventive maintenance, A&P Jacqueline Shipe looks at the servicing and replacement of aviation spark plugs. Aviation spark plugs need to operate while subjected to the wide temperature ranges that are possible in an aircraft engine.

A spark plug with a 0.020 inch gap must be able to handle around 14,000 volts and fire reliably during its lifespan. Regular cleaning, gapping and rotation of spark plugs helps ensure that the longest and most reliable service life for each plug is obtained. Regularly pulling and inspecting the plugs also helps diagnose cylinder health. Under Appendix A, paragraph (c) of FAR 43, the items “spark plug cleaning, gapping and replacement” are on the list of maintenance items an owner can perform on their own aircraft. Anatomy of a spark plug Aviation spark plugs have a positive center electrode that is connected to the ignition lead terminal through a resistor.

This center electrode assembly is housed in a ceramic insulator, which prevents the high voltage electrical current generated by the magneto from grounding out against the metal outer shell, which contains the negative electrode(s). These plugs are designed to withstand severe operating conditions, and typically. By Kristin Winter A&P/IA Kristin Winter explains where to look for a competent pre-purchase inspector, why a pre-buy is different than an annual inspection, and how to get peace of mind with a used aircraft purchase. Have you ever seen a forlorn and lonely airplane sitting on the ramp with flat tires and moss growing on the wings and wondered what happens to these planes? Some are doubtless scrapped and many are cleaned up and sold to overexuberant first-time buyers.

Often for too much money. For some reason, many hopeful new owners often seem to think they know how to judge a good plane. Usually it is the avionics that seduces them. Throw an older GPS Nav/Com and a used PFD in the panel of a maintenance nightmare and watch it fly away. Buying for the gizmos in the panel or the pretty paint job is a little like playing Russian Roulette with your wallet.

I only learn about the sad stories after the fact when a deflated new owner seeks some help. If only they had called me before they bought. A few fundamental truths There are some fundamental truths to the process of buying an aircraft that can. What is and isn't typical in oil analysis By Jacqueline Shipe Engine oil has several functions.

Its primary purpose is to reduce friction and wear of internal parts by preventing metal-to-metal contact. Oil also helps to coat the bare steel internal surfaces and prevent corrosion inside the engine. It performs several other functions, too. First, the oil system provides some cooling for the engine. Circulating oil distributes heat by cooling the hotter sections and warming the colder sections; it eliminates part of this heat through the oil cooler. The oil system also cleans the engine, as it suspends various particles of metal, silica, combustion by-products and other contaminants, then deposits them in the filter or screen.

Regular interval oil changes are one of the single most important things an airplane owner can do to help ensure lengthy and trouble free service from his or her engine. In addition to being excellent preventive maintenance, the oil change also provides a golden opportunity to get a diagnosis of the internal health of the engine.

The examination of the removed oil, the sump screen and especially the oil filter or engine screen, can reveals a great deal about any internal engine wear. A&P/IA Kristin Winter explains FAR 21.9 and Advisory Circular No. 23-27 for owners who are looking to keep their aircraft maintenance costs in line. THE FAA keeps an iron grip on the supply of approved replacement parts for Type Certificated aircraft. Replacement parts generally must come from the airframe, engine or propeller manufacturer, or from an approved source that has been issued Parts Manufacturing Approval, commonly referred to as a PMA. There are some other limited exceptions for what the FAA refers to as “standard” parts, such as nuts, bolts and other hardware manufactured under an industry standard such as AN (Army-Navy) or MS (Military Standard), or parts manufactured by a repair station.

There is one major exception to the FAA’s tight grip, and that is the owner produced part. Owner produced parts are commonly used by the airlines, which often have a large fleet of the same or similar types of aircraft. Like the owner of a General Aviation aircraft, an airline often wants to avoid the high cost of commonly used parts from the original equipment manufacturer (OEM), so it will reverse engineer and produce batches of parts that are then used in its fleet. An example might. December 2015 Q: Hi Steve, I’m the proud second owner of a 1978 Cessna R182. I bought it from the guy in the next hangar.

He was very proud of his airplane and had spent many an hour down at the airport washing and polishing it. Unfortunately for him—but fortunately for me—he only flew it on days with perfect weather. The sky had to be absolutely cloud-free and the wind speeds had to be below five knots.

Total time on the airframe and engine is 1,322 hours which averages out to 36 hours a year. During my first annual, my mechanic suggested that I install a mod that changes the routing of the prop governor control cable. He said the original routing is dangerous. I took a look, but can’t figure out what he’s concerned about.

Can you explain? —Retractable Rob. December 2015 Q: Dear Steve, I have owned and flown my 1973 Cessna 172 for over 30 years now. It fits what I want to do. (I also am still driving my 1982 Ford 150 pickup!) Not too long ago I talked to a guy that had lived through an engine failure at night because his airplane had a parachute. When he couldn’t get the engine to restart, he slowed up and pulled the parachute.

It lowered his airplane to what he said was a surprisingly gentle “landing.” He opened the door, and he and his wife and teenage daughter climbed out. His Cirrus aircraft was damaged, but he wasn’t. He told me that the parachute saved his family’s life. Here’s why I’m writing: I don’t plan to quit flying anytime soon, but I do know that although I have lots of flying experience, I need to face the fact that I’m getting older. My wife would like me to hang up my headset and sell my airplane. I want to keep flying. I don’t want to buy a newer airplane with a parachute—but I think I could negotiate a deal with my wife to let me keep flying for.

September 2015 Three diesel engine experts explain what’s required to keep a diesel engine running well. No spark plugs, no plug wires, no magnetos; no wonder diesel engines require less service than an Avgas engine. In spite of the fact that these engines have a lot of advantages over an Avgas-fueled engine, today in the United States only one OEM sells a diesel-powered airplane. (Cessna Aircraft stopped taking orders for its 182 JT-A diesel engine Skylane last spring, and the project appears to be on hold.

Engine Maintenance Manual For A Cub Cadet 1045

Identifying, removing and replacing the oil temperature gauge in 100 series Cessna aircraft with 24 volt electrical systems can be challenging. Here is a step-by-step survey of the process. June 2015- The basicsCessna 100 series aircraft with 24 volt electrical systems are equipped with a Rochester model 90213 Oil Temperature Gauge (OTG).The OTG shares the instrument case with a CHT gauge. The pair is known as an “instrument cluster case,” and is identified as Cessna part no. 624700081 model C669561-101.

This type of instrument cluster is found in Cessna aircraft with Lycoming engines.A five-amp circuit breaker powers the dual CHT and OTG cluster. The breaker also feeds the fuel gauges. In the absence of CHT, OTG and fuel gauge indication(s)—first check the breaker. “R” is for “required”A Cessna 172RG Cutlass presented with the OTG gauge needle remaining inert on the left side during flight. For this model, the Equipment List contained in Section 6 of the POH (“Weight and Balance/Equipment List”) describes equipment, radios, gauges and instruments originally installed by Cessna. Some of these must be operational before flight.In item D41 on this equipment list, there’s an “R” next to the OTG entry. You guessed it: the oil temperature gauge.