Dan,

I think you are doing something wrong if you are only getting 400-600 hours on your cylinders.  My 470 normally aspirated went past 3100 hours without changing cylinders.  I had 2 cylinders off past 2500 hours, 1 for a broken exhaust stud and another for valve work, but was able to put those cylinders back on.  Although 3000+ hours is pr…[Read more]

I’m in the desert on the eastern side of the Sierras and don’t have a problem with my oil temps.  In addition to ElectroAir, I’m also PPONK’d with high compression pistons.  CHT #5 right behind the cooler can get warm if I climb after the oil is fully up to temps, but the cooler is able to maintain the oil temp.

I can’t help you with Aspen vs G5 or APs, but I spent a bunch of time comparing the GTN vs the IFD and went with the IFD and I like my IFD.  I am concerned a little about connectivity by not going with Garmin, but I keep coming back to it being a matter of cost vs capability.  If I want the GFC500 I’ll need a G5 with it so that drives up the c…[Read more]

Careful, looks like your headphone jack is wired to that panel.

This is what mine looks like.

For my 182Q (which I likely the same for this nut), the carb heat nut (per the manual), is a MS20364-1032C, which is not a castellated nut.

I don’t have anything to help, but can you post back what you learn after your trip?  I plan on doing the exact same thing in a few years – maybe finishing the trip off with a rafting trip and need to think about all the logistics about how to get around.

You’ve got something wrong, I agree with Ed about the flange.  Can you take a better picture of where the carb mates to the airbox?  I also think that your solid air duct and the bracket that attaches to the front of the airbox are too close together, there is supposed to be more room for the flexible duct.  I wonder if you don’t have the co…[Read more]

How often do you fly, what environment are you in, and are you hangared?

I would upgrade to nickel if you are not hangared in a dry environment and/or fly often.  When I talked to Lycon, they said the ground cam would not be beneficial for my type of flying, not sure why again.  I priortized what I’d do below.

Upgrade to factory new cylinders $…[Read more]

What are your power settings?

You can buy STC’d inertial reel belts for up front then reweb your old front fixed shoulder belts and install those in the back.  Your mechanic should be able to sign those off with no problem.

First off, I did multiple upgrades at once so I can’t identify exactly what upgrade did what.  I went from a stock O-470-U to a O-470-50, with high compression pistons (DER approval), electronic ignition, and a 2 blade MT prop.  I also got a new tach and overhauled the MP gauge so readings may differ as well.  I also removed an INOP A/C system so…[Read more]

I’m not sure about the modern EI vs JPI engine monitors, but the older EI (UBG-16) is certainly more involved to install.  It has function module boxes all over and a separate mux to be able to record and download data.  The UBG is analog so even if you have digital data going into it, the data gets converted to analog to go into the UBG then r…[Read more]

Out of curiosity, why are you looking for such low TTAF?  Translated, that is like saying you are looking for an airplane flown less than 90 hours per year.  Airplanes that don’t fly regularly tend to have more issues and deferred issues than those flying often.  Perhaps you are trying to exclude trainers, but I’d explicitly state that if that is…[Read more]

Take a look at the engine overhaul manual (https://www.redskyventures.org/doc/cessna-maintenance-manuals/Continental_O-470_IO-470_mx_overhaul_11976.pdf) and operator’s manual (https://www.manualslib.com/products/Continental-Motors-O-470-U-9257114.html).

Page 9 of the pdf of the overhaul manual states that oil pressure limit at idle is 10 PSI,…[Read more]

Same comment as Scott, I bought my plane with the engine beyond TBO and flew it for 11 years before it was time to overhaul.  Unless you have the time and money now to burn and not later, fly it until it’s time.

Michael, it sounds like we both went through the same struggle with props and we got 1 of each between us.  Once I’m running, maybe between us we’ll be able to add some more insight into the differences in this configuration.  I thought my decision was a bit of a shot in the dark with weight and cost being the only real pieces of information.

My PPONK should be getting delivered tomorrow.  I’ve heard a lot of complaints about the CG that Michael mentioned so I went with the 2 blade MT prop (I also had a prop that wasn’t compatible).  Steve Knopp isn’t a fan of it, but I believe that is because he thinks they misrepresent their weight numbers more than performance or durability.  Lo…[Read more]

Just get something like a shop vac hose adapter with mounting holes and bolt it to a small thin wood plate and use steel spring clamps to hold that assembly into place on the front of the airbox.  No need to remove the carb or the airbox, just the lower cowl.  I made one cheap years ago and have it stashed in the hangar and have used in on n…[Read more]