It’s not a seal, it’s just a stiffener, one on the top and one on the bottom. What year 182? If it’s the 1974 182 I see in a profile with your name on Facebook, it’s in figure 5 # 22 in the IPC.

IAS still uses static as it’s necessary to compute airspeed against the pitot, so I’d still expect some issues there if there was something wrong with static sensor. For giggles, have you attempted to pull the AI breaker and fly with the AI offline and the HSI in fallback to the AI and see if it has any different behavior? GFC500 should be able to…[Read more]

I know most oscillation complaints are solved via proper setting of control and bridle tensions and/or resolving of “stiction” in the control yokes. Presumably that all has been checked by your shop. I saw a similar complaint on oscillation in the GFC500 on another forum that didn’t resolve through any of the normal means and their eventual fix…[Read more]

Hopefully during the conversion from O-470-U to O-520-U/TS nothing about oil pan was changed. But assuming that is the correct P/N for your application (often there is a P/N on the dipstick somewhere), AirpowerInc.com has that for $305 (+Shipping to Europe) https://www.airpowerinc.com/productcart/pc/prodparts.asp?prodid=493316&catid=1&subcat=108…[Read more]

I’ve tried to reply, and if I try to post the same thing it says it’s a duplicate reply… but my replies don’t show up, so I dunno what is up with the forum software

Hopefully during the conversion from O-470-U to O-520-U/TS nothing about oil pan was changed. But assuming that is the correct P/N for your application (often there is a P/N on the dipstick somewhere), AirpowerInc.com has that for $305 (+Shipping to Europe) https://www.airpowerinc.com/productcart/pc/prodparts.asp?prodid=493316&catid=1&subcat=108

What’s the full designation of your engine (O-520-XXX)?  You can look up the IPC for it on http://continental.aero and then find that P/N. Happy to help locate it with the info.

If by “rear spar fuselage mount” you mean adjusting the eccentric bushings, then yes, that’s the common fix for heavy wing on the strutted Cessnas. It’s pretty straight forward. Here is a video describing the process on a 150, https://www.youtube.com/watch?v=zJFFPa40Tpk.

I really like the Steen stuff for exterior parts. It’s fiberglass, not plastic, has good longevity. Have to be careful using it for gear cuffs and similar as the fiberglass can cut so you need to protect against chafing. But for things like stab caps, rudder caps, etc, it’s great. For interior plastics I really PAST products.

Knisley is really your best option. It’s a well made system that eliminates the crossover tube. It also reduces the exhaust AD inspection frequency to 100hrs instead of 50hrs.

The non-WAAS units you have to use Jepp data. Only on the WAAS units do you have the option of Garmin or Jepp data.

Ouch. The AOPA one is probably in the ballpark of the best you are going to get right now, but I recommend talking to Travers. My T210L that I’ve had for 10 years claim free, at a $180k hull value 1M smooth with CASEL/CAMEL/IR/CFI/CFII was $4200 last year (would have been around $3k at 1M /100k, but I prefer smooth). $40k hull is very little, so…[Read more]

I and a number of other folks I know use Travers Aviation as a broker. I’m in the process of renewing right now, so I’m not sure what my renewal will be, but it went up last year and I expect it to go up again this year. My A&P insurance is going up a minimum of 25% this year just due to the hardening insurance market. You have a few strikes…[Read more]

Looks like you are using Savvy? Want to post a link to the data for the flight so other engine parameters can be correlated?

I second John, should be a relatively short flight to him and one of the top Cessna guys

The TruTrak is not approved for coupled instrument approaches, nor approved to be engaged below 700′, and can only fly GPS guidance, not VHF. If you want to couple on an approach, and/or fly VHF navigation, the GFC500 is your option there. While there is a service bulletin out of for replacing GFC500 servos w/ SN 2000 and lower, I haven’t seen any…[Read more]

Please let us know what Garmin says after looking at the data logs. I’m definitely curious.

I tried to send you a private message, but that doesn’t seem to be working (it doesn’t appear in my sent messages). I am potentially interested, depending on the particulars. I have been toying around with the idea of upgrading to a P210 if the right R model unicorn appeared.

The GMU 11 puts the raw magnetometer data on the CAN bus. Each G5 computes a heading solution independently of the other based on this information and its attitude info, which is why you can easily get a heading split between the two units if not calibrated together properly. If a one G5 computed this and provided the heading info to the other,…[Read more]

Yellow is a heading degredation. Since you are only getting it on one of the G5’s, it’s most likely to be a pitch/roll calibration issue on the one displaying the issue. I’d take it to your installed and have them re-do the pitch/roll calibration on both at the same time.