Search results

Yes. Nice. But an airplane like that make good occasional hobby fliers, not daily drivers like a 182. The 195 was last built in 1954. Its engine was last built in 1957. Parts could be a big problem. There are outfits that overhaul the engines, but I don't know what a current price might be.

Been done long ago. This is the Helioplane of 1949, a converted Piper Vagabond with lots of wing mods and a Continental C-85 driving a big nine-foot prop via a set of V-belts. You can see the pulleys and belts here: https://en.wikipedia.org/wiki/Helio_Courier

Ok. That's same principle as the old bicycle headlight generators. The regulator here will introduce resistance to keep system voltage to 13.8 or so. It will get rid of the excess power as heat. And it's why it's only 20 amps. Bigger output means bigger wasted heat anytime the full output isn't...

Does that regulator control the field? Or is the dynamo a permanent-magnet affair where the regulator controls the output directly?

That's an automotive problem. Electric fuel pumps fail, and fail suddenly. Aircraft fuel pumps are engine-driven, with an electric backup that seldom runs. Most often it ages out long before it ever wears out. So if one uses an auto conversion with only electric fuel pumps, expect problems...

What is the exact model of this engine? I (and I think a few others) are curious as to how that happened. A look at the parts catalog should be informative.

Is this an O-540 or an IO-540? Does the EGT rise when you pull the throttle back that much? If it's carbed, we had an R182 with that HA-6 carb, and the EGT would rise significantly on power reduction, indicating leaning. That carb had other problems, too, and when we replaced the engine with a...

Yup. Lean afterfire, as above. Pulling the throttle closed causes a lean mix in the cylinder that might not fire. It gets pumped into the exhaust where the flame from another cylinder sets it off, or it is ignited by hot carbon in the exhaust system. Carbureted cars had a lot of trouble with...

There is a difference. The vacuum is measured against ambient pressure, while MAP is absolute.

Did the original W&B include things like a fire extinguisher, first aid kit, an ELT, and other stuff like that? Did it include the oil in the engine? It would have included unusable fuel, so did the shop drain the tanks and then add unusable fuel to get the empty weight right? What junk might...

Cars use MAP sensors for their ECU manifold pressure inputs. They don't use vacuum sensors. They want Manifold Absolute Pressure.

Another one is brake disc thickness. Not well known at all. Cleveland has published thickness limits in their manual: https://www.parker.com/literature/Aircraft%20Wheel%20&%20Brake%20Division/AWB%20Static%20Files%20for%20Literature/AWB%20Product%20Catalog%20Static%20Files/AWBCMM0001-12.pdf...

I'd be looking closely at those wing roots and carrythrough on the right side. The forces that dinged that wingtip pile up at the roots and can shift the fittings on the spars, elongating the holes in the wood, sometimes even pulling the wood free along the grain, or cause delamination of...

Neither the Bendix nor Slick manuals give the impulse speed, but in working on many of these things, and working that impulse, I'd guess that the snap would be equivalent to about 1000 RPM. It's fast. Now, in cold weather where the entire engine has not been preheated, the oil in the impulse...

The impulse doesn't have magnets. The magneto has the magnet, and the impulse simply stops the mag's rotation while the coupling continues to rotate, winding up that spring, and the pawl releases at or near TDC to snap that magneto's rotor (which has the magnet) fast enough to create the spark...

A missing stop pin will do it, too. If that pin falls out it can get into the accessory case gearing and trash the engine.

No, that impulse coupling also snaps the mag over rapidly so the magnet and coil can generate enough primary current for a spark at starting RPM. I suspect that those mags have not been off and opened up for a long time. Eroded points, and worn cam (Slick) or rubbing block (Bendix) change the...

I posted that diagram because the free service manuals that used to be on the 'net until recently have been taken down. I suppose Cessna exerted their copyrights. In any case, the schematic from the service manual would be the same. The manual just breaks down the system into individual circuits...

Yup. But a lot harder to move around on the ground. Nothing but the towbar and prop. Struts are handy. Make sure the gear system on any 210 you go after has been looked after. Like, thoroughly inspected annually, gear swings done, pressures checked, pivots and actuators checked for cracks...

I've never encounered any diode between the alternator and bus. The alternator already has diodes in it that not only rectify the AC generated in it, but also prevent any reverse flow through the alternator. Someone just made a mistake. Like any other electric stall warning system, it needs to...