Cessna T182 Series User Manual

MODEL
182 & T182 SERIES
SERVICE MANUAL
11-79.
MAGNETO
CHECK.
Advanced
timing
set-
lower
spark
plugs
in
upper
portion
of cylin-
tings
in some
cases,
is
the result
of the
erroneous
ders
and
install
upper
spark
plugs
in
lower
practice
of bumping
magnetos
up in
timing in
order
portion
of cylinders.
Since
deterioration
of
to reduce
RPM
drop
on single
ignition.
NEVER
AD-
lower
spark
plugs
is usually
more
rapid
than
VANCE TIMING
BEYOND SPECIFICATIONS
IN OR-
that of the upper spark
plugs, rotating helps
DER TO
REDUCE
RPM DROP.
Too
much impor-
prolong
spark plug
life.
tance
is being attached to
RPM drop on single ignition.
RPM
drop on single
ignition
is a natural character-
11-81.
ENGINE CONTROLS.
istic of
dual ignition design.
The purpose of the fol-
lowing magneto
check is
to determine
that all
cyl-
11-82. DESCRIPTION.
The throttle,
mixture,
pro-
inders are
firing. If
all cylinders
are not firing,
the
peller and
carburetor
heat controls
are of
the push-
engine will
run extremely
rough and
cause for
investi-
pull type.
The propeller
and mixture
controls
are
gation
will be
quite apparent.
The amount
of RPM
equipped to
lock in any
position desired.
To
move
drop
is not necessarily
significant
and
will be influ-
the
control, the
spring-loaded
button,
located in
the
enced by
ambient air
temperature,
humidity,
airport
end of
the control
knob, must
be depressed.
When
altitude,
etc.
In fact,
absence
of RPM
drop should
the button
is released,
the
control
is locked.
The
be
cause for
suspicion that
the magneto
timing has
propeller and
mixture
controls also
have a vernier
been bumped
up and is
set in advance
of the setting
adjustment.
Turning the
control knob
in either
direc-
specified.
Magneto
checks
should
be performed
on a
tion
will change
the control
setting.
The
vernier
is
comparative
basis between
individual right
and left
primarily for
precision control
setting. The
throttle
magneto
performance.
control
has neither
a locking button
nor a vernier
ad-
a.
Start and run
engine until
the oil and
cylinder
justment,
but contains
a knurled
friction
knob which
head
temperature
is in the
normal
operating
range.
is
rotated for
more
or less friction
as
desired.
The
b.
Place the propeller
control
in the full
low pitch
friction
knob prevents
vibration
induced
"creeping"
of
(high
rpm) position.
the control.
The carburetor
heat control
has no lock-
c. Advance
engine
speed to 1700
RPM.
ing
device.
d. Turn the
ignition switch to the
"R" position and
note the RPM drop,
then return the switch to
NOTE
"BOTH" position to
clear the opposite set
of plugs.
e. Turn the switch to the "L" position
and note the Some controls
have intricate parts that will
rpm drop, then return the switch to the "BOTH"
fall out and possibly be
lost if the control is
position.
pulled from the housing while
it is discon-
f. The rpm
drop should not exceed 150
RPM on nected.
either
magneto
or show
greater than
50 RPM
differ-
ential
between magnetos.
A smooth RPM drop-off
11-83. RIGGING.
When adjusting any
engine control,
past normal is usually a sign of a too lean or too it is important to check that the control slides smooth-
rich mixture.
A sharp rpm drop-off past normal ly
throughout its full travel, that it locks securely
if
is usually a sign
of a fouled plug, a defective
harness equipped
with a locking device
and the arm or lever
lead or a magneto out of
time. If there is doubt con- which it operates
moves through its full arc of travel.
cerning operation
of the ignition system,
RPM checks
at a leaner
mixture setting or at higher engine speeds
will usually confirm whether a deficiency exists.
Some engine
controls have a
small retaining
NOTE
ring
brazed (or attached with epoxy resin)
near the
threaded
end (engine
end) of
the con-
An absence
of RPM drop
may be
an indication
trol.
The purpose
of these
retaining rings
is
of
faulty grounding
of one
side of the
ignition
to prevent
inadvertent
withdrawal
of and
pos-
system,
a disconnected
ground
lead at
mag-
sible
damage
to the knob
end of
the controls
neto or possibly
the
magneto timing
is set
while
jam nuts
and rod ends
are removed.
too far in advance.
Whenever engine
controls are being
discon-
11-80.
SPARK
PLUGS.
Two spark
plugs
are in-
nected,
pay particular
attention
to
the EXACT
stalled
in
each cylinder
and
screw
into hellcoil
type
position,
size and
number
of attaching
washers
thread
inserts. The
spark plugs
are shielded
to pre-
and
spacers.
Be sure to
install attaching
parts
vent
spark plug
noise in
the radios
and have
an inter-
as
noted when
connecting
controls.
nal
resistor to provide longer
terminal life.
Spark
plug service
life will vary
with operating
conditions.
11-84.
THROTTLE
CONTROL.
A spark
plug that
is kept clean
and properly
gapped
will
give better and longer
service than
one that is
NOTE
allowed to collect lead deposits and is improperly
gapped.
Before rigging
throttle control shown in fig-
ure
11-7,
check that
staked
connection
(7)
NOTE
between
rigid conduit
(6) and flexible
conduit
(5) is secure.
If any indication
of looseness,
Refer to Section 2 for inspection intervals. (total linear movement exceeds . 050 in.) or
Remove, clean,
inspect and regap
all spark
breakage is apparent,
replace the throttle
plugs at
these intervals. At
this time, install
control before
continuing with the
rigging
procedure.
11-28

Cessna T182 Series Specifications

General

Engine Type	Lycoming IO-540-AB1A5
Horsepower	230 hp
Seating Capacity	4
Service Ceiling	18, 100 feet
Takeoff Distance	1, 600 feet
Landing Distance	1, 350 ft
Type	Single-engine
Max Takeoff Weight	3, 100 lb
Wingspan	36 ft
Length	29 ft
Height	9 feet 3 inches
Fuel Capacity	92 US gal (348 L)