Hello, Newbi here and I've got a puzzle:

My 182Q with O470U has at one time been converted from a can filter with replaceable element to spin on. The puzzle is that all of the application charts call for a 48108 or 48109 filter with 3/4 threads but mine takes a 48103 filter wit 13/16 threads. I can not find any information referencing the change and a log search simply goes from OF11A element change to 48103 filters with no reference to the conversion. Does anyone have any reference?

Thanks,
Jim

Welcome Jim. I am not a mechanic but have had more than one mechanic ask for and use "owner supplied" parts that met the standards. You might check the logs for that. They reference a manual I can't recall, CAM something I think, that homebuilders use. Most of the Pawnees I flew had Ford alternators, but I expect that wasn't to standard.

contactflying wrote:Welcome Jim. I am not a mechanic but have had more than one mechanic ask for and use "owner supplied" parts that met the standards. You might check the logs for that. They reference a manual I can't recall, CAM something I think, that homebuilders use. Most of the Pawnees I flew had Ford alternators, but I expect that wasn't to standard.

This is what I would call a "noise" reply. If you're not a mechanic and don't have the answer, just don't reply to the thread. Thanks.

Does it help that I stayed at a Holiday Inn Express?

contactflying wrote:Does it help that I stayed at a Holiday Inn Express?

We can't discount that fact. For some of us, it's all we have going.

I have a pump with integral spin on filter that came off a 182Q with 470U and it uses 48108 or 9 filters. A mechanic friend was dong a factory reman exchange and told me I could have it if I wanted to go to the effort of pulling it off and reinstalling the old style that was on my 470K.. I also had to exchange the studs because of the different lengths. It sounds to me like someone did something similar with yours but not sure what that pump would have been on originally. Another thought is that the threaded spud is kind of crimped into the pump housing and not threaded into it. Maybe someone made a mistake and installed the wrong threaded spud.

When you say can filter do you mean stock oil screen? Do the logs say what filter adapter was used? If not Jim may very well be spot on. Several parts are interchangeable between engines. Did someone stick in a 3/4-13/16 adaptor?
DENNY

Apparently Cessna ordered all of their engines with just a screen. If you ordered the plane with a filter they installed their own adapter which originally had a can with a replaceable cartridge. Most if not all were converted to a spin-on but according to any material I can find it should be a 48108 or 48109 which have 3/4" threads. The one on my engine is a 48103 which has 13/16th " threads. Was that someone's STC or some mechanic's installation.

Next time I pull the filter I'll get a good look at the adapter stud. There must have been a Cessna service kit to change from can/cartridge to spin-on but I have not been able to identify it. Not surprising on a 45 year old plane.

180Marty wrote:I have a pump with integral spin on filter that came off a 182Q with 470U and it uses 48108 or 9 filters. A mechanic friend was dong a factory reman exchange and told me I could have it if I wanted to go to the effort of pulling it off and reinstalling the old style that was on my 470K.. I also had to exchange the studs because of the different lengths. It sounds to me like someone did something similar with yours but not sure what that pump would have been on originally. Another thought is that the threaded spud is kind of crimped into the pump housing and not threaded into it. Maybe someone made a mistake and installed the wrong threaded spud.

Continental factory oil filter is part of the pump as in your picture.

My 180k 1977 had factory stock oil pump with Cessna adapter used 48110 filter. Nut on adapter had ad to check torque at annual newer one came with oil pump with filter attached 108 filter. That pump is expensive

I’ve not seen a Cessna take a 103 filter before. Come to think of it I’ve not seen a continental take a 103 filter. They have all been either 108/109s, or 110s with the factory adapter. The only 103s I’ve installed are on some maules and a couple pipers with lycs on them.

Cub180 wrote:My 180k 1977 had factory stock oil pump with Cessna adapter used 48110 filter. Nut on adapter had ad to check torque at annual newer one came with oil pump with filter attached 108 filter. That pump is expensive

FWIW here's a pic of one of those Cessna adapters.

hotrod180 wrote:

Cub180 wrote:My 180k 1977 had factory stock oil pump with Cessna adapter used 48110 filter. Nut on adapter had ad to check torque at annual newer one came with oil pump with filter attached 108 filter. That pump is expensive

FWIW here's a pic of one of those Cessna adapters.

Got a picture of the filter end?

JC182 wrote:.... Got a picture of the filter end?

Nope.
Bought it, then sold it off, years ago.
Don't even remember which oil filter it used.

I have a spare one of those if anybody needs one.

That adapter should use a Tempest 110 or Champion equivalent

Without having removed the filter yet, annual is next month, I think I've solved the puzzle. The thread in the adapter is 3/4-16 and a 48110 filter with male threads will screw directly into it when the can filter is removed. The proper way to convert to the '108 or '109 filter is with 3/4-16 stud which was included in the service kit to convert. What probably was installed, yet to be confirmed, is a Lycoming stud, 25010628, which has 3/4-16 threads on one end and 13/16-16 on the other thus taking the '103 filter.

There is service information that says the bypass valve in the adapter may come loose and if loose be replaced by a plug that gets staked in. Not all adapters have a bypass valve and those that don't or have been modified by removing and plugging the hole must use a '108 or '109 filter as only those have a bypass valve integral to the filter. None of the other filters have a bypass but all have anti drain-back, so, at the moment, my '103, installed on an adapter with a bypass is ok, if not exactly correct. I'll confirm when I do the next change where if the adapter bypass is Ok, I'll use my remaining '103 filter and order the correct stud.

Discussing this with another mechanic I uncovered a misunderstanding about anti drain back valves: They're not to keep the filter full as it's free to empty through the center stud depending upon the orientation but to keep the oil pump full. It shuts the IN line keeping oil in the line thus ensuring the oil pump doesn't empty and remains primed. An engine should not sit with the filter removed for any length of time with filter removed.