hotrod180 wrote:So all the work in the photos has been done at ARC?
It does look like they're doing a fine job.

Yes all of the work in the photos is being done at ARC - only thing not being done at ARC is my Pponk build, that is being done by Lycon in Visalia, CA and the Prop overhaul on the MT prop I bought off of Mike Todd.

and changed the round corner just a bit, it looks alot more drastic than it actually is - when you lay over the original panel its less the a inch on those corners

It definitely has the look of the late model 182's so wondering if they stamped out some new, slightly different glareshield skins to make it all work out??? or modified your old skins somehow??? This is my favorite thread right now!!!!

180Marty wrote:It definitely has the look of the late model 182's so wondering if they stamped out some new, slightly different glareshield skins to make it all work out??? or modified your old skins somehow??? This is my favorite thread right now!!!!

Yep does take inspiration from a late model 182 - it is a whole new glareshield to make it work.

Still working on the finale layout of the panel objects before it goes to get cut:

That is an incredible layout! Thanks for keeping us posted.

Kurt

I like the little details - I found this POS beat up glove box on ebay, bought it just for the brass Cessna emblem:



I removed it, was in pretty good shape


And it cleaned up with a little paste made from salt, vinegar, and flour:


Will buff it out, and will look great on the new glovebox door.

corefile wrote:

Classy!!

Got the new STC'd QMI trim wheel installed. Nice solid billet aluminum wheel, sprocket riveted to the trim with the correct spacing - and new trim wheel stops (clackers). Already need to touch up the interior (painted before we thought we we going to do some of this stuff...)

Another one of those small things fixing along the way.

This is the rudder return spring attachment bracket, was not a lot of material left before it broke loose.

Corefile - get rid of springs and brackets! Install the later 180 rudder trim system.

I'm holding my breath on the one on the right side of the tunnel. Left side not near as elongated for some reason. Would sure be nice to see some pic's of the new firewall especially around the corners to see how it is formed.

corefile wrote:This whole project turned into a pretty extensive rebuild - amazing how many things you can find when you really dig into your plane.

This is not the approved way to save on fuel burn - this is where the fuel line turns to run down the door post - both side were like this:

New to the forum, and new to flying, really enjoying your build thread! I’m not an airplane mechanic, but have been in the automotive repair business for many many years, I’d be curious if these kinked lines could have been causing your motor to run lean on full throttle/ high load scenarios after mixture was set proper at less throttle? Just a thought on why your motor may have eaten itself, either way good you caught and fixed it!

Bao205 wrote:

corefile wrote:This whole project turned into a pretty extensive rebuild - amazing how many things you can find when you really dig into your plane.

This is not the approved way to save on fuel burn - this is where the fuel line turns to run down the door post - both side were like this:

New to the forum, and new to flying, really enjoying your build thread! I’m not an airplane mechanic, but have been in the automotive repair business for many many years, I’d be curious if these kinked lines could have been causing your motor to run lean on full throttle/ high load scenarios after mixture was set proper at less throttle? Just a thought on why your motor may have eaten itself, either way good you caught and fixed it!

Thanks for the comments - hoping this thread is somewhat interesting to others.

As for the that - I don't thinks so - well not from the kinked lines at least, unless my following thought process is in correct.
1. My 62 180E was the first year they switched to new fuel tank outlets to give each wing tank two outlets rather than only one per tank. So even if that one was severely restricted (which is looks like it was) I still had another line for the tank that is capable of providing the full amount of fuel flow.
2. I had a JPI 450 fuel flow gauge - which is measuring the fuel flow after that bend, and I would adjust the fuel flow based on CHT's, Altitude, and power settings - I never saw any reduced fuel flow issue from my JPI 450 - but I think I over focused on fuel flow, power %, and altitude, and sometimes lost sight of CHT's.

So I don't think that it was the cause of the engine problems - now maybe there was pilot error (was I flying my plane too lean?), but I never saw excessive CHT's (but part of my retrospect - was I paying enough attention to CHT's?). As part of this I'm going to be re-evaluating my engine management to make sure I was not doing something wrong. The new Dynon HDX w/ engine monitoring module will be the start of that process. I'm not sure it really gives me anymore info then my JPI-450 and JPI 700 did, but it does give me a combined view with a little more modern UI and it now right in front of me where as my old JPI 700 was all the way to the right edge of the panel (honestly it was kind of hard to see way over there). One of the things I got into a bad habit of was I would set it at a certain fuel flow for a certain altitude and power setting - and I would not pay as much attention to the JPI 700 and the CHT's. I think it is certainly possible there were times that I could have leaned based on the power setting and fuel flow - and not paid enough attention to the CHT way they hell over on the other side of my plane (JPI 700) - so could I have been running it hotter then I should have... totally possible and something I will be changing in how I fly now.

But I agree, I'm glad we caught it! I think the new line looks so much better:

Panel work continues - got the panel cut and doing some test fitting before sending off to be anodized.

corefile wrote:

Bao205 wrote:

corefile wrote:This whole project turned into a pretty extensive rebuild - amazing how many things you can find when you really dig into your plane.

This is not the approved way to save on fuel burn - this is where the fuel line turns to run down the door post - both side were like this:

New to the forum, and new to flying, really enjoying your build thread! I’m not an airplane mechanic, but have been in the automotive repair business for many many years, I’d be curious if these kinked lines could have been causing your motor to run lean on full throttle/ high load scenarios after mixture was set proper at less throttle? Just a thought on why your motor may have eaten itself, either way good you caught and fixed it!

Thanks for the comments - hoping this thread is somewhat interesting to others.

As for the that - I don't thinks so - well not from the kinked lines at least, unless my following thought process is in correct.
1. My 62 180E was the first year they switched to new fuel tank outlets to give each wing tank two outlets rather than only one per tank. So even if that one was severely restricted (which is looks like it was) I still had another line for the tank that is capable of providing the full amount of fuel flow.
2. I had a JPI 450 fuel flow gauge - which is measuring the fuel flow after that bend, and I would adjust the fuel flow based on CHT's, Altitude, and power settings - I never saw any reduced fuel flow issue from my JPI 450 - but I think I over focused on fuel flow, power %, and altitude, and sometimes lost sight of CHT's.

So I don't think that it was the cause of the engine problems - now maybe there was pilot error (was I flying my plane too lean?), but I never saw excessive CHT's (but part of my retrospect - was I paying enough attention to CHT's?). As part of this I'm going to be re-evaluating my engine management to make sure I was not doing something wrong. The new Dynon HDX w/ engine monitoring module will be the start of that process. I'm not sure it really gives me anymore info then my JPI-450 and JPI 700 did, but it does give me a combined view with a little more modern UI and it now right in front of me where as my old JPI 700 was all the way to the right edge of the panel (honestly it was kind of hard to see way over there). One of the things I got into a bad habit of was I would set it at a certain fuel flow for a certain altitude and power setting - and I would not pay as much attention to the JPI 700 and the CHT's. I think it is certainly possible there were times that I could have leaned based on the power setting and fuel flow - and not paid enough attention to the CHT way they hell over on the other side of my plane (JPI 700) - so could I have been running it hotter then I should have... totally possible and something I will be changing in how I fly now.

But I agree, I'm glad we caught it! I think the new line looks so much better:

When leaning, particularly if you're leaning sort of aggressively (whether intending to or not) CHTs aren't necessarily the best indicator of over leaning. EGT is a better indicator of what's going on in your combustion chambers for the purpose of leaning.

For example, when you lean an engine to run lean of peak (LOP), you lean using EGT, and if you watch your Cylinder Head temperatures (CHT) as you pass through Peak EGT, you'll note that the CHTs rise as they approach peak EGT, then they actually decrease and run cooler as you go to LOP.

As you lean, you are reducing the amount of fuel available for the combustion process. As you go past peak EGT, you are actually slightly reducing the amount of power the engine is making, thus slightly lower CHTs.

Before you run this new engine, do some serious reading on engine leaning procedures. It's not rocket science, but there are some basic procedures you need to understand.

And, according to the engine manufacturers, if you keep engine power below a certain percent of power, you really can't damage the engine by over leaning. Most engines I've been around put that number at around 70% power. That's not to suggest you shouldn't learn how to properly lean your engine, though.

MTV

corefile wrote:

Bao205 wrote:

corefile wrote:This whole project turned into a pretty extensive rebuild - amazing how many things you can find when you really dig into your plane.

This is not the approved way to save on fuel burn - this is where the fuel line turns to run down the door post - both side were like this:

New to the forum, and new to flying, really enjoying your build thread! I’m not an airplane mechanic, but have been in the automotive repair business for many many years, I’d be curious if these kinked lines could have been causing your motor to run lean on full throttle/ high load scenarios after mixture was set proper at less throttle? Just a thought on why your motor may have eaten itself, either way good you caught and fixed it!

Thanks for the comments - hoping this thread is somewhat interesting to others.

As for the that - I don't thinks so - well not from the kinked lines at least, unless my following thought process is in correct.
1. My 62 180E was the first year they switched to new fuel tank outlets to give each wing tank two outlets rather than only one per tank. So even if that one was severely restricted (which is looks like it was) I still had another line for the tank that is capable of providing the full amount of fuel flow.
2. I had a JPI 450 fuel flow gauge - which is measuring the fuel flow after that bend, and I would adjust the fuel flow based on CHT's, Altitude, and power settings - I never saw any reduced fuel flow issue from my JPI 450 - but I think I over focused on fuel flow, power %, and altitude, and sometimes lost sight of CHT's.

So I don't think that it was the cause of the engine problems - now maybe there was pilot error (was I flying my plane too lean?), but I never saw excessive CHT's (but part of my retrospect - was I paying enough attention to CHT's?). As part of this I'm going to be re-evaluating my engine management to make sure I was not doing something wrong. The new Dynon HDX w/ engine monitoring module will be the start of that process. I'm not sure it really gives me anymore info then my JPI-450 and JPI 700 did, but it does give me a combined view with a little more modern UI and it now right in front of me where as my old JPI 700 was all the way to the right edge of the panel (honestly it was kind of hard to see way over there). One of the things I got into a bad habit of was I would set it at a certain fuel flow for a certain altitude and power setting - and I would not pay as much attention to the JPI 700 and the CHT's. I think it is certainly possible there were times that I could have leaned based on the power setting and fuel flow - and not paid enough attention to the CHT way they hell over on the other side of my plane (JPI 700) - so could I have been running it hotter then I should have... totally possible and something I will be changing in how I fly now.

But I agree, I'm glad we caught it! I think the new line looks so much better:

When leaning, particularly if you're leaning sort of aggressively (whether intending to or not) CHTs aren't necessarily the best indicator of over leaning. EGT is a better indicator of what's going on in your combustion chambers for the purpose of leaning.

For example, when you lean an engine to run lean of peak (LOP), you lean using EGT, and if you watch your Cylinder Head temperatures (CHT) as you pass through Peak EGT, you'll note that the CHTs rise as they approach peak EGT, then they actually decrease and run cooler as you go to LOP.

As you lean, you are reducing the amount of fuel available for the combustion process. As you go past peak EGT, you are actually slightly reducing the amount of power the engine is making, thus slightly lower CHTs.

Before you run this new engine, do some serious reading on engine leaning procedures. It's not rocket science, but there are some basic procedures you need to understand.

And, according to the engine manufacturers, if you keep engine power below a certain percent of power, you really can't damage the engine by over leaning. Most engines I've been around put that number at around 70% power. That's not to suggest you shouldn't learn how to properly lean your engine, though.

MTV

I had a real janky heat box across the firewall and and even more janky duct tube down to the side foot vents . Got a new one made up - real happy with it, and switching to the later style side foot vents that used a scat hose with a vent at the end. I'm also putting two fisheye vents on the panel for direct heat and fresh air from the heat box as well. All in all big improvement over the previous jankiness.

corefile wrote:I had a real janky heat box across the firewall and and even more janky duct tube down to the side foot vents . Got a new one made up - real happy with it, and switching to the later style side foot vents that used a scat hose with a vent at the end. I'm also putting two fisheye vents on the panel for direct heat and fresh air from the heat box as well. All in all big improvement over the previous jankiness.

I absolutely love that! Will you be moving the parking brake location, or will that still attach to the fwd cabin air box?

pilotryan wrote:I absolutely love that! Will you be moving the parking brake location, or will that still attach to the fwd cabin air box?

To the firewall - those air boxes are pretty thin

Exciting day - my pponk..eerrrr I mean xp470 arrived today.

Looks great.
How long from engine receipt at shop to receipt in this photo? Mine was just opened up by the shop yesterday.