Even as a kid, my parents will tell you I basically took everything apart - and even occasionally put it back together. I suppose an airplane was inevitable for this tendency. I bought this '57 182 as a flying project intending to do a slow upgrade, though lately it has turned into more project than flying due to my well-lamented engine issues. This past weekend I stripped most of the engine in prep for removal, and have decided to proceed with a few other items on the to-do list after finding hidden issues.

Done so far: BAS harnesses, Plane Power alternator conversion, alternator and panel noise filters, Door Minders, right side door repair, new Knots2U seals on all doors and windows. New nose strut seal after it blew on my last landing before annual. We did some other maintenance work on the engine and fuel system, but that's wasted effort now.

Next up in this phase: O-520 P-Ponk conversion, new prop, new mount, new engine controls. All original wiring replaced with new, ground runs added, firewall battery conversion and new solenoids. All rubber fittings and hoses replaced with new. Replace/refurbish the entire fuel system (cells, sumps, senders, valve, etc). 406 ELT. I have to replace a couple tires, so debating doing the Airglas fork and going big at this point. I have a new-used transponder in a box found on BCP waiting to go in to replace the one that went out on my last flight. Some minor rewiring in the panel. Possibly a new Com antenna, or at least some repaired coax since Com2 turns to static once airspeed builds up (thinking a ground short caused by flex). One mother of a sign-off from my A&P.

Eventually: Sportsman STOL kit, Airglas fork if not done now, LED nav/anti-col lights all around to coincide with STOL kit's new tips, new panel hopefully using the Dynon HDX setup. Interior is dated but OK for the time being, it'll probably be the last thing to get done. Paint will either need touching up in several areas or a re-do, there are certain areas which look very nice (like the empennage) and others that have none, or need to be stripped and repainted. Previous owner was not exactly a pro with paintwork. I will probably just go a single base color and vinyl for the accents. Paint will come after the STOL kit as well. I'm sure I've forgotten some stuff here.

Good news is I can reuse my PP alternator on the 520, so the only thing I've wasted to date are some rod seals and cover gaskets on the engine, a case of oil my A&P poured in, and a fuel filler neck gasket. I just (like last 10 hours) put new Lord mounts on the engine, but I'm guessing I can resell those and take a lesser hit at least on the parts. We were all done with the annual minus the engine problems, so once the 520 is in and tested out I should be able to reset the annual clock with minimal expense. At least my A&P knows it isn't going anywhere.

Progress this weekend... Carb still on as I apparently cannot shut off the fuel at the valve, so I need to cap the strainer outlet until I can drain the tanks into something. I also had wiring insulation behind the engine crack and fall apart when I flexed it, exposing bare wire. You can probably imagine how those two things can go badly with each other. I need to replace one of the fuel cells anyway, so at this point I am just going to change anything flexible and fuel related, and any wiring that hasn't been recently replaced - so changing out most of it.

With the systems refurb now being more of an urgent thing, it's going to take a good bit longer to get it in the air than I was hoping. At least I will know and trust the condition of everything though.

Sounds like you have your work cut out for you. It will be a sweet bird when you're all finished, though!

Exciting brother! Do your best to keep the pics coming. Pretty cool!

Looks great! Glad you are thinking the process through as yoy go. When you do your bladders, I highly recommend going with the new eagle fuel drain sumps. They are an awesome product!

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A1Skinner wrote:Looks great! Glad you are thinking the process through as yoy go. When you do your bladders, I highly recommend going with the new eagle fuel drain sumps. They are an awesome product!

Yep, definitely planning to use the Eagle sumps. Any feedback on bladders? I have a new FFC still in the shrink wrap for the right side already (came with the plane), was thinking of getting the same for LH. I have heard Eagle are a little better/easier to install though.

Never used FFC. We always use hartwig and they seem to be good. They stand behind their product.

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Looks like a great project and plane. Keep us updated on how things go.

In today's installment, prop removal. This was honestly a lot less involved than I expected it to be, but having extra hands was super useful. 10 minutes of actual work, 20 minutes of bullshitting.

In related world news, if anyone thinks they need a Mac -203 82" prop then drop me a note. I can't use it with the P-Ponk upgrade, however it's in great shape and only 650 hours TT with logs. I would keep using it if I could.

I also went over the project scope with my A&P and got his green light to do the work myself, with his periodic supervision as a condition of sign-off. I actually think he was a little relieved to not have to do the fuel cells by himself, he's been dreading the day I drop it off for those.

Nice dude - I'm in the 9th inning on mine. Finally seeing the light (and hoping it ain't a train)!

Jim

Cool project! Let’s see some more pictures.


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As part of the rewire, I am intending to run a dedicated ground for each load back to a central ground block/bar of some sort. There are a few potential options out there, ranging from screw terminal blocks, spade connectors, and a multi-pin block in a shared connector. My IA advocated the idea when I mentioned it a while ago, but didn't get into any specifics on components.

I'm sure others have done this to a Cessna, so some questions...
1. What method did you use? Pros/cons? I like the 34-pin AMP connector Spruce sells as it looks secure and is probably the cleanest install, though it does make working on an individual circuit later a bit more of a pain.
2. None of these appear to be approved for certificated aircraft, however I can't find one that is (maybe not looking in the right places). It is a major mod since a couple holes will have to be drilled somewhere to mount the block though. Does a 337 get it done, or would this require a field approval as well? Alternatively, is anyone aware of a good FAA approved part that would lessen the red tape factor?

This is the 34-pin block just for reference:
http://www.aircraftspruce.com/catalog/e ... ecfer=6312

I plan on just using a terminal strip on my 206. I feel that having a stud and nut for each wire is very secure. I've had poor luck with plugs vibrating and making poor contact.

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Drilling a couple holes in a stringer or some other little bit behind the panel to mount a terminal strip or similar is not a major mod in my book.


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Halestorm wrote:Drilling a couple holes in a stringer or some other little bit behind the panel to mount a terminal strip or similar is not a major mod in my book.

I tend to agree, however my book and the FAA's book aren't always written the same. I will have to file some paperwork for the firewall battery (and a dozen other things) anyway, so I could probably lump it in there.

I'm less worried about the holes as what I use for the ground bus itself, since that component should generally be FAA-blessed. As such, curious how other people are handling this in retrofits of old certificated planes like mine.

Try a MS-27212 terminal strip with a MS-25226 busbar added and a fiberglass MS-18029 cover to dress it up. Chief might have them but certainly Aviall does.

You’ll find this setup behind the panels of many beavers and otters from the factory in addition to countless Cessnas that have had avionics upgrades.


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Perfect, thanks!

colopilot wrote:As part of the rewire, I am intending to run a dedicated ground

This is the 34-pin block just for reference:
http://www.aircraftspruce.com/catalog/e ... ecfer=6312

The Cessna Caravan uses those grounding blocks in a few places. They work well.
Install it with a simple log book entry.

I'm in a bit of a slow phase here while I amass parts and paperwork, however one big step is finally moving. My P-Ponk in a box is crated up and ready to ship! The LTL driver will pick it up in Wasilla tomorrow, and then begins a journey across ocean and land to my hangar late next week. My O-470 wasn't a good candidate for anything other than a reman, so I'm dropping in an IO-520-F instead.

This is turning into the airplane BCP built. The engine, prop (through Flight Resources), STOL kit, nose fork, and transponder so far have been found or supplied by people on here. Pretty cool!

I was also slightly stressing about finding an LED tail beacon that would fit the available replacement fin caps (along with a new cap, mine is cracked) until I realized the 1957 182A was type certificated mere months ahead of the mandate for such things. FAA says anything with a TC before 4/1/57 has no requirement, and Cessna conveniently TC'd this plane on Dec 7, 1956.

Given the amount of other LED lighting to be installed, it will look like a UFO and still be significantly better than the single tail strobe it has now. So, the vertical fin strobe beacon comes off and a flush fin cap will go on. This should shave a few pounds off the tail (this may not actually be good for CG), get one more draggy thing out of the air (always good), and clean up the electrics a little bit.

colopilot wrote:I was also slightly stressing about finding an LED tail beacon that would fit the available replacement fin caps (along with a new cap, mine is cracked) until I realized the 1957 182A was type certificated mere months ahead of the mandate for such things. FAA says anything with a TC before 4/1/57 has no requirement, and Cessna conveniently TC'd this plane on Dec 7, 1956.

What regs are you referring to? The need for anticollision lights for VFR day/night? I've heard of removing beacon if you have a strobe, but never heard of having neither of them. I could be interested in getting rid of my big beacon on my '57 which was TC'd 12-17-1956.

-asa

asa wrote:What regs are you referring to? The need for anticollision lights for VFR day/night? I've heard of removing beacon if you have a strobe, but never heard of having neither of them. I could be interested in getting rid of my big beacon on my '57 which was TC'd 12-17-1956.

-asa

AC 20-30B, scroll to page 10 to see FAR23/CAR3. www.faa.gov/documentLibrary/media/Advis ... 20-30B.pdf

It's the same logic that lets Diamond get away with no tail beacon on new DA40's, since the other strobes meet the 360-degree requirements. Now with just the AeroLED tail and wingtip anti-collision it's entirely possible I'd still meet 360 degrees of coverage anyway, so on a newer plane it might still work out - but would require measurement and documentation. Score one for old airplanes! I'm also going to install a switch to pulse the landing light so that will guarantee front coverage.