182 lacking performance
#1
New Hire
Thread Starter
Joined APC: Nov 2012
Posts: 8
182 lacking performance
The 182 at the school I instruct at just got back after a gear up landing repair. The engine was completely redone but now it feels like it lacks power. The takeoff role is almost twice as long as published in the poh. It's a Lycoming o-540 making good rpm and normal manifold pressure. Maintainence says It's fine. Any ideas what could be causing poor performance on a rebuilt engine?
#2
Gets Weekends Off
Joined APC: Jan 2013
Posts: 834
The 182 at the school I instruct at just got back after a gear up landing repair. The engine was completely redone but now it feels like it lacks power. The takeoff role is almost twice as long as published in the poh. It's a Lycoming o-540 making good rpm and normal manifold pressure. Maintainence says It's fine. Any ideas what could be causing poor performance on a rebuilt engine?
#4
The 182 at the school I instruct at just got back after a gear up landing repair. The engine was completely redone but now it feels like it lacks power. The takeoff role is almost twice as long as published in the poh. It's a Lycoming o-540 making good rpm and normal manifold pressure. Maintainence says It's fine. Any ideas what could be causing poor performance on a rebuilt engine?
#5
Gets Weekends Off
Joined APC: Jan 2013
Posts: 834
achieve required oil pressure. I did not fly the airplane. I sent the engine back to Lycoming and they actually admitted they discovered an oil galley plug that was left out... I do need to at least give them credit for the admission rather than trying to BS me. Also tell maintenance you want to see the engine uncowled. Look for anything loose or out of place, especially on the induction side ( I believe it is normally aspirated?) Also look for rags/shop towels potentially left in the engine... (seen that happen more than once)
Last edited by Yoda2; 06-26-2013 at 10:14 PM.
#7
What if one cylinder was completely dead? It wouldn't show a difference during the magneto check. Can you check EGT individually at each cylinder?
In light aircraft with constant-speed props, you can get rated RPM and manifold pressure, even if the engine is weak. The blade angle will adjust to make the parameters fit. But it doesn't mean you are getting the expected thrust.
In a turboprop, you check torque. Not a 100% guarantee, but pretty certain you are getting the thrust you expect. (The exception I can think of is a bad blade). Obviously, not available in a C-182RG.
Double the takeoff roll? Even winter to summer shouldn't cause that much difference. I say have a different mechanic look at it before someone dies. Unless they did a lot of structural repair that significantly increased the weight of the airplane, I think something is wrong.
In my OV-10 Bronco Squadron, we had an airplane that took three times the normal roll to get airborne, and had half the climb rate of all the other airplanes. If it was in a 4-ship when we went to the bomb range, we would have to take extra passes around the pattern so he could get up to pattern altitude.
They sent it back to Rockwell twice and weighed it and checked it for straightness. They swapped the engines, and checked the torque on the ones they took out.
They never found anything. When the Air Force Museum said they wanted an airplane, it was the first one to go.
(If you've seen it at Wright-Patt, I've flown it, and it is this clunker!!)
In light aircraft with constant-speed props, you can get rated RPM and manifold pressure, even if the engine is weak. The blade angle will adjust to make the parameters fit. But it doesn't mean you are getting the expected thrust.
In a turboprop, you check torque. Not a 100% guarantee, but pretty certain you are getting the thrust you expect. (The exception I can think of is a bad blade). Obviously, not available in a C-182RG.
Double the takeoff roll? Even winter to summer shouldn't cause that much difference. I say have a different mechanic look at it before someone dies. Unless they did a lot of structural repair that significantly increased the weight of the airplane, I think something is wrong.
In my OV-10 Bronco Squadron, we had an airplane that took three times the normal roll to get airborne, and had half the climb rate of all the other airplanes. If it was in a 4-ship when we went to the bomb range, we would have to take extra passes around the pattern so he could get up to pattern altitude.
They sent it back to Rockwell twice and weighed it and checked it for straightness. They swapped the engines, and checked the torque on the ones they took out.
They never found anything. When the Air Force Museum said they wanted an airplane, it was the first one to go.
(If you've seen it at Wright-Patt, I've flown it, and it is this clunker!!)
#8
On Reserve
Joined APC: Jun 2013
Posts: 18
#9
Had a car worked on once, and as I drove away, it was obvious something was wrong. It was smooth, just gutless. (V-6).
One cylinder dead---plug wire.
With a flat-four, probably true about vibration....but maybe not. Partially-dead; ie, burned valve, broken valve?
One cylinder dead---plug wire.
With a flat-four, probably true about vibration....but maybe not. Partially-dead; ie, burned valve, broken valve?
#10
What other repairs were done to the airframe? The rigging could be way out. If something is misaligned it can rob performance and be dangerous. If the engine appears to be developing full power this is the next thing to check.
Thread
Thread Starter
Forum
Replies
Last Post