Tom3holer
MEMBER
Cape Cod
The oriface is in the connection between the two gauges and not really changeable.
I have not had a chance to fly the plane to warm it up to do a new reading with the .060 orifice gauge due to weather.
Tomorrow I should be able to fly and will report back with the findings.
A side note on compression readings.
My mechanic just obtained a old straight tail 182 that had been sitting for the past 6 years in and outside in Ohio. It had around 400hrs on the engine but had not run for 6 years. He flew out to get it and changed all the plugs, new harness and did some work on the carb and changed the oil and cleaned the screen.
Flew it back the other day and reported it was burning 1- 1 1/2 qts of oil an hour and the black streak down the side of the fuselage went almost back to the baggage door. We brought it into the hanger after a ground run to warm it up to do a compression ck for HaHa's before we broke it down for overhaul. Took bets on what the compression was going to be. I guessed in the 50's, he a bit lower due to oil consumption. First we hooked up the .040 gauge. When we finished we both were astonished to see the lowest was 80/74. Switched gauges to the new .060 set and none were below 80/77 and a couple read 80/80.
Based on compressions it was a very health engine but it really wasn't. Got the jugs off today and split the case. The jugs were scored a bit and some rust still showing. No rings were broken however. The inside was dark brown with the shellac/mineral oil look as though it had been run on non detergent oil most of its life. The engine logs were being shipped via mail and he didn't recall what they said about oil type. Very interesting.
I have not had a chance to fly the plane to warm it up to do a new reading with the .060 orifice gauge due to weather.
Tomorrow I should be able to fly and will report back with the findings.
A side note on compression readings.
My mechanic just obtained a old straight tail 182 that had been sitting for the past 6 years in and outside in Ohio. It had around 400hrs on the engine but had not run for 6 years. He flew out to get it and changed all the plugs, new harness and did some work on the carb and changed the oil and cleaned the screen.
Flew it back the other day and reported it was burning 1- 1 1/2 qts of oil an hour and the black streak down the side of the fuselage went almost back to the baggage door. We brought it into the hanger after a ground run to warm it up to do a compression ck for HaHa's before we broke it down for overhaul. Took bets on what the compression was going to be. I guessed in the 50's, he a bit lower due to oil consumption. First we hooked up the .040 gauge. When we finished we both were astonished to see the lowest was 80/74. Switched gauges to the new .060 set and none were below 80/77 and a couple read 80/80.
Based on compressions it was a very health engine but it really wasn't. Got the jugs off today and split the case. The jugs were scored a bit and some rust still showing. No rings were broken however. The inside was dark brown with the shellac/mineral oil look as though it had been run on non detergent oil most of its life. The engine logs were being shipped via mail and he didn't recall what they said about oil type. Very interesting.
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