Bad-Andy
Filing Flight Plan
Looking for some guidance from the hive mind here. (And already discussed it with my IA, an FAA Mx Inspector, and my A&P).
I have a 78 R182 that we have completely gutted and redid over the past 2 years. Now in the final stages, we are getting low fuel pressure with just the mechanical pump (1.0 psi), but normal with the electric pump on. We figured out that it’s not a bad mechanical pump (by isolating the electric pump out, normal psi from the mechanical pump). The fuel system on 001-583 is convoluted with multiple T’s and feeding the carb separately from the mech and elec pumps. Our best guess is that it is back feeding somewhere and reducing the pressure from the mech pump where they rejoin. From 584 and on, Cessna streamlined the system to run from the strainer to the elec pump to the mech pump to the carb.
My A&P and IA are good with re-plumbing it to match the modern setup. My concern is the legality of the sign-off. Since my A&P is also my son and a mechanic for a major airline, I want to make absolutely sure the sign-off is correct (and legal). The FAA Mx inspector told me the ideal would be to find a SB for it, and if I can’t find that, just do a 337 and get the IA to sign off on that. Sounds legit, but again, I’d like to get some more input from any IAs out there (my IA is one of the best GA mechanics out there, but organization and paperwork is not his strong suit…..).
Any input is greatly appreciated. Thanks.
I have a 78 R182 that we have completely gutted and redid over the past 2 years. Now in the final stages, we are getting low fuel pressure with just the mechanical pump (1.0 psi), but normal with the electric pump on. We figured out that it’s not a bad mechanical pump (by isolating the electric pump out, normal psi from the mechanical pump). The fuel system on 001-583 is convoluted with multiple T’s and feeding the carb separately from the mech and elec pumps. Our best guess is that it is back feeding somewhere and reducing the pressure from the mech pump where they rejoin. From 584 and on, Cessna streamlined the system to run from the strainer to the elec pump to the mech pump to the carb.
My A&P and IA are good with re-plumbing it to match the modern setup. My concern is the legality of the sign-off. Since my A&P is also my son and a mechanic for a major airline, I want to make absolutely sure the sign-off is correct (and legal). The FAA Mx inspector told me the ideal would be to find a SB for it, and if I can’t find that, just do a 337 and get the IA to sign off on that. Sounds legit, but again, I’d like to get some more input from any IAs out there (my IA is one of the best GA mechanics out there, but organization and paperwork is not his strong suit…..).
Any input is greatly appreciated. Thanks.
