oil in a c-182?

[desert pilot]

How much(total)oil in the c-182 continental,same question for the 182rg lycoming?

 

[VFR on Top]

Continental O-470 -- min: 9, max: 13, fill to 12 for extended flight.
Lycoming O-540 -- min: 5, max: 9, fill to 8 for extended flight.

 

[icefr8dawg]

I could have sworn my Lcy-540 tops out at 12. I wouldn't dare fill it that high though.

 

[VFR on Top]

That number came straight out of a '79 TR182 information manual. (The numbers for the Continental came out of an '86 182R manual) Whether being the turbocharged version makes a difference, I don't know.

 

[JCJ]

Continental O-470 -- min: 9, max: 13, fill to 12 for extended flight.
Lycoming O-540 -- min: 5, max: 9, fill to 8 for extended flight.

These are approximately the right numbers (don't have a book in front of me but I know they're about right)

for the pre-1990 models, straight leg normally aspirated 182's use continental O-470 engines.

182RG's, Turbo 182RG's and pre 1990 Turbo 182 (straight leg) all use variants of the Lycoming O-540.

Post 1990 182's (normally aspirated and turbo) use some type of lycoming IO-540. There are no post-1990 182RG's

The reason the continental engine holds more oil than the lycoming is that the oil sump is larger, to accommodate the cam shaft which is underneath the crank shaft. Lycoming engines have the cam shaft above the crank shaft, so the oil sump is smaller hence a smaller oil capcacity

182RG's had to have the Lycoming becasue the larger oil sump of the continental wouldn't accommodate the retracted nose wheel.

 

[erj-145mech]

If you put more than 10 qts in a 182, that amount will be on the belly in the first 45 minutes. That is true with any big bore Continental.

Also on a 182, some oil dipsticks are graduated in such a manner that the nose strut inflation level will show it two qts off.

Lycomings like to run about one qt low, as a general rule. I had an Aerostar (601P) once that would push out everything over 9 qts. May have been the position of the crankcase breather pipe to the cowl opening, but it wasn't worth experimenting with. The engines liked nine, and didn't use but a qt or so between changes.

 

[icefr8dawg]

If the 540 in a 182RG holds less than 12 qts it's an anomoly for that AC because every 540 I've dealt with has held 12.

 

[JCJ]

If the 540 in a 182RG holds less than 12 qts it's an anomoly for that AC because every 540 I've dealt with has held 12.

The R182 (182RG) has a Lycoming O-540J3C5D engine. The turbo R182 (turbo 182RG) has a Lycoming O-540L3C5D engine. The oil capacity for each engine is 9 quarts.

here is the link to the FAA Type Certificate Data Sheet for the Cessna 182 series: http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/c6b724ae8f033bad86256ecb00553120/$FILE/ATTMU61Z/3a13.pdf

The R182 oil capacity data is on page 16

The oil capacity for other models (and a bunch of other detailed, neat stuff) is throughout the document.

It wouldn't surprise me if the R182 O-540's had a lower oil capacity than other O-540's. In the R182, the engine was derated to 235 HP, and the oil sump pan had to be small enough to accommodate the retractible nose gear.

 

[desert pilot]

Thanks all,another question...

I cannot remember the markings on the dipstick-would it be with -minimum or a number for the min.?

 

[JCJ]

I cannot remember the markings on the dipstick-would it be with -minimum or a number for the min.?

Dipstick will be marked in quarts.

capacity, i believe, is on the cap of the dipstick - this is a required placard and is also on the TCDS

minimum oil for takeoff is on the pre-flight cecklist

 

[A Squared]

If the 540 in a 182RG holds less than 12 qts it's an anomoly for that AC because every 540 I've dealt with has held 12.

Remember that the paralell valve O-540 in the 182 is a completely different engine that the angle valve IO-540 TIO-540 engines like those found in the Navajo. That being said, the TCDS for the O-540 engines lists a maximum Oil sump capacity for all variants of 12 qt, inclyuding the specific dash models installed in the 182. However that is just an indicatin of how much oil it can hold, the airframe manufacturer may reccomend a different amount as long as it complies with the minimum quantity. The *minimum* Oil quantity for those engines is 2-3/4 quarts

It wouldn't surprise me if the R182 O-540's had a lower oil capacity than other O-540's. In the R182, the engine was derated to 235 HP, and the oil sump pan had to be small enough to accommodate the retractible nose gear.

I suspect not. The TCDS for the O-540 lists oil sump capacity as 12 qt for all of that series engine, specifically including the J3C5D and L3C5D. I would expect that if Lycoming built an engine with a different oil pan specifically for the 182, it would have a seperate designation.

 

[JCJ]

Please read the 3A13 TCDS for the 182 series

I must beg to respectfully disagree:

Here is the link to the 3A13 TCDS from faa.gov

http://www.airweb.faa.gov/Regulatory...MU61Z/3a13.pdf

This is the relevant TCDS for the Cessna 182 series, including the R182 and TR182.

The max oil capacity for these aircraft (R182 and TR182) is clearly listed on page 16 of this document and is nine quarts.

Oil capacity and other data for other 182 series aircraft are listed elsewhere throughout the document.

I also owned a R182 for a while, and I regularly fly a 182T (with the Lyc IO-540), but my answer isn't based on that, it is based on FAA approved data.

Perhaps one could physically get 12 quarts of oil in these engines, but that is contrary to the aircraft manufacturer's FAA approved instructions and not necessarily a smart thing to do anyway.

I realize there are many more important things in the world, but the question was asked and since there is an answer based on official FAA approved data, I think that's the answer that should be given.

If you have FAA data that says the max oil capacity of the engines installed in these aircraft is indeed 12 quarts, would you please post it?

 

[A Squared]

I must beg to respectfully disagree:

Here is the link to the 3A13 TCDS from faa.gov

http://www.airweb.faa.gov/Regulatory...MU61Z/3a13.pdf

This is the relevant TCDS for the Cessna 182 series, including the R182 and TR182.

The max oil capacity for these aircraft (R182 and TR182) is clearly listed on page 16 of this document and is nine quarts.

Oil capacity and other data for other 182 series aircraft are listed elsewhere throughout the document.

I also owned a R182 for a while, and I regularly fly a 182T (with the Lyc IO-540), but my answer isn't based on that, it is based on FAA approved data.

I realize there are many more important things in the world, but the question was asked and since there is an answer based on official FAA approved data, I think that's the answer that should be given.

If you have FAA data that says the max oil capacity of these engines is indeed 12 quarts, would you please post it?

Like I said previously, the information I gave is straight out of the FAA TYPE CERTIFICATE DATA SHEETS which you, yourself have proposed as the definitive source for "official FAA approved data," That *IS* the answer I have given. The TCDSs I quoted are for O-540 and the O-470, specifically, the 12 quart figure for the J3C5D and L3C5D is in TCDS E-295, page 3.

Like I said previously (I really hate repeating myself for the benefit of people who can't or won't read) the 12 quarts is a *MAXIMUM* possible capacity, not a *recommended* service quantity, the *recomended* service quantity would come from the airframe manufacturer.

Now, If you believe that the the airframe manufacturer's reccomemdations invalidate the engine manufacturer's data, I respectfully suggest you address your concerns to Textron Lycoming and the FAA.

 

[JCJ]

Like I said previously, the information I gave is straight out of the FAA TYPE CERTIFICATE DATA SHEETS which you, yourself have proposed as the definitive source for "official FAA approved data," That *IS* the answer I have given. The TCDSs I quoted are for O-540 and the O-470, specifically, the 12 quart figure for the J3C5D and L3C5D is in TCDS E-295, page 3.

Like I said previously (I really hate repeating myself for the benefit of people who can't or won't read) the 12 quarts is a *MAXIMUM* possible capacity, not a *recommended* service quantity, the *recomended* service quantity would come from the airframe manufacturer.

Now, If you believe that the the airframe manufacturer's reccomemdations invalidate the engine manufacturer's data, I respectfully suggest you address your concerns to Textron Lycoming and the FAA.

Here is the relevant data excerpted from the TCDS for the R182. THe aircraft TCDS is where POH data comes from, and is the FAA approved data for operation of the aircraft.

XI - Model R182, Skylane RG, 4 PCLM (Normal Category), Approved July 7, 1977

Model TR182, Turbo Skylane RG, 4 PCLM (Normal Category), Approved September 12, 1978
Model R182
​

[FONT=Times New Roman,Times New Roman]

Engine Lycoming O-540-J3C5D, rated at 235 hp.
*Fuel 100LL/100 aviation grade gasoline
*Engine Limits Full throttle for all operations, 2400 r.p.m.
Propeller and 1. McCauley constant speed (S/N R18200002 through R18201313)
Propeller Limits (a) Hub B2D34C214/90DHB-8 blades
Diameter: not over 82 in., not under 80.5 in.
Pitch settings at 30 in. sta.:
low 15.8°, high 29.4°

​

1. 1. (b) Cessna prop & spinner installation 2250003

Cessna spinner installation 1750050
(c) McCauley governor C290D3/T16
2. McCauley constant speed (S/N R18201314 and on)
(a) Hub B2D34C218/90DHB-8 blades
Diameter: not over 82 in., not under 80.5 in.
Pitch settings at 30 in. sta.:
low 15.8°, high 29.4°

​

1. 1. (b) Cessna prop & spinner installation 2250124

Cessna spinner installation 2250123​

1. 1. (c) McCauley governor C290D3/T22

[/FONT]

1. 1. 
      [*](d) [FONT=Times New Roman,Times New Roman]McCauley governor DC290D1/T8[/FONT]

[FONT=Times New Roman,Times New Roman]

3. McCauley constant speed (S/N R18201629 through R18202041 and aircraft
reworked per SK182-71)
(a) Hub B3D32C407/82NDA-3 blades
Diameter: not over 79 in., not under 78 in.
Pitch settings at 30 in. sta.: low 16.0°, high 31.7°

​

1. 1. (b) Cessna prop & spinner installation 2252076

Cessna spinner installation 2252074​

1. 1. (c) McCauley governor C290D3/T22
   2. (d) McCauley governor DC290D1/T8

Rev. 64 Page 15 of 38 3A13



[/FONT]

XI - Model R182, Model TR182, Turbo Skylane RG​

[FONT=Times New Roman,Times New Roman](cont’d) [/FONT]​

[FONT=Times New Roman,Times New Roman]

[/FONT]

Model TR182​

[FONT=Times New Roman,Times New Roman]

Engine Lycoming O-540-L3C5D, rated at 235 hp.
(Turbocharged in accordance with Cessna Drawing No. 2250065)
*Fuel 100LL/100 aviation grade gasoline
*Engine Limits For all operations, 2400 r.p.m., 31 in. hg. mp.
Propeller and 1. McCauley constant speed (S/N R18200001, R18200584 through R18201313)
Propeller Limits (a) Hub B2D34C217/90DHB-8 blades
Diameter: not over 82 in., not under 80.5 in.
Pitch settings at 30 in. sta.: low 15.8°, high 31.9°

​

1. 1. (b) Cessna prop & spinner installation 2250003

Cessna spinner installation 1750050
(c) McCauley governor C290D3/T21
2. McCauley constant speed (S/N R18201314 and on)
(a) Hub B2D34C219/90DHB-8 blades
Diameter: not over 82 in., not under 80.5 in.
Pitch settings at 30 in. sta.: low 15.8°, high 31.9°

​

1. 1. (b) Cessna prop & spinner installation 2250124

Cessna spinner installation 2250123​

1. 1. (c) McCauley governor C290D3/T22
   2. (d) McCauley governor DC290D1/T8

3. McCauley constant speed (S/N R18201315, R18201629 and on and
aircraft reworked per SK182-71 or SK182-72)
(a) Hub B3D32C407/82NDA-3 blades
Diameter: not over 79 in., not under 78 in.
Pitch settings at 30 in. sta.: low 16.0°, high 31.7°

​

1. 1. (b) Cessna prop & spinner installation 2252076

Cessna spinner installation 2252074​

1. 1. (c) McCauley governor C290D3/T22
   2. (d) McCauley governor DC290D1/T8

[/FONT]

Models R182, TR182​

[FONT=Times New Roman,Times New Roman]

*Airspeed Limits 1978 Model R182 Maneuvering 112 knots
(IAS) Maximum structural cruising 143 knots
(See NOTE 5 on use of IAS) Never exceed 182 knots
Flaps extended 95 knots
Landing gear extension 140 knots
1979 Model R182 Maneuvering 112 knots
Maximum structural cruising 160 knots
Never exceed 182 knots
Flaps extended 95 knots
Landing gear extension 140 knots
Model TR182 Maneuvering 112 knots
Maximum structural cruising 157 knots
Never exceed 179 knots
Flaps extended 95 knots
Landing gear extension 140 knots
1980 and up Model R182 Maneuvering 112 knots
Maximum structural cruising 159 knots
Never exceed 181 knots
Flaps extended 95 knots
Landing gear extension 140 knots
Model TR182 Maneuvering 112 knots
Maximum structural cruising 157 knots
Never exceed 178 knots
Flaps extended 95 knots
Landing gear extension 140 knots
3A13 Page 16 of 38 Rev. 64
​

[/FONT]

XI - Model R182, Model TR182​

[FONT=Times New Roman,Times New Roman](cont’d)
C.G. Range (a) S/N R18200001 through R18201628 except R18200975 & R18201315
(+40.9) to (+47.0) at 3100 lb.
(+35.5) to (+47.0) at 2700 lb.
(+33.0) to (+47.0) at 2250 lb. or less
Straight line variation between points given
Moment change due to retracting gear (+3052 in.-lb.)
(b) S/N R18200975, R18201315, R18201629 through R18202041
(+40.9) to (+46.0) at 3100 lb.
(+35.5) to (+46.0) at 2700 lb.
(+33.0) to (+46.0) at 2250 lb. or less
Straight line variation between points given
Moment change due to retracting gear (+3052 in.-lb.)
Empty Wt. C.G. Range None
*Maximum Weight 3100 lb.
No. of Seats 4 (2 front at +32.0 to +50.0)
(2 rear at +74.0)
Maximum Baggage 200 lb. (120 lb. at +82.0 to +110.0)
( 80 lb. at +110.0 to +134.0)
Fuel Capacity (a) S/N R18200002 through R18200583
Standard Range Tanks:
61 gal. (56 gal. usable); two 30.5 gal. tanks in wings at +48
Long Range Tanks:
80 gal. (75 gal. usable); two 40.0 gal. tanks in wings at +48
(b) S/N R18200001, R18200584 through R18202041
92 gal. (88 gal. usable); two 46.0 gal. integral tanks
in wings at +46.5
See NOTE 1 for data on unusable fuel

**Oil Capacity 9 qt. (-14.8)**
(emphasis added)

See NOTE 1 for data on oil
Control Surface (a) S/N R18200001 through R18201628 except R18200975 & R18201315
Movements Wing flaps Down 40° +1°, -2°
Elevator tab Up 25° +2° Down 15° +1°
Ailerons Up 20° +2° Down 15° +2°
Elevator (rel. to
stabilizer) Up 28° +1° Down 17° +1°
Rudder (parallel to 0.00 W.L.) Right 24° +1° Left 24° +1°
(Perpendicular to hinge line) Right 27° 13' +1° Left 27° 13' +1°
(b) S/N R18200975, R18201629 through R18201798
Wing flaps Down 40° +1°, -2°
Elevator tab Up 24° +2° Down 15° +1°
Ailerons Up 20° +2° Down 15° +2°
Elevator (rel. to stabilizer) Up 28° +1° Down 21° +1°
Rudder (parallel to 0.00 W.L.) Right 24° +0°, -1° Left 24° +0°, -1°

(Perpendicular to hinge line) Right 27° 13' +0°, -1° Left 27° 13' +0°, -1°

You may wish to advise young pilots to follow the engine TCDS rather than the FAA approved POH procedures (which are derived from the aircraft TCDS). In general, I'd recommend against deviating from the POH and the data it's derived from. Your mileage may vary.
I do regret getting you all cranky & stuff over this - do try to have a nice day[/FONT]








​

 

[A Squared]

Look JCJ,

Would you go back and read my posts. It is painfully obvious that you have not, at least not to any meaningful level of comprehension.
Now, can you find *ANYPLACE* where I said that someone should ignore the POH and fill a 182 lyc. engine with 12 quarts of oil? Anywhere at all?

Right, No, I didn't.

I brought up the 12 quarts primarily as response to icefr8dog's comments, which were somwhat of an aside. If you had read my posts for comprehension, you would have noticed that nowhere did I say that the TCDS for the 182 was incorrect, in fact I noted that it was different, and commented on how the difference might come to be. If you had read my post at all, you would have noticed that I also mentioned the *minimum* oil quantity listed on the TCDS, but that is not to be construed as me recommending that somone depart with only 2-3/4 quarts in the sump. And thank you for posting the 182 TCDS, but I *have* read it, and I *do* know what it said .... before I made my first post on this subject.

Tell you what, if you respond, why don't you resopnd for a change to something I actually said, instead of responding to things you merely imagined I said, and going off on some sanctimonius tirade about following the POH?

Deal?

 

[JCJ]

man you cranky

 

[A Squared]

man you cranky

man you illiterate

No, I'm not cranky, I just have an extremely low tolerence for people blindly contradicting without understanding what has actually been said.

 

[JCJ]

yeah, you are cranky -- and I'm enjoying watching you get spooled up -- but isn't it nice to exercise your first amendment rights

here's a couple of links you might find helpful

http://www.fortune.com/fortune/smallbusiness/answercentral/0,15704,1091559,00.html

http://www.apa.org/pubinfo/anger.html

Cheers!

 

[desert pilot]

C-182

Thanks for all the answers,I never flew the 182rg,I was very lucky to fly the 182,my memory was 12 qrts and a heated debate elsewhere made me check my memory.I think the dipstick we had on the old 182 was non original and there were scratches for numbers.The old 182 kept me and many others safe since 1957 (me thinx)...

 

[A Squared]

yeah, you are cranky -- and I'm enjoying watching you get spooled up -- but isn't it nice to exercise your first amendment rights

here's a couple of links you might find helpful

http://www.fortune.com/fortune/smallbusiness/answercentral/0,15704,1091559,00.html

http://www.apa.org/pubinfo/anger.html

Cheers!

Mmmmmm, impressive, you've resorted to name calling, if indirectly. I think that most consider arguing ad hominem to be a farly reliable sign that someone has nothing of substance to say on a subject.