It is a Model 100 Series MM 1963-1968, #D637-1-13.

In the work I did on the 65 182H I pulled The L/H Cell, Installed at the previous Annual and installed a New Cell on the R/H side.
There is only one vent that connects to the outboard edge of the L/H cell.
There is a Plastic Line in the each Cell that is secured by a series of metal rings molded into the cell along the top. These attach to a nipple with an Alum tube that connects the 2 cells across the top of the cabin behind the front spar carry through.
What I found in my PTSD induced maint event with the fuel system.
The R/H cell leaked with fuel running down the side of the fuselage. When I opened the 2 covers up on top of the wing the plastic vent tube wasn't through all the D rings. The outboard edge of the vent sat against the bottom of the cell so would be in liquid most of the time.
So I opened the L/H cell covers and found the same situation with the vent line and the end was sitting in the fuel. Also found long wrinkles in the bottom creating a dam from inboard rib to rear spar so drain was on one side of the dam. Tried to use a broom handle to gently move the bottom of the cell around but it wouldn't budge. Ended up discovering the previous installer of the cell used spray adhesive of some type to secure the bottom of the cell. I had to dislodge, roll up, extract through the 8" round hole and then unstick the glued together tube. I ended up using jet fuel to wash the glue off. What a mess. Now my PTSD will return tonight.

Anyway, check the plastic vent lines. You'll need mechanic supervision and new gaskets to reinstall things. Make sure they are up in the air in the D rings along the top.

I also rebuilt the fuel selector as it wouldn't shut off. I also changed ever rubber hose on the Vent lines and feed lines. Some were 50 years old and splitting externally.

This one will now feed slightly faster from the L/H side which seems to be common.

Good Luck!

Mine uses the right tank more down to about 1/3. I am concerned that you might be chasing 2 problems, the first being water/crap in the bottom of the probably wrinkled bladder of the left main...especially since you are new to the plane and have unknown history caps. I would rock your aircraft and drain the heck out of the tanks into a clear jar. Has your plane lived outside?

No, this plane lived in a hanger and was very well maintained. The previous owner owned an airplane repair shop and babied this plane. I don't believe the previous owner did any long trips and the plane hasn't been flown much in the last few years. the fuel cells are 30 years old but I didn't see any wrinkles in the bottom. I will look closer.

OK, I adjusted the vent tube and tested the fuel caps to see if the leak. The caps held pressure and no air or fumes escaped either side. I also tested the pipe between the tanks and it flows freely from left to right and from right to left. I wasn't able to adjust the distance from the strut. it calls for 1.12 inch from the strut and I'm 1.5 inches. I will have to bend it forward to get that close and bend it back closer to the bottom to keep it straight. I didn't have time to fly it today and I wont be able to tomorrow. I'll cross my fingers and see asap. I know for sure I will be flying Friday.

John

Dunno about your "G" but on my "M" the pipe could be loosened and moved forward/aft at the plate where it enters the wing and up and down. The fore/aft distance was impacted by the up/down distance.

Frankly, given that the allowable range of that measure is 1.09-1.15" I suspect 1.5 might itself be a large part of the problem. I had a wise old A/P once tell me that it needs to be close enough to the strut to be in the disturbed air at the rear of the strut. That may (so he said) it does not get pressurized by being in the air flow directly, nor is there a vacuum either. I do not know if he was right, I do know that when mine is properly located I get pretty even flow. Only problem is any bump moves it and it is easy to hit right next to the tie down ring on that side.

Adjustment was much easier after I pulled down the upper strut cuff/fairing.

RAS

Thank you. I will give it a shot. I can loosen the claps farther inside the wing and maybe pivot the pipe forward. where the pipe comes out of the wing it goes through a very tight grommet.

This happened to me all the time in my old 150. The fuel vent was clear and was positioned properly per the service manual dimensions but fuel frequently burned only out of the right tank.

The worst was one dark night over the Siskiyou mountains; after a climb out the right was empty and the left was full. The problem is you can't select tanks on a 150...it's either on or off. That time it seemingly emptied so quickly it forced a fuel stop at a valley airport. I wasn't in the mood to risk it that night.

All the other times I let it go and eventually it burned fuel out of the left tank.

Since the struts were changed from new to thinner ones you may have to cut the tube to get it to the right place. Or form a new one.

I will offer what happened to me in my Q model w wet wings but maybe similar. I had a fuel cap that would not seat well. When flying, air flowing over the left wing would create a lower pressure and that wing would suck fuel from the other wing when I had the fuel lever set on both. I fixed the seals on the cap and fixed the problem.

I adjusted the vent tube and flew about a two hour flight. The first hour of flight The fuel gauges read full like always and then is seemed to burn from just the right tank. I switched to the left and no problems as far as seeming to not run out of fuel. I did notice that I was flying a little uncoordinated for the plane to fly straight I seemed to have the ball off. I flew home with the ball centered and lowered the fuel burn and it seemed to burn fuel from both tanks. I was surprised to see at 9500 feet I was able to get around 10.5 to 11 gallons per hour. I'm still very new to this plane. I really cant tell if the fuel is burning from both sides because I still had 27 gallons in the left tank and 20 in the right. I need to go on a longer flight to know for sure that it is better. Its better then the time I only had 7 gallons left on the right and the left was almost full and the plane seemed to want to stop running when I switched to the left tank. I hope to do a longer flight in the next few weeks. Thanks again for all the help.

A friend of mine has a 1959 C-182 (B model I think).

It only has a single vent on the pilot's side behind the strut.

There is an interconnect tube between the tanks.

Fuel always burns unevenly because of the system design.

Have you joined Cessna Pilots Association?

They are an excellent source of info. And sell a C-182 guide discussing this and other aspects of the aircraft.

If memory serves on his aircraft the right gauge drops more quickly but the right tank retains more fuel due to the vent being on the left side.

Some owners add a vent to the right side.

Something is clearly amiss with your fuel system. I'd start with CPA or find someone knowledgeable about these older 182's.

On my 182A(O-470L) at that altitude I will go to 19"/2300 RPM and 10.5-11 GPH. Nice and smooth there.