1964 Cessna 210D, N3738Y Julie Hartlaub, CPA #32412 ...

May, 2002 - Volume 19, Number 5

1964 Cessna 210D, N3738YJulie Hartlaub, CPA #32412

Manitowoc, Wisconsin

6082 Cessna Pilots Association - Volume 19, No. 5 - May 2002

NEWS RELEASE

Cardinal Performance Improves With VortexGenerator STC From Micro AeroDynamics

ANACORTES, WA — TheCessna Cardinal series, 177,177A, and 177B, fixed gear andretractable models have becomethe latest in an on-going series ofsignificant single engine aircraftand light twins that can be im-proved with the addition of vor-tex generators from MicroAeroDynamics. With an FAA ap-proved STC, Cardinal ownerscan apply 108 small 6063-T6vortex generators to their wings,just aft of the leading edge, 40more on each side of the verticalstabilizer and 32 to the undersideof the horizontal stabilator.

High speed performance isnot affected, but in slow speedmaneuvering there is a dynamicchange in controllability, cross-wind control and stabilator re-

sponse. Stall speed is reduced by 8percent. The test pilot report indi-cated that there was a muchsmoother ride in the turbulence andthe takeoff roll was shortened.

The kits, which include mount-ing templates and adhesive in addi-tion to the 180 VGs, can bemounted in one day.

Vortex generators create windvortices that keep the boundarylayer attached to the flying surfaceat higher angles of attack and whichallow for positive aileron control atreduced speeds.

The kit price for all models ofthe Cardinal is $1,450 plus ship-ping and handling. It is possible tohave the VG’s pre-painted to matchthe aircraft for an additional $100.

They can be ordered from MicroAeroDynamics by phoning 800/677-2370; overseas 360/293-8082;e-mail [email protected];website: www.microaero.com

The Cessna Cardinal has been certified for Vortex Generator kits, which reduce stall speedand improve slow speed controllability.

6083Volume 19, No. 5 - May 2002 - Cessna Pilots Association

Cessna Pilots AssociationMagazine

Copyright 2002Published By

Cessna Pilots Association, Inc.3409 Corsair Circle

Santa Maria, CA 93455Phone: 805/922-2580

Fax: 805/922-7249Internet Web Site: www.cessna.orgInternet E-Mail: [email protected]

John M. Frank, Executive EditorTom Carr, CPA Tech Rep

Ron Martinson, CPA Tech RepAdam Halop, CPA Tech Rep

Pat Grigg, Graphics/Layout Editor

The Cessna Pilots AssociationMagazine (ISSN 0888-1898) is pub-lished monthly by the Cessna PilotsAssociation, 3409 Corsair Circle,Santa Maria, CA 93455 or P.O. Box5817, Santa Maria, CA 93456. Theprice of a yearly subscription is $40which is included in the annual dues of$45 for Association membership. Peri-odicals Postage Paid at Santa Maria,CA, and at additional mailing offices.

The Cessna Pilots AssociationMagazine is distributed to members ofthe Cessna Pilots Association, anindependent association of Cessnaowners. The Cessna Pilots Associationis not affiliated with or sponsored bythe Cessna Aircraft Company.Publication of articles and opinions inthe CPA Magazine is not an endorsementby the Association, nor does theAssociation assume responsibility forthe accuracy of the informationcontained in the Magazine.

Submission of articles for publica-tion is encouraged. Articles submittedbecome the property of the CessnaPilots Association and cannot be re-turned. Use of copyrighted material byother publications without the permis-sion of the Cessna Pilots Association isprohibited.

POSTMASTER: Send address changes to:CESSNA PILOTS ASSOCIATION

MAGAZINEP.O. Box 5817

Santa Maria, CA 93456Annual dues:•U.S., Canada, Mexico $45•Foreign $55

In This Issue. . .

Name _______________________________________________________

Street _______________________________________________________

City ________________________________State_________ZIP_________

Day Phone # _______________________ E-mail: ______________________

Aircraft Information: Model ___________ CessnaYear ______________Serial# __________ N# _____________________

Membership is open to all those who have an interest in Cessna Aircraft.Mail application along with dues to:

Cessna Pilots Association, P.O. Box 5817, Santa Maria, CA 93456Annual Membership (US/Canada/Mexico) $45.00 • Foreign Membership $55.00

Membership dues include a subscription to the Cessna Pilots Association Magazine for 1 year.

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CESSNA PILOTS ASSOCIATION MEMBERSHIP APPLICATION

NEWS RELEASE: Cardinal Performance Improves WithVortex Generator STC From Micro AeroDynamics ................................................................. 6082

206 TSO’d AIs and DGs .............................................................................................................. 6084T206H On Floats .......................................................................................................................... 6084P206B Optimal Engine ................................................................................................................ 6085182 Interior Items Sources ........................................................................................................... 6086182P 0-470R Conv. Engine .......................................................................................................... 6087182 Vac Filter Maintenance ......................................................................................................... 6087182 Battery Replacement ............................................................................................................. 6088CPA Seminars Now FAA Approved For IA Renewal ................................................................... 6088Engine Teardown/Prop Strike ...................................................................................................... 6089Leave Parking Brake On? ............................................................................................................ 6089Reviewing the Basics Of Insurance – Part 4 ................................................................................ 6090PRODUCT ORDER FORM ........................................................................................................ 6093S/XXL = limited colors and quantities ........................................................................................ 6093AirCell 1000—Works Like a Cell Phone and It’s Legal .............................................................. 6094AVIONICS CORNER .................................................................................................................. 6094340A STC ..................................................................................................................................... 6096340A Tach ..................................................................................................................................... 6096337 Brake Cylinder ...................................................................................................................... 6097337 Gear Solenoid ........................................................................................................................ 6097Is There Life In A 400 Series Autopilot? ....................................................................................... 6097172 Prop Cruise ............................................................................................................................ 6098172 Cessna Manual ...................................................................................................................... 6098172 Engine Quest ......................................................................................................................... 6098172 Lycoming Oil Pump AD 96-09-10 ........................................................................................ 6099172 XP CHT Gauge ...................................................................................................................... 6100172D Wheel Alignment ................................................................................................................ 6100172M AD List Part of Aircraft Records ....................................................................................... 6101172 Landing Gear AD .................................................................................................................. 6102172 Gust Lock .............................................................................................................................. 6102172E Fuel Capacity ...................................................................................................................... 6103CPA Members Make ‘Real’ Cross Country Trip Georgia To California and Back In a R172K . 6106TECH TOPICS: Jug Economics 101 ........................................................................................... 6108General Aviation Alerts, SDRs and Safety Issues ........................................................................ 6112Textron Lycoming Service Information ....................................................................................... 6117182H Elevator Control ................................................................................................................. 6118210 Flaps With R/STOL System ................................................................................................. 6118T206H Warranty Rig Job ............................................................................................................. 6119U206G Elevator Stabilizer ........................................................................................................... 6119About T210 Filters In Backwards ................................................................................................ 6121NEWS RELEASE: McCauley Delivers BLACKMAC

STC Conversion For Cessna 182Q and 182R ......................................................................... 6126NEWS RELEASE Wilco, Inc. Manufactures Fresh Air Vent System For 210 ............................ 6126FAA Issues Airworthiness Concern Sheet On D2000/D3000 Mags ............................................ 6128182 Systems & Procedures Seminar a Huge Success .................................................................. 6128


Cessna 206

From the files of...Ron Martinson

TSOd Electrical AIs & DGsQ. Can you explain the difference be-tween the TSOd electrical AIs & DGs(R.C. Allen) and the non-TSOd ones(Falcon)? I’m thinking about putting onein my 206 for a backup.Brian Wager, #45182P.S. Nice fish

A. TSO stands for Technical StandardOrder, Subpart O, FAR 21.601 calls outthe following” FAR 21.601, (b) For thepurpose of this subpart.

(1) A Technical Standard Order (re-ferred to in this subpart as “TSO”) isissued by the Administrator and is aminimum performance standard forspecified articles (for the purpose of thissubpart, articles means materials, parts,processes, or appliances) used on civilaircraft.

(2) A TSO authorization is a FAA de-sign and production approval issued tothe manufacturer of an article which hasbeen found to meet a specific TSO.”Further, FAR 21.603 states the follow-ing; FAR 21.603 (a) Except as providedin paragraph (b) of this section and FAR21.617 (c), no person may identify anarticle with a TSO marking unless thatperson holds a TSO authorization andthe article meets applicable TSO perfor-mance standards.” TSOd instrumentsmeet specific standards for use in civilaircraft as a non-TSOd instrument willnot. This is a backup item and if you everhave to go to it, you will want it to dis-play the proper information.

T206H On FloatsQ. I have just purchased a 2001 T206Hon new Wipaire floats. I have been run-ning it at the top of the greens as sug-

gested by Cessna and it now has over 30hours on it. Can I start running it at 65%?I would like to fly it for best longevity ofthe engine. What do you think would begood cruise settings for RPM, TIT, andCHT? I have been flying downwind at100 knots, base at 90 and final at 80 (10to 20 degrees flaps) do you think that istoo slow?Paul Joffe, CPA #34818

A. Textron Lycoming issued Service In-struction No. 1094D, can be viewed at< w w w. c e s s n a . o r g / m e m b e r s /si1094d.pdf>. This service instructionprovides information on leaning theTextron Lycoming engine in your T206H.On page 3, paragraph C. of the serviceinstruction, Leaning the TurbochargedTextron Lycoming PowerPlant is dis-cussed, item 9 calls out the following;“For maximum service life, maintain the


following recommended limits for con-tinuous operation: (a) Engine power set-ting- 65% or rated power or less. (b) Cyl-inder head temperatures- 400 F. degreesor below. (c) Oil temperature- 165 de-grees F. - 220 degrees F. (preferably 180degrees F.). (d) Turbine inlet tempera-tures - maintain 100 degrees F. on richside of maximum allowable.While we are discussing Turbine InletTemperature (T.I.T.), the Cessna T206H“Information Manual” calls out a RedLine T.I.T. for your T206H of 1675 de-grees F., operation at 1575-1600 degreesF. will fall into the above area. Pages 4-29 to 4-30 of the Information Manualcall out specific operational informationfor the T206H. The performance chartswill call out specific power settings fora percent of power, using the RPM/MPcombinations with lower RPM settingswill help increase engine life.

Your speeds actually sound a bit fast,normally at 3600 lb gross weight, downwind will be at 90 knots with 0-10 de-grees flaps, base 80 knots with 20 de-grees flaps, and final 70 knots with 20degree flaps with power for landing. Getwith an instructor and see how thesespeeds do at your particular flight pro-file.

P206B Optimal EngineQ. I’m the owner of a 1967 CessnaP206B, which I purchased 18 monthsago. It had a factory reman engine in at400 hrs. Since then I have spent morethan $20,000 on maintenance and repairs(flying +/- 500 hrs). With my annual inDecember, I was told the camshaft on theright was significantly pitted and neededreplacement as well as #5 cylinder.

Seeing that I already spent that muchmoney and that the repair again is goingto cost me $8000 + and I won’t have anyguarantee that something else won’tbreak in the near future, I have decidedto install a factory new engine, which isnow on order. I do have a JPI EDM 800engine monitor installed.

My question is this: Could you referme to articles or books where I can getinformation on how to optimally run theengine, from break in period to beyond?I would really like this engine to last toTBO. What oil should I use (I’ve beenusing Exxon Elite 20W50 up till now)?

What % power should I use for nor-mal cruise? How should I lean (you hear

conflicting advice)? Should I installGamijectors, etc, etc?Chris Groenewald, CPA #45623

A. On the Member’s Only side of theCPA web site under Tech Notes is Note007 titled “TBO & Beyond” <http://www. c e s s n a . o rg / m e m b e r s / t e c h /technotes/007tech.pdf>. Also, Note 008titled “Six Tools That Tell EngineHealth” <http://www.cessna.org/mem-bers/tech/technotes/008tech.pdf> andTech Note 035, Engine Break-In <http://www.cessna .org /members / tech /technotes/035tech.pdf>. These notesprovide information on operation andhow to monitor engine health. These technotes can be downloaded for your con-venience.

Your reman engine should be brokenin with straight mineral oil for the first50 hours, after break-in, then switch toan Ashless Dispersant (AD) oil.Aeroshell 100 W Plus (straight grade 50wt.) oil has the antiwear/anticorrosionadditives that Aeroshell W 15W-50 Mul-tigrade oil has. We have had severalmembers send in comments on ExxonElite 20W-50 and they have had posi-tive comments using the new oil.

CPA recommends a power setting of65%, cylinder head temperatures notover 400 degrees F., and oil tempera-tures of 180 degrees F. This engine canbe operated at 65% power or less atpeak EGT, per Teledyne ContinentalMotors (TCM) Service Bulletin M89-18titled “Exhaust Gas Temperature(EGT). Recommendations for standardEngines”. This service bulletin providesinformation for leaning all TCM en-gines.

Gami fuel injector nozzles may pro-vide more even fuel distribution andsmoother engine operation, to deter-mine if Gami fuel injectors will work onyour particular engine, the lean burntest should be conducted. This is doneafter climbing up to a cruising altitude,set up the engine and start leaning,when the first two cylinders lean out,note the fuel flow. Continue leaning un-til the last two cylinders peak out, notefuel flow, if there is more than 1 1/2 gal.per hour fuel flow difference, thenGami’s are for you, this should be doneafter engine break-in.


Cessna182Skylane

By Ron MartinsonInterior Items SourcesQ. On my 182J, S/N 57115 I want to re-furbish the interior. Therefore I would ap-preciate it if you could name me somesources for the interior plastics (I mayneed all parts from the windshield all theway back to the baggage compartment,from the floor to the headliner), carpetand headliner and ready made seats(Airtex?). Furthermore I may need to re-place the glass once I’m at it, the wind-shield came in new recently, so I wouldbe grateful for a glass source as well.

Finally I need in addition a set of wheelpants, the mountings are already in place.Where to get them? Do I need to take theoriginal wheel pants or could I use somenewer ones?Nikolaus Klimmeck, CPA #34271

A. Interior plastic parts can be obtainedfrom the following companies:

Plane Plastics, (formerly known asKinzie Industries) Alva, OK, [email protected].

Selkirk, Coeur D’ Alene, Id. websitewww.selkirk-aviation.com phone 208-664-9589, Selkirk has complete interiorplastic kits available.

Airtex, phone 215-295-4115 Fax 215-295-4417 will be a good source of thecarpet and headliner.

These companies can supply wind-shields and side windows:

Cee Bailey’s in Long Beach, CA,phone 323-837-1497 Fax 323-721-7888website www.ceebaileys.com

Great Lakes Aero in Flint, MI, phone810-235-1402 Fax 810-235-5260website www.tri.com/~glap>

L.P. Aero Plastics in Jeanette, PA,phone 724-744-4448 Fax 724-744-7372website www.lpaero.com

After market wheel fairings can beobtained from Stene Aviation in Polson,MT, phone 402-883-6244 Fax 406-883-2389 website www.steneaviation.com orGlobe Fiberglass in Lakeland, FL,phone 863-644-2178 Fax 863-646-6919 website www.globefiberglass.com,


Made from the finestgrade 3/4” mahoganyand 1/4” plexiglass.

The Cockpit CaddyCOCKPIT ORGANIZER

This handy organizer will fit between the front seatstaking up very little precious cockpit space!

$195.00

As Seen In TheAviation ConsumerOctober ‘99 Issue!

For custom made models call for quotes!

Wilco, Inc.3502 W. Harry

Wichita, KS 67213(316)943-9379(800)[email protected]

CUSTOM MADE to fit inany aircraft. Provide us with the widthbetween the pilot and co-pilot seatsand whether JEPP or NOS charts areused.

(See: 182 Skylane, pg. 6088)

these wheel fairings are made of fiber-glass and can be repaired quite easy.

The Cessna wheel fairings are madeof ABS plastic and are a bit harder torepair if damaged.

182P 0-470R Conv. EngineQ. Fourteen months ago I ordered a re-built O470-R engine for my C182P fromMattituck. My rebuilt came and I sentmy engine back (It had 1600 hoursSMOH). What I got was an O470-L con-verted to a R. This is really going back-ward. However, the engine runs greatand I burn only 1 qt per 8 hours and com-pressions after 110 hours were great.

Was this a big step backwards or not?What are the major changes in the engine?George Baker, CPA #29934

A. Teledyne Continental Motors (TCM)issued service bulletin M75-6 Revision1, titled “CONVERSION OF ENGINESFROM ONE MODEL TO ANOTHER”.

This service bulletin calls out the fol-lowing information; “paragraph

1. Within a basic engine family, it ispermissible to convert from one dashnumber (or Letter) to another as long asit is accomplished with parts currentlyapproved for the model to which the en-gine is being converted.” You have anO-470-R engine, the data plate will bechanged to the following, O-470-LCR (-L engine converted to -R engine).

According to the type certificate datasheet (TCDS) the 182P used the O-470-R from serial number (s/n) 18260826(1972) through (s/n) 18263475 (1974)

182 Vac Filter MaintenanceA. After 22 years of owning one or an-other Cessna 6-place singles, I recentlyacquired a ’65 Cessna 182 that is in goodcondition and appears to have had rea-sonable care. (Its cost of operationshould be more inline with a retiree’sbudget than its turbocharged predeces-sors.)

I suspect a dirty filter in the instrument-driving vacuum system, but I do not knowwhere it is, or how often it should bechanged. I realize that there are manyother possibilities, but it seems that thefilter on such an old plane should be re-placed, as there is no log book entry say-ing that it has been done. The slow-to-function AH is a relatively recent mod-ern replacement of the original oversized

instrument, and before I replace it, itspower source should be verified.

Could you refer me to information onthe proper maintenance of the vacuum

system?Donald M. Anderson, CPA #43876


182 Skylane(Continued from pg. 6087)

A. Section 2 of the 100-Series ServiceManual, page 2-8, paragraph 2-17A callsout vacuum system filter servicing. Alsoin the same service manual in Section 16,page 16-16, paragraph 16-24 gives a de-scription of the vacuum system and atroubleshooting guide. The centralvacuum system filter for the 182H modelis p/n D9-14-5 and should be replacedevery 500 hours of operation, these fil-ters can be purchased from AircraftSpruce 877-477-7823, Wag-Aero 800-558-6868 or Chief Aircraft 800-447-3408or any local Cessna parts dealer.

McCurtain Technology Group inTempe, AZ 877-603-3578, web site<www.mccurtaintg.com> markets ser-vice manuals and parts catalogs on CDdisc for 1976 and EARLIER Cessna air-craft, cost $20.00 each.

182 Battery ReplacementQ. What is the recommended battery re-placement for the above 14-volt plane? Ihave an EDM 700 engine monitor in-stalled. When landing with the landinglight, strobe, and nav lights the voltagedrops to 11.2. On the ground with the en-gine running if the above lights are on andthe alt switch is turned to off, the EDMvoltage reading rapidly drops.

When the alt is switched back on volt-age comes back, but not to above 13 un-til the lights are shut. Are these the symp-toms of a battery not holding a charge?Jerry Resnick, CPA #41843

A. Both Gill and Concorde batteriesmarket replacement units for the 182P.

Gill manufactures the G-35, which isthe standard lead acid, flooded cell bat-tery, the G-35S is a sealed lead acid re-combinant gas battery.

Valve regulated (sealed). Recombi-nant Gas (RG) batteries combine oxygenchemically with the lead at the negativeelectrode in the presence of H2SO4 toform lead sulfate and water. This helpssuppress the generation of hydrogen re-sulting in no water loss during charging,a small amount of water is lost duringdischarge but it is so small that water re-plenishment is not necessary. The batterycells have a pressure relief safety valvethat vent if the battery is overcharged.Concord battery markets their CB35standard lead acid, flooded cell batteryand the RG-35A and RG-35AXC (the XCmeaning extra cranking). I like the stan-dard lead acid battery, as I can checkfluid specific gravity and keep track ofeach cell at least every 6 months (soonerif operated in a hot environment). How-ever, I have had conversations with mem-bers that have used the RG batteries withgreat success, obviously there is lessmaintenance with the RG batteries.

Question No 2. Check the voltageregulator setting for your aircraft. Sec-tion 16, page 16-14 of the 182 ServiceManual calls out voltage regulator ad-justments. This setting will be somewherebetween 13.8-14.1 volts depending ontemperature. Normal life on a lead acidbattery is around 3 years if properlymaintained.

By John Frank

The FAA has recognized all ofCPA’s Systems and ProceduresSeminars, as well as our Cessna

Rigging Seminar, as qualifying as a re-newal basis for a mechanic’s InspectionAuthorization (IA). Every March, me-chanics that have been granted Inspec-tion Authorization by the FAA must re-new that authorization. Attendance at aFAA approved seminar is one basis forrenewal and now the CPA seminars havethat approval.

Want the mechanic maintaining youraircraft to be as knowledgeable as pos-sible? Suggest he attend one of ourseminars and use that as the basis to re-

CPA Seminars FAA Approved For IA Renewalnew his IA. Heck, bring him with you toone of our seminars and have a realbonding experience.Members’ Opinion Of CPA SeminarEditor’s Note: Here is a CPA member’sresponse after attending one of CPA’sSystems and Procedures Seminars:

“John Frank and Tom Carr did anOUTSTANDING job. I was truly im-pressed and hope to make the courseagain in 2-3 years. The cost of this courseis minimal to the dollars it will save, andneedless to say the safety it will add tomy flying and general aviation. My hat isoff to them and the GREAT service CPAis contributing to aviation.”Pierce Boyd, CPA #2219


From the desk of...John Frank

Cessna 210 Centurion

Engine Teardown/Prop StrikeQ. I have owned my 182E for two years and am considering moving to a T210. As Ihave begun the process of selling my 182, I was confronted by a broker with thefollowing:

In 1993, my logs show repairs due to a “landing incident”. There is no referenceanywhere to what happened, only what was done. Repairs included sheet metal workon the cowling, rebuild of the prop and the firewall. All repairs are listed in my AC,Engine and prop logs. In addition, there are 337s filed for all the work.

The broker has told me that this is illegal and an engine teardown was required byTCM. My plane has been through two prepurchase inspections, and has had its recordsreviewed by meticulous maintenance shops since the incident and repairs. The re-pairs were noted, but no one challenged the records or actions taken.

I curently have approximately 1100 hours on the engine and the incident was at330 hours. It runs strong, has had no engine issues and still has compression in themid 70s. Is this broker correct? Please advise.Eric Bloomquist, CPA #40272

A. There is no FAR that specifically requires engine tear down after a prop strike.TCM service bulletin SE96-11 does require a tear down inspection after a propstrike and defines prop strike as any damage to a propeller that requires repairbeyond minor dressing or striking any object that causes a reduction in RPM. Air-craft operating under Part 91 are not required to comply with manufacturers servicebulletins. This leaves it to the judgement of the mechanic doing the repairs andsigning off as airworthy as to whether an engine teardown is necessary. As you werenot the owner of the aircraft at the time we can’t really assess the factors that themechanic utilized in making his decision not to tear down the engine.

At CPA we recommend compliance with the TCM bulletin because we have seenhidden engine damage caused by a prop strike result in a catastrophic engine fail-ure, sometimes several hundred hours later. As your aircraft has over seven hundredhours since the incident it is unlikely that there is internal damage but cannot betotally ruled out.

The short answer to your question is that the broker is not correct, as long as therepairs are properly documented your aircraft is legal. However any knowledgeablebroker or buyer might have some concerns as to why the engine was not torn downfollowing the incident.

Leave Parking Brake On?Q. I have a 1976 210L hangared at Hayward, CA. When I park it in the hangar, Iboth chock it and set the parking brake to help prevent movement in the event of anearthquake. I believe that the chocks might be jarred loose, allowing the plane to rollinto the hangar.

My friend, a Mooney driver, told me that it is a big no-no to set the brake forextended periods in a Mooney. Does it matter in a Cessna?Les Filler, CPA #31111

A. It really isn’t the best thing to do. The parking brake works by having a cable pullon the rudder pedals to apply the brakes this means that the entire time the brake isapplied the system is under pressure. This can cause loss of fluid and other prob-lems.

Besides which, with most Cessnas with this system a few hours after you haveapplied the parking brake the pressure has bled off enough so that the brakes are nolonger holding. Chock all three wheels if an earthquake is severe enough to movethe plane, it won’t matter. The hangar will already be on top of the aircraft.


Reviewing the Basics Of Insurance – Part 4

INSURANCE UPDATEBy Bob Haag, CPA Account Manager

Falcon Insurance Company, Inc.512/891-8473 • 800/880-2727 • Fax 512/891-8483

Insurance Review — Again!The past several articles have dealt

with reviewing aviation insurance poli-cies, in an attempt to help the CPA mem-bership better understand some thingsthat can be confusing. Today, we’ll goover what damage to your aircraft iscovered in a loss, since it can be a littletricky.

All aviation policies have an exclu-sion that deals with Wear, Tear and/orMechanical Breakdown. Before weget into describing exactly how it works,let’s talk about why it exists.

Physical damage policies are in-tended to pay for damage done to apiece of property that you own. This istrue, whether the property is your

house, your car or your airplane. Thepurpose of the insurance is to put yourproperty back into the same conditionthat it was in just prior to the incidentthat caused it to be damaged. If it is de-stroyed or not able to be repaired, its in-tention is to reimburse you for its value.It is not intended to pay for normalmaintenance of the property or to in-crease its value after the repair is done.

All aviation policies do about thesame thing, but we’ll quote one of themhere, since it is the most comprehensivedescription of what all the companiesbasically mean. “This insurance doesnot apply to loss due and confined towear, tear, deterioration, freezing, me-chanical, structural, hydraulic, pneu-matic, or electrical failure or malfunc-tion. Wear, tear, deterioration, freezing,mechanical, structural, pneumatic, orelectrical failure or malfunction of anyengine, component, accessory, equip-ment or system is considered a failure ormalfunction of the entire engine, compo-nent, accessory, equipment or system.”

It also does not apply to tires unlessthe tires are damaged as a direct resultof some other insured loss to the air-craft.

What in the heck does that mean?Well, you wouldn’t expect yourHomeowner’s insurance to pay to re-place the roof on your house when it fi-nally wore out, or your car insurancepolicy to respond if you blew the en-gine—the principle is the same here.

The policy is intended to pay fordamage caused by an accident, or someother outside cause of damage such aswindstorm or vandalism.

If you have an engine failure, that’sjust part of owning an aircraft, and theengine will not be paid for unless its stillunder warranty, or some other form ofmaintenance or breakdown protection.Now don’t panic. It doesn’t say that ifyou have an accident as a result of en-

gine failure that the damage won’t becovered. It says that the damage to theengine as a result of failure won’t becovered, but any subsequent loss to therest of the aircraft, which was as a resultof that failure is covered (just like onyour auto policy). Also, it’s important tonote that this exclusion applies only tothe physical damage portion of thepolicy, and that the liability protectionstill applies to injury caused in the acci-dent.

An issue related to this “Wear andTear” exclusion which is much misun-derstood, revolves around the conceptof restoring the property to the condi-tion it was in just prior to the loss. Forexample, if you had a prop strike thatmade teardown of the engine necessary,this issue comes into play. The companyowes you the cost of tearing down theengine, but if its discovered that the en-gine needs to be overhauled, they onlyagreed to repair or replace parts with“like kind and quality”. If the engine had1,000 hours on it when the prop strikeoccurred, they only owe you a 1,000hour engine, not one with a new over-haul, since that would increase the valueof the aircraft over what it was just priorto the loss. What will happen underthese circumstances is that the companywill pay you for the teardown plus theprorated cost to overhaul the engine. Ifit’s a 2,000 hour TBO engine and youhave used up half the normal engine life,they would owe you only half of the costto overhaul. Generally the company willoffer to have the engine overhauled inthe repair process and have you reim-burse them for the used up portion of theengine life, since, it will probably saveyou money in the long term to do it thisway.

Next month we’ll talk about “use ofother aircraft” and what happens if youget a new one.




CPA#____________ Phone # ( ) ___________________

Name:__________________________________________________________________

Address: ________________________________________________________________

City/State/Zip: ___________________________________________________________

Wing Mounted Mirrors: Your Aircraft Model _____________________Visually confirm the landing gear is fully extended and retracted with a wing-mountedmirror. STC approved. CPA member price $39.95 plus $4.00 for shipping.

TOTAL: $___________

Cessna 210 Centurion Buyers Guide ____ Cessna 182 Skylane Buyers Guide____$35 outside of North America______$25 for Non-CPA members____ $20 for CPA members____ TOTAL: $_________

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AirCell 1000—Works Like a Cell Phone and It’s Legal

AVIONICS CORNERBy Tom Rogers — Avionics West

3940 Mitchell Rd., Santa Maria, CA 93455Phone 805/934-9777 • Fax 805/934-9842

<[email protected]> • <http://www.avionicswest.com>

The AirCell 1000 is a product thatyou don’t normally see installedin piston single engine aircraft

but we are seeing that trend starting tochange. You may wonder why install anAirCell phone when you can use yourtrusty regular cell phone, after all it doesseem to work at 10,000ft. Well, there’sthis governing body called the FCC thatwould love to mail you a ticket for$5,000.00 for using your cell phonewhile airborne. What are the chances of

getting caught you ask? I know of twoguys who received fines from the FCCthis year. If you are determined to useyour cell phone illegally while airborne,don’t be dumb enough to mention inyour conversation that you are “in theair”. How is one to know if you are talk-ing from an automobile or high in theaircraft? Easy, normally using your cellphone in the automobile the phone willhit only a few ground based cell sites butairborne that same phone would hit doz- ens of cell sites. When that happens, you

stand a good chance of getting busted.The biggest plus of the AirCell 1000 isit’s legal to use and works much like anormal cell phone.

The AirCell 1000 is designed to fitinto a standard general aviation radiostack and is only 1.25” high. You’ll needa 24Vdc aircraft to operate the AirCell1000 or a voltage converter must beadded to step the voltage up from14Vdc to 28Vdc. Current consumptionis a mere 1.5 amps. Transmit power is.075 (75 thousands) watts and transmitsbetween 824-849Mhz and receives 869-894Mhz. Much like your normal cellphone, this system utilizes specialground stations installed by AirCell.Notice that the coverage is quite goodfor USA with the exception of southernCalifornia. I asked AirCell why thebusy, rich southern California area wasnot covered. They rambled on for awhile but from what I gathered othercompanies wouldn’t let them install anantenna on their towers. I then askedwhy they didn’t build their own towersand the answer was something about athree-legged frog. AirCell doesn’t seemto feel southern California will be cov-ered anytime in the near future or if itwill ever be fully covered.

Here is what the AirCell 1000 is ca-pable of• Crystal Clear Voice Communications• Data Connections for MFD’s,

Laptops, etc.


• NEXRAD Weather Maps in the Cockpit• METARS, TAFS, AIR/SIGMETS• 911 Service to ATC for Emergencies• Battery Back-up When All Else Fails (optional)

How simple is the AirCell 1000 to use and whataircraft modifications are required to incorporate thesystem in piston powered aircraft? Most aircraft audio pan-els have three positions for com inputs. Your normal aircraftradios are connected to two of these inputs; the other would beconnected to the AirCell system. Simply select the proper po-sition on the aircraft audio panel, punch in the phone numberon the AirCell 1000 and press send; that’s all there is to it. Youcan carry on a conversation using your BOSE or any otherheadset, no need to shout or remove your headset. The AirCellsystem can store regularly called phone numbers and ofcourse receive calls while in the air. This system does require

a special, large antenna,which is mounted on thebottom of the aircraft. Thisantenna is rated up to 250knots. NEXRAD weatherdownloads are availablestarting at an additional$1,995. This

weather can be displayed on PDA’s and somemulti-function displays. While these little PDA’sappear to be cheap and colorful, try operatingthem in choppy skies. It’s very difficult to get thatlittle stick to land where you want it to on the PDAdisplay. In fact I got so frustrated trying to use theoptional PDA that I threw it toward the rear of theaircraft. Couldn’t throw it out the window, the air-craft was pressurized. Yes, the PDA worked fineon the ground but was worthless when gettingbounced around; that’s my opinion anyway. Youare going to see and hear a lot about NEXRADweather in the coming months not only fromAirCell but other vendors too. The AirCell 1000also has an option that when youpress “911” it will ring the phoneof the nearest ATC for emer-gency use. This could be a greatfeature for you guys who are stillusing ARC radios; you’ll needthe “911” feature.

Lets talk about the cost of thesystem. The basic AirCell 1000system with the above low speedantenna lists for $3,495. If there’s

room in thecockpit, instal-lation pricesshouldn’t betoo extremeunless the air-

craft is pressurized. Mountingthat large antenna in a pressur-ized aircraft would require DERengineering drawing that will

jack up the install price quite abit. Take a look at the servicesavailable. The cheapest service

is $29.00/month plus $1.99 perminute. Chances are you’ll only use

this system when needed and not forlong chats nor will you be giving yournumber out to telemarketers. There are

several service contacts available; you’ll need to pick out theone that better suits your needs.

Recently we installed an AirCell 1000 in John Courtney’snew Cessna T206. John works for US Technical Services andis very knowledgeable in electronics and communications sys-tems; in fact, John took the time to explain to me just how thissystem operated. Mr. Courtney is based in the San Diego CA.area and had a business trip scheduled to Charlotte NC usingthe T206. I asked John to let me know how well the AirCellsystem worked while going cross-country. As only John woulddo, he plotted in the user defined GPS database all the celllocations. This way he could figure out the range of a cell siteand get a general idea as to the performance of this system.

(See: Avionics Corner, pg. 6096)NEXRAD Weather Map


Cessna 340 and

Cessna 337 Skymaster. . .Ask the tech...

By Tom Carr340A STCQ. I recently bought a 1979 340A thathad a Terra Corp EPU installed in 1986.There was no documentation included inthe plane, only an installation log entry. Iunderstand that Terra was in Albuquer-que but is now out of business. I’m des-perately trying to find any instructions onthe unit. Do you know where I could findany information on this Emergency PowerUnit? Do you know who would hold the

STC, if there was a STC for it? If youknow of another aircraft owner that hasone, perhaps I could get a copy of themanual. Any leads would be greatly ap-preciated.John Hansen, CPA #44440

A. I ran a search of the STCs, http://av-info.faa.gov/stc/search.aspandfound the following:

STC Number: SA5944SWManufacturer: CESSNAMakeModel: 401TCNumber: A7CE Description Instal-

lation of Terra Corp. EPU 28-24RMemergency power unit and Aviation In-strument Model505-2B attitude gyro.

Status Issued: 7/5/85 ACO SWSTC Holder: Terra Corporation, 3520

Pan American Freeway N.E., Albuquer-que, New Mexico 87107, United States.

Since there is an STC that does notappear to be supported anymore, you canrequest the STC paperwork from the FAAas it could be needed in order to main-tain your airplane in an airworthy con-dition. The FAA web site, http://av-info.faa.gov/stc/default.asp, details howto obtain that information. Since therewas STC approval then you should havemore than just a logbook entry as sometype of FAA approval would have beenrequired to install that unit on a Cessna340. The STC approval is only for theCessna 401 model. By contacting FAAregistration in Oklahoma City http://registry.faa.gov/ or 405-954-3116, youcan request all the data on file under the

N number of your airplane. If the unitwas installed on a 337 form with FAAfield approval, it should be on file. Comenext annual you might have to show yourIA the approval for the installation.

CPA has no information on file on thatpiece of equipment and my suggestion isto post your request on the members fo-rum on the CPA web site and see if an-other CPA member can help you out.

340A TachQ. I have a 1976 Cessna 340A with theRam VI conversion. My right tach some-times does not come up to speed until aftermy run-up. I switched the tach wires at thetach gauge and the problem then showedup on the left needle. So I’m sure that theproblem is the right tach generator.

My question is do you know if I canhave it cleaned or overhauled? Ram willsell me an exchange for $400. But if Idon’t need to spend that I’d rather not.Bob Camacho, CPA# 42571

A. If the tach is still jumpy after switch-ing the connectors on the instrument thentry switching the generators before youbuy a replacement. I would also checkthe cannon plug connector at the tachgenerator. The connector pins may beloose and not making good contact or thesoldered connections may be loose ordirty. I have seen the connectors fill withoil and spirits and short out internally. Ihave found it more efficient labor wise to

Avionics Corner(Continued from pg. 6095)

John reported that during the trip toCharlotte the system worked excellentonce outside of southern California andparts of Arizona. After the Phoenix, Ari-zona area, the system worked all thetime. John also mentioned that at timeshe could transmit and receive off of acell site 100-120 miles away. John knewthat southern California and a few areasin Arizona were dead spots prior to pur-chasing the AirCell 1000. Once Mr.

Courtney tried using his modem/laptopvia the AirCell and found it was so slowthat it would have been faster to land theaircraft and use a regular phone. In all,John was pleased with the overhaul per-formance of the AirCell 1000. Whilethis product and service may not be thecat’s meow for every general aviationpiston aircraft; it does fill the void forpilots that “must” have contact with theoffice at all times.


replace the entire cannon plug ratherthan repairing an individual pin in theplug.

337 Brake CylinderQ. Our C-337 needs a couple of brakemaster cylinder bodies. One of the P/Ns(either right or left) is 0541184-1. Cessnatells us these are made to order with sup-ply time of several months. Do you knowof any alternate sources?Orin Koukol, CPA 34719

A. Get with Preferred Air Parts inKidron, Ohio, 800/433-0814 or: http://www.preferredairparts.com/.

337 Gear SolenoidQ. When I was in TV repair we usedto have a “Tough Dog” column in oneof the tech magazines for those hard tosolve problems. I have one of those ona 337.

The gear indicator circuit breaker (5amps) wants to pop after a few minutesof Master switch on. Put an amp meter inthe circuit and found 8 amps when poweris first applied with it slowly decreasingdown to 4 amps after 3 to 5 minutes. Thiswas tried with two different amp meterswith the same results.

There are three things in this circuit:two gear lights, a wire to the warninghorn system, and the door control sole-noid. I removed the wire going to thewarning horn. When the gear handle is

raised to the up position (just enough toactivate the micro switch that controls thesolenoid) the current drops to the .5 ampsthe gear light is pulling.

Once the current drops to the steadystate 4 amps, turning power off for aminute and back on again results in the4-amp reading. Let it set for 30 minutesand we are back to the 8 amps with theslow decay.

A new solenoid is $4600! Have youever seen such a thing?Rich Nadig, CPA #42414

A. The door close solenoid is energizedto the door close position so the currentdraw drop you are seeing with the gearselector switch moving to the up posi-tion would be normal. The high currentdraw of the solenoid would lead me tosuspect it as the problem. In the servicemanual in the electrical schematic sec-tion, under the continuous load drawlisting, I thought the gear solenoid drawis shown as 2.3 amps, I do not have ac-cess to a manual now as I am away fromthe CPA office, so that would confirmthe problem. There are two styles of so-lenoids and the one you want has threescrews on the piston access plate. Theold style had a rolled metal edge sealand that style was prone to overheatingand shorting out locking up the gear.This is the same part used on all the210s so some good used solenoids areavailable from salvage yards.

Dear Tom,Thanks for the reply. We got it fixed,

however, FYI here is the story.The current draw continued with its

slowly decreasing current trick eventhough it worked properly. We located anew solenoid in Hawaii for $600. Boywhat a job to replace it. The guy we gotthe used one from said the best way toget the hydraulic pack out was to get ayoung kid to do it. He was right. Any-way, this one had the type solenoid thatscrews in. It works fine and pulls about2.5 amps.Rich

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Is There Life In A 400 Series Autopilot?Dear CPA...

I have a 1966 T210F (N6712R) with the original 400 autopilot. My question isthat this autopilot does not perform well in IFR conditions as the altitude hold hasno auto trim and does a bad job-holding altitude. Can I replace it with a later 400Bautopilot with altitude hold? Also it tracks 10 degrees off on the bug, which I amsure is fixable but the Omni tracking is terrible. What I really need is good altitudehold and trim adj. Is this possible?Michael Nolan, CPA #46225Dear Mr. Nolan:

The 400B is not certificated for your aircraft thus you can’t install one. There’svery little in common between the 400 and 400B. In my opinion, your 35-year-old400 didn’t work properly the day it left the factory and unlike wine, autopilotsdon’t get better with age.

Personally I wouldn’t spend a cent on it; I’d recommend saving up and install-ing a S-Tec system 30 or sorts.

The S-Tec has proven to be an excellent system and adds a lot of value to theaircraft. If you feel that you want to try and breathe some life into the old 400, giveAutopilot Central a call at 918-836-6418, they may be able to help.Tom Rogers, Avionics West, Inc.


Cessna 172

Ask the tech...By Tom Carr

172 Prop CruiseQ. For years I had a 1953 170B, andthe type club always talked about a“California” prop to maximize cruisespeeds. I think it had about 2" morepitch than the standard prop. Does sucha prop exist for a C172F (O-300D), and,if so, what is the approval data forfitment? I am looking forward to an as-sociation with CPA.Carl Shropshire, CPA #45815

A. The approved propellers for yourmodel 172 are listed in the Aircraft TypeCertificate Data Sheets, which can beseen at http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/

rgMakeModel.n_sf/MainFrame. OpenFrame Set. The certification number forthe 172 is 3A12, put that number intothe search box.

There are RPM limits the engine hasto turn up in order to be considered air-worthy. The pitch of the prop can bechanged and as long as the engine willstill turn the RPM listed, it is a legal in-stallation and most of the time about 2inches pitch change is max you wouldmake. You have to remember that whenyou increase the prop pitch to make itmore efficient in cruise, there is a de-crease in aircraft performance at takeoff and climb. If there are tall trees atthe end of a short runway it won’t mat-

ter how much faster the airplane is witha cruise pitch prop when you end upstuck in the tops of those trees.

172 Cessna ManualQ. Does Cessna have a Flat Ratemanual for a 172? I would like to findout how long is required to do an annualon my 1956 C-172 without any repairsbeing done. I know there are many vari-ables to consider but I would like arough estimate if possible.

Thank you for your time.Bill Murra, CPA # 38262

A. In the Cessna Removal and Installa-tion Labor Allowance Manual partnumber D5557-2-13, the 100 hour in-spection time for a 172 is shown as 14hours. Since an annual and 100-hourare the same inspection the time is thesame. You should expect to pay 14-15man-hours, times the shop rate, for anannual inspection.

The annual inspection is just that, aninspection and you should ask what isbeing done in those 14-15 hours as faras routine maintenance.

Are the spark plugs being cleanedand gapped, the wheel bearings beingcleaned and repacked, oil changed,lubing of the control surface pivots,chains and pulleys, and the battery ser-viced are just a few of the questions youneed answered.

Many shops do those items andmore as part of the annual but it is notmandatory. In section 2 of the servicemanual, the lubrication schedule iscalled out and what items are to beserviced are detailed. The best time todo those items is at the annual whenthe aircraft is all opened up, butagain, they are not part of the annualinspection. On the CPA web site isTech Note #009 Items Most Over-looked During Annual Inspectionhttp://www.cessna.org/members/tech/technotes/009tech.pdf.

Not all of those items listed apply toyour 172 but it gives you some idea ofwhat gets looked at or sometimes notduring an annual inspection.

172 Engine QuestQ. Gerry Doutt here in Kalamazoo. Ihave been looking into a Cessna 172with 6140 TT on airframe and 1225 onthe engine on its third run. The compres-


(See: 172s, pg. 6100)

sion check revealed 76-68-66-74. If Ibought this aircraft, how long on aver-age would this engine last? Or would itneed to just be replaced.Gerald G. Doutt, CPA #44336

A. That is a tough question to answerbased on the limited information youprovided. On the CPA web site is TechNote #008, Six Tools That Tell EngineHealth http://www.cessna.org/mem-bers/tech/technotes/008tech.pdf.

That Tech Note details how to startgetting an overall picture of the engineto help you make your decision to con-tinue on operating it or not. Compres-sion readings are one of the tools usedand you have to understand when talk-ing about an engine needing overhaul,compression readings are a minor item.Cylinders can be removed, reworked orreplaced and reinstalled at any point inthe engine life. If the bottom end bear-ings are worn out and the cam lobesand cam followers spalled, would it re-ally matter what the compressionsreading are?

The O-320 Lycomings are a prettygood engine and if the last overhaulwas done correctly you should stillhave a lot of life left in your engine.From your numbers, if the last overhaulwas done at 4915 total hours, I am as-suming the engine total time is also6140 hours, then the recommendedTBO time of 2000 hours was exceededon the first two engine overhauls byabout 500 hours each time.

What you need to do is start gettingsome detailed information on what ishappening inside the engine. Oil filterinspection and oil analysis as men-tioned in the tech note is the normalroute so plan on doing a couple of shortoil change intervals, 15-20 hours. If ev-erything looks good with those, extendthe next one out to 25-30 hours. A com-pression check at each oil changewould let you know what shape the cyl-inders are in and helps complete theoverall engine health picture. Now youcan make a more informed decision tokeep running the engine or not.

172 LycomingOil Pump AD 96-09-10Q. I own a Cessna 172-K, a Skyhawk,with the O-320-E2D Lycoming engine.I am preparing to respond to the AD 96-

09-10 by doing as much of the disas-sembly, rework and assembly as I can.I’ve looked the engine over and it ap-pears to me that the process will requirethat the airbox, carburetor, the intakepipes and oil sump be removed in orderto properly deal with the removal of theaccessory housing. This appears to bethe case because the lower portion ofaccessory housing and the rear edge ofthe oil sump share a common gasketarea. Am I correct in this assumption oris there a way to avoid this much disas-sembly and proceed in a more directmanner?

I am aware that the oil pump case(housing?) is a single-piece unit on myengine, having clarified this with theperson who did the MOH. For the disas-sembly approach required, what is thecomplete gasket set required for assem-bly, including all items mounted on theaccessory housing? I am tentativelyplanning to purchase the gears and shaft

kit from Aircraft Support International,Inc of Marshfield, MO, and theirPMA’d Aerolube kit. Are there othersuppliers you can recommend? Gil Newcomb, CPA # 19457

A. The procedure you have described ispretty much how it will have to be done.I would leave the carb and airbox onthe sump and remove it as one unit. Ihave found removing the vacuum pumpfrom the accessory housing makes as-sembly of the housing back on the casesomewhat easier.

If we go back to 1975 there was Ly-coming Service Bulletin No. 385C thatdetailed the replacement of oil pumpgears, sound familiar, and called out agasket kit LW-14129. This kit is nolonger available. The parts you willneed to do your engine are, two mag-neto gaskets, 62224, $1.10, if you have


172s(Continued from pg. 6055)

1200 series magnetos use LW-12681,$1.10; accessory housing gasket,73818, $4.10; oil sump gasket, LW-13353, $4.00; 4 intake gaskets, 71973,$.80; you may also need to replace de-pending on condition, the exhaust gas-kets, vacuum pump gasket, 8313, $.75and the intake hoses, 69603, $4.50. Theprices shown are list price from Cessnaso you can compare when you shoparound for the parts.

The oil pump impeller kit from Ly-coming is part number 05K19423-Swith a list price of $416.95 so if Air Sup-port can beat that price, and I am surethey can, that is where you should getpump gears.

172 XP CHT GaugeQ. We have a Cessna 172 XP, modelR172K, serial number R1723000. Theproblem we’re having is that the factoryCHT gauge reads almost full scale anytime it’s under power, the gauge indi-cates around 460F, with the cowl flaps

open. I’m relatively sure that that’s anincorrect reading, as the engine appearsto be operating normally. Is there anyway of repairing or calibrating that sys-tem, short of Cessna’s Service Bulletinthat recommends replacing the entiregauge, wiring, probes, etc. for both CHTand Oil Temp? Also, is that a requiredinstrument... could be placard it inopand replace it with, say, and Alcor gaugeor an engine analyzer?

We also have an Alcor EGT after-market gauge installed on the sameplane, that never comes up from justbarely above zero. We just replaced theprobe during a top overhaul and it didn’tmake any difference. Got any ideas?Julie Hartlaub, CPA #32412

A. The cylinder head temperaturegauge is a FAA required instrument andmust be in the panel and working foryour airplane to be airworthy. Any air-plane with cowl flaps has to have a cyl-inder head temperature gauge, whichwill have a red line limitations markingshowing a temperature not to exceed.Many CPA members have used Instru-

ment Rebuild, 360/683- 6245 to cali-brate the older Stewart Warner CHTgauge and probe combinations insteadof installing the new Rochester replace-ment units.

Give them a call and talk to PaulMalkasian. The only replacement that isapproved to do away with the originalCessna CHT I am aware of is from Elec-tronics International, <http://www.buy-ei.com/>. It will not fit in the same loca-tion as the Cessna unit so panel spacehas to be available.

As for the Alcor EGT reading low,that system uses the probe as currentproducing unit so make sure all the wir-ing and connections are in good shapewith no high resistance connections. Abad connection will mean less current isavailable for the meter indication.Many of the Alcor gauges have a ad-justment on the back to calibrate the in-dication. Since this is just a referenceinstrument in your installation, the ex-act temperature calibration is not criti-cal. With the probe heated cherry redset the needle indication to the asteriskmark on the instrument face plate. If theadjustment has no affect, then the gaugeunit may need repair.

172D Wheel AlignmentQ. The left main tire (6x6 - 6 ply) on our’63 172D has always worn a lot fasteron the inner half of the tread than theouter half. The right side tire wearsfairly evenly and at a lesser rate than theinner half of the left tire. We have heardthat this is common on Cessna’s andhave always dealt with it by swappingtires after a period of time. Is this trulycommon on Cessna’s? I also noticed inthe CPA Tech Notes that there was aprocedure for aligning 182 main gear(Tech Note 022).

Is there a similar procedure forchecking the alignment of 172 gear?

If not, what can I do to minimize thetire wear?David Henson, CPA #38845

A. The common wear pattern for thesingle engine Cessna models is to wearthe outside edge of the main tires andthe normal practice of reversing the tireon the wheel allows you to get full use ofthe tire. If you were wearing away theinside edge of both tires, the alignmentmay be correct but not for the way you


(See: 172s, pg. 6102)

have the airplane loaded. The book pro-cedure sets up the alignment for grossweight conditions. If you are wearingaway the inside edge of only one tirethen there is a wheel alignment or gearstrut attachment problem that needs tobe addressed.

Tech Note No. 022 gives the basicalignment procedure, which is the samefor your 172 as compared to the 182.The service manual calls out the shimsrequired and correct degrees. The 182and 172 have different limits. I couldfax you two pages from the servicemanual that cover your 172 if you donot have access to the manual. TechNote #031 details how to obtain manu-als and I would recommend picking oneup if you are doing maintenance onyour plane.

172M AD List Part OfAircraft RecordsQ. I own a 1974 Cessna 172M SerialNo. 17263031 Registration No.N13890. I purchased 89R0 in October1999. I had a pre-purchase inspectionby an independent maintenance shop,which gave me a clean bill of health.

In June of 2000, I had an annual in-spection done with no discrepancies.

My plane is currently in the shop forits annual. The A&E wants a list of thecurrent ADs to go over. This AD list wassupposed to be in the folder with all thelogs, etc. when I purchased the airplane.I called the shop (pre-purchase) and hadno luck. They claim they never saw a so-called list of ADs. I called the mechanicthat did the annual for me, and he claimshe never saw a list of ADs. Do I have aproblem? If so, can you steer me in theright direction?Carl G. Vik, CPA #40196

A. You have a problem, but it is one thatcan be worked out. What the A&E is af-ter, you should have, as it makes his jobeasier to verify compliance with any ap-plicable ADs, which is required on hispart of the annual inspection. Without alist he will have to do additional AD re-search, which means you will end uppaying additional labor for him to com-plete that research.

If you look at FAR91.419, it says thatwhen an aircraft is sold the seller willtransfer the records called out inFAR91.417(a)(2) to the new owner. Un-

der FAR91.417(a)(2) part (v) it states,“The current status of applicable air-worthiness directives (AD) including,for each, the method of compliance, theAD number, and revision date. If the ADinvolves recurring action, the time anddate when the next action is required.”Many sellers are not aware of this partof the FAR and their actual responsibil-ity. This is a part 91 regulation, opera-tions, so this is an owner/operator func-tion, not a mechanic function, whodeals with part 43, maintenance, of theFARs.

An AD compliance entry in the main-tenance records would suffice for thecurrent status as long as all the itemscalled for are entered. It does not haveto be on a separate sheet of paper. Mostmechanics do not include revision dateswhen they make an AD maintenance en-try, as it is not required by FAR 43.9,which details what the maintenance hasto contain.

Going through the logs page bypage, is now required to see if all the


172s(Continued from pg. 6101)

ADs have been complied with. This can be labor inten-sive depending on how many ADs apply and that iswhy the list is the preferred method. Lose a logbookand AD research can be expensive.

The shop that did the purchase inspection should haveadvised you about the no list condition, I would questionhow they checked to see all the ADs were complied with.For your 172, I would think a new list could be created in2-3 hours labor as long as no unknowns crop up, the oilpump gear replacement, for example. Make sure who-ever creates the list puts in the revision dates so you canpass that information on when you decide to sell the air-plane.

172 Landing Gear ADQ. Do you have any new comments on the recent Cessna 172RGlanding gear AD? My mechanic is reluctant to start the job, he saidthat sometimes these things are amended. Also, according to him,he called Cessna in May and they did not seem to know muchabout it or about the parts required. He has encouraged me to waituntil my 100 hours are up. What are you hearing from owners whohave completed the job?Bert Greenwalt, CPA #36926

A. CPA has heard no intentions from the FAA on amending AD2001-06-06. In spite of all the comments received that an AD wasnot really required on this issue, they were quite adamant that itwas, and it was released. There are no pivot assemblies availablefrom Cessna right now and another CPA member was told hewould not get his till January, as that is where he was on the dis-tributor list. CPA checked with Cessna and was told the produc-tion dates had been revised and pivots should be in stock by theend of August. The SK172-151 kit is not available, zero in stock atCessna, and lists for $199. The kit contains 4 bushings, 2 of eachsize, 1 for each side for the different part number pivots, you usewhat you need and have a couple of fairly expensive parts leftover.

The bushings can be bought individually. The 2490002-1 bush-ing, with a .750 inch ID for the early style pivots lists for $58.30and bushing 2490002-2, with a .850 inch ID for the later stylepivots lists for $120. The kit price is a good deal if you need thelarge diameter bushings and not such a good deal if you need thesmaller diameter ones. If you measured the pivot ends with a ver-nier caliper before disassembly, you would know what bushings toorder.

This parts-order theory is based on the pivots not beingcracked and being reused, which is the report CPA has been get-ting from most 172RG members that have complied with the AD.New replacement pivots will require the larger diameter bushingsand I think Cessna figured more pivots would be replaced and thatis why the kit price was structured that way. If you are not havingthe spongy brake condition, which would indicate a possiblecracked pivot, then I would try to hold off till parts were morereadily available. There are a lot of 172RGs being used on flightlines that are by now getting close to the 100 hour time limit, sothose are the planes that have pulled the spare parts out of thesupply system.

172 Gust LockQ. Now that I am club maintenance officer and go out to check theplanes during storms, I’m quite impressed by how violently therudder slams around on our 172. The 182 doesn’t seem to slam asalarmingly due, I guess, to different rudder rigging.

What is CPA’s take on the two boards with a bolt through thehinge opening I see on many 172’s? Is there a preferred way to doit on 182’s with the smaller hinge openings?

The club is quite concerned that someone will forget the gustlock. I think having a rudder cable or other part fail from thefatigue of the constant movement is also an issue. The lattercould happen to anyone but the former only to someone whodidn’t do a preflight or notice that they could only steer with thetoe brakes.Roger Long, CPA #40335


A. The two long furring strips secured ateach end around the vertical fin and rudderwith a big red REMOVE BEFORE FLIGHTstreamer is an effective way of stopping thewind damage that can happen to the 172 rud-der and tail. The 182 steering system bungeeacts as a damper for the rudder so that is whyyou see less movement as compared to the172. They too can be damaged if the wind isstrong enough.

I have seen 172s taxiing to the run-up areawith the boards still on, the tail and that bigred streamer flapping in the breeze, so yourconcerns are justified. Sporty’s,www.sportys.com sells a gust lock that con-nects to the rudder pedals and control yokethat is quite effective in controlling the rud-der oscillations during windy days. It issimple to install and remove and would bepretty hard to miss not removing it before try-ing to taxi the airplane. If the 182 stays out-side, then I would get one for it also.

172E Fuel CapacityQ. I have a 1964 Cessna 172E and I wouldlike to know how much fuel remains in thetanks when the fuel level is at the internaltabs.

I would also like to know if anyone has hadany experience with the flap gap seals fromKnots2U for this aircraft. I would like toknow if the climb and speed improvement isas advertised.Brad Bieganski, CPA #42376

A. I am not sure what you are calling the“tabs”. If you are calling the bottom of thefiller neck the tabs, then I cannot give you aspecific gallon number.

The filler neck is threaded into the tankflange and there is not a definite distance thefiller neck was threaded in. When it got tightand the cap alignment was streamlined, youstopped. If there was a fuel capacity indica-tor, then that information would be called outin the owner manual in the fuel system de-scription. The 172P models for example,equipped with the wet wing integral fueltanks, have listed in their POHs a placardthat gives the amount of fuel when filled tothe bottom of the filler collar. Sporty’s,<www.sportys.com>, sells a calibrated fuelstick for your model 172, that should give youthe information you are after.

CPA has not received any member feed-back yet on the Knots2U flap gap kit. Youcould post that question on the member’s fo-rum on the CPA web site and see what repliesyou get. What CPA members have reported on

the Horton kit was a 10-15% in-crease in takeoff and climb perfor-mance and “some” on the top end, 1-3 MPH. I would think the sameclaims would be true for the Knots2Ukit, as the principles are the same.

The Knots kit is designed so thatthe gap blocking plate can be re-moved at inspection time whereas theHorton kit has the plate riveted inplace.

The attached plate does createsome problems come maintenancetime but they are nothing that cannotbe worked around. You may see some

additional labor time if some work isrequired in the flap wells. I have in-stalled several of the Horton kits andmany of the owners wanted them forthe low speed advantage as they feltif they had to make an off airportlanding the slower the airplanecould be safely flown to the crash,the better their chances for survival.They figured anything gotten on thetop was nice to have but not the mainreason for the installation.


Julie Hartlaub, Manitowoc, WI •CPA #3•1964 Cessna 210D •N3738YMay Cover Story

I purchased N3738Y, a 1964 210D, along with a partnerback in December of 1997 from an emergency room doc-tor, who had already put lots of “goodies” in the panel, so

that was quite satis-factory. The onlything I wanted tochange was the paintscheme and color.The condition of thepaint was not bad, sonew paint would waitfor awhile.

In 1999 I boughtout my partnersshare, he purchased a

twin, and didn’t have a need for a single any more. Being thesole owner, I decided to start thinking seriously about newpaint and some interior work.

In July of 2000,we embarked on anadventure fromWisconsin to An-chorage, AK. Theplane performedgreat, and we sawmany beautiful sitesalong the way. Myfavorite airportalong the way was Watson Lake. Coming over some lowpeaks, and seeing the runway ahead like an island was awe-some!

We also like to take the plane to Albuquerque, NM to visita sister. We try to get there every year during the balloon fi-esta. It is quite a site to see so many non “fixed wing” aircraftin the air at once. I was even lucky enough to get a balloonride during fiesta. Being up among all the balloons is quiteremarkable.

I made arrangements to have the aircraft painted in thewinter of 2000. It was also to get a new windshield, a newglareshield with fluorescent lamps added. New headliner anddoor panels. We decided on white, with some vinyl striping inshades of teal in the scheme of the new 206 models. The vinylwas added after the plane was back in our hangar. We werealso having an annual completed during this down time. Afteralmost 4 months without the plane is was complete in lateFebruary 2001. I flew it back home with only white paint, anda small vinyl ‘N” number that we had rubbed on before wetook off. The final striping was added a few days later.

Don’t Let This Happen To You!It happened on the way back to Wisconsin, from Washing-

ton D.C., on March 1, 2001. I had planned to stop at KVTA,Newark, OH, for fuel and a short break.

I was about 20 miles out of KVTA. I decreased power, andfound that afterthat, the planeonly wanted to de-scend. There wasno gaining alti-tude. As we gotcloser to the run-way, I decreasedpower in anticipa-tion of loweringthe gear, addingflaps and landing.I found that I wasgoing to descendright into treetopson final. I addedpower, and missedthem, but then itwas time to land. I


32412 was going much faster than I would have liked, but there was nogoing around. I impacted the end of the runway quite hard,porpoised back into the air. I tried adding power to make the next

impact less. We hit therunway once again,bounced up, and hit thegrass between the run-way and taxiway. At thispoint the nose wheelbroke off and we skid-ded down the taxiway toa stop.

Both my passengerand I were unhurt. We

believe, thanks to the Hooker Harnesses that were installed in theaircraft. We got out of the aircraft to see what damage there was.The prop had hit the pavement and looked like “steerhorns” fromout west. The nose wheel was missing, gear channel was buckled,and the firewall was damaged. A very hard thing to look at, espe-cially when 2 weeksprior to the accident,the plane came backfrom getting new paint,and interior work.

Upon walkingaround the aircraft, wenoticed that the eleva-tor had no motion up-ward. It would go onlyas far as straight andlevel. It turned out thatthere was fatigue in two of the shock mounts, they broke, thepanel was able to shift, and my H.S.I. fell into the path of theyoke tube, blocking upward elevation motion. You can readabout it in the NTSB report dated March 1, 2001.

This story does have a happy ending however, nine monthslater, I have the aircraft back from the repair shop, and the avi-onics shop. I have about 25 hours on the airframe. So far so

good. I had MyersAviation in Oshkosh,Wisconsin do the in-surance repairs. Verynice work. I am writingthis so others can avoidthis happening to theirairplane. Every once inawhile, a preflight ofthe shock mountsshould be done. Thisjust may save your life,

or at the very least, keep you from being without your plane forseveral months.

Cover photo taken by Curt Drumm from Jerry Aiswhede’sCessna 172 Hawk XP 736MV.

It was taken in Northern Wisconsin, Pelican Lake is in thebackground.

P.S.: This is the aircraft that is featured in your “From the Han-gar” feature in February 2002 CPA Magazine on page 5972


By Bob Gillman, CPA #41841

In April 2000, my father and I de-cided to purchase a Cessna 172. Weboth thought the 172 offered the per-

fect combination of simplistic reliabilityand relatively low maintenance cost. Sowe went shopping.

We settled on a 1977 Hawk XP andquickly began a 2-year “project” of re-furbishing and getting to know ourplane.

We attended the 172 Systems andProcedures course offered by Cessna Pi-lots Association in Cincinnati in late2001. This course proved to be excel-lent and confirmed that we were doingmany things right. However, we still hadareas of understanding that needed “tun-ing”.

CPA Members Make ‘Real’ Cross Country Trip

Georgia To California and Back In a R172K

During that course we became evenmore interested in the finer points of rig-ging and discussed taking N736MF toCalifornia for a CPA rigging appoint-ment.

My father earned his Instrumentticket in 08-2001 and we began plan-ning “The Trip” for the first week inApril 02. I received my instrumentticket on 03-27-02 and planned to bewheels up on April 6th.

I left Columbus, GA Friday eveningand flew to Bessemer Alabama to pickup my father. After a good night’s sleep,we headed to Shreveport, LA.

In Shreveport, LA, we met a coupleof jet jockeys flying a Lear for the USAir Force. Their “training” flight con-sisted of flying south and returning with2 fifty-gallon coolers of crawfish. Wewaited a few hours for the red and yel-low to clear the radar screens, thenheaded west. After 2.5 hours of solidbumpy IMC, we were cleared for the“Back Course” approach into AbileneTX.

In Abilene, TX, ATC cleared us forthe approach and we also heard ATCtalking with two other aircraft. A Barronwas number 1; our 172 was clearednumber 2, and a King Air was number 3.As a new IMC pilot, I was flying the ap-

Bob Gillman, Senior (left) and Bob Gillman Jr. standing next to their 172 Hawk XP beforedeparting Georgia for their cross country excursion to California.


proach as taught, slow and steady – wellas steady as I could. It was not long untilapproach realized they had an issue witha King Air following a 90 kt 172 with aGS of 75-80 kts. We were cleared for aback-course side step approach and Iwas listening to the King Air pilot say-ing “!@#$%^” about how long it wastaking to get in.

Once on the ground, we met Dudleyand Cathrine from Anniston, AL. Istruck up a conversation and we laterconnected at the local hotel and had sev-eral adult beverages together, what nicefolks. Anniston, Alabama is only 36miles from Gadsden, my childhoodhometown.

I waited on the tarmac to meet theKing Air pilot and let him know that “Iwas sorry I was going so slow – but thatmy 172 could only do so much”. He letme know that he had been flying thatsame King Air for 23 years and I was notthe one who had caused the problem –but ATC.

I thought the same thing, but beingnew to the IFR “system” I was only go-ing to say “please and thank you” until Iget more wet bumpy time under my belt.

We spent the night at the Whitten Inn.“Sleep like a kitten – sleep withWhitten” is on the marquee. Two freedrinks and two complementary break-fasts were included in the price of theroom – all for $54.00.

The sky was threatening to “spit ice”that evening and we were so pleased tolearn that the folks at the FBO hadplaced our plane, and others, into hang-ers for the evening to keep the hail frompounding our plane. Next stop, Mid-land, TX.

In Midland, TX, we enjoyed one ofthe best “hand made” hamburgers ever.The guy cooking them for us offered tofix anything we wanted – very nice. Wealso met Mike who was building time inan Aztec. He too was headed to Califor-nia from Florida. By the way, we didpick up some frozen water @ 12,000 onthis particular leg and was cleared downto 11,000 where the ice quickly wentaway. Next stop, El Paso TX.

In El Paso, TX, we enjoyed landingin winds 210/22G37 on runway 26R,which is a 75-foot wide runway. Andonce in the FBO – Cutter Aviation, whodo you think we saw – Mike from Mid-land. We decided to go on to Tucson and

Mike decided to wait for less windyconditions. If our 172 had been a taildragger I think we would have groundlooped it by simply untying the plane.

In Tucson, AZ, one of the mostbreathtaking sunsets I have ever seenwas splashed across the sky as wetouched down. We stayed at the Clarionhotel and while this is a nice hotel, I wassurprised to find no weather channel onthe television.

The folks at Tucson Jet Center / FBOare friendly. Be mindful however, thateven though the FBO answers the phone24/7 – there is no one physically therelate at night. If you need assistance afterhours, plan on travel time for the folksto get to the FBO from their home. Nextstop, Blithe Ca.

In Blithe, CA, not really sure what isin the water in Blithe, California, butsomething was causing the folks at thelocal FBO to be having a “bad day”. Itried everything known to man from“how’s it going” to “sure is pretty herein Blithe” to get a smile out of the folks– no luck. Oh well, must have beensomething I said. Next stop, SantaMaria, CA.

In Santa Maria, CA, as we ap-proached Los Angeles we were handedover to “So-Cal” approach and we be-gan to hear the most pleasant femaleATC voice directing traffic with therhythm of a well oiled machine. Hownice I thought to hear someone at easeand secure in her work. I could hardlywait to “check-in”. Then came the break

I was waiting for and I jumped right in,“N736MP checking in - level 8,000”.She came back with not only the ac-knowledgment, but also a list of vectorinstructions that resembled a silique thatHamlet would have been proud to mas-ter.

Not missing a beat I quickly re-sponded by saying, “ma’am, you aregonna have to speak just a wee bitslower because I am from the South, andI have to write some of this stuff down”.

The next sound I heard was confir-mation that I had been successful bring-ing joy to others because the laughterwas flowing through all of the headsetsin southern California. I think she ap-preciated the comic relief. I know I en-joyed hearing her laugh.

By the way, look for the windmills(wind generators) between Palm Springsand Riverside – what a sight. Some ofthe blades are as large as small houses.

In no time we were cleared for theback-course approach into Santa Mariawhere we landed, got out of our 172,and began to acquaint ourselves with thefolks at CPA.

Once on the ground in Santa Maria,we quickly found all of the CPA folkshard at work doing what they do best.Our rigging appointment was withAdam who quickly helped us gatherwhat we needed to change the oil. I hadplanned an oil change and since the en-gine was warm, why not now.

(See: Journal, pg. 6120)


Tech Topics is a monthly column written by Mike Busch of CPA’s technical staff.Mike is a regular contributor to CPA Magazine, as well as editor-in-chief of AVweb, the Internet’s avia-tion magazine and news service (http://www.avweb.com). A 6000-hour pilot, instrument and multiengineflight instructor, and A&P mechanic, Mike owns, flies and maintains a pristine 1979 Cessna T310R..

By Mike Busch <[email protected]>

Jug Economics 101It’s annual time, and your IA finds a soft cylinder ... or maybe two. Decision time!Should you replace the bad jug(s) with a new or reconditioned? Top overhaul?Major overhaul? Before you do anything else, do the math.

TECH TOPICS

I just wrapped up another annual on my Cessna T310R.Geez, it sure didn’t seem like a year since the last one! Thisyear’s annual was my first since I earned my A&P ticket,

and although I’ve been doing pretty much 100% of the main-tenance on the airplane for more than a decade now, this timeI was “on my own” to a far greater degree than ever before.

This year’s annual didn’t turn up all that much wrong—andafter last year’s “annual from hell” I figured I deserved abreak. Actually, the inspection turned up only one item of sig-nificant bad news, and that turned up on the very first day ofthe inspection when I did a brief pre-maintenance flight towarm up the engines, pulled the airplane into the hangar, re-

moved the top cowls and top spark plugs, and did a hot com-pression check.

Despite the fact that the TSIO-520-BB engines were at1402 SMOH—two hours past TCM’s published TBO of 1400hours—almost all of the cylinders still measured in the mid-70s. Not too shabby.

But the #4 cylinder on the right engine was clearly in deepkimshee. The compression tester read 52/80, and from theroar I heard when I put my ear to the tailpipe, it didn’t takerocket science (or a borescope) to figure out that I had a friedexhaust valve. No question that jug was coming off.

So now what?Some folks might say that with an engine at

“manufacturer’s recommended TBO” and a dead cylinder, thetime had obviously come to do a major overhaul or exchangeit for a factory rebuilt. Sorry, I don’t think so. The way I lookat it, the engines are running great, not making metal in thefilters or oil analysis, not leaking, not burning oil, and 11 outof 12 jugs are just fine, thank you. With any luck at all, theseengines have a few hundred more hours left in them—and atthe 120 hours/year I average, that’s a couple more years offlying. Knock on wood.

No, my plan would definitely be to replace the soft jug andkeep on trucking. But replace it with what?

Given the high time on the engines, I had no illusions thatthis cylinder would still measure up within service limits andbe able to be re-valved and reinstalled. I had to assume thatthe jug was basically trash and couldn’t reasonably be recon-ditioned.

At the same time, it didn’t seem to make sense to pony up$1,200 or so for a new cylinder assembly from TCM, Superioror ECI. After all, I’m not so optimistic that I expect to getanother 1,000 hours out of these engines. All I really neededwas a jug that would take me for another few hundred hours—500 hours tops—until major overhaul time.

So I phoned up Ken Tunnell at Lycon Aircraft Engines(www.lycon.com)—a top-notch engine shop in Visalia, Ca-lif.—and asked him if he could fix me up with a decent ser-viceable jug that would take me to overhaul time. He said hewas sure he could. I shipped him my soft jug (which he con-


(See: Tech Topics, pg. 6110)

firmed was “beyond economic repair”just as I suspected), and he shipped meback a “continued-time” cylinder as-sembly with about 500 hours on it. Thecost was about $650, just over half ofwhat a new cylinder assembly wouldhave cost. No guarantees, of course, butI think it’s a pretty good bet that this jugwill last me until overhaul time. At leastthat’s the theory.

Pushing TBOIf you’ve been reading my articles

for awhile, or if you’ve attended one ofCPA’s Systems & Procedures Courses,you know that we at CPA are strong be-lievers in overhauling “on condition”rather than at some arbitrary number ofhours. The engine—not the tach or

Hobbs—will tell you when the time hascome to overhaul. So long as the engineisn’t making metal, isn’t leaking, isn’tburning excessive oil, and isn’t exhibit-ing any other disturbing symptoms oralarming trends, there’s no reason not tokeep on flying.

Published TBO should be thought ofas an actuarial statistic, much like hu-man life expectancy figures. Some en-gines won’t make it to published TBO.Some will happily go for hundreds ofhours past it (unless arbitrarilyeuthanized). It’s clearly a bad idea topush an engine that’s obviously tired orsick, but it’s a waste of money to retireone that’s elderly but still spry.

Cylinders are expendable. They bolton and they’re relatively inexpensiveand easy to change. (We’ll quantify thatshortly.) If the “bottom end” of the en-gine—case, crank, cam, main bearings,and gears—are in good shape, there’sreally no reason to consider a majoroverhaul.

Ah, but how do you know if the bot-tom end is in good shape? Most of thetime, you have to rely on indirect indica-tors—oil filter inspection and spectro-graphic oil analysis being the most im-portant.

But if you’re unlucky enough to haveto yank a jug (as I just did), you wind upwith a big hole in the side of your en-gine. That gives you a unique opportu-nity to peer inside and inspect what’s in-side the crankcase—at least the stuffvisible through the hole—and get an-other data point on the condition of yourbottom end.

When I yanked the #4 cylinder offthe right engine at this year’s annual, Iconducted a careful inspection of thecam lobes, tappets, and everything else Icould see and feel. There was no sign ofcam or lifter spalling, no visible corro-sion, and nothing else that would put upa red flag. Combined with the clean oilfilters and good oil analysis reports, Icame away reassured that my right en-

gine was not likely to give up the ghostany time soon, despite the 1402 SMOHon the hourmeter.

Doing the mathThe list price of a factory rebuilt

TSIO-520-BB engine for my airplane isabout $29,000—and the “street price”from a discount distributor like VanBortel’s Air Power, Inc.(www.factoryengines.com) is about$25,000. Add a few thousand bucks forhoses, engine mounts, and other stuffthat is normally replaced at overhauland you come up with about $28,000. Ifthe engine makes published TBO of1,400 hours, the “depletion allowance”comes to about $20 an hour.

Actually, that figure is too low. Theinfamous Airworthiness Directive2000-01-16 basically requires turbo-charged twin Cessnas to get a new oroverhauled exhaust system at each en-gine overhaul, which adds a good$5,000 per engine, bringing the allow-ance up to around $24 an hour per en-gine.

(Of course, this hourly figure variesdramatically depending on what you’re

“Flying 120 hours a year, I could change onecylinder per year per engine and be moneyahead, compared to doing a major overhaulsooner rather than later.”


Tech Topics(Continued from pg. 6109)

flying. A straight-leg Skylane with a 2,000-hour-TBO O-470-U engine has a reserve ofjust over $10 an hour, while a Cessna 421Cwith it’s exotic GTSIO-520-N engine comesin at close to $40 an hour per engine.)

So even if it cost $2,000 to change out asoft jug on my 1,400-hour engine (and that as-sumes a factory-new cylinder and reasonableshop labor for removal and installation), itwould only take about 80 hours (at $24/hour)to break even, and anything more would be

gravy. Flying 120 hours a year, Icould change one cylinder per yearper engine and be money ahead, com-pared to doing a major overhaulsooner rather than later. (Fortunately,I’ve done a lot better than that—threecylinders total in 14 years.)

And if I lower the cost to $1,000by using a reconditioned cylinder andsome do-it-yourself sweat equity, thebreak-even point becomes just 40hours. At that price, it’s a no-brainer.

What stuff costsTo do the math yourself for your

own airplane, you need to know whatstuff costs so you can do the calcula-tions. Fortunately, the Internet putsall this stuff right at your fingertips.

In today’s world, the cost of a fac-tory-rebuilt engine and the cost of afirst-rate field overhaul aren’t muchdifferent. There are pros and cons ofrebuilts and field overhauls, but that’sa topic for another article. Costwise,it’s about a push. You can look up thestreet price of any TCM or Lycoming

rebuilt engine on the Air Power Inc.site (www.factoryengines.com), andyou’ll find prices ranging from$13,000 for a Skyhawk engine (Ly-coming O320) to $19,000 for aSkylane engine (TCM O470) to$25,000 for a Turbo 210 or 310(TCM TSIO-520) to $45,000 for aCessna 421C (TCM GTSIO-520).

For prices on new cylinders fromLycoming or TCM, check AirPower’s parts site(www.factorycylinders.com). You’llfind cylinder prices ranging from$900 for a Lycoming O320 to $1,200for big-bore TCM cylinders. Theseprices are for complete cylinder as-semblies that include valves, rings,piston, rocker shafts, and even gas-kets. Prices from Superior and ECIare pretty comparable. With new cyl-

inder prices this low, it generallydoesn’t make sense to fool with re-conditioned cylinders (which costbetween half and two-thirds of newjugs) unless you’ve got a high-timeengine and are just trying to buy afew hundred more hours as cheaplyas possible (as I was).

Unless you do your own mainte-nance, labor can be a significant costfactor in cylinder replacement calcu-lations. Changing a cylinder involvesremoving baffles and dropping theexhaust and induction plumbing onthe affected side of the engine. As ageneral rule-of-thumb figure aroundfour hours of labor to change one jug,and add two more hours for each ad-ditional jug changed on the same sideof the engine at the same time. If yourshop charges $75 an hour, that comesto $300 for the first jug and $150 foreach additional same-side neighbor.These figures can vary a fair amountdepending on make and model—myCessna T310R is exceptionally easyto work on, but some high-perfor-

mance singles are considerablytougher due to poorer maintenanceaccess.

What about top overhauls?A “top overhaul” generally refers

to replacing all the cylinders atonce—usually around mid-TBO.Many an owner whose engine hasone or two soft cylinders has beentalked into replacing them all, on thetheory that if one or two cylinders arebad, the others can’t be far behind.

My experience is that this isn’tnecessarily (or even often) the case.The fact that the #4 cylinder on myright engine burned an exhaust valvedoesn’t suggest to me that more cyl-inders are likely to follow suit anytime soon. The fact is that in the3,300 hours that I’ve been operating

“I’d advise an owner with one or two bad jugsto replace only those jugs. On the other hand, iffour out of six are bad, then the hand-writingwould seem to be on the wall and replacing allsix might be a good decision.


my Cessna T310R, I’ve only ever hadone other burned exhaust valve—andbelieve it or not, that occurred on the #4cylinder of the right engine (about fiveyears and 600 hours ago)! If I’d re-placed the other five (or eleven) cylin-ders then on the theory that they wouldsoon suffer the same fate, I would havewasted a whole lot of money. In most

cases, there’s no reason to replace a cyl-inder unless there’s actually somethingwrong with it.

A full top overhaul on a big-boreTCM engine would cost around $7,200for the cylinders (six jugs at $1,200each) and $1,200 for labor (16 hours at$75/hour), or a total of $8,400, give ortake. At a $20/hour depletion rate, thebreak-even point would be at 420 hours(less if it’s a twin Cessna with a $24/hour depletion rate). So if your cylin-ders are in serious trouble but you’reconvinced that the bottom end is goodfor another 500 hours or more, a topoverhaul can be cost-justified.

Every case is different, and without acrystal ball it’s impossible to know withcertainty what the best course of actionwill be. But in general, I’d advise anowner with one or two bad jugs to re-place only those jugs. On the otherhand, if four out of six are bad, then thehandwriting would seem to be on thewall and replacing all six might be agood decision.

Whose cylinders are best?Every time the subject of cylinder re-

placement comes up, the discussionquickly turns to the question of whosecylinders are best: factory cylinders(TCM and Lycoming), Superior (Mil-lennium), or ECI (Classic Cast,CermiNil). If you talk to a bunch ofowners or a bunch of A&Ps, you’ll findpassionate supporters of each and pas-sionate critics of each.

Personally, I don’t think it makes alot of difference. I’ve heard lots of hor-

ror stories about TCM “Top Care” cyl-inders that croaked after 500 or 600hours, but I’ve heard similar storiesabout Superior and ECI cylinders aswell. Plenty of folks are making it all theway to published TBO or beyond witheach of these brands.

It seems to me that airplanes that fly alot (like freight haulers and flight school

airplanes) tend to get good life fromtheir cylinders. Most of the horror sto-ries about low-time cylinder failuresseem to come from owner-flown air-planes that fly 50 to 150 hours a year.

The problem with these stories is thatthey are a severely lagging indicator. A100-hour-a-year owner/operator whohas his factory new TCM Top Care cyl-inders go south after only 600 hours willcry that TCM just doesn’t know how tomake decent jugs any more. But the cyl-inders that he’s complaining about weremade by TCM six years ago. In the lastsix years, just about everything aboutthe way TCM manufactures its jugs haschanged—new equipment, new pro-cesses, new coatings, new hone pat-terns, and so forth. So even if it weretrue that TCM made lousy jugs six yearsago, that doesn’t really tell you anythingabout the quality of the jugs they’returning out now. The same applies to thePMA suppliers (Superior and ECI).These things are a moving target, andold news doesn’t provide reliable guid-ance.

Despite all the debate, I’ve seen noconclusive evidence that anyone’s cyl-inders are convincingly better or worsethan anyone else’s.

The choice may be driven by otherconsiderations. If I were operating sea-sonally and/or in a high-corrosion envi-ronment (e.g., a floatplane in Florida),I’d probably opt for CermiNil cylindersbecause of their corrosion resistance.On the other hand, if I were flying 500hours a year, I’d probably go for TCMfactory jugs because they offer a better

“I’ve heard lots of horror stories about TCM“Top Care” cylinders that croaked after 500 or600 hours, but I’ve heard similar stories aboutSuperior and ECI cylinders as well.”

warranty for high-utilization opera-tors—and because at the moment, TCMis offering some mighty attractive cashrebates on their cylinders.

But with regular use, carefulpowerplant management techniques, anda little luck, any of these cylinders canmake it to TBO. From time to time, somewon’t—and that’s why they make thethings bolt-on units that are relativelyeasy to change. But before you change‘em, do the math.


U.S.A. and INTERNATIONAL

General Aviation Alerts, SDRs and Safety Issues

–ALERTS–

Model 152 FAA--04/2002Engine Starting System Anomaly

While preparing for a flight, the en-gine starter engaged when the pilotturned on the master switch.

A technician discovered the enginestarter contactor (P/N S1577Al) pointswere welded together. This conditionsupplied electrical power to the enginestarter when the master switch wasclosed.

The submitter did not give a causefor the premature failure of thecontactor unit. Inadvertent propeller ro-tation creates a very dangerous condi-tion, and all personnel are cautioned togive the propeller its due respect (evenwhen it is not turning).

Part total time—47 hours:

Model 172N FAA--04/2002Defective Wheel Brakes

During a scheduled inspection, the in-spector discovered the wheel brakeswere defective.

The brake linings (P/N Rapco 66-109) on the right main wheel were se-verely cracked and broken.

A technician disassembled the brakeassembly and discovered the brake lin-ing attachment rivets were loose and hadnot been properly installed. The rivetswere not “swelled” sufficiently, and it ap-peared they were installed without usingthe correct tool. He disassembled the leftmain wheel and found similar defects.

The submitter believes the damage tothe brake linings occurred during instal-lation when an improper tool was used toset the rivets.

Part total time not reported.

Mode1 172P FAA--04/2002Aileron Control System Failure

While investigating an aircraft acci-dent, an FAA inspector discovered theaileron control system failed.

The inspector found the right aile-ron cable was severed. There wasevidence of severe corrosion at thepoint where the cable separated, aswell as other locations. The cableseparated adjacent to a pulley inthe cabin overhead area, which iscovered by the headliner. Thecable strands were very brittle,and several cable strands werebroken prior to the separa-tion. (Refer to the illustra-tion.)

The submitter stronglyrecommended that technicians conduct-ing scheduled inspections open the head-


(See: FAA Alerts/SDRs, pg. 6114)

liner area, disconnect the cable, and pullthe cable out far enough to thoroughly in-spect the flight control cables. Many likeaircraft are susceptible to corrosion dam-age in the cabin overhead area, especiallythose with long-term exposure to outsideenvironmental conditions. This particu-lar aircraft is based in a location where itis exposed to a salt-air environment andlarge yearly rainfall amounts

Part total time not reported.

Model 172R FAA--04/2002Wing Flap Discrepancy

While accomplishing Cessna ServiceBulletin (SB) 00-57-01, the techniciandiscovered a discrepancy on left wingflap support arm.

The inboard bearing support arm onthe inboard flap track was severelygouged and worn. The damage was in acircular shape matching the outer radiusof the roller assembly (P/N 0523921).The inner roller bearing cage of theroller assembly was offset enough to al-low the outside diameter of the assemblyto rotate against the flap support arm.The inner bearing cage offset was ap-proximately .025 inch, which matchedthe support arm gouge depth.

The submitter stated it appeared thedamage occurred when the inner bearingcage was improperly centered during theinitial installation. He recommendedgiving this area close attention at everyopportunity

Part total time—933 hours.

Model T210N FAA--04/2002Engine Failure

Loss of engine power during takeoffresulted in a fatal aircraft accident.

An FAA inspector, investigating theaccident, found the engine induction sys-tem air filter (Brackett P/N BA-2405) hadbeen installed “backwards.” Due to thiserror, the filter element was ingested intothe turbocharger intake and resulted in an“unrecoverable” loss of engine power.

The submitter recommended the fil-ter manufacturer consider designchanges to use a retaining screen on bothsides of the filter assembly. This actionshould include a retrofit modification forthose units that are currently in service.

The investigating FAA inspector ispreparing a Safety Recommendationconcerning this subject.

How would I feel if I had signed off

on this aircraft’s last filter installation?Part total time not reported.

–SDRs–Model 152 FAA--04/2002Cracked elevator skin 01/27/2002

(CANADA)--Crack found on pre-flight. Crack located at outboard aft cor-ner of elevator under trim tab hinge, P/N043200122.

Model 172M FAA--04/2002Shorted cockpit light 09/18/2001

The part, P/N PO876SW, was in-stalled around the tach and connected tothe rheostat for the instrument lights. Af-ter a couple of years it shorted out thesystem. It burned out the rheostat S2091-5 and the power transistor 2N3055. This


FAA Alerts/SDRs(Continued from pg. 6065)

caused no instrument light in the aircraft.This happened in the day time and not at

Model 172S FAA--04/2002Cracked spinner 01/09/2002

Found cracked prop spinner, P/N05503671.

Model 182 FAA--04/2002Cracked MLG support 02/01/2002

(CANADA) RT outboard landinggear support casting, P/N 05411212,found to be cracked in two places. Faultwas discovered when the gear leg wasremoved for nondestructive testing oflanding gear components. No otherfaults found. Landing gear NDT inspec-tion was carried out at owner’s request.

Model 182B FAA-04/2002Misrepaired blade 01/21/2002

(AUSTRALIA) Inspection of propel-ler when received for repair found thatthe blade, P/N 90A8, threads had beentruncated to comply with AD/PNC/24/3but had not been shot peened. The reten-tion nuts did not have the o-ring groovewidened as listed in SL 1990-2. AD/PMC/41 had not been incorporated atthe last overhaul. The serial number ofone blade was incorrect in the logbook.

Model 182M FAA--04/2002Failed cyl piston 12/01/2001

Catastrophic engine failure aftertakeoff. Emergency landing was ex-ecuted without incident. Engine was dis-assembled revealing No. 5 piston, P/NSA640518, disintegrated. Engine hadbeen overhauled approximately 280hours and 3.5 years prior to failure. Allpistons had been replaced with new atoverhaul. Parts were submitted to themanufacturer for analysis.

Model 195A FAA--04/2002Aileron hinge bracket 12/26/2001

Both aileron hinge brackets, P/N0322709, cracked all the way acrossbearing boss, severely corroded andmounting leg of one bracket broken off.The problem with these brackets is thehighly reactive magnesium which theyare made of. This is a highly criticalcomponent and should be inspectedclosely or replaced.

Model 210D FAA--04/2002Loose ELT antenna nut 02/07/2002

The ELT antenna was found to beloose on visual inspection. RemovedELT antenna assembly for progressive

night IFR. The owner noticed no lightsand notified his technician. Aftertroubleshooting the system he found thatthe wires on the top of the lite ring weretouching one another, causing a directshort. Called the manufacturer, they askwhen this ring was installed. They said toremove it from the aircraft and send itback to them. They would replace it freeof charge.

Model 172N FAA--04/2002Cracked muffler 02/26/2002

(CANADA) Found during AD CF90-03R2 muffler inspection. Crack found atbase of tail pipe to muffler can connec-tion. (A long weld bead). Muffler, P/N175400125, replaced in accordancewith AD CF90-03R2, Part 1 Sub Part 5.

Model 172N FAA--04/2002Failed instrument switch 02/26/2002

During landing approach smokewas detected in the cockpit comingfrom the lower pilot side instrumentpanel from the landing/taxi light com-bination switch. This is an ongoingproblem.

Model 172P FAA--04/2002Deteriorated transmitter 02/28/2002

Fuel quantity transmitter, P/NC6680500802, removed to replaceleaking base gasket. Found compositefloat on transmitter arm was deterio-rated due to contact with the top offuel tank when full. Approximately 1/4inch of float deteriorated on one cor-ner. Subsequently found fine blackresidue in fuel strainer. Transmitterwas installed properly and no adjust-ment provisions allowed.

Model 172R FAA--04/2002Cracked firewall 02/10/2002

Discovered during an annual inspec-tion that firewall had a 2.75 inch crack atthe center, lower cowl mount doubler.Almost impossible to visually discoverwithout knowledge of the problem.

Model 172R FAA--04/2002Cracked firewall 01/29/2002

Discovered during routine mainte-nance that the left lower firewall hadcrack located beneath the doubler for theleft lower cowl mount. In one instance,crack was actually located beneath theleft flange of the battery mount.


(See: FAA Alerts/SDRs, pg. 6116)

inspection. Found shield locking nut se-curing metal radiating rod to antennabase assembly was loose. When radiat-ing rod was removed from antenna baseassembly, the female BNC barrel con-nector soldier joint was broken. The se-curing of the 24 inch radiating rod is ac-complished only by means of an insulat-ing plastic housing at the antenna base ina compression nut. The female BNC bar-rel should have been crimped.

Model 210N FAA--04/2002Cracked stab spar 01/09/2002

(AUSTRALIA) Horizontal stabilisermain spar, (P/N 123262224, cracked.Cracks went through spar, splice andchannel. Cracks radiated from the topand bottom of the central lighteninghole. Rear attachment fitting alsocracked at the tailplane to fuselage at-tachment point.

Model 310G FAA--04/2002Failed engine cylinders 01/30/2002

While performing a static ground run,at approx. 2200 RPMs, the engine shookviolently. The engine was quickly shutdown and fuel shut-off valve selected to

the off position. Close inspection of theengine revealed that the No. 6 cylinderhad separated from the engine. The No.5 cylinder was jammed with the pistonconnecting rod severed in half. The for-ward engine case was cracked in severalplaces exposing both No. 5 and No. 6cylinder assemblies inner mechanismand crankshaft. Recommendations are toremove engine and submit it to ateardown inspection along with a metal-lurgic evaluation of the internal parts forfailure. In particular, the No. 5 cylinder.

Model 310L FAA--04/2002Broken bellcrank 09/01/2002

After replacing broken squat switch,conducted routine retraction test tocheck function of gear. Mains retractednormally, nose gear started to retract andthen bound up, before landing gear levercould be moved to neutral position, loudbang and movement of floor under leftside of console noted. Nose gear swungfree, inspection found that the idlerbellcrank, P/N 08421022, had an unseenbreak in the metal around the rear bolthole. This allowed the metal to tip upand contact the bulkhead. The resulting

binding caused the bolt and bearing inthe rear drive tube to be pulled out of therod end. Fortunately this occurred whenaircraft was on jacks.

Model 340 FAA-04/2002Broken engine cylinder 02/26/2002

Pilot reported partial loss of powerand vibration from right engine onclimb-out. Upon inspection found rightengine No. 2 cylinder head broken in thearea of the fourth and fifth cooling fins.Head was completely separated from thebarrel and was held in place only by theengine cooling baffles.

Model 340 FAA--04/2002Broken MLG actuator 02/12/2002

RT MLG down light did not showdown and lock. Removed right switch(downlock) ISEI switch and actuatorswitch leaf (JEI) fell out. The JEI actua-tor was broken and part of the actuatorwas missing. Ordered new parts, re-placed ISEI (switch) and actuator JEIwith manufacture part P/N S2112-1 (ac-tuator) and S2088-4 (switch).


FAA Alerts/SDRs(Continued from pg. 6115)

Model 402B FAA--04/2002Failed connecting parts 01/16/2002

(AUSTRALIA) RH engine internalfailure. Inspection found holes in theforward end of the crankcase in thearea of No. 5 and No. 6 cylinders. Ondisassembly massive internal damagefound. Connecting rod found in sump.Camshaft broken. Suspect connectingrod or connecting rod bolt failure.

Model 402C FAA--04/2002MLG clamp 02/25/2002

(AUSTRALIA) Landing gear emer-gency blowdown system control. Cableclamp incorrect item. The incorrect itemwas a rubber cushioned clamp which al-lowed the control cable to slip and jam thefiring system. When the correct clamp, P/N MS935302, was fitted, the system oper-ated normally. Unapproved part.

Model 414A FAA--04/2002Failed brake line 02/08/2002

During maximum power mainte-nance ground runup after routine oil

change, the right brake failed. Quick ac-tion by the mechanic running the aircraftavoided a potential accident. Foundbrake line, P/N 5100106159, under co-pilots floorboard to have a hole cor-roded in it. This aluminum tube runs be-low a section of steel wire supportedscat hose. Suspect that the contact wasmade between the tube and hose causingcorrosion. Area where damage occurredis not visually accessible except by

borescope. Replaced tube and madesure no further contact is made betweenthe hose and tube.

Model 421B FAA--04/2002Leaking exhaust pipe 01/26/2002

(AUSTRALIA) RH engine fire. En-gine compartment damaged. Fire wasextinguished using cabin fire extin-guisher. Investigation found the fire wascaused by misalignment of the exhaust

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ADVERTISERS INDEX


Textron LycomingService Information

By Ron MartinsonThe following Textron Lycoming

Service Information has been issued:

• Service Instruction No. 1154J ap-plies to engines specified in ServiceInstruction No. 1154J. FAA Ap-proved Starters, Generators, Alter-nators, Regulators and Relays.

• Supplement No. 1 to Service In-struction No. 1070M, to correct en-gine model prefix in the TABLE OFSPECIFIED FUELS.

Service Instruction No. 1154Jtitled FAA APPROVED START-ERS, GENERATORS, ALTERNA-TORS, REGULATORS AND RE-LAYS, dated March 21, 2002. Ap-plies to engines specified in the ser-vice instructions. This service in-struction provides a list of FAA ap-proved starters, generators, alterna-tors, regulators, and relays for Lycom-ing Engines. Time of compliance willbe as required for replacement.

Supplement No. 1 titled TABLEOF SPECIFIED FUELS, datedMarch 21, 2002. Applies to enginemodel IO-540-C, -D, -E, -N, -T. Todenote the correct prefix for the en-gine model listed in Service Instruc-tion No. 1070M.

swivel joint which allowed exhaust gasto leak into the engine bay. A list of dam-age is as follows: 1. Outboard enginemount beam heat damaged. 2. Starterheat damage. 3. Outboard rear enginemount heat affected. 4. Intercooler in-duction tube heat damaged. 5. Variousfuel, oil and drain hoses heat damaged.6. Turbocharger seized. 7. Tacho genera-tor heat affected. 8. Intercooler heat af-fected. 9. Vacuum pump heat affected.10. Oil pump heat affected.

Model 421B FAA--04/2002Departed windshield 03/04/2002

At approximately 17,000 feet co-pi-lots windshield, P/N 511604202, de-parted aircraft. Recommend parascopeinspection of windshield holes. Totaltime on part 6,234.9.


From the hangar... By Adam Halop

Rigging Questions

182H Elevator ControlQ. I recently looked at a 182H for saleand noticed that when I pulled out thegust lock from the control column theyoke immediately when full forward(pitch down) and slammed into the stop. When I pulled back on the yoke it took alot of pull, maybe about 10 to 15 lbs. ofpull, and both arms, to get the yoke allthe way back to the stop. Is that normal

for a 182. I flew one awhile backand don’t remember that happen-ing.Ray Melius, CPA #42681

A. At the risk of a premature an-swer without troubleshooting thesystem, lubrication and rigging willmost likely be the cure to the 182Helevator control concerns.

But, let’s take that trip down the

leas t -expens ive /eas ies t - to-get - toroad of trouble-shooting. Well, it just so happens that in thiscase, visual inspection of the elevator secu-rity/condition and lubrication is the first onthe list to troubleshoot. The item we want topay particular attention to on the visual in-spection is the proper installation of thedown-springs installed at the empennagebellcrank. All pulleys, bellcranks, rod endbearings, pivot points, hinges and the controlyoke need to be inspected for proper opera-tion and lubricated. The importance of lubri-cation can not be emphasized enough. Twenty-five pivot points need to be lubri-cated on the 182H elevator system alone. Ifeach one of the moving items has some smallamount of binding or resistance, this adverseaccumulation of resistance may be the causeof such difficulty to operate the elevator.

Once you’ve determined that all movingparts are operating smoothly and are in place,then the control cables need to be checked forproper travel and tension. Proper travelmeans that the cables are routed correctlyover and through the pulleys, and the controlstops are contacting properly at the bellcrankin the empennage.

Really no secret to the 182H elevator con-trol system. This system design started in1962 with the 182E incorporating a then“new style” horizontal stabilizer with the con-ventional trim tab replacing the jack-screwadjusted stabilizer, and hasn’t changed muchup through the 182S produced today.

210 Flaps With R/STOL SystemQ. I have a Cessna 210N 79 model whichflies beautifully and appears to be welltrimmed for normal flight. It also seems wellbalanced when using 10 and 20 degrees flaps,but I notice a significant right turn (or rightwing heavy) tendency when the flaps are low-ered to 30 degrees on final approach.

The aircraft is also equipped with aRobertson STOL kit. Any suggestions onwhere to start for a fix?Damon Smith., CPA #32152

A. Very common problem with the R/STOLsystem, when the RH flaps have to keep fol-lowing the LH flap operation.


What I mean is, the LH flap is tied di-rectly to flap motor, mounted in the leftwing. If the flap cable tensions areloose, actuator rod end bearings worn,and/or travels are so “wacked-out”(that’s a technical term), then the RHflap panels will always chase the LHflap panels. In your case, as you extendthe flaps to the 30 degree position, theLH flap panels gets started and get to30-degrees first, but the RH flap is stillin transition. The LH flap will be creat-ing more lift than the RH flap until thefull flap travels are met. You may havenoticed that when both the flaps get tothe 30-degree position, the plane levelsout wings level.

With the R/STOL, more actuators andbearing linkage will only accumulatethe play/looseness in the system, andtravel tolerances need to be closelylooked at. You may find that the cabletension adjustment was the fix all along. Remember to set the flap cabletension with flaps set at an interim posi-tion (20 degrees).

T206H Warranty Rig JobQ. I have a new 206 and wondered ifrigging should be done prior to the war-ranty expiring in case of any repairs?Shane Aulick, CPA# 45358

A. How many hours on the machine?The goal of the flight rig job is to havethe aircraft fly hands-off, level wings/level yoke, ball centered and makingbook speed. If your aircraft is unable tomake book speed and perform as de-scribed, then a flight control riggingcheck would be warranted.

You can read or download from theCPA web site Tech Note #014, “Rigging—The Key To Speed”. This is the basicdocument I use to rig aircraft here at CPA.

U206G Elevator StabilizerQ. I enjoyed your article on rigging. Iam a CPA member and my flying clubhas a 1977 U206G. On a cross countryclub trip, I was flying the back seat.

From my vantage point I happened tolook back and notice that the elevatorwas not the same on both sides. Whenthe forward edge of one side was com-pletely even with the horizontal stabi-lizer, the other side’s forward edge wasat least 3/4 inch above the horizontal sta-bilizer. After landing I checked this andindeed it is uneven.

Can this be adjusted or is it bent. Since we are in Chattanooga, Tennessee,it is not practical to come to the westcoast to have you rig our airplane. Whatdo you suggest?Gary Harper, CPA #42439

A. Check out your service manual inChapter Eight. On page 8-5, figure 8-2will show you the designed twist placedinto the elevator torque tube connection.This is how the factory compensates forP-factor and torque through the fuse-lage created by the engine and propellerturning forces. While your left hand el-evator is “faired” with the left handhorizontal stabilizer, the right hand el-evator leading edge horn (outboardleading edged area, where the balanceweight is installed) should be down orlower that the horizontal stabilizer.

If your aircraft is able to maintainbook speed while the wings and controlyokes are level with the TC ball cen-tered, and preflight inspection has notrevealed any loose structures, then theplane should be performing normally.


Journal(Continued from pg. 6107)

With the rigging work scheduled tobegin on Tuesday, we tucked away thelittle (now dirty) 172 into the hanger forthe evening.

The next day we went to work. AdamHalop focused on cable tensions, fac-tory specifications, wing cams, andother such items of needed attention.My father and I watched, but mostly Icleaned N736MF. She was really dirty

after the trip. I like to keep all bugs offand since we had new paint, new inte-rior, new glass, and a host of new inter-nal equipment in the plane. It is impor-tant to me to keep her looking new.

We found almost all cables in need ofadjustment. The job took about 4.5hours; Rich and I test flew the airplane,and recorded “better than book” num-bers. Wow! What a difference - theplane flew straight, faster, tighter, and Iwas enjoying a beautiful view of the Pa-cific Ocean as we explored the “new”characteristics of our 1977 172.

With the work finished, we spent theclosing hours of Tuesday visiting withthe staff of CPA and thanking them fortheir help and hospitality.

With the prime objective being ac-complished so quickly, we decided tohead east the next morning. Climbingthrough a layer of marine mist, we foundourselves in VFR conditions with a 25kt. tail wind. Next stop, Needles Ca.

In Needles, CA, we found the ownerof the local FBO a very pleasant A&Pand IA. He pilots a Piper Arrow and willbe glad to tell you about his little“warm” airport. By the way, ask himabout the $1,000,000.00 under glass.Next stop, Grand Canyon AZ.

In Grand Canyon, AZ, we decidedto take a detour north and eat lunch at theGrand Canyon National Airport. I amglad we did as the canyon was simplybeyond words. A must see if you are nearthe area and the nice folks there will beglad to drive you a few blocks to get abite to eat. Next stop, Albuquerque, NM.

In Albuquerque, NM, we found theleg between the Grand Canyon and Al-buquerque particularly interesting. Boththe “big-crater” and the salads at theYacht Club near the Albuquerque FBOare worth looking “into”. Next stop,Wichita Falls, TX.

In Wichita Falls, TX, we foundmilitary fighter jets very busy buzzingaround the airport. After re-fueling, myfather and I departed toward Greenville,Mississippi with the sound of freedomroaring from the exhaust of the jet fight-ers in the background.

In Greenville, MS, we found IMCconditions, very nice folks, and our anxi-ety grew as our GPS began teasing uswith less than a fuel stop between our lo-cation and home. Next stop, Bessemer,AL.


Starting at $749.00

In Bessemer, AL, we found a won-derful opportunity to shoot an approachand with this being my father’s homeairport – the approach was as comfort-able as slipping into your favoriteleather recliner.

Many of our friends asked before weleft, “why we were going all the way toCalifornia to get the plane worked on”.

Our reasoning was this, even thought anumber of A&Ps technically know howto perform rigging adjustments, thefolks at CPA came highly recom-mended. Also, “why not”. My father andI could spend some great time together,see beautiful sights, and “get our feetwet” with our new IFR tickets.

We did in fact get our feet wet, met

many great people along the way, andgot to know the folks at CPA even better.

Both my father and I believe that youcan not find a better return for your in-vestment than being a member of CPAand now I understand first hand why.

If you ever were considering a realcross-country trip, go ahead, head westto Santa Maria, you will be glad you did.

About T210 FiltersIn Backwards

By John Frank

The article I wrote that ap-peared in the April 2002magazine about the Brackett

air filter being installed backwards,causing it to be sucked into the tur-bocharger, brought comments fromseveral members. Some wanted toknow if this could happen on othermodels. The answer is no, it can’t. Itis the unique design of the inductionsystem of the T210 that lends itselfto this problem.

Several people suggested that ascreen should be on both sides ofthe filter element so that there reallywas no backwards. ActuallyBrackett had the same idea back in1993 and all Brackett filter systemsfor the T210 since then have comewith two screens. It is the filter sys-tem installed prior to that, which hasthe potential to be installed back-wards, with the screen forward in-stead of aft.

Bob Brackett has been an ac-quaintance of mine for thirty years.Before moving to Arizona he oper-ated the FBO in Kenosha, WI whichis where I went to A&P school. Ispoke with Bob about this 210 filterthing last week. If anyone has a pre-1993 Brackett filter system, whichhas only one screen and would liketo get a second screen they shouldgive Bob a call at 928-757-4005.Bob says he will work somethingout for them. I should point out thatthis is only necessary if you thinkthere is a possibility that someonewill get your pre-1993 Brackett fil-ter installed with the screen forwardinstead of aft.


NOTICE: CPA Magazine will run member’s ads free for two months, and may be continued after that time bycalling CPA. These ads must be for personal property, and not for commercial purposes. Commercial ads are 60cents a word for members and 80 cents a word for non-members, minimum 12 words. The deadline for classifiedads, as well as display ads is the 1st of the month for next month’s magazine. For example, September copy has tobe in by August 1st. For more information, or to place or cancel an ad, please call the CPA office at 805/922-2580and ask for Pat, or Fax your material to 805/922-7249 or e-mail: [email protected]

CLASSIFIED ADVERTISING

CESSNA AIRCRAFT FOR SALE-----------------------------------------------------1961 150A: 2300TT, 180 SMOH w/newcyls, lite starter, new accessories, Garmin250XL GPS/Comm, AT150A XPNDR.Intercom, Modern metal panel, new wiring,nice P&I. $18,000. Will deliver anywhere.Steve 360/534-9283 (05/02)-----------------------------------------------------1965 150E: 5194TT 156.7 TSMOH, all newMillennium cylinders, new slick mags,720CH KX170B NAV/COM, 2plc Int w/PTT, Mode-C, extremely clean, $17,300OBO, See pics at www.geocities.com/n3904q172/N150RW.html (case sensitive)Bruce 918-697-1192 or Dan 918-855-2353e-mail [email protected] (05/02)-----------------------------------------------------1956 172: 4143 TT; 819 SMOH; 339 STOH.KX155 w/GS, KX170B, ADF, model C, au-dio panel/marker beacon, GPS, updated gy-ros, front shoulder harness. Hangared andflies regularly, 8/10 in & out. $33,500. Don360/299-9079, [email protected] (05/02)-----------------------------------------------------1969 182M: S/N 18259662. TTAF 3500; 425SMOH; Aug annual. 1 nav/com; 1 Michelnav/com; encoding transponder; Apollo Lo-ran, GS, CHT/EGT; long range tanks, newbladders, wheel pants, belly strobe, Kenyoncabin cover. Looks good, flies great. $55K,hangared upstate NY. 518/568-7215. (05/02)-----------------------------------------------------1978 182R, TT2332, 354 SMOH to “0”time, Collins 350/351 and TXM MX 385Nav/Coms, IFR Cert, Garmin 150XL GPS wBattery backup, Coupled STEC 30 A/P w/AltHold, New Paint and Interior 2000, NewWindshield & Fuel Bladders 1999, WalkerA/O separator, Rosen Visors, NDH, Sept

Annual, Now asking $108,000. My ageforces sell. 704-588-9122 (7/02)-----------------------------------------------------1978 182RG II, 2315 TTAF, 368 SFRM,368 SPOH, Garmin 300XL GPS/Com,Garmin 340 audio panel, JPI 700 EDM w/fuel, IFR cert., NDH. Exceptionally Clean,Low Time Aircraft. Original P&I in xlntcond. Meticulously Maintained & Hangared.$134,000, 340-773-1729 [email protected] & Specs avail at www.tappix.com/595117 (7/02)-----------------------------------------------------1979 182RG: 175 SMOH; Warranted untilFeb. 2003. New Skytech LW starter; fine wireplugs; all accessories O/H. New Sigma Tekvacuum pump, new hoses & oil cooler. Freshannual, IFR til June 2002. King digitalavionics KX-155s, KR87 ADF; KT-76, IMA-24, Trimble TNL-2000T-IFR GPS. 4 placeintercom, post lites, eyebrow lites, Rosenvisors, raised fuel caps. Plush leather interior,88 gals usable fuel, 6 hrs range @ 155 kts.$114,900. Wayne Moore 315/322-1464 (5/02)-----------------------------------------------------1976 182P: 1/2 share for sale, based atGreensboro, NC (GSO). 2972 TTAF, 1531SMOH, 275 SPOH. NDH, always hangared,3 owners since new. KX-155 & KX-170Bnav/comms, each w/glide slope; KMA-20,KR-86, KT-78 w/encoder. Foster Phoenix F4LORAN, Century 1 coupled AP, Sigtronics4-place intercom. Long range tanks w/newbladders 1997; Monarch fuel caps; PreciseFlight standby vacuum; Rosen sun visors;Brackett air filter; wheel pants; chromespinner; S/S brakes; Westburg carb tempgauge; Davtron chronometer. Brown on white,repainted 1986, with brown interior, new1991. Insured for $90,000. 1/2 share $42,500.

Wendell 336-855-8018 eves. or [email protected] (07/02)-----------------------------------------------------1999 182S: King IFR w/KLN89B, dual axisautopilot, Tanis heater, NDH, complete logs.All SBs complied with. 3-blade prop. Freshannual with sale. Always hangared. T.T.A.260 hrs. Call Howard 262-656-7051 [email protected] (05/02)-----------------------------------------------------1966 U206-0616 Super Skywagon:3020TT, 340 SMOH, McCauley 3 BladeProp. Audio Panel King KMA 24, Nav-Com(2) King KX 155 720 Channels, Marrow800 Flybuddy with CDI, Transponder KingKT 76A with Encoder, Glide Slope,Intercom Sigtronics 4 Place. Located NECalifornia. $91,200 [email protected] or 530-825-3513. (7/02)-----------------------------------------------------1966 T210F: 4020 TT; 1087 SMOH;McCauley 3 blade prop, STOL, GarminAvionics with cooling system (430 IFRCertified w/ G/S), stereo audio panel andGTX-320 transponder, plus King KX155Nav/Com w/ KI-209 G/S (all new 8/99), A-30 Encoder (5/00), 500 DCF ADI (electric),PAI-700 Vert. Compass, Davco M-800Clock, Turbo 10SMOH, Co-PilotInstruments (A/I & TC), External antennajack for hand-held. Complete Logs, Nocorrosion, No known damage, MORE.Asking $85,000, credit back for annualinspection base charge. 505-898-6597,[email protected] (07/02) (7/02)-----------------------------------------------------1967 T210G 4600 TT; 460 SMOH engine& prop. Xlnt paint, wool and leatherinterior, Uvalde gear mod, leading edge cuffand stall fences. Knisley exhaust systemmod. All King center stack Century IIb, 3Mstormscope, HSI. $92,[email protected] 830/257-6087(05/02)-----------------------------------------------------1967 210G CENTURION: 3960 TT; 950SMOH; NDH. Out/In 8/7. Annual 10/01.Rare non-turbo, first year without struts.Mechanically xlnt, 3-blade, GAMIs,SlickStart, all ADs, Michelins. KX-155/170B, Narco, Amav, Cessna 400 A/P. 1owner 10 yrs. No brokers, please. $85,000.603/563-7762 day/night (NH) (05/02)-----------------------------------------------------1975 210L S/N 2106882; 2480TT, 870


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8FRMN, 276 SPOH, McCauley 3 blade,always hangared, full IFR, 300 NavComs,300 Navomatic, autopilot, 400 Markerbeacon, WX10 Stormscope, M-1 Loran,Precise Flight standby vacuum system,Uvalde gear mod. Nose gear up landing(1995) at tach 2204, excellent maintenance,all log books, $145,000 firm. Seriousinquiries only. Located NW GA, Winston706/673-5256. (7/02)-----------------------------------------------------1976 210L, 3740 TT, 545 SMOH FWF,Black Mac Prop 0 SPOH, exceptionalaircraft. GNS430, KX155, KN64, KT76A,KR86, PMA7000M-S, KCS55A HSI, Kingflight director, WX10A, S-TEC 55 AP withaltitude preselect, Icarus AltAlert, LC-2chronometer, EDM700 with fuel flow,ground clearance switch, 6-place wired forBose headsets, standby attitude indicator, EIloadmeter, metal panel with all instrumentsinternally lighted, standby vacuum,GAMIjectors, Tanis heater, Clevelandwheels, Rosen visors, center storage console,excellent Jet-Glo paint, good interior, fulllogs, hangared, recent annual. Privateowner. $155,000. 479-927-1665. (7/02)-----------------------------------------------------1978 T210: 3700 TT, 700 SMOH (Westar),150 SPOH (Sensenich-hot), 50 since turbo,KFC-200 A/P, KCS-55A HSI, WX10-A,Hoskins, GEM 603, Radar, SL-40 COM,KNS-80, KX-175B, Horizon Digital Tach,Oxy, 6 pl. intercom, Stereo, Sennheiser Head-sets, loaded for $132,500. Details http://members.aol.com/brucegz/n77cf.htm Bruce914-672-2740 (05/02)-----------------------------------------------------1979 T210N, 2103 TTAF, 400TTSREMAN, Garmin GPS 155XL TSO,KX-165B, KX-155, KN-64, KT-76A, PSE1700MS with 6/Place intercom, music input.Data in/out for GPS. HSI, 400B slaved toGPS/KX, GEM Insight, WX-900, DigitalTach, Radar Altimeter. Kennon winter cov-ers, sunscreens. Rosen Visors. Annual com-plete 2/02. Interior 7, Exterior 5. Based atTTN. Expertly maintained by O&N Aircraft.Asking $195,000. Email/phone for more info/pix. Alan Nugent 609/306-7808. (05/02)-----------------------------------------------------

P210 Initial/Recurrent Training(Insurance approved)-Your plane or mine(TKS known-ice/radar equipped)-www.umrpc.com/p210 or Richard 724-430-5340 (C-00/00)------------------------------------------------------1966 337A: Clean airplane TT: 4416 (on 01/08/02). Rear engine: 127 SMOH (Prop. 475SPOH); Front Eng. 986 SMOH (Prop. 320SPOH). Next annual due June 02. Nice paint,interior and panel. Long range tanks, all ADscurrent. $66,000. Lee, So. Calif. Fax: 909/

593-0759, Tel: 909/593-0419 e-mail:[email protected] (05/02)------------------------------------------------------1975 Pressurized Skymaster N1182N; S/NP337-0215; Airframe TT 3200 Hrs. sinceNew; Front Engine: 1800 Hrs. SMOH; RearEngine: 20 Hrs. SMOH; Props: SMOH 20;Inspection Status due: March 2003. Asking145,000 All offers considered. EXTERIORWinglets & Speed Mods on tail, STOL Kit,White with Red & Maroon Main Striping.INTERIOR Black Leather, excellent shape (5seats). AVIONICS King KMA 24 AudioSwitching Panel w/Three Light Marker, KingKX 155 Nav/Comm w/HIS, King KX 155Nav/Comm w/VOR & LOC, King KN-94DME, King KT-76 XPDR, King KR-87 ADF,JPI Digital Engine Monitor, M1 Loran C w/Data Base, WX-9 Stormscope, PropSynchrophaser, 4 Place Intercom w/PilotIsolation, Navomatic 400A Auto Pilot w/AltHold (Couple), Hoskins Fuel Totalizer.EQUIPMENT Pressurization’ Long RangeFuel (148 Gallons); Strobe Lighting System;Dual Vacuum Systems; Avionics MasterSwitch; Dual Push to Talk; Heated Pitot;Electric Trim; Articulating Pilot & Co-PilotSeats; Radio Master Switch; Dual EGT’s;Dual Hobb; Clock; OAT; Bose HeadsetConnectors; Ext. Plug for heater; InternalJanitorial Heater; Halon Fire ext. Plumbed forde-ice boots & heated windscreen. Contact:Joe Lavati 954-695-4456 [email protected] Photos Avail (7/02)-----------------------------------------------------MISCELLANEOUS FOR SALE------------------------------------------------------2 ARC RT-385A Nav/Coms. Working whenremoved for updated avionics. 28V, blackface. Perfect for a spare and a steal at $400each. 952-472-3350. (6/02)-----------------------------------------------------210L WINGTIPS: Good Cond., removedonly because I purchased wingtips withrecognition/landing lights. Best Offer. Andyat 949-760-2596, or [email protected](05/02)-----------------------------------------------------BRAND NEW Lowrance Airmap 300handheld GPS w/all attachments. Used 3times & had a chance to get a panel mount ata great price. $450 and will send UPS to anylocation in US. Call Ron 210/[email protected] (05/02)-----------------------------------------------------KING KX170B removed from low time A/Cfor updated radios, very clean, perfect oper-ating condition when removed. $499. Phone559/299-5840 (05/02)-----------------------------------------------------COMPLETE set of (3) wheel pants w/mounting brackets from 1971 182. Nose gearp/n 0543065-1; Mains 0541203-1 LH;

0541203-2 RH. Fits 150 thru 182 most years,$300 + shipping. 805/467-3669 (05/02)-----------------------------------------------------CESSNA STOWABLE REAR SEATS for180 or 185. Fits s/n 180-51775 & up as wellas s/n 185-1150 & up. Tan color and innearly new cond., $1200/pr. Ideal forfloatplanes. Auxiliary child seat, gray, $300.952-472-3350 (6/02)-----------------------------------------------------337 CARGO POD: P/N 1500052-2. ArtJones 719/852-3241, [email protected] (6/02)-----------------------------------------------------ALMOST FULL PANEL (Mostly King)removed from TR182 for avionics upgradeand priced to sell: KNS-80 RNAV/ILS/DME- $1000; KI-206 VOR/ILS indicator - $850;KN-53 nav. - $600; KI-203 VOR indicator -$550; KR-87 ADF w/ KI-227 indicator +antenna - $1500; KT-76A xponder - $775;KMA-20 audio panel w/marker bcn. - $300;KY-196 comm. - $650; KA-20 cooling fan -$30. Also Ryan WX10 stormscope + antenna- $650. Also ARC 300A autopilot computer& actuator - $550. Jabe (702) 454-8824 [email protected]. (6/02)-----------------------------------------------------


CLASSIFIED ADVERTISINGPROP FOR 150. Clip tip 1A101 DCM-6946. Good cond. $700; KX155 w/localizer, good cond. with tray, $1500 firm,$300 extra for head; KN-64 DME with tray,good cond. $1500 or OBO; ADF 300 R-546E with tray and antenna, conditionunknown, asking $200; Complete exhaustsystem from 172N 0320, good cond. asking$300; Nose gear Oleo Strut, late model 172,less fork, asking $300 or will buy your fork.Call Thomas Sexton 864-845-0101 (6/02)----------------------------------------------------172RG Landing Gear Actuators.Complete L/G section of fuselage includingpivot assemblies, imboard and outboardforgings, and all small parts. Fuselagesection is from the lower bulkhead in frontof the landing gear to the bulkhead behindthe gear well. Prefer to sell as one unit.$5000. for everything. [email protected] or call859-585-1787, 859-498-5888 home. (6/02)----------------------------------------------------WINGS for 1968 or ‘69 210. No damage,ready to go. $8,000 each. Albert Ford 813/996-7704 or Tennessee Aircraft Service731/424-7227 (7/02)-----------------------------------------------------PILOT AND CO-PILOT seats for 172. P/N172-49545 to 172-60758, brown upholstery,xlnt cond. 218/729-6692. (05/02)-----------------------------------------------------

O-470 CORE 1,176 hrs. SMOH completelogs. $4,000. Jim 910/875-7657 (05/02)-----------------------------------------------------‘79 T210 hot plate, never used lists for$3401. $1500 firm. Tom Combs 760/862-1166. [email protected] (05/02)----------------------------------------------------TCM O-470U engine, 198 hrs. SFRM,$8000 exchange. TCM O-470-U engine, 887hrs., SMOH by Firewall Forward, $4000exchange. Removed from 1978/1980Skylanes for IO-470 engine upgrade. Bothin xlnt cond. Todd Peterson 316/320-1080.2nd Annual Fly-In 260SEs, 230SEs, Bush-master, Super Skylanes and Wrens. May 3-5at Sedona, AZ. Seminars, flyouts, family ac-tivities. Everyone welcome (05/02)----------------------------------------------------182 SWEPT RUDDER P/N 1231001-5-11. Xlnt cond. $795. 619/449-1855. (8/00)----------------------------------------------------182Q Carburetor for Cont. O-470U, xlntcond. 1570 hrs. Total Model MA4-5, $500.Call 843/689-3589 (05/02)-----------------------------------------------------

WHEEL COVERSCOVER UP THOSE DIRTY WHEELSFor only $24.95 per set (5.00x5 or 6.00x6)

H&H AERO FABRICATORS6979 E. 73rd St., Tulsa, OK 74133

918-496-1489(C6/02)

(2) RT385A $400; (1) IN385AC, $300; (1)RT459 w/cage & ant., $600; (1) MIB Loranw/cage, fan, ant., $250; (1) audio panel w/MKR rcvr., $250. All guaranteed excellent!Garmin full panel upgrade. 562/596-6748 oremail: [email protected] (05/02)-----------------------------------------------------HAWK XP OWNERS: McCauley Black-max prop 2A34C-203B hub w/G-90DCA-14blades. Approx 600 hrs SN, NDH, xlnt cond.$3,500 OBO. Jim 910/875-7657 (07/02)-----------------------------------------------------TRANSPONDER model RT-359A, yellowtagged 1/25/02 w/AK-350 encoder, $450.Call 843-689-3589 (05/02)-----------------------------------------------------28V AVIONICS AVAILABLE - (all work-ing when removed for upgrade) King KX-155 Navcom w/indicator $2,150; KN-72VOR/LOC converter $395; Trans-Cal Alti-tude Digitizer Model D120-P2-T $195;Collins TDR-950 Transponder w/tray $595;Shadin Microflo-L Digital Fuel Flow Indi-cator (14-28Volt) $495; KR-87 ADF Sys-tem w/KI-227 synchronized indicator andKA-44 Antenna $2,395. Horton STOLWingtips for Cessna 182Q, $495. PhoneChuck McGill at 858-451-2742 or email

[email protected] (05/02)-----------------------------------------------------KAPLAN’s IMC experience. Advancedcross-country training for the already-ratedsingle-engine IFR pilot Detailswww.umrpc.com/p210 (C-00/00)-----------------------------------------------------

SELKIRK AVIATIONSpecializing in fiberglass interior panels andglare-shields for Cessna 170s through 206s.STCd, light weight, durable. FAA approvednose bowls for C180, 185 & early 182s.<www.selkirk-aviation.com> 800/891-7687.(C5/01)------------------------------------------------------LYCOMING & CONTINENTAL EN-GINES FOR SALE: I have a wide varietyof engines to include exchange cores. See ourwebsite at: <www.BrokenWingsRus.com> orphone 706/937-5263. (C-0-0)------------------------------------------------------

UNIVERSAL OIL FILTERWRENCH

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HIGH QUALITYPrecision machined aviation oil filter cutters.Cuts all Champion filters. Check our website<www.bb-products.com>. Phone 508/867-5213 (C00-00)------------------------------------------------------

There Are Two Kinds Of 210 Pilots!Those who already have overheated and ru-ined their hydraulic pump & power pack &those who are about to! Valley Aero, Inc.,announces a new STDd hydraulic pressurealarm annunciator to alert you to a conditionof maintained hydraulic pressure which maycause the loss of control of your gear andflaps (and will burn up your hydraulic pumpand power pack to the tune of about $3,500).This kit is available for all models of 210through 210K from 1960 thru 1970. $397.90postpaid–complete installation kit with all in-structions and STC paper work. Contact Val-ley Aero, Inc., at Horton Aero Service, Inc.,915 East Kent Rd., Lubbock, TX 79403. Call806/763-5101, Fax 806/763-5344 (c00/00)------------------------------------------------------VENTUBES For Cessna SE with struts. $75+ S&H a pair. Brochure or order. Fax 940/668-2826, [email protected] or see:<www.ventube.com> (c-00/00)-----------------------------------------------------182 WHEEL PANTS One complete set ofWheel Pants and nose wheel faring from a1977 182Q. Brake farings included. Paint


CLASSIFIED ADVERTISINGscratches and one minor crack on nose far-ing. Very good cond. overall. $500. Pleasefeel free to ask questions or [email protected] or 702-796-7900. PerryMuscelli, Las Vegas, NV (05/02)-----------------------------------------------------FIBERGLASS rudder tip p/n 0831336-1fits 310s, $125. [email protected] or561-460-4757 (5/02)-----------------------------------------------------AVIONICS removed for upgrade: KX15528V, yellow tagged, no G/S $1350; KingVOR/LOC converter for HSI $300; ARC300 ADF with indicator & antenna $350.Bob Kurrle 386-322-9030. (06/02)-----------------------------------------------------McCAULEY wheels & brakes. Two com-plete wheel and disc brake assemblies re-moved from ‘75 T210L. Wheels have only150 hrs since new. $300+shipping. Bill 719/481-3230 (07/02)-----------------------------------------------------WANTED-----------------------------------------------------P210 with Known Ice. I am looking to moveup to a clean P210 for my personal use. Ifyou are thinking about selling your P210contact Bill at (419) 861-9000 ext 100 (day)or email: [email protected] dealers or brokers please. (6/02)----------------------------------------------------NOSE WHEEL PANT for 1969 CessnaSkylane182M. Contact Dan 505-856-6774or [email protected] (6/02)-----------------------------------------------------210 1972 OR LATER, not turbo orpressurized, low time, all logs, NDA, allgear mods, current and updated IFR/stormscope avionics package, clean interior-9,fresh annual. $95,000+. Joel McCreary(803) 771-6267 [email protected] (6/02)-----------------------------------------------------WANTED WINGS FOR 1968 150H, tankspreferred. Call Lew at 661/252-1036 (6/02)-----------------------------------------------------HARDWARE for arm rest on late model210. (559) 299-5840 (05/02)-----------------------------------------------------LEFT SIDE landing gear door for 210 (s/n210-62780) p/n 1241150-207 (05/02)-----------------------------------------------------SERVICES------------------------------------------------------PILOTS! Fly yourself on a wonderful vaca-tion in New Zealand. Check out our uniquewebsite www.flyinn.co.nz - lots of great in-formation & photos. Plan your NZ adven-ture now! (C7/02)------------------------------------------------------FLY THE NATIONAL PARKS: withParkwest Air Tours’ guided, self-fly vaca-tions. One price includes rental aircraft, ho-tels, meals, ground tours, guides, and more!

Bring your own plane for a reduced price.(866) 897-7910 or (970) 464-4775, e-mail:www.parkwestair.com (05/02)------------------------------------------------------

“1ST FLIGHT across the Pond to visitLondon, the Normandy beaches or fly theAlps? My workbook/flight guide & I cananswer all your questions. More than 470pilots/clients have successfully flown theNorth Atlantic! Buying or renting the sur-vival equipment? Call Ed at 508/883-3335/www.flythepond.com.” (C5/02)----------------------------------------------------

PROTECT YOUR RADIOSOrder an avionics locking bar. Seewww.protectaplane.com or call 530/677-8713 (C5/02)-----------------------------------------------------

QUALITY ENGINE OVERHAULRebuilding engines to NEW Limits.

Balanced, Smooth and Powerful. Gami In-jectors, Millennium and ECI Classic CastCylinder Kits available. Visit our web site.Prices below include: All Major Overhaulcomponents, New Magnetos, Harness,sparkplugs, (Dual mags rebuilt), O/H fuelsystem, O/H Turbo, Wastegate and ServoTest run. Prices start at 8490.00 for O-200with new cylinders.

O-470 JKLRSU 10696.00IO-520 SERIES 12920.00TSIO-520 BCDEG 14356.00O-235 L2C 8577.00O-320 SERIES 8620.00O-360 START 9576.00O-540 SERIES 12628.00IO-540CDJNT 13674.00TIO-540 START 20969.00IO-720 24847.00

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(C-00/00)-----------------------------------------------------FLYING TO ALASKA? Let us help orcome with us. Our websitewww.flynorth.com will help you plan yourtrip north. We also offer group self-fly tours.Now taking bookings for August 3, 2002departure. (C00/00)----------------------------------------------------

HOMES FOR RENT OR FOR SALE----------------------------------------------------TWELVE OAKS AIR ESTATES, Located15 miles S.W of Ocala, Fla. Beautiful 2,600S.F. two story, 3 bedroom, 2 bath home,large picture windows overlooking 2,650 ft.lighted, sprinklered grass strip. One yearOld beautiful full size screened in pool and48' by 72' like new hanger with office andbath with electric bi fold door. Also sidedrive in door and personal door. All locatedon 6 incredibly beautiful landscaped acresin private gated fly in community. Call forquestions or to receive photos. $335,000.407-644-6765 (05/02)----------------------------------------------------RESORTS/VACATION RENTALS----------------------------------------------------

LIKE FISHING, FLYING & FUN?See Our Web Site

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Roche Harbor San Juan Island, WACompletely furnished 2 bedroom cabin inwoods, deck overlooking 4300’ lighted air-strip, spectacular views of Olympic Mts. &bay. Fish, Hike, walk to famous Roche Re-sort for boat rentals, tennis, pool, restau-rants. Includes car, 4 bicycles. Send for pic-tures, full info. Jim & Bev Maul, 3009Beachcomber, Morro Bay, CA 93442 Phone(805) 772-8885/772-8236, or e-mail:[email protected] (C6/02)----------------------------------------------------CONDO AT MAMMOTH, CA availableto CPA members only. Get away from citylife to relax, fish for trout, hike, etc. 2BR,2BA, sleeps 6. 4wd vehicle at airport if youfly in. Web site <www.courchevel11.com>or John Frank at CPA Headquarters 805/922-2580 for further information. (00/00)----------------------------------------------------


DAYTON, OHIO — McCauley Pro-peller Systems is pleased to announce theavailability of its new, 3-bladedBLACKMAC STC propeller conversionkit for the Cessna 182Q and 182R. Thepackage includes the BLACKMAC pro-peller with scimitar blades, a polishedaluminum spinner assembly, comprehen-sive installation instructions, and a flightmanual supplement. These kits are avail-able through any McCauley AuthorizedService Center.

182Q and 182R owners can now en-joy the quality and reliability, as well asthe performance enhancing benefits, as-sociated with McCauley’s BLACKMAC

NEWS RELEASE

McCauley Delivers BLACKMAC STC For 182Q and 182RSTC series of propeller conversions.

Besides delivering the longest avail-able TBOs and fewest ADs in the indus-try, all BLACKMAC STC conversionsfeature a threadless blade retention sys-tem and the series signature single-piecealuminum hub, oil-filled for constant lu-brication. These and other dynamicMcCauley BLACKMAC STC innova-tions have resulted in improved take-offand climb performance, and a quieter,smoother flight.

As part of McCauley’s continuing com-mitment to total customer satisfaction, eachBLACKMAC STC conversion is backedby the company’s industry leading 3-year

factory warranty and an outstanding, glo-bal customer support network.

McCauley is the world’s largest full-line manufacturer of propellers for theregional airline, corporate, and personalaviation markets. With over 60 years ofdesign and manufacturing experience,McCauley continues to be a pioneer inthe general aviation industry. McCauleypropellers are standard equipment onvarious British Aerospace, Cessna,Fairchild, Mooney, Piper, Raytheon, andother aircraft worldwide.

Call McCauley Sales and Business De-velopment at 800-621-PROP (7767), ext581 or [email protected]

NEWS RELEASE

Wilco, Inc. Manufactures Fresh Air Vent System For 210WICHITA, KS — Wilco, Inc.,

manufactures a fresh air vent system forthe front, center, and rear of the C210.

We have improved the vent valve to anew larger opening that will move more

air. We have also lowered the price ofthis system!

The new system offers you full-par-tial closure, directional control, positiveshut-off, prevents leaking, focused air

control, and all metal construction. Thissystem still replaces the old style, plasticoverhead fresh air vents in most Cessna210 aircraft. Call 800/767-7593 formore detials.



Toll Free USA and Canada 1-800-356-0809 www.kennoncovers.com

Kennon Aircraft Covers, PO Box 628, Sheridan, WY 82801Phone 307-674-6498 FAX 307-674-7182

Cessna Pilot Association Members Save $20On Kennon Sun Shields Or Deluxe Cabin Covers

Thanks CPA members for your support! You refer a lot of fellow Cessnaowners to us and we’re grateful. If you mention that you’re a CPA memberwhen you order, we’ll take $20 off Kennon Sun Shields or our Standard orDeluxe Cabin Cover. Call or visit our web site for our new spring catalog.

By Tom CarrOn April 18, 2002 the FAA issued an

Airworthiness Concern Sheet (ACS) onthe Teledyne Continental Motors (TCM)formally Bendix model D2000/D3000dual magnetos. The dual magneto isused on several Cessna single models:

172Ns with the O-320-H2AD engine, 1973and on 177Bs with theO-360-A1F6D engine,1973 and on 177RGswith the IO-360-A1B6D engine, all R/TR182s and all T182s.

There was an acci-dent where an enginefailure occurred at take-off. It was found thatboth distributor gearshad failed on a TCMD3000 magneto. Itcould not be determinedwhich gear failed first,setting up the failure ofthe second gear and thetotal loss of ignition. Atthis point the FAA isgathering data and iscurrently consideringissuance of a Special

Airworthiness Information Bulletin(SAIB) recommending the replacement

of the distributor gears at magneto over-haul. This ACS has a thirty-day commentperiod, which closes May 17, 2002. Fulltext of the ACS can be seen at http://www.cessna.org/members/acsmags.pdf.

The dual magnetos have had theirshare of development problems andthere have been several ADs and servicebulletins issued to cover problem areas.There is a 500-hour inspection of themagneto called out by TCM and becauseof the past history of the dual magnetoCPA highly recommends these mags be

LATE BREAKING NEWS

FAA Issues Airworthiness Concern Sheet On D2000/D3000 Magslooked at that interval. All dual magne-tos have impulse couplings and AD96-12-07 requires the impulse coupling beinspected every 500 hours. When themagnetos are removed for that AD com-pliance that is the time to check the restof the mag. The overhaul manual callsout specific inspections for the distribu-tor gears but the gears are not listed asmandatory replacement parts at over-haul. CPA will be gathering data in orderto respond to the ACS and will report theinformation to the membership.

By John FrankWe had a great 182 seminar at Batavia, Ohio’sCleremont County Airport (I69), home of Sporty’s PilotShop the weekend of April 20-21, where in spite of lousyweather, 38 owners out of 40 registered made it in. RonMartinson, senior instructor for the seminar, and JohnFrank instructed the weekend course.

182 Systems & Procedures Seminar a Huge Success

Classroom instruction led by John Frankbehind podium & Ron Martinson, left.

Hands-on portion of seminar moves tofield.

Pretty Skylanes all in a row.

Attendees line up for barbeque lunchtraditionally hosted by Sporty’s.182 Seminar was a packed house.

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1964 Cessna 210D, N3738Y Julie Hartlaub, CPA #32412 ...

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