February 2015 | www.cessna.

org

Jim Densmore’s
1956 180
www.cessna.org
Contents
February 2015 | Volume 32 | Number 2

30
ON THE COVER: Our Beloved
“Songbird”.
Jim Densmore’s 1956 180

FEATURES
22
150 Year-old Technology
16 By Mike Busch

210 Landing Gear Rigging

By Paul New
36
Hey, Cool Airplane!
By Jim Cavanagh

Contents continued on page 5

3
4
Contents
February 2015 | Volume 32 | Number 2

AVIATION NEWS 48 Systems Gauges: Repair?

Replace? or Go New?
By Jim Cavanagh
8 Sporty’s Launches Cessna
172LITE™ Project

10 Hartzell Propeller Performance

Led Industry in 2014
DEPARTMENTS
7 Member Discounts
NEW PRODUCTS
11 Seminar Schedule
12
Five New Caddy Styles From
Storacell 53 CPA Merchandise

13 Aircraft Spruce Carries the 55 Advertiser’s Index

Fuel Stop Tool
55 Cessna Marketplace

57 Membership Application
ARTICLES 58 Classified Advertising
27....My Insurance Company
Worries Me!
By Bob Haag

40South America by Cessna

Part 2
By Remco Douma

www.cessna.org 5
 Cessna Pilots Association
Magazine
VIEW OUR ONLINE CATALOG NOW! Copyright 2015
• FAA/PMA new and overhauled parts in stock Published By
• Best prices anywhere • Same day shipping Cessna Pilots Association, Inc.
3409 Corsair Cir.
We’re Santa Maria, CA 93455

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Kris Long, Magazine Layout and

FUEL CELLS
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The Cessna Pilots Association Mag-
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monthly by the Cessna Pilots Associa-
All Makes & Models - Piston - Turbine - Rotor - Jet tion, 3409 Corsair Cir, Santa Maria, CA
93455. The price of a yearly subscrip-
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bership. Periodicals Postage Paid at San
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FAA Certified Repair Station NL5R071N
ed with or sponsored by the Cessna Air-
craft Company. Publication of articles
Drain Valve Kits and opinions in the CPA Magazine is
TSO and STC approved for not an endorsement by the Association,
Cessna singles with fuel cells. nor does the Association assume respon-
Used on original wings or wings sibility for the accuracy of the informa-
modified by Cessna SK206-XX.
tion contained in the Magazine.
Recommended by owner
associations, IA & A&P’s. Our Submission of articles for publica-
valves provide better sumping tion is encouraged. Articles submitted
and easy low cost maintenance. become the property of the Cessna Pi-
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all the installation hardware for
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That’s HALF THE PRICE! publications without the permission of
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Eagle Fuel Cells ited.
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CESSNA PILOTS ASSOCIATION
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3409 Corsair Cir
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800-437-8732 Annual dues:

  •U.S., Canada, Mexico $55
  •Foreign $70
© 2014 Eagle Fuel Cells-ETC, Inc.

6 Cessna Pilots Association -February 2015

 Member
Discounts
The following advertisers
provide special discounts to
Cessna Pilots Association
members.

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Dynamic Propeller:
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7
 Aviation News
Sporty’s Launches Cessna 172LITE™ standards are replaced. The engine and
Project
What flight schools need are basic trainers
Sporty’s is acquiring Cessna 172s and
equipping them with basic flight instruments
along with significant interior and exterior
enhancements. The only avionics are a
communications radio and a transponder.
The 172LITE™ will be used at the Sporty’s
Academy flight school and rented for $99 per
hour.
A factor not usually
considered in attracting
new pilot starts is
today’s trainers
overwhelm beginning
students as they stare
at dozens of switches,
buttons and knobs
providing access to
unneeded information.
For solo training, the
mission is simple: to
launch an airplane into
the sky and return it
safely to the runway.
The Cessna 172LITE™
teaches the student
the fundamentals of airmanship and engine
management with only the needed instruments
to monitor airspeed, altitude, engine health and
simple communications.
Selection of the 172 as the platform for
the basic trainer provides several benefits
to students, instructors and flight schools.
Students will learn from CFIs in the most
capable training airplane of all-time with
the ability to carry the student and instructor
without useful load limitations encountered
by other training aircraft. Flight schools will
have the peace of mind knowing service and
parts are readily available for the 172 airframe
and Lycoming engine.
An acquired Cessna 172 undergoes a
thorough inspection by Sporty’s experienced
technicians. Any parts not meeting Sporty’s
8 Cessna Pilots Association -February 2015
propeller are removed and overhauled. The
172LITE™ includes a new metal panel with
new, durable switches. Old wiring is removed
and replaced if needed and exterior lighting
features modern LEDs.
“For a basic trainer - whose primary
purpose is to train a client to solo - the
communications radio and transponder are all
the avionics needed.” says Sporty’s Founder/
Chairman Hal Shevers.
Interior and Exterior Gets Work Too
The 172LITE™ will
boast new paint (for
that attractive first
impression). The
rear seat is removed,
creating a spacious
cargo area. In addition
to newly upholstered
seats, the cabin’s
sidewalls, head liner
and floor covering are
replaced, along with
any bad Plexiglas®.
Control cables, hinges
and torque tubes are
inspected, lubricated
and replaced as needed.
Each airframe system (electrical, fuel, etc.)
is checked and components overhauled or
replaced - and of course the entire aircraft is
inspected for corrosion and corrective action
is taken.
“The result is an aircraft that looks new
to the client. Due to the low acquisition
cost, we can offer it for just $99, lowering
the cost of admission in a Part 23 certified
aircraft capable of flying with two real -sized
adults,” says Shevers. “With only essential
instrumentation the student will learn
fundamental airmanship. After mastering
those necessary skills the student can then
advance to more expensive aircraft to
complete their training, but it is simply all the
airplane a pilot needs all the way through the
Recreational Certificate.”
The future of the 172LITE™ program
includes adding a second aircraft to Sporty's
flight school and sharing resources, best
practices and information with other flight
schools interested in assembling their own
basic trainer.

For more information on the Cessna

172LITE™, visit sportys.com/172LITE.

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Hartzell Propeller Performance Led ongoing commitment to the general aviation
Industry in 2014
Piqua, Ohio, Dec. 29, 2014 – During 2014,
Hartzell Propeller Inc., the global leader in
aircraft propeller design and manufacturing,
extended sole-source agreements with a
number of manufacturers of new aircraft and
received approval for several aftermarket
upgrades throughout the world.
Partially as a result of a sustained increase in
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Significantly, the performance and reliability of
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10
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“Hartzell Propeller introduced new higher
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“As the industry recovery continues we also
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Hartzell Propeller renewed supplier
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aircraft in the United States, Europe and China.
These new approvals covered Hartzell props
for TBM 700/850s, Aviat Huskies, King Airs,
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182s, TTx’s, diesel Skyhawks and Mooney
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Cessna Pilots Association -February 2015
 Cessna Pilots Association 2015 Seminar Schedule

Dates Courses/Seminars Location Members/NonMembers

Feb 28-Mar 1 T182, 182S, 182T, T182T* Santa Maria, CA $395/$450

Mar 6-8 210, P210, T210 Santa Maria, CA $495/$550
Apr 11-12 Legacy 182** Santa Maria, CA $395/$450
Apr 18-19 R/TR182*** Santa Maria, CA $395/$450
Jun 5-7 Mechanics Level Rigging Santa Maria, CA $900

*Restart - 1997 and newer includes Legacy T182

**Legacy - 1956-1986 model years
***Retractable gear 1978-1986 model years
****************************

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HOTEL ACCOMMODATIONS: You can make room reservations at the reserved rates at the following hotels: Radisson Hotel, Santa
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11
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Storacell caddies are particularly useful in
for Convenient Battery Storage, emergency kits, where space is at a premium.
Organization
Users can insert batteries into their caddies in
Storacell (www.storacell.net) has announced either direction, an especially nice feature for
five new styles of its ingenious battery storage rechargeable batteries – charged batteries can
caddies. The company continues working hard face one direction while depleted batteries face
to be the leader in simple, convenient battery the opposite direction.
storage and organization.
With the introduction of these five new styles,
Storacell solves the all-too-familiar problem of Storacell now offers a total of 13 different
loose batteries rolling around in drawers. The styles of battery storage caddy. The selection
recently released styles include: covers all of the most common household
batteries, from AAA to 18650. Various colors
• AA 8 Pack – Holds 8 AA batteries. are available for most styles, including glow-
in-the-dark moonshine.
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• CR123 8 Pack – Holds 8 CR123

batteries.
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• SlimLine AA 4 Pack With Batteries sold

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unit.

The AA, AAA and CR123 caddies are available

in orange, yellow or black, while the 18650 4
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"Storacell battery systems are an ideal way

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right batteries."
The current line of Storacell products feature
new and improved locking tabs, which make
inserting and removing batteries easier than

12 Cessna Pilots Association -February 2015

For Amazon shoppers, Storacell caddies are
now shipped from and sold by the e-retail
giant; plus, the company recently unveiled
a branded storefront to organize all of its
products on a single page.
About Storacell
Pilot and entrepreneur Rick Foreman created
the Storacell battery caddies more than 10
years ago. The first versions were designed for
use in airplanes and were molded from glow-
in-the-dark material. Realizing the wider
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separately in your pilot bag to quickly snap
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14 Cessna Pilots Association -February 2015

CPA 06-2014.indd 1 4/9/2014 3:29:33 PM
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15
 210 Landing Gear Rigging
(K thru R Models) By Paul New

Part 1 ­Preparation
I average about one call per week from owners
and mechanics asking questions about Cessna
210 landing gear problems or rigging troubles.
Most of these questions stem from a lack of
understanding of how the system functions
and the typical failure points that need to be
addressed. In fairness to the vast majority of
shops/mechanics, it’s just not cost effective for
them to become 210 landing gear experts when
they only maintain one or two
of these planes. For that reason,
it seems a good idea to attempt
an exhaustive review of the 210
landing gear rigging procedure.
• Having the main gear downlock gauge
set, Cessna part number SE960, is a
requirement for proper rigging of the main
gear down locks. There’s no aftermarket
gauges of which I’m aware and no
method to create substitutes in the field.
As of this writing, the cost for this gauge
set is $563.00, and Cessna shows one in
stock.

Due to the many versions of the

210 undercarriage system, this
article will need to be in multiple
parts. I don’t know how many
parts yet, but I will be limiting
the discussion to the round gear
leg models (1970 through 1986).
Even with the multiple renditions
of the system, there are many
common issues that need attention
in preparation for rigging. Ignoring
these could send one down the road
of endless frustration and unreliable
landing gear operation.

The first order of business is to read

through the landing gear system description in
the service manual specific to the model 210
that one is planning to rig. One must first get a
good overview of the sequence of events during
retraction and extension of the undercarriage.
This sequence may seem obvious, but reading
through the maintenance manual version of the
operation is more revealing than the description
in the Pilot’s Operating Handbook or Owner’s
Manual.
There are several components of the system
that should be checked, inspected and/or
serviced prior to beginning a rigging attempt.
There’s not an interesting way to present these
so please forgive the sleep inducing bullet point
format to follow:
• Follow all pre­maintenance set up
procedures called for in the service
manual. The belly of the plane will be
suspended precariously on jacks almost
two feet above the norm, so now is not the
time to ignore safety precautions. When
those main gear legs start swinging their
weight around, you’ll find out just how
sound those tall wing jacks are.
• Correctly install the wing jack points.
The jack pads have three holes located in
a Murphy proof pattern. I’ve been called
on to repair many wings after technicians
used only two of the holes as they were
sure the lift point should be in a different
location than Cessna intended.

16 Cessna Pilots Association -February 2015


• For the electric systems be sure to pull
and flag the gear motor circuit breaker
when leaving doors open for maintenance
access. It’s very painful to be working in
the nose wheel well at the same moment
someone else trips on the aircraft master
switch. When the pump unexpectedly
comes on, the doors close with all the
efficiency of a steel bear trap. I estimate it
takes at least sixty seconds for everyone
to figure out what happened, stop the
screaming, turn off the master switch and
pump the emergency gear handle enough
times to release the system pressure and
extract the poor critter that’s caught in the
trap.
• Also for the electric systems, use of an
external auxiliary power source during
gear operation is a must. This power
supply should be capable of at least 50
amps continuous load. There are some
functions of the electric power pack that
will not occur properly if the system
voltage is below about 22 volts. For want
of a power supply, many man hours have
been wasted chasing a problem that didn’t
exist.
• It’s a very good idea to review all the
Cessna service bulletins that might apply
to the plane’s landing gear system. While
bulletins aren’t FAA required for CFR
Part 91 operated aircraft, they are an
excellent source for hints about problem
areas. The easiest place to find these is at
www.cessnasupport.com. This is a free
site produced by Cessna that
every Cessna owner should
access. Registration is easy. Once
there, one can search for bulletins
with filters to the specific aircraft
serial number and level of bulletin
urgency. At last check, I counted
about thirty bulletins relating to
the 210 gear system.
○ SE84­-03 published
January 13, 1984 calls out
an improved nose gear
actuator downlock spring
guide. Installing this new
style part is an absolute
must for every single
engine retractable Cessna.
The part price in 1984 was
$9.78 and is now $62.50,
and they show ninety-three
in stock today. When the old nylon guide
fails, the nose gear will retract suddenly
and without warning. Typical repair efforts
includes a replacement propeller, engine
prop strike inspection, new nose gear doors,
and structural repair ­costs somewhere in
the $80K neighborhood.
○ SEB95-­20 published December 29,
1995 calls for nose gear downlock pin
inspection. This inspection should be
part of every annual inspection and
especially before any work relating to
the nose gear downlock.
○ SEB94-­19 published July 29, 1994
calls for inspection of the nose gear
lower trunnion. This is especially
important if the nose gear strut has been
allowed to overextend allowing the nose
tire to contact the forward portion of
the nose wheel well. See my article in
the December 2008 issue of the CPA
magazine detailing this issue.
○ SNL86­-49 published December 12,
1986 for main gear actuator mount bolt
security calls for installation of drilled
head mounting bolts. This only applies
to a limited serial number group but
exposes the value of ensuring these
bolts are checked for torque at every
annual if safety wire can’t be installed.
17
 ○ SEB01-­2 published June 4, 2007 is the downlock pivot bolt. The bolt should
for main gear actuator inspection and is be thoroughly cleaned, inspected and
what will need to be done if the mount lubricated prior to reinstallation.
bolts, referenced in SNL86­49, are not
kept to proper torque. Read that as lots • The maximum nose strut extension is
of $$$. 5 inches. If this dimension is exceeded
by much, the nose tire can contact the
• The entire undercarriage system should forward part of the wheel well during gear
be lubricated in accordance with Section retraction. This applies extra stress to the
2 of the 210 service manual. Particular lower trunnion which sends you back to
attention should be paid to the nose SEB94­19.
gear downlock
mechanism which
requires thorough
cleaning and specific
dry lubricants.
Having a nose gear
downlock coated
with paint or old
dirty grease is just
asking for unreliable
downlock operation.

• While the nose

gear downlock is
disassembled for
lubricating, it’s a
good time to inspect
the condition of

18 Cessna Pilots Association -February 2015

• There is a hard pad mounted to the main
gear saddle where the gear leg rests in
the down locked position. This pad wears
and/or falls off which changes the position
of the gear. This inadvertent relocation
effectively changes the rigging and
operation of the main gear downlocks.
These pads must be installed and in
good condition for proper downlock
adjustment.
• The saddle assemblies are secured with
four bolts accessible through the cabin
floor. The saddle should be checked for
looseness. One sure way to know the
saddles are loose is that the shims have
slipped out of position. This is easy to
visually inspect from inside the wheel
well.
• When the main gear retracts, they hit
bumper pads mounted in the top of the
wheel well. If these pads are missing (a
common issue) the legs will travel too
far into the well and often overshoot
the uplocks. On the 210K models, this
presents as the gear up light won’t
illuminate unless the handle is manually
tripped to the up neutral position after the
gear has swung into the wells. The gear
doors (if still installed) will stay open
because there is no longer pressure in the
system. The handle can be momentarily
returned to the up position to close the
doors.
• It may seem obvious when just talking
about it, but low fluid level in the
hydraulic reservoir is one of the most
common problems with the system.
Checking the fluid level should be a pilot
preflight item. It’s an absolute must prior
to performing checks or maintenance of
the gear system.
• Every system has a filter that should be
cleaned and inspected at every annual.
The 210K model filter is mounted on
the engine side of the firewall where
the pressure line from the engine driven
pump connects. The electric systems
have a filter mounted in the power pack
accessible from inside the cabin.
• After all the above items are checked, the
system can be operated to ensure all the
components are functioning. If any part of
the system or indication doesn’t operate,
that will need to be addressed before
rigging can begin.
I know all that seems like a lot to do just for
a few adjustments. The problem is that you
don’t want to get four hours into rigging the
system and then find some adjustment won’t
cooperate. Many frustrating hours later you
discover everything could have been solved
just by plugging in a power cart.
Many of the items listed have likely never
been looked at during routine maintenance. If
a mechanic isn’t in tune with the details of the
210 gear system, he/she might never notice the
gear leg bumper pads are missing. Hours and
hours would be spent tracking down an uplock
problem that never existed. The entire round
gear leg 210s are at least twenty-nine years old
with the oldest now at forty-five years. It’s
time to give her a good going-over.
Next month we’ll actually get into the rigging
process. Depending on how one counts,
there are at least four distinctly different gear
systems used on these planes. They do have
many common points, but the devil is in the
details.
Paul New is the owner of Tennessee
Aircraft Services in Jackson, TN and
a CPA member. Paul is a pilot, A&P/
IA mechanic and 2007 National AMT
of the year. Paul also teaches CPA
Systems and Procedures Seminars.
WANTED!
COVER PHOTOS
For the
CPA Monthly Magazine!
Would you like to have your Cessna
Aircraft featured on a cover of the
CPA magazine?
If so, all you have to do is submit
an in-flight photo of your aircraft, a
picture of the panel, a ramp photo and
your “Cover Story”
For information write to:
kris.long@cessna.org
19
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20 Cessna Pilots Association -February 2015
 Everything
Cessna 206/207/210 Engines • Parts • Props

RAM Engines for Cessna:

T206 TSIO-520-M
U206 IO-520-F, -L
207/A IO-520-F, -L Engine Fax: (254) 752-3307 | Parts Fax: (254) 756-0640
210 IO-520-F, -L
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This beautifully restored T210 belongs to Brent & Royjean Barbour ©2014 RAM Aircraft, LP CPA121614

21
 150 Year-Old Technology
By Mike Busch A&P/IA
mike.busch@cessna.org

Most of us are still flying (and driving) behind powerplant tech-nology that dates from the 19th
century.

The original four-stroke Otto-cycle internal-combustion engine was patented in 1862 by a

Frenchman named Alphonse Beau de Rochas. More scientist than engineer, de Rochas never
actually built an operational engine. The first working prototype was built by a German engineer
named Nikolaus A. Otto, who was ultimately rewarded for his efforts by winning a gold medal at
the Paris Exposition in 1867 and having the four-stroke cycle named after him.

The first practical Otto-cycle engines were built by another, better known German engineer named
Gottlieb Daimler, who together with his lifelong business partner Wilhelm Maybach built a one-
cylinder automobile engine in 1885 and a two-cylinder engine in the now-classic “V” configuration
in 1889. Daimler died in 1900, and in 1926 his company Daimler Motors Corporation merged with
Benz & Co.—founded by two-stroke engine pioneer Karl Benz—to create Daimler-Benz AG.

“The four-stroke Otto cycle.”

The basic power-generating component of an internal-combustion engine is the cylinder assembly,

whose major components are a cylinder, a piston, and a pair of valves or ports (intake and exhaust).
Each up or down movement of the piston within the cylinder is termed a “stroke.”

Suck, squeeze, bang, and blow

An Otto-cycle engine employs an operating cycle composed of four strokes, with each successive
stroke associated with a different phase of the cycle. The four phases are usually referred to as
intake, compression, power, and exhaust—or colloquially, suck, squeeze, bang, and blow:

SUCK: During the intake stroke, the piston moves away from the cylinder head with the intake
valve open, creating a partial vacuum that sucks a combustible mixture (in our case, air containing
atomized gasoline droplets) into the cylinder.

22 Cessna Pilots Association -February 2015

SQUEEZE: During the compression stroke,
the piston moves toward the cylinder head
with both valves closed, compressing the
air-fuel charge into a much smaller volume,
increasing its pressure and temperature, and
making it more capable of combustion. The
difference in volume of air-fuel charge between
the start of the compression stroke (piston all
the way down) and the end of the compression
stroke (piston all the way up) is termed the
“compression ratio.” Most aircraft engines
have very conservative compression ratios
(between 7:1 and 8.5:1); automotive engines
usually have compression ratios between
8:1 and 10:1, racing engines up to 12:1, and
Diesel engines 14:1 or more. The greater
the compression ratio, the more efficient the
engine is at converting chemical energy into
mechanical energy. (Piston aircraft engines
aren’t particularly efficient.)
BANG: During the power stroke, the air-fuel
charge is ignited by an electrical spark (or by
the heat of compression in Diesel engines).
Both valves remain closed, so the rapidly
increasing pressure of the burning air-fuel
charge drives the piston forcefully away from
the cylinder head, converting chemical energy
to mechanical energy. As the piston moves
down in the cylinder and the volume of the air-
fuel charge increases, its pressure and
“Otto-cycle engines commonly have four or more cylinders arranged so that at least one is in its power stroke at
any given time.”
temperature decrease.
BLOW: During the exhaust stroke, the
piston moves toward the cylinder head
with the exhaust valve open, allowing what
remains of the spent air-fuel charge to exit the
cylinder and be expelled through the exhaust
system. Because piston aircraft engines are
not very efficient, substantial energy remains
in the exhaust gas as it exits the cylinder. In
a normally-aspirated engine, this energy is
simply wasted; in a turbocharged engine, some
of the energy is used to spin a compressor and
raise the pressure of the engine’s induction air,
allowing the engine to produce more power
(especially at altitude).
The more, the smoother
While the Otto cycle defines what’s going on
within a single cylinder assembly, most piston
engines have more than one cylinder. That’s
because a fundamental limitation of the Otto
cycle is that it only produces power 25% of the
time. Consequently, the one-cylinder Otto-
cycle engines commonly used on lawnmowers
and small motorcycles tend to leave a lot to
be desired in the smoothness and vibration
departments.
23
 The obvious solution is to have four cylinders arranged so that one is always in its power stroke at
any given time; this approach results in a much smoother-running engine with far less vibration.
Even greater smoothness is possible by adding additional cylinders and sequencing them so that one
power stroke begins before the previous one finishes.
Numerous cylinder arrangements have been tried. Most automotive engines use either in-line
(straight) or V-type layouts (for compactness), while most aircraft engines use either horizontally
opposed or radial layouts (for improved air cooling). The most common configurations in piston-
powered GA engines are 4 or 6 cylinders horizontally opposed.

Pressure and volume

Although the four-stroke Otto cycle is conceptually simple, what actually takes place inside the
cylinder during each cycle is remarkably complex, as are the critical timing relationships of piston
position, pressure, temperature, valve opening and closing, and ignition. The more you understand
about the combustion event and timing relationships, the better job you will be able to do of
managing your powerplant, optimizing your power and mixture settings, and troubleshooting any
engine problems that may arise. With that in mind, let’s explore the Otto cycle a bit more deeply.

“This P-V diagram plots pressure and volume of the Otto cycle.”

24 Cessna Pilots Association -February 2015

An excellent tool for visualizing what goes
on during the Otto cycle is a “P-V diagram”
that plots combustion chamber pressure and
volume. Look at Figure 3 and let’s work
through the four strokes of the Otto cycle:
SUCK: Beginning at point (1) on the
diagram, the piston starts at the top of its travel
(“top dead center” or TDC) and moves to the
bottom of its travel (“bottom dead center”
or BDC). The intake valve is fully open, the
exhaust valve closes, and the descending piston
creates suction that draws the air-fuel charge
into the cylinder.
SQUEEZE: At point (2), the piston reverses
direction and moves from BDC to TDC. The
intake valve closes, and the air-fuel charge is
compressed—for example, from a volume of
85 cu.in. to 10 cu.in. (a compression ratio of
8.5:1) - causing the pressure and temperature in
the combustion chamber to rise accordingly. As
the piston approaches TDC—typically 20° to
24° of crankshaft rotation before it gets there—
the ignition system fires the spark plugs, and
the air-fuel charge starts to burn, causing the
pressure and temperature to increase even
faster.
BANG: At point (3), the piston reaches
TDC and reverses direction again, moving
toward BDC. Meantime, the combustion of
the air-fuel charge accelerates, reaching a
maximum pressure and temperature at about
15° to 20° of crankshaft rotation after TDC.
This is the point of peak internal combustion
pressure (ICP), which is typically 800 psi in
a normally aspirated engine and as much as
1,000 psi in a turbocharged engine. This high
pressure pushes the piston down towards
BDC rather forcefully: 800 psi pressing on a
5¼-inch piston produces more than 17,000
pounds of force. As the piston descends and
the air-fuel charge expands, its pressure and
temperature drop considerably as chemical
energy is converted to mechanical energy.
Shortly before the piston reaches BDC, the
exhaust valve starts to open. Since the pressure
in the cylinder is still considerably greater than
outside ambient, exhaust gas starts flowing out
the exhaust valve into the exhaust system in a
process termed “blowdown.”
BLOW: At point (4), the piston reaches BDC
and reverses direction once more, moving
toward TDC. As the piston rises, it compresses
the remaining fuel-air charge and forces it out
the exhaust valve. Shortly before the piston
reaches TDC, the intake valve starts to open, so
that it can be fully open by the time the piston
reaches point (1) and reverses direction to
start the intake stroke. The brief period during
which both intake and exhaust valves are open
here is known as the “valve overlap interval.”
Because of their low compression ratios, spark-
ignition piston aircraft engines are unusually
inefficient as Otto-cycle engines go. They
typically convert only about one-third of the
fuel’s chemical energy to mechanical energy,
and waste about one-half of it out the exhaust
and the remaining one-sixth in radiated energy
from cylinder fins and oil cooler. The EPA-
mandated move to unleaded avgas won’t help
this one bit. Diesel engines with their much
higher compression ratios represent our best
hope for more efficient piston aircraft engines
in the future.
See you next month.
Tech Topics is a monthly column written by
Mike Busch of CPA’s technical staff. Mike is
a longtime CPA Magazine columnist, and is
founder and CEO of Savvy Aircraft Mainte-
nance Management, Inc. (www.savvymx.com)
that provides professional maintenance man-
agement for Cessnas and other owner-flown
GA aircraft. Mike is the National AMT of the
year for 2008. Mike owns, flies and maintains
a 1979 Cessna T310R based in Santa Maria,
California
Ask the Techs
at
www.cessna.org/support
25
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26 Cessna Pilots Association -February 2015

.....My Insurance Company
Worries Me!
The other day I was copied in on an email
conversation between one of our insurance
agents here at Falcon Insurance Agency and
an aircraft owner who was convinced that
aviation insurance companies generally will do
whatever they can to avoid paying claims. The
email conversation between the Falcon agent
and the aircraft owner was going back and
forth to the point that it became clear to me that
regardless of what the agent said, the aircraft
owner felt strongly his aviation insurance
company would do whatever they could to
avoid paying claims. For starters, I’m not a big
fan of email in situations where deep-rooted
convictions are the topic of the discussion.
Don’t get me wrong, I know email is great
for quick and easy communications, however
when two people are having what I consider to
be a professional and friendly debate it is just
too easy for any single comment or remark to
be misunderstood. Nonetheless, I realized as
I read the comments that I needed to share my
thoughts on this topic so I decided rather than
jump into the ongoing electronic discussion, I
would write this article for the larger audience
of the Cessna Pilots Association.
After being involved in the aviation insurance
industry for over 18 years I’ve certainly
come across a few insurance claims that were
justifiably denied. However, in all of my years
of experience within the aviation insurance
industry I cannot recall ever seeing or hearing
about a claim that was declined over what I
would consider questionable circumstances.
In the email debate that I mentioned above the
aircraft owner said he heard about someone
who had a claim declined because the ELT
battery in the aircraft was discovered after the
accident to be out of date. In a similar situation
I once heard a story about a pilot who alleged
his insurance claim was declined because
the compass correction card was discovered
missing from the aircraft after the accident. I
can tell you aviation insurance companies will
only decline claims if there is a clear violation
of the insurance policy terms and conditions
and the violation is directly related to the
cause of the accident that resulted in the claim.
Simply said, aviation insurance companies are
By Bob Haag
not going to risk ending up in front of a judge
and/or jury after they’ve declined a claim on
non-relevant grounds. On the other hand, I
would expect an aviation insurance company
to deny a claim if the pilot was not named as
an approved pilot or did not meet the pilot
qualifications under the open pilot warranty.
I would also expect an aviation insurance
company to deny a claim if the aircraft at the
time of the accident was being used for a use
other than the approved use on the insurance
policy.
Clearly, accidents that occur outside the terms
and conditions of the insurance policy will not
be covered; however it is wrong to broadly
assume that an aviation insurance company
will look for some obscure exclusion to hang
their hat on to avoid paying a claim. Quite the
contrary, based on my experience I will tell
you that aviation insurance companies will
go to great lengths to find ways to quickly
pay claims. Why? Because it costs a lot of
money to drag out a claim not to mention the
aviation insurance company bashing that can
and will take place in the airport pilot lounge
if they were to deny paying a legitimate claim.
Further, a carrier can subject itself to bad faith
claims that can exceed the claim itself for
denying or even delaying the payment of a
covered claim.
Frankly, my suggestions to anyone who has
a claim from an aircraft accident; cooperate
fully and work with the claims adjuster,
and don’t assume your aviation insurance
company is looking for a way out of paying
your claim. Do not hesitate to call on your
Insurance agent for assistance if it is needed
for advice or just moral support. After all,
you and your aviation insurance company
started out as partners under a contract: you
pay your premium and they will pay the cost to
defend you and indemnify you if an accident
occurs that is a covered claim even if it is your
negligence that caused the accident. If you
look at your situation after an accident this way
and you cooperate with your aviation insurance
company you’ll have your claim handled
quicker and with fewer hassles. Aircraft
27
 accidents and the associated claims are not an put their customer back into the same position
enjoyable experience for anyone, including the they were in before the claim and concentrate
aviation insurance company and the adjuster. on issuing more insurance policies.
The sooner a claim is resolved, the sooner
everyone can get on with their day-to-day
lives. Another suggestion I’d make; next time Falcon Insurance Agency, Inc. of
you hear someone talking about how aviation Kerrville, Texas manages the CPA Aviation
insurance companies will do anything they Insurance Program. For expedited quotes,
can to avoid paying a claim, ask a simple coverage and service call Bob at 800-880-
question…..why would they want to do that? 2727 or send him a fax at 830-792-1144.
The answer is pretty straight forward….they Visit their website at:
don’t….the aviation insurance companies want www.falconinsurance.com
to pay their claims as quickly as possible so
they can reduce their claim handling expenses,

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throttle, RPM set at 2550, the mixture set to 50 lean of peak, and the cowl flaps wide
open to keep CHT under control. With the new exhaust system installed I now run at
25.5” of manifold pressure, 2500 RPM, mixture still 50 lean of peak, and the cowl flaps
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28 Cessna Pilots Association -February 2015

1966 172G: TT 2404, 118 SNEW Air
Plains 180 maj. mod. w/Sensenich prop;
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Organizer
Cessna 172, 182 & early 210
Only
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Denton Enterprises
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(208) 466-4882
8612
550 T.I. Engine for the Cessna
The 550 T.I. Crosssow engine installations use a combination of the 550 cubic inch Continental Motors IO-550 engine
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For more information contact John Ackerman at 336.255.5050 or email jackerman@atlantic-aero.com
alternator and belt, new mags and
harnesses, 4-cylinder digital CHT
installed, prop balanced 2005, Minimal
hangar rash damage to flap and rudder,
repaired in 1976, Full Annual, March
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172. Always hangared. Exceptional
plane. Check flynorth web for details and
photographs, www.flynorth.com Phone
250-825-2235 - located Nelson, BC
Canada (CZNL) (8/6)
-------------------------------------------------
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factory new 180 HP w/constant speed
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Dual KX nav/coms/recs. Dual
glideslopes. HSI & autopilot. Stand-by
vac. 4 place intercom w/push to talk both
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lighting. Paint slot at Sun Quest, Everett,
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Jim 831 649-1996 or Blair 503 706-9955
(9/6)
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Cessna Pilots Association - Volume 23, No. 9 - September 2006
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Transponder, RT 546E ADF, Standby
Vacuum, EGT Gauge, S-TEC 40
Autopilot, wheel pants, ground service
recpt. $64,500 OBO. Call Bill at 410-
827-6198 or warob@atlanticbb.net (8/6)
-------------------------------------------------
1983 172P: 2180 hours TT. IFR. Many
extras. Annual 01/2007. Always
hangared. 9 in and out. Same owner 19+
years. $54,500. Call 603/34-6064 (8/6)
-------------------------------------------------
1976 177B. You’ve never seen a better
looking Cardinal, TT 3940, 925
SFREM. For details and pictures go to:
www.members.cox.net/inhale (8/6)
-------------------------------------------------
1963 182F Skylane, 258 SMOH, TTAF
2676, Continental 0470R, MX300 and
Mark 12A radios with VORs, Apollo 604
LORAN, 2 place intercom, handheld
ICOM IC-A21, GARMIN GPS 92
portable, front shoulder harnesses, oil
filter, long range fuel tanks, 1 new fuel
bladder, STC for autofuel, umbrella fuel
caps, flap gap seals, prop guards,
hangared, never damaged, no corrosion,
all logs available, priced to sell at
$67,250. Call Bob: cell 925-980-2615,
home 707-469-9353 Pictures available
on email jerres@flash.net (8/6)
-------------------------------------------------
29
Our Beloved “Songbird”
Jim Densmore, Jr. Colorado Springs, CO

1956 Cessna 180 N6555A

30 Cessna Pilots Association -February 2015

My very first, vague memories of flying are
in my family’s blue Cessna 195, N3009B, but
circumstances forced Dad to sell his share in
that wonderful old radial classic. That 195 is
no longer flying. Poor girl, she sits in repose
at a Travis Air Force Base museum. Dad
purchased another airplane in February of
1960: the 180 my wife Linda and I still own.
George Veith, our A&P at Cable Airport, called
and said he had found the perfect airplane for
us. He was right. The retired airline pilot who
had bought the 180 from the factory had lost
his medical, and his wife was having trouble
flying it safely because she was so short.
The old couple bought a Comanche with
the $10,000 Dad paid for the 180, and the
dependable taildragger N6555A became a
permanent member of our family.
Several trips stand out in my mind from
our family’s early years with the 180. One
is our flight to the Calico Ghost Town.
The logs say we’d owned the airplane
for about a month. It was the first time
I recall seeing the technique of dragging
a strip before landing on it to assure its
suitability for a landing. We dragged an
area on the dry lake near town and then
landed there. I was only four, but this
simple, vital safety lesson still stands out
in my mind today.
On another early trip we enjoyed an overnight
camping trip into Monache Meadows in the
Sierras. This high altitude, one-way strip was
memorable for several reasons. First, living
in the Los Angeles area, my 4-year-old eyes
had never seen standing water freeze overnight
before. Second was the impressive sight of a
Comanche climbing the steep hill at the end of
the short grass runway so that there would be
more speed at the other end. We thought he’d
tear his nosewheel right off at the bottom of
the hill, but his departure was successful. And
finally, Dad neglected to lean the mixture prior
to takeoff. We still had room over the fence at
the end, but no extra room. Dad’s lesson was
another early lesson learned for me too. The
photo with the 180 in its original classic ’56
paint scheme is from that trip. Yup, that’s me,
the little squirt.
I was 8 years old when we moved
to Southern California’s San
Fernando Valley, and our airplane
moved from its previous home
at Cable to the large Angels
Aviation hangar on the east side
of the Van Nuys Airport taxiway
that previously had served as
runway 8-26. Van Nuys was
then easily the busiest airport in
the world. This exciting hangar
held a Bonanza (“N1CE”!) and
two P-51D Mustangs in addition
to our diminutive Cessna. My
family managed to trade rides in
the P-51s for flights in the 180.
I thought how could anyone be
interested in trading rides in the
most amazing aircraft on the planet for a flight
in our little jewel? But interested they were
these two pilots who are now life-long friends
of the family. I filed that lesson away too –
pilots really like our airplane.
31
 We began improving our airplane. In 1965,
Mom and Dad decided that the much-faded
factory paint had lived out its natural life. The
original white, black and 50’s era yellow was
garish anyway. Mom and Dad repainted the
airplane and it looked fantastic. The old 35 lb.
dead-weight, dial-tunable Lear VHF radio was
very difficult to use in the Van Nuys traffic
environment, so Dad outfitted the airplane
with a Narco Mk 12 in April 1966, and later a
Mk 16. The Mk 16 was just recently removed
to make room for a Garmin 250XL. (The
FCC would no longer allow transmission on
the Mk 16.) Somewhere along the line the
Mk 12 was replaced as well - with a King
Nav/Com.
While based at Van Nuys, my Mom decided
to add to her glider experience and learn to
fly power. She learned in the 180! Dad said
he tracked her progress by the decreasing
rate at which the tires were cycled through
the retread shop. Mom and I flew together
many times, and you can imagine the stares
we got in those days when my 5’4” and very
attractive (hey, Dad always said so!) mother
was flying her little squirt around in a 180. It
was great.
In 1966 Dad got a new job with the
Department of Transportation in Washington,
D.C. Of course, we shipped the cars and flew
east in our airplane. Dad based the airplane
for many years at the Manassas airport,
and I learned to fly there (well, officially,
anyway) in 152s. Then I checked out in
a Citabria and then the 180. That done, I
flew it occasionally, but never really became
comfortable in it as circumstances kept me
from flying it much. Dad worked in DOT and
then the FAA for many years before retiring to
Southern Maryland, relocating to St. Mary’s
County airport. Mom stopped flying it as
PIC, but they flew regularly. During all those
years I went to school, got a job, married
Linda and began raising our three wonderful
kids, dabbled in soaring and flying, and ended
up in Colorado Springs in 1993; we still reside
there.
In Colorado Springs I had the good fortune
to hook up with High Flights Soaring Club
at Meadow Lake airport, where I found my
50 hours of tailwheel time to be useful: they
needed tow pilots. I checked out and started
towing with the club’s Super Cub. Flying it,
and doing up to 30 landings in a day in crazy
32
crosswinds, fixed my confidence problem with
the 180.
In the summer 2001, my two high school age
daughters expressed a desire to tour a variety
of east coast universities from New York to
Virginia. It was the perfect GA mission. I
called Dad – Could I borrow the airplane
for two weeks? Dad was gracious with his
aluminum mistress. We visited each college
on the itinerary and several relatives as well.
Linda, my wife, was hooked by the enormous
flexibility and time saved. Can we have an
airplane?
But I dragged my feet. There was no airplane
that could come close to 55A in my eyes. I
continued to fly with the soaring club and
rented to travel on occasion. And then a
most bittersweet moment arrived. After 50
great years of general aviation flying, Dad
was experiencing a medical condition he felt
disqualified him from flying as PIC. Would I be
interested in having the airplane? You know the
answer.
Friend and 310 owner, Eric Gustafson and I
flew 55A home to Colorado in April of 2002
and I now base 55A at Meadow Lake (KFLY).
We began a slow restoration that’s still in
progress. Our bird still sported its 1965 paint,
or what was left of it, and that became the first
order of business.
We quickly decided that the original factory
paint pattern was appropriate for our 1956
model, duplicating the pattern present when
Mom and Dad purchased it, but with more
modern colors. My wife is much better at color
selection than I, and in short order Linda and
paint shop proprietor Gene Kear had arrived at
the teal and blue selections you see pictured.
Dad sent me two photos he still had of the
airplane before they painted it so we could
match the original pattern.
There are two significant departures from that
original pattern. First, the wings had the big
under- and over-wing N-numbers, which we did
not apply. Secondly, I had a strong memory of
the original black leading edges, and how short
that had made the wings look. We decided the
whole wing would be the chosen warm, off-
white color. This choice doesn’t duplicate the
original for this airplane, but it is how some
‘56s originally appeared, and we like the look.
Cessna Pilots Association -February 2015
Finally, an eighth stripe, red in color, originally appeared on our 180’s rudder above seven black
stripes. As far as I know, only our ’56 was adorned this way; every other one I’ve seen has only
seven. In honor of this unusual feature of the original paint, we painted the eighth, top stripe blue
and the remainder teal.

33
 Gene hand-lettered the Cessna logo onto the
wingtips. Finding on the cover of my original
pilot operator handbook the Cessna emblem
that appears in the down-swoop of teal just
behind the entry doors, he also hand-painted
those two emblems. They match perfectly the
decals originally affixed there.
We are extremely pleased with the result.
While being powerfully reminiscent of the
original, stylized 1956 pattern, the colors are
new and modern. It has the character we were
looking for.
Our trusty O470K, 400 hours over TBO, started
making metal in early 2005. I had three in
college that year, so a new engine was not in the
cards. Verlin Schauer and Craig Kloppenburg
replaced it with an “-R”, a very clean engine
rebuilt in 2001 and run to the 1500 hour TBO
entirely by a Part 135 operation giving daily
Grand Canyon tours. That engine is still
giving superlative service at 2000 hours since
rebuild. Craig also began working with me
on the instrument panel; no major mods, just
some cleanup and the installation of an avionics
buss, a four-place intercom and eventually the
Garmin and a completely indispensable
JPI-700.
34
This year we realized we truly had waited far
too long to address the dilapidated condition
of our original interior. We finally did so by
contracting with Mike and Kim Hughes at
Parkland, CO for reupholstery. My wife again
chose the colors. From our result it is easy
to see how Mike and Kim have an Oshkosh
winner in their portfolio; ours now looks as
good.
In sum, we have a superb VFR, mountain
flying machine in our family. We have made
so many wonderful flights and gathered
new friends and memories with it. I spent
wondrous weeks in Vintage Camping at
Airventure in 2007, 2009 and 2014, on
each occasion introducing a different friend
to the wonders of Oshkosh. I have spent
quality time at the Blakesburg Antique fly-
in twice. As a member and regional Director
of the International Cessna 180/185 Club I
participate regularly in their social and fly-in
activities also.
I assure you that you’ll have to pry the keys to
this airplane from my cold, dead fingers. My
Mom is so pleased at how much we enjoy our
180. If Dad’s up there lookin’ down, I know
he also is gratified that his Songbird is still
giving his family so much joy.
Cessna Pilots Association -February 2015
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35
 Hey, Cool Airplane!
I recently attended the Redbird Migration,
held at San Marcos, TX. Coming down from
a chilly Kansas City, the weather was nice and
warm and very welcome. It was a little humid,
and when I flew the RedHawk Diesel powered
Cessna 172, it got a little sticky on the ramp.
Once taxiing it wasn’t so bad, because the
vent system on the “P” model Cessna was
one of the newer ones with two vents on each
doorpost.
I had seen these vents but never used them.
It is surprising how well they work. At first,
I thought they were the ones made by Knots
2U, but soon realized they were the Cessna
parts. The reason I knew is that the eyeball
vents were plastic, and Knots 2 U “gaspers”
are metal.
This shot shows the Cessna part, passenger side,
with plastic eyeball vents.
36
By Jim Cavanagh
I knew this because I recently toured the shop at
Knots 2U. John Bailey, owner, had invited me
to Burlington, WI, on my trip to Oshkosh and
gave me the nickel tour. In looking at all the
parts they were fabricating at the time, the vents
stood out because of the work they had to put
into them.
Now we all know that our beloved Cessnas can
get a bit warm on the ground. The wingroot
holes get a bit of prop blast, but with no
movement and at low rpms, there isn’t much air
blowing. The Cessna vent system is designed
so that the air has to turn at right angles to get
through the vent, which is located high up
on the door post. The old telescoping tube
arrangement, some of them with OAT gauges
mounted in them, let in as much noise as they
do air, and they often have a tendency to whistle
when they are closed.
After running the company for a number of
years and purchasing the company in 2011,
Bailey began to look for parts that were needed
in the aftermarket, particularly the Cessna SE
series. The door post vents were high on the
list. They had come out on the “P” models after
the S/E restart, and were praised by owners.
Knots 2 U was getting calls from owners
wanting them for older airplanes, but there were
Cessna Pilots Association -February 2015
were none available from Cessna, so….

The K2U vents are different from the Cessna vents. The fit and look is the same, however the
gaspers are metal and a bit larger. Part of the philosophy at K2U is to price a part somewhat below
the Cessna price, and if there is still a good margin, make the part better in some way. A better part
for less money is a sure thing!

A better pic of the K2U part with intake tube attached showing aluminum elbow to metal
eyeball vent.

After some trial and error and a lot of fitting
and fabricating, K2U developed three part
numbers: AV1000, AV2000, and AV3000. The
AV1000 parts fit certain models of 182, 206,
and 210s. AV2000 vents fit older 172’s, but
not anything starting with the “P:” model. The
AV23000 are for 180 and 105’s. Bailey tells
everyone to be sure of the model they are
wanting by studying their application charts at
www.knots2u.net.
The vents are sold in pairs and the current
price is $1421.00 or $710.50 each. This
seems high, however Bailey told us that the
eyeball vents he uses are the best he can get
and the cost is over $150 per unit, and there
are four of them. Additionally, the assembly,
including SCAT tubing, clamps and elbows is
time consuming. Still, at this price, they are
well below Cessna’s list price, and a very good
alternative to beer cooler A/C, which works
darn good, but requires some work.
The vents are a stock item. They are available
in standard OEM white, and can be made in
Light Gray, Camel and Buckskin. According
to Bailey, they will install in about four hours
with simple tools. There is an allowance for
the OAT probe and dial.
Owners have sent in Reviews of the parts
which can be read on the K2U website. What
I like is that when the eyeballs are turned off,
they are turned OFF! The old tube types just
couldn’t shut down the air in the winter. At
speed, in a 182, there is a lot of pressure and
they just wear out over the years. And you
can aim the eyeballs. In Texas, my back seat
passenger, along for her first airplane ride ever,
said she was comfortable all the way after
we started moving. I have to note that an old
friend, Jim Bede, used to tell me to cut a hole
in the aft bulkhead of my American Yankee to
give the air an outlet. Without a “dump” vent,
you just build pressure in the cockpit. A

37
 company called Soros made these cabin
exhaust vents a few years ago (they were
making ABS replacement vent tubes for the
doorposts, also). I installed one of these in
a friend’s 1959 182 and it made a world of
difference. Spruce sells these in a Ventilation
Enhancement Kit for $73. They work!

All airplanes are cool. Some, with these vents,

are just cooler than others.
As a writer, I have flown over 180 different aircraft
models in 38 years of flying. I have always kept
my flying simple, sane and inexpensive, but have
had marvelous and myriad opportunities to fly
great planes with great people.

I have also rebuilt over a dozen airplanes and

built most of three Experimentals, developing
mechanic and how to skills to relate to readers.
A mechanic by nature and inclination, I have
not pursued any licenses due to time and no real
interest in chasing ratings.

I have written three aviation books, thousands of

articles and am truly devoted to recreational and
personal flying and hands on maintenance.

The inside of the door post vent shows some of

the tricky plumbing.

The K2U dual vent door post (pilot side) flows outside air in a number of
directions, above and below the pilot's head. Metal vents are airlinetype,
sturdy and long lived.

38 Cessna Pilots Association -February 2015

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39
Cessna Pilot Association 2013.indd 1 2/11/13 12:22 PM
 South America by Cessna - Part 2
Day 2
October 29: Grenada → Guyana
After a good night’s sleep in Coyoba Resort,
we arrive at Maurice Bishop International
Airport in the morning. We needed to take
on fuel again, which takes a bit of time.
Including the extra tanks on the wing tips,
the Cessna consumes about 350 liters. These
tanks increase the action radius of the plane
significantly, and are designed in such a way
that the carrying capacity of the plane is not
affected; the extended wingspan cancels out
the extra weight of the fuel. It does increase the
air resistance though, so the plane is about 10
knots slower than the default configuration.

Apart from our usual and spectacular way

of lifting off, leaving Grenada is uneventful.
There were lots of clouds, and there was not
much more to be seen.

Trinidad and Tobago

The first island we saw after leaving Grenada
was Trinidad and Tobago. From the air we
could make out the Maracas falls in the middle
of the jungle.

40 Cessna Pilots Association -February 2015

Entering South America
After passing Trinidad and Tobago, we
approached South America. We flew
along the shoreline of Venezuela, hoping
and praying that we wouldn’t experience
any “technical” difficulties! Landing in
Venezuela would probably have meant
that the Cessna would be lost. They would
find some “problem”, and somehow our
Cessna would end up being used by a drug
cartel. At least, that’s the story. Luckily,
technology didn’t fail us and we safely
entered the continent over Guyana.

Instead of having a sea of water below

us, we were now flying over a sea of
green. Guyana appeared to be mostly
untouched jungle. I don’t know if this area
is officially called the Amazon rainforest, but it sure looks similar. Apart from the occasional boat or
little village, this looked like mostly untouched territory.

Landing in Guyana

We landed at Gheddi Jagan International Airport, where we were greeted by the local handler of
Roraima Airways. A handler is a company that helps you take care of all the paperwork. We were
pleasantly surprised by the big smiles these people were wearing. It wasn’t that we were treated
badly before, but these people had a really good vibe going on.

41

Day 3
October 30: Georgetown → Macapá
The night before we had agreed to meet
downstairs at 4:45. I arrived first and talked a
bit with the guard. Turns out he was a musician
and lived in Amsterdam for a few years
playing the steel drums. Amazing to see how
intertwined people’s lives are nowadays.
The fat and friendly guy from yesterday arrived
on time, and we drove off in the direction of the
airport. We heard one of the rear tires touching
the wheel well with every little bump. Turns out
the driver had 2 enormous bags of rice in the
back of the car as well. He stopped to rearrange
the bags by putting one below his legs and one
below Daniel’s. It didn’t help, and we continued
our drive to the airport expecting the tire to
blow at any minute, while experiencing vivid
fantasies of ourselves dying in a horrible car
crash (instead of a crash with the Cessna).
42
The road to Georgetown
It turned out that the airport was a
one-hour drive from Georgetown,
where the hotel is located. One of the
employees of Roraima Airways
drove us to the hotel. A fat, friendly
man drove us there in a rickety old
car that felt like it was being held
together by sheer willpower (and
possibly large quantities of duct
tape).
The road to Georgetown showed
us how poor these people are, but
everybody was laughing. At a certain
point I started shooting pictures from
the car window, and everybody that
noticed me smiled. What delightful
people.
We arrived safely at the airport and went
through all the necessary paperwork. The
moment I walked onto the tarmac to the plane,
I realised I was missing my computer bag. I
must have left it in the trunk of the car! A black
bag on black carpet at dawn is not very visible.
The fat, friendly guy told me not to worry and
sped off. 10 minutes later he returned with my
computer. Awesome.
Fat, friendly guy accompanies us to the plane,
as well as two friendly girls from Roraima. As
with the airports before, they watched in
bewilderment as we went through our startup
procedure, but once again we made it off the
ground safely.
Cessna Pilots Association -February 2015
Guyana → Suriname → Brazil
We left Guyana without incident and flew over
Suriname. Not much to see here. We flew over
the airport of Paramaribo (Johan Adolf Pengel
Airport) and cross the border of Brazil in the
state of Amapá. Instead of flying over a
jungle, we were now treated with a varied
series of different textures.
We landed in Macapá at the end of the
afternoon. The handler, a friendly guy who
spoke 3 words of English and Spanish,
welcomed us. Luckily Daniel can manage
quite well in Portuguese, and between him and
the use of various hand motions we seemed to
understand each other.
As it turned out, this would be our last stop
of the day. The procedure of getting the plane
into Brazil was much more complicated than
we had anticipated. We discovered that several
papers we needed are missing. The fact that
we wouldn’t simply touch the ground in Brazil
and leave the country the same day made the
procedure much more complicated, and we had
to arrange a “temporary import” of the plane
into Brazil. In the glorious style of first-class
bureaucratic procedures, the office to do this is
obviously not in the airport, but in the city,
a one-hour drive away. Why do something
efficiently if there is no incentive to do so,
CUSTOM ENGINE
right? While René accompanied the handler to
the office, we made sure the plane got fuelled
up and parked for the night. That meant we
literally tied the plane down to the ground to
avoid a strong wind from accidentally moving
the plane, or worse, toppling it over. This is
simply done with ropes, using holes in the
ground and special rings on the plane that are
meant for this purpose.
Amazon Estuary
Almost immediately after leaving Macapá
we officially entered the Amazon rainforest.
We overflew the Amazon Estuary, which
was simply magnificent. The rising sun was
tempered by overhanging clouds, which gave
everything a slightly magical appearance.
We saw a lake with dead tree trunks sticking
out of it. Since the trunks were still there,
we suspected that this area must have been
flooded relatively recently. Later on, I did
some research and saw that we were close to
the Tucuruí dam, on which the construction
ended in 2010, which confirmed our suspicion.
Tocantins River
We followed the general course of the river
Tocantins in the direction of Marabá, our first
stop of the day. Río Tocantins is the central
fluvial artery of the country. In the Tupi
language, its name means "toucan's beak" (Tukã
for "toucan" and Ti for "beak"). It runs from
south to north for about 2,640 km. The views
here were spectacular and we were treated to
different kinds of hues of blue and green in
the water, as well as beautiful beaches.
OVERHAULS NEAR CHICAGO

Day 4
October 31: Macapá → Palmas
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Since we had so much time yesterday, we had
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43
 Leaving Marabá with a stopover in Foz de Iguaçu. We
lifted off before sunrise and were treated
with stunning views of the sun rising
over beautiful landscapes.
We flew above the Paraná river, getting
near to Foz de Iguaçu. The Paraná is the
second largest river in South America,
with a total length of 4.880 kilometres its
still more than 2.000 kilometres shorter
than the Amazon river. The name Paraná
is an abbreviation of the phrase "para
rehe onáva", which comes from the Tupi
language and means "like the sea" (that
is, "as big as the sea"). It merges first
with the Paraguay River and then
We landed in Marabá
to refuel and to stretch
our legs. We verified
the weather up ahead
and everything looked
clear. Around 11:45
we took off. Holes in
the clouds illuminated
spots in the jungle
below us that were
otherwise covered in
shadows.

Day 5
November 1:
Palmas → Foz de
Iguaçu

We left hotel Río de Sono at 4:30 and arrived at
the airport before the sun went up. Our hope
was that we would be able to fly on to Uruguay
farther downstream with the Uruguay River to
form the Río de la Plata, finally emptying into
the Atlantic Ocean.
and under better conditions, the Iguaçu falls
affected me in the same way as when I saw
them the first time… Goosebumps. The sheer
force of nature on display is something that
you have to see with your own eyes to truly
appreciate. Photos can barely do it justice.

Day 6
November 2: Grounded
in Foz de Iguaçu
For a change, we got up at a more pleasant
time. It was a cloudy day but that didn’t stop
Juan, René and myself from leaving the hotel
around 8:30 for a quick visit to the falls. Daniel
decided to take a rain check and sleep in some
more. Even though I’ve been here before
Itaipú
After our quick visit to the Iguaçu falls, we
drove to the airport to see if the meteorological
conditions would allow us to continue
our journey. It turned out that there were
thunderstorms along the entire route and flying
was out of the question.
We decided to take a quick touristic trip to the
Itaipú dam. This dam is the largest operating
hydroelectric facility in terms of annual energy

44 Cessna Pilots Association -February 2015

generation in the world, and is a bi-national operation run by Paraguay and Brazil. The energy
production actually exceeds the energy needs of Paraguay, and it exports a large portion back to
Brazil.

There must have been a carcass

nearby, as there were quite a few
American Black Vultures flying
around.

45
 Day 7
November 3: Foz de Iguaçu →
Montevideo
We left the hotel around 9:00 to get to the
airport. The weather conditions had improved
significantly, and we could get on our way. At
10:00 we left Foz de Iguaçu. Since our first
port of landing in Uruguay would need to be
the airport that the airplane will need to remain
at during the final stages of the importation
procedures, we flew directly to Melilla airport
in Montevideo.
Home sweet home
After a long flight, we finally landed in Mellila.
Carolina and the kids, Susana and Juan’s
parents were waiting for us. We were tired and
happy to have arrived, but also sad that it had
ended. We spent 7 days together and shared
a once-in-a-lifetime experience, and we all
knew that it would be unlikely any of us will
do something similar to this ever again. We can
look back on a beautiful trip, in which we
shared beautiful experiences with a group of
great people.

Thank you my friends!

There are few people that have the opportunity to have the experience that we’ve had. I consider us
privileged. We flew together for 7 days and spent countless hours packed in a flying tin can, yet we
had the best time ever. We started as friends, some of which I knew better than others. After this
trip I think I can say I know you guys quite intimately, including your bodily odours, and we’re
still friends! I think that says a lot. All joking aside, a big thanks to all of you for your
companionship, and an extra big thanks to René, who made this all possible. Remco Douma
46 Cessna Pilots Association -February 2015
The plane is equipped with:
- Bendix Digital ADF KR-87 which can
be displayed on the G1000 and which one
member of the CPA was happy to sell me (and
yes ADF is still obligatory for IFR flying in
South America)
- Garmin GTS800 TKAS, I really like to see
on my screen the other very rare airplanes
flying over Amazonia or the Paraguayan
Pampa. The GTS came with double antennas,
just to be sure that I can continue to see the
other plane while being in a turn.
- an Ipad Holder from Marv Golden Pilot
Supplies. Jummy, a mini-iPad with all
Jeppesen maps on the right hand panel (it
fits perfectly as you can see from one of the
pictures)....and furthermore 1000nds of my
favorite songs piping through the headsets (no
XM-radio in South America).
An epic journey by air
over South America
Tell another
Cessna owner about
the CESSNA
PILOTS
ASSOCIATION
All of the mentioned avionics where installed
impeccably by Orlando Aircraft Services, the
same people that completely redid the avionics
on my C182.
Also, Jack Mears of Mears Group at Kissimmee,
FL installed those amazing Flint Aero Wingtip
Tanks adding 30 gallons in fuel and a 200 pound
increase in max tak-off weight. These tanks
are fundamental for my long overland flights
from Montevideo to the cattle farms that are
close to the Bolivian border (check it out on
the map) without refueling. This is the second
time that Jack installed long range tanks for me
(he did the same on the C182) with surgical
precision. Also, Jack installed Vortex Generators
by Knots2U. Yes people, they really make a
difference (clean stall at 35 knots), landing at 60
knots on dirt strips is nice and no appreciable
loss in cruising speed.
47
 Systems Gauges: Repair?
Replace? or Go New?
Don’t you hate it? You haven’t been in the
plane for a while and you get in to fire it up
for a trip and one of your engine instruments
isn’t working. The pointer lays there like last
week’s donut. It could be the oil pressure, fuel
pressure, amp meter, whatever, but it is enough
to cancel the trip. These little gauges are taken
for granted since they work for years and
years…. And years! Occasionally they might
stick, but a little thwap with a finger and they
jump back to life. But what do you do when
they don’t?
You’ve got to have your engine and systems
gauges. If you don’t think you necessarily
have to have them to fly you could be setting
yourself up for a problem. They indicate
whether or not the system is working, but to
what degree. How could anyone, in good
conscience, take off and fly when the oil
pressure and temp gauges are pegged at the
bottom? The same for when they are reading
well below the green.
What a lot of guys forget is that the instrument
is listed, with its parameters on the aircraft
Type Certificate, and if it is inoperative, it
really makes the airplane illegal to fly, PLUS,
anything that doesn’t work on and airplane is
required to be placarded until it is replaced.
These oft forgotten instruments are the most
important in your airplane. They are in every
airplane ever manufactured, each calibrated
to a particular engine/airframe combination
because of the variances in design, cooling and
wiring. Steam gauges or flat panel, the health
of the engine and other systems cannot be
known without these gauges.
The gauges in our airplane will depend on the
model and year. The vacuum gauge is a given.
It measures the jull on a diaphragm in the
vac line behind the panel. The others can be
electric, like the Amp or Volt Meter coming off
of the buss or the alternator. Fuel Pressure is
electrical, with a value coming off of a sending
unit mounted downstream of the fuel pump
on low wing or high volume systems. Oil
Pressure comes from a sending unit on modern
48
By Jim Cavanagh
aircraft, while older aircraft had an oil pressure
line directly from the engine to the gauge. Oil
Temperature comes from a sender mounted
on either the oil screen or the oil filter adapter.
This is NOT the Vernatherm! Fuel gauges are
electrical, with sensors in the wings. These
only need to be accurate when the tanks
are empty. Some Cessna’s will give faulty
readings when the tanks are full, but it is most
important to know when you don’t have fuel
than when you do.
For looks and convenience, the factories
grouped these systems gauges, except for the
vac gauge, into clusters. At one glance, a pilot
could see the workings of all of his important
systems. To make these clusters work, the
instruments themselves had to be designed for
fit. For this reason, replacing an instrument
with an aftermarket unit can be complicated
and sometimes expensive. To keep things legal
and working, what can a pilot do?
When a gauge goes down, you can replace
it or you can repair it. Most owners opt for
repairing for a couple of reasons: usually, one
gauge goes down at a time, and secondly, since
panels are designed for a particular instrument,
the wiring or plumbing is already there, and the
panel overlays are cut to make everything look
right. You can find instruments that have been
repaired with a yellow tag, and you can get
rebuilt instruments that have had everything
done, including refacing. It can look funny to
replace one gauge with a shiny new one. It
will stick out like a sore thumb. You can have
the other gauges refaced, but you are looking
at down time and expense. Repairing a gauge
is the simplest, and cheapest way to go, but not
necessarily the best looking.
Often an owner will call a salvage yard, like
Wentworth or White Industries, and get a
replacement. The unit will look good and
probably match the others in appearance, and
will certainly fit into its slot, but you have
an instrument that has seen use, may or may
not have been overhauled at some point, and
frankly, it has sat on a shelf for even in the
panel for an unknown amount of time. You
Cessna Pilots Association -February 2015
will only know if you have a good unit after it is installed and used, and then you won’t know how
long it will last. There is usually only a 30 day warranty on salvage parts, if that.

It can cost upwards of $400 to repair an instrument, depending on the part. It is more often less than
this if there are no problems, but installation time can add up of the gauge isn’t an exact fit. A rebuilt
cluster can run upwards of $12-1400 with a volume discount. And if you are considering a complete
cluster then you need to look at a totally new modern cluster. You need to call someone like Mitchell
Aviation Products.

The Mitchell cluster comes presembled and mounted in a rack (most aircraft models!)

Mitchell Aircraft Products is in our opinion the to install. Some specific gauge clusters, like a
best aftermarket systems instrument companies Grumman Tiger, are installed via STC as their
you can find. We have been visiting with them order and orientation is specific to that aircraft.
at Oshkosh for well over twenty years. Their
products are very high quality, FAA certified
and attractive. They do not look like the
aftermarket instruments you find in a couple of
mail order house catalogs. The certainly last
longer and are designed from the get go for
aviation application.

Bob Mitchell bought a company back in the

early 1990’s that had certified a couple of
instruments. Bob is an Engineer by trade
and an FAA DMIR, and had been called in to
advise the company. Its situation at the time
was not positive and he decided to take the
big life leap and get into business. Mitchell
Aircraft Products has since grown to produce
about every engine and systems instrument
there is. The company is an FAA Repair
Station as well as a manufacturer.

Mitchell specializes in modern, attractive

gauges for clusters and stand alone installations
in about any aircraft. The company offers
tachometers in 2-1/4-in. and 3-1/8-in.
diameters. Other stand alone gauges are
electric and come in 2-1/4” dia. They do these
same instruments in modular sizes and they
can be bought individually or in clusters, ready The new cluster for an old Tiger.

49
 Mitchell instruments are all manufactured
in McHenry, IL. For the most part, all of
their instruments are electric, some paired
with sending units that present their values
electrically to the gauge. The sending units
are from another manufacturer, built to MAP
specs.
An excellent feature of the instruments is that
they can be removed from the front without
having to dig around behind the panel. One
screw secures them in the slot and tightens
them into a plug mounted on the frame.

The beauty of Mitchell instruments is that they

are the real deal all across the board. They are
reasonably priced, they look great and they
work. Bob recently had a cluster returned to
him by a Mooney owner who said they had
been acting sluggish. Inside the guts were all
singed from heat. The owner had ordered a
12 volt system for a 24 volt aircraft. While
sluggish, they still worked and the values were
true despite over a year in service. Another
testament to their dependability is the company
has had a double cluster of their instruments
in a B-25 for nearly sixteen years without
a problem. Now there’s a high vibration
situation for you.

Having a Grumman Tiger in the stable, I

asked Bob about replacement gauges for
this situation. The old gauges are original.
They have slipped a bit and were no longer
symmetrical, and the faces were getting faded,
losing that crisp look. Just a couple of days
later, a package arrived and it had a new
Grumman stack of four instruments. Along
with the stack were a couple of sending units Each gauge can be removed from the front if needed.
that did not come on the plane originally, and
instructions for installation. At an average
of 12 degrees outside for the past couple of
weeks, the cluster has not been replaced, but
you can see in the photos what a difference this
will make in the panel.

This used cluster is from a 1990 Grumman Tiger, and is very

rough from improper storage.

Upon looking at the old instruments, they were

minimally protected from the elements and you
could almost sense that they were assembled
as inexpensively as possible to meet the TSO
All wires are marked for lights and
requirements. The new gauges simply reek of instrument for the installer.
professionalism and durability.

50 Cessna Pilots Association -February 2015

Mitchell warrantees their products for
two years, and can repair a defective or
miscalibrated unit in just a couple of days. If
they are older instruments, they can be rebuilt
to new condition in house. The company’s
warranty rate is very low. One of the most
common problems is owners hooking up new
instruments to the old sending units. This will
not work!
In this day of glass panels and engine
analyzers, a lot of owners are rebuilding
their panels to look more modern and using
all electronic instrumentation. It is nice to
have everything on one screen, however ALL
information is dependent upon a couple of
computers, the screen itself, and batteries. Bob
just inspected a high dollar homebuilt with all
glass and no redundant instrumentation, either
flight or systems. As dependable as these
panels are, you have to have certain numbers
for safe flight. For the price of a headset, a
pilot can have total redundancy for the engine
and systems should his panels fail.

Bob Mitchell is a pilot and owns a Bonanza.

He flies all over the country on business and in
all types of weather. He knows what it takes
to make himself comfortable in an airplane
should the worst happen, and he thinks other
pilots would feel the same. Regardless of the
analog look in a glass panel, attractive, neatly
Ask the Tech
arranged analog instruments are the back-up
you need at a very small cost. at
Mitchell can be reached at 1-815-331-8609, or www.cessna.org/support
at www.mitchellproducts.com.

As a writer, I have flown

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 CPA MERCHANDISE 

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53
54 Cessna Pilots Association -February 2015
 Advertisers Index

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Hartwig............................www.hartwig-fuelcell.com.............Back Cover
Air Mod...........................www.airmod.com..........................Back Cover
Hartzell Propeller.............www.hartzellprop.com....................................9
Air Plains Services..........www.airplains.com.......................................21
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Alpha Aviation..................www.alphaaviation.com.............................52
Mtn View Aviation..........www.mtnviewaviation.com...........................52
B.A.S., Inc.........................www.basinc-aeromod.com.........................51
Niagara Air Parts, Inc......www.niagaraairparts.com..............................7
Camguard..........................www.aslcamguard.com....Inside Back Cover
Parts Exchange................www.aircraftexhaust.com...............................6
Cardinal Electronics..........www.proptach.com.....................................56
Poplar Grove Airmotive...www.poplargroveairmotive.com..................43
Cee Bailey’s......................www.ceebaileys.com...................................56
Preferred Airparts.............www.preferredairparts.com.........................35
Chuck McGill....................www.safeflightintl.com...............................56
Ram Aircraft.....................www.ramaircraft.com..................................21
Cincinnati Avionics...........www.flyeca.com..........................................39
SairCorp...........................www.saircorp.com........................................52
Commodore Aerospace.....www.02337parts.com.................................56
Savvy Aircraft Maintenance Mgmt....www.savvymx.com.....................26
Continental Motors...........www.continentalmotors.aero......................11
Scott Air...........................www.scottairflighttraining.com....................56
Cox Airparts......................www.coxairparts.com.................................56
Selkirk..............................www.selkirk-aviation.com............................47
Denton Enterprises................................................................................29
Stene Aviation..................www.steneaviation.com..................................9
Desser Tire........................www.desser.com..........................................56
Superior Air Parts............www.superiorairparts.com.............................4
Dynamic Propeller............www.dynamicpropeller.com........................56
TruAtlantic.......................www.truatlantic.com....................................29
Eagle Fuel Cells................www.eaglefuelcells.com...............................6
UFO.................................www.unitedflyingoctogenarians.org.............57
Epic Aircraft.....................www.epicaircraft.com.................................20
Van Bortel........................www.vanbortel.com......................................35
Falcon Insurance..............www.falconinsurance.com...........................15
Visual Instruments...........www.visualinstruments.com.........................28
Flight Resource................www.flight-resource.com.............................26
Yingling Aircraft.............www.yinglingaviation.com...........................26

55

Aero Safe Corporation
Guardian I
Standby Vacuum/Pressure Systems
for Single-Engine Aircraft
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56
Cessna Marketplace
Customized Recurrent
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CALL FOR PRICE AND AVAILABILITY
10 Year Warranty
Cox Airparts, LLC www.proptach.com $269 FACTORY-DIRECT
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Tires & Tubes • Tailwheels • Name Brands • Retreads
We carry tires and tubes for almost Top-Quality Windshields & Windows
every Cessna ever produced! Available for Your Cessna Aircraft!
• Free Shipping on Most Orders (USA)
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USA’s #1 Recommended Aircraft Tire Distributor or (800) AIR-TIRE Montebello, CA 90640 Sales Dept: (800) 788-0618
Cessna Pilots Association -February 2015
 Cessna Marketplace
Do you have
the “right stuff ”
to be a
Tell our Flying Docs
80 years old and
still flying as PIC?
advertisers pilot?

Then you’re eligible to join the

you saw them in Join us in flying medical teams
UNITED FLYING
OCTOGENARIANS,
CESSNA to Sonora and Baja MX
an international group of flyers
established to promote
PILOTS Contact Rick Utermoehlen
LMV Chief Pilot
fellowship and camaraderie. magazine! rickute@msn.com
Visit the UFO website at 408-781-1279
www.unitedflyingoctogenarians. www.flyingdocs.org
org or call 508-651-8287. Since 1975

Cessna Pilots Association Membership Application

Name ____________________________________________________________________________
Street ____________________________________________________________________________
City ________________________________    State_____________  Zip Code_______________
Day Phone # _______________________   E-mail address: _______________________________
Aircraft Information: Model _______ Cessna Year ______ Serial # ___________ N # ___________
Membership is open to all those who have an interest in Cessna Aircraft.
Mail application along with dues to:
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57
 CLASSIFIED ADVERTISING
NOTICE: CPA Magazine will run member’s ads free for two months. These ads must be for personal property,
not for commercial purposes, and not more than 75 words. Ads running over 75 words will be subject to an $.80 a
word charge. The deadline for classified ads is the 1st of the month for the issue two months ahead. For example,
November copy has to be in by September 1st, two months prior to publication. For more ­information, or to cancel
an ad, please call the CPA office at 805/934-0493. To place an ad go to www.cessna.org/inquiry.
CESSNA AIRCRAFT FOR SALE
1960 210
3340 tt, 408 since cam rebuilt,
new crankshaft, and bearings.
Garmin 327, PMA 8000B,
Narco: MK 12D, COM 120,
NAV 12. Gear mod. Excellent
paint and colors. Hangared
KCNO, Chino, CA. $34,000.
Call 949-237-0111, 949-400-
9539, or email:
choon_1953@yahoo.com
(02/15)
_________________________
1972 182P
2420 TT 770 SMOH (millium)
845 SPOH NDH all logs
always hangared in dry
climates. No corrosion GEM
KX155s Coupled Apollo 2001
STEC 30 Garmin 396 XM
one Zulu 2 place intercom
long range tanks. Carb temp
Gap seals LED landing/taxi
Whelen LED taxi/landing July
annual.Original P/I are 7 and
6. $71,500 or close. Northeast
Texas. Email:
chuckjones@oolaccess.net
or call 903-885-8300. We're
just getting older, that's why.
(03/15)
______________________________
1976 SKYMASTER II 337 G
2463 TTSN, 312 TTFE, 264
TTRE, Shadin Fuel Flow,
Insight 1200 GEM, Gami
Injectors, Air/Oil Separators,
AirWolf Remote Oil Filters,
Prop Syncrophasers Garmin
530, S-Tec 55X 3Axis
Autopilot, GPS Steering w/
Elec Trim, Garmin 696, 296,
PS Eng 7000 Audio Panel,
PS Eng 7300 CD Player,
Standby Elec Horizon, Zaon
XRX TPAS, Radar Alt, Vert
card Compass, Main Gear
58
Door Deletion, Rear Engine
Lower Cowling, Vert Fin
Fairings, 150 gal tanks,
Vortex Gen, Pulselite Landing
Light System, BAS Shoulder
Harnesses, Rosen’s, New
Glass, Windshield Centerpost
Deletion, Nov 2014 Annual,
Paint 9, Int 8, AD’s Complied,
Complete Logs, Always
Hangared, same owner 17
years, 4 David Clark Headsets,
Sheepskin Covers. $118,000.
Call Dave @ 932-858-3986 or
email:
skypilot1@silverstar.com
______________________________
HOUSE AND HANGAR
House, Hangar and Airstrip
Located on 23 acres in Crystal
Beach TX. Enjoy the beach
and the charm of living in
a resort town. It features
a 2750 sq ft house with
gourmet kitchen and a large
master suite, 2500 ft grass
strip and a hangar with hydo
lift doors. For more info call
Pat 409-939-5933 or email:
rogers2cb@aol.com (02/15)
_________________________
Own a Piece of Paradise
Flying Y Airport in Paradise
Valley, Montana for sale
MT48. 5600 foot gravel
runway, two 60x70 hangars,
spacious home, gorgeous
hangar loft apartment,
55 acres. Just north of
Yellowstone National Park.
Beautifully maintained with
geothermal heating system and
green technology. Breathtaking
views. Warm neighbors.
Business or leisure property
with strong general aviation
community and tourism.
Seen on HGTV’s You Live in
What?. An aviator’s paradise.
www.flying-y.com (03/15)
_________________________
House, Hangar, Airstrip
Custom 2400 sq. ft. 3BR home
on 5 acres in gated-entry
airport community,91TS,
hangar, 3200 ft.concrete RW,
guest quarters with bath &
kitchen, pool, landscaped, 25
miles S of Houston area, Call
281-388-2666 or email:
www.houstonareaairporthome.
com (03/15)
_________________________
PROPS
McCauley C182 Prop
Just overhauled, C2A34C204
with 900DCB-8 blades and
log books. Replaced with 3
blade prop. Call 281-382-0259
(02/15)
_________________________
Hartzell Top Prop
Top Prop with polished
spinner for sale. 0 hrs. since
overhaul by Rocky Mtn. Prop.
PHC-C3yf-1RF/F8468A-8R
Removed from U206 for
conversion. Call Ray at
605-642-4112 (02/15)
_________________________
NEW IN CESSNA BOX'S
310 J thru N Prop Spinners
McCauley 2 blade cessna p/n
0855030-12 $914 Ea. Call
530-701-5564 (03/15)
Cessna Pilots Association -February 2015
 • Fights Rust & Corrosion
• Reduces Cam & Lifter Wear
• Prevents Engine Deposits
• Conditions Seals
ASL Camguard™ is an advanced oil supplement,
F.A.A. accepted for use in most piston aircraft engines.
Camguard is formulated to safeguard the investment
in your aircraft engine by addressing the complex and
interrelated problems of corrosion, carbon deposits
and mechanical wear.
Corrosion results in start-up wear or worse, cam and
lifter failure. Camguard combats corrosion by leaving
a continuous film of inhibitor on metal surfaces.
Deposits increase engine wear. They cause normally
free moving parts to stick and they are abrasive.
Camguard halts deposit formation, leaving your engine
clean and parts free to move.
So whether you fly a little or a lot, Camguard always
pays dividends with decreased aircraft engine main-
tenance costs. Just adding 5% of ASL Camguard to
your oil at every oil change provides peace of mind
that comes with knowing your investment is protected.

www.aslCamGuard.com 59
 (See: Renovation Overview, pg. 8607)

are expecting. Talk to customers to find out how the shop

performed and, if you’re lucky, you may find a customer
BEFORE
who had a problem of some kind. How a shop handles a
problem is a real clue to the kind of people you’ll be deal-
ing with.
With the decision made to go the renovation route ver-
sus new, it is obviously important to start with the right
TANKS - 10 YEAR WARRANTY
airplane. IQUOTES are some importantNEW
think thereON: factors to con-
Cherokee Tanks
sider – cost, condition and reliability, among others. Re-
Fuelyou
garding cost, Cells
need& Metal Tanks
to factor in both acquisition and
Repair, overhauled
operating costs. Since you know & newyour money situation
Technical Information or
best, I will only make one point on this subject. Don’t be
Free Fuel Grade Decals
tempted to buy a cheap, bigger and faster airplane; it’s
cheap for a reason. If your budget is in the 182 range, you
may want to avoid that older, higher time 210. It won’t run
on 182 money. We often meet an owner struggling with the
MONARCH PREMIUM CAPS
costs associated with that faster airplane Premium
until the final re- Steel
Stainless
ality of the situation forces a sale. Here’s the crazy part:
Umbrella Caps the
182 he passed up probably met his mission forprofile, would 177 through 210
your Cessna
have cost less to operate, and would not have had to be
sold underwww.hartwig-fuelcell.com
distressed circumstances. Don’t lose your info@hartwig-fuelcell.com
head.
While on the subject of airplane types, here’s something
to consider. Think about the growth potential that STC
mods (supplemental type certificates) can offer some air-
Keeping aircraft in the air since 1952
planes. For example, take a ’73 or newer 172 with a 180 hp
conversion andUS: 24 gallon flint tanks. Depending on
1-800-843-8033 power
INTL: 1-204-668-3234
setting, one can go
CDN: from 110 knot cruise to 120-125
1-800-665-0236 knots,
FAX: 1-204-339-3351

60
8618 Cessna
Cessna Pilots Association Pilots Association
- Volume -February 2006
23, No. 9 - September 2015