January 2013 • Volume 30, Number 1

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www.cessna.org
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 January 2013 • Volume 30, Number 1

Features 38 A Fun Filled Foreign Flight

By Bob Claypool
6 News & New Products
Tempest PowerFlite Alternator Now 40 McFarlane Aviation: The Little
Available Company That Could...and Did!
By Jim Cavanagh
Sporty’s New Lightweight Case
12 Auxiliary Fuel Options for Single
Engine Cessnas Technical
By Steve Ells
9 Recently Issued SAIB
20 The Redundancy Trap
By Mike Busch 19 FAASTeam - FAA Safety

26 Letters to the Editor 45 From the Members:

1977 340 Deice Boots
28 On the Cover: 1962 172 Corrosion
Miles for Kids - An Air 1978 177B Wing Replacement
Safari to Africa 1968 182L Replace Fuel Bladder
By Ted Horton
CPA Information
8 Member Discounts

47 CPA Membership Application

48 CPA Merchandise
50 Classified Advertising
51 Advertiser’s Index
52 Cessna Marketplace
34 Great Expections
By Paul New 53 Seminar Schedule

4
 Cessna Pilots Association
Magazine
Copyright 2013
VIEW OUR ONLINE CATALOG NOW!
Published By • FAA/PMA new and overhauled parts in stock
Cessna Pilots Association, Inc. • Best prices anywhere • Same day shipping
3940 Mitchell Rd.
Santa Maria, CA 93455 We’re

800-4STACKS
Phone: 805/934-0493 serious
about
exhaust!
Fax: 805/934-0547
Internet Web Site: www.cessna.org Tel: 800.478.2257 or 803.548.2665 l Fax: 803.548.6360 l Email: sales@AircraftExhaust.com

John M. Frank, Executive Editor

Kris Long, Magazine Layout and

Design
The Cessna Pilots Association Mag- Excellence Defined.
azine (ISSN 0888-1898) is published
monthly by the Cessna Pilots Associa-
tion, 3940 Mitchell Rd., Santa Maria,
Performance Driven.
CA 93455 or P.O. Box 5817, Santa Ma-
ria, CA 93456. The price of a yearly
subscription is $50 which is included in
Top Prop™ for Cessnas.
the annual dues of $55 for Association Experience enhanced performance from one or more
membership. Periodicals Postage Paid significant benefits: shorter take-off distance, lower noise
at San Antonio, TX 78284, and at ad- levels, better ground clearance, reduced tip erosion,
ditional mailing offices. increased climb rates & cruise speeds, and smoother
The Cessna Pilots Association Mag- operation. It’s what you expect from the market leader.
azine is distributed to members of the
Cessna Pilots Association, an indepen- Unbeatable Plus Three™ warranty – 3 years or 1,000
dent association of Cessna owners. The hours.
Cessna Pilots Association is not affiliat-
ed with or sponsored by the Cessna Air- TOP PROP TOP PROP

craft Company. Publication of articles

and opinions in the CPA Magazine is PERFORMANCE
CONVERSIONS
PERFORMANCE
CONVERSIONS

not an endorsement by the Association, CESSNA

nor does the Association assume respon- 170A, B, 172 & 175 w/O-360
(2-blade)
R172K Hawk XP 177B & 177RG Cardinal
180 All 182, R182, T182
(2 & 3-blade)
185 & A185 A188

sibility for the accuracy of the informa-

(78" to 86")

tion contained in the Magazine. 310-310H & E310H 310I-R & T310 441 Conquest II

Submission of articles for publica-

208-208B Caravan
206 & T206 207 & T207 205, 210, T210 & P210 (2-blade) 106" (3-blade) (4-blade )
(78" to 86") (2 & 3-blade) 96" (4-blade)

tion is encouraged. Articles submitted

become the property of the Cessna Pi-
lots Association and cannot be returned. Built on Honor – since 1917.
Use of copyrighted material by other
publications without the permission of
the Cessna ­Pilots Association is prohib-
ited.
POSTMASTER: Send address changes
to:
Tel: 1-800-942-PROP (7767)
CESSNA PILOTS ASSOCIATION or (937) 778-4201
MAGAZINE
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Santa Maria, CA 93456 www.HartzellProp.com
Annual dues:
•U.S., Canada, Mexico $55
•Foreign $70

www.cessna.org 5
 NEWS AND NEW PRODUCTS
Tempest PowerFlite
Alternator Now Available
Now available is Tempest’s PowerFlite
alternator for newer model Cessna aircraft.
The 28 volt, 60 amp alternator, part number
9910591-11AC, is a collaborative effort from
Tempest and Aerospace Components, the
designers and manufacturers of the Tempest
PowerFlite starter.
This is a direct replacement alternator
available for late model Cessna aircraft,
according to company officials.
The FAA/PMA certified alternator fits Cessna
172R, 172S, 182S, 182T and T182T aircraft.
Retail price is $1,010, plus a $150 core
charge.
For more information: TempestPlus.com
6 Cessna Pilots Association -January 2013
Lightweight case designed by the flight
instructors at Sporty’s
Sporty’s Flight Gear Headset Case is the
most compact pilot bag available, and
it’s designed for today’s pilots to store
everything you need for a flight. This
lightweight compact bag has specially
designed pockets for a headset, iPad,
transceiver and more.
Stop lugging an overstuffed bag. Travel light
with Sporty’s Flight Gear Headset Case.
“This bag organizes the maximum amount
of gear in a small space,” says Sporty’s Vice
President John Zimmerman. “It has a place
for everything so you can put everything in
its place.”
Measuring 6”w x 11”l x 11”h overall, the
Flight Gear Headset Case has a padded
external transceiver pocket with Sporty’s
patented slit flap to accommodate the
antenna, plus an internal pocket for an iPad.
Dual quick-access chart pockets have just
enough space for charts for local flights. A
large center compartment is perfectly sized
for a headset while a front flap pocket can
store iPad accessories or other devices.
With a six-year warranty, the Flight Gear
Headset Case [#7340A] is available for
$37.95 and may be purchased by calling
800-SPORTYS or at sportys.com.
7
 Member
Discounts
The following advertisers
provide special discounts to
Cessna Pilots Association
members.

Air Research
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Airplane Things:
10% discount
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Dynamic Propeller
10% discount STC kits
www.dynamicpropeller.com

Eagle Fuel Cells:

Free installation kit &
Custom Engine Overhauls free shipping
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New Cylinder / Camshaft Options
Balanced & Dyno Tested Mtn View Aviation:
5% discount
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Savvy Aviator:
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Spectro:
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Transwest Appraisal Service:

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Flat Rate Prop Strike Inspections and Repairs • Dynamic Propeller Balancing While You Wait www.transwest.aero
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8 Cessna Pilots Association -January 2013

 Recently Issued FAA
Special Airworthiness Information Bulletins
SAIBs can be found at:
http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgSAIB.nsf/MainFrame?OpenFrameSet
This is information only. Recommendations aren’t mandatory.
SUBJ: Pushrod Shroud Spring (14 CFR) Part 39.
Retainers, Engine Components
Part No. AEL14995, for Lycoming
Engines 320, 360, and 540 Series ECi Service Instruction, SI No.12-1, dated
Engines
SAIB: NE-13-06
Date: November 21, 2012
Introduction
This Special Airworthiness Information
Bulletin (SAIB) alerts owners, operators, and
certified repair facilities of an airworthiness
concern regarding certain pushrod shroud
spring retainers, manufactured by Engine
Components International (ECi). The
pushrod shroud spring retainers, part
number (P/N) AEL14995, may be installed
on Lycoming Engines O-320, IO-320,
O-360, IO-360, O-540, and IO-540 series
reciprocating parallel valve engines.
Background
The ECi P/N AEL14995 pushrod shroud
spring retainers are a parts manufacturer
approval (PMA) replacement for the
Lycoming Engines P/N LW-14995 “Shroud
Tube Retaining Springs.” The Federal
Aviation Administration (FAA) has received
reports that several of the ECi pushrod
shroud spring retainers, P/N AEL14995,
have failed. The failure of the spring retainer
can cause the pushrod tube or shroud to
become loose and possibly leak oil. ECi has
redesigned the P/N AEL14995 pushrod
shroud spring retainers, and the FAA
recommends the earlier design made from
heat treated carbon steel be removed from
service.
At this time, the airworthiness concern is not
an unsafe condition that would warrant an
airworthiness directive action under Title 14
of the Code of Federal Aviation Regulations
Recommendations
October 29, 2012, shows how to identify
the older designed pushrod shroud spring
retainers. If your parallel valve Lycoming
Engines 320, 360, or 540 series engine was
overhauled using an ECi overhaul gasket
set that included the AEL14995 pushrod
shroud spring retainer, review ECi SI 12-1,
“AEL14995 Pushrod Shroud Spring Retainer
(Clip).”
Although this airworthiness concern does
not warrant mandatory action, if the old
design pushrod shroud spring retainers are
identified, the FAA recommends replacing
the old design pushrod shroud spring
retainers with new spring retainers. If the
retainer spring is found to be broken or
cracked, replace it with an approved part as
required by 14 CFR Section 91.405(a).
For Further Information Contact
Peter W. Hakala, Aerospace Engineer,
Special Certification Office, FAA, 2601
Meacham Blvd., Fort Worth, Texas 76137;
Telephone: (817) 222-5145; fax: (222) 222-
5785; e-mail: peter.w.hakala@faa.gov.
For Related Service Information Contact
Bryon Denton, Airmotive Engineering
Division of ECi, 9403 Middlex Dr., San
Antonio, Texas 78217; Telephone: (210)
820-2475; fax: (210) 820-2451; e-mail:
bdenton@aecorp.aero
9
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11
 Auxiliary Fuel Options for
Single Engine Cessnas
by Steve Ells
There's an old pilot sitting around this winter
telling anyone who will listen that the runway
behind you, the altitude above you and the air
in your fuel tanks are the three most useless
things in aviation. These hoary maxims live
on simply because they're true. The runway
behind you and the altitude above you are
immutable—when you need one or both,
no amount of money can get more. Fuel
capacity? You can buy more of that.
A tank full of fuel provides options such as
the freedom to comfortably fly to an alternate,
safety since running out of fuel is patently
unsafe and peace of mind. Extra fuel means
pilots can afford to pull the power back and
wait for the sun to burn off a layer of marine
layer (advection) fog that has settled over the
destination. Extra fuel capacity also means
that great distances can be flown without the
hassles—descending, taxiing, taking off and
climbing back to cruise altitude—that are
always part of every refueling stop. And since
every engine start and full power takeoff
lays some heavy stresses on air-cooled aero
engines, the fewer fuel stops required the
better.
And finally, with the advent of websites
such as www.100LL.com and www.airnav.
com, owners can shop online for the best fuel
prices. Extra fuel capacity gives owners the
advantage of being able to load up when the
prices are good.
Auxiliary Tanks
Auxiliary tanks (aux tanks) may refer to
fuel tanks that were installed at the Cessna
factory, or they may be tanks that are
installed in the field and approved under the
FAA's Supplemental Type Certificate (STC)
approval process.
Factory-installed aux tanks are common in
12
Cessna twin engine airplanes; Cessna didn’t
install aux tanks in its piston engine (or
turbine-powered) singles.
Fortunately for today's owners, there are
four companies that sell a variety of aux tank
solutions.
Del-Air
Del-Air in Porterville, CA is run by Harry
Dellicker. Del-Air and Harry have been in
business for decades. Don't look for Del-
Air on the Internet cause it isn't there. Chris
Shaw, who does more and more work for
Dellicker these days, told me that Del-Air
does hold FAA approval (via STC) to modify
the metal fuel tanks in Cessna 150s, 152s,
170 A and 170B models and Cessna 172s up
through 1985 P models. [Editor's Note: The
1985 172P production ended in 1986]
Capacity is increased by 8 gallons per side
for the 150/152; and 7 ½ gallons per side in
the Del-Air "mid-range" mod for 170s and
172s. The "long range" 170 and 172 option
increases the tank capacity to 15 gallons per
side.
This option requires owners to remove their
existing aluminum tanks and ship them to
Del-Air where the tanks modifications are
done. Shaw asked that no tanks be sent before
calling for shipping instructions. The phone
number at Del-Air is 559-784-9440.
The tanks mod takes at least two weeks,
sometimes a little longer depending on the
shop work load.
There are no valves, pumps, hoses or wiring
to install with the Del-Air system.
Prices are $3,974 for the 150, 152 and 172
mid range tank system. The 172 long range
Cessna Pilots Association -January 2013
tank system lists at $4970.
Installation hours are cited at 60 to 75 for
the 150, 152 and 172 mid range tanks and
70 to 95 for the long range 172 tanks. These
numbers are for experienced sheet metal
modification mechanics. Others will take
longer.
Contact Del-Air at 559-784-9440 for more
information.
Flint Internal Tip Tanks
Flint Aero of San Diego, California has
been making and marketing auxiliary fuel
tanks for Cessna singles since 1967. Flint
sells two models—the internal tip tanks,
where fiberglass tanks are slid into position
inside the existing wing structure outboard
of the existing fuel tanks; and extended tip
tanks, where the tanks are attached to the
wing in place of the wing tips to form wing
extensions.
Generally speaking the internal tanks are
approved for installation on almost every
Cessna single from the Cessna 150 (D model
and later) up through the early Cessna 210s
with strut-braced wings. This includes the
152, 170 A and B, 172 (through Q model)
including the R172K Hawk XP and Cutlass
172RG, 175A, B and C, 180, 182 (through
R model), all 185s in both land and float
configurations , the 1960 210 and 1961 210A,
and the 210-5 and 210-5A models, which are
also known as the Cessna 205.
A Flint Aero internal tank system adds 24
gallons to the total; 23 of which are useable.
An installed Flint internal tank system weighs
34 pounds and each kit includes the tanks,
fuel lines, check valves, fuel pumps, and fuel
gauges required for installation.
Installation labor is cited as 45 to 60 hours
when completed by a mechanic that has
installation experience. Count on more hours
if your mechanic hasn't done one before.
Operation is simple. During preflight, check
the fuel level in the tanks. There are fuel
gauges for each tank but savvy pilots know
that gauge readings need to be verified by
alternate means such as a dipstick. Drain the
tank sumps. Burn approximately 15 gallons
out of each main tank before switching on the
Flint Aero transfer pumps; fuel will be
pumped from the Flint tanks into the Cessna
main tanks.
Wings are slightly modified during the
installation—the wing skins are cut on top of
each wing for a filler cap, and a small hole is
cut on the underside of the wing for the aux
tank quick drain.
Flint Filler Cap
Flint Extended Tip Tanks
Flint Aero has been selling extended tip tanks
since 1981. These tanks bolt onto the end of
each wing. Installation increases the wing
span by 26 inches in 210 G-R, T210 G-R and
P210 N-R models; and 36 inches in 185, 206
through 206 G, 206 H and T206H, 207 and
210 D through F models.
Useable fuel added varies due to model; it's
27 or 28 gallons for some early 206, 207, 210
and 185s; 29.8 gallons for later 185s, 206 F
through G, and 206 H and T206H, and 32.5
gallons for 210 and T210 models G through R
which includes all P210s.
Kit weights hover around 37 lbs. Installation
time averages 45 to 60 man hours if done
by an experienced installer. This estimate
applies across the board except for the 185
installation that requires substitution of heavy
duty stringers in place of the original ones.
The 185 installation takes more like 75 to 90
hours.
Kit prices vary between $8,445 for the early
206, 207 and 210 D and F models, up to
$9,958 for the late model 206H and T206H.
13

Installing Flint Tank
The 185 kit ups the MTOW to 3600 lbs; the
MTOW of the 206 F and G is bumped up
200 pounds to 3800. No other models get
MTOW increases with the installation of
Flint extended tip tanks; instead the existing
Cessna published MTOW is maintained
provided that at least 7 gallons of fuel is
carried in each tank. If the tanks are empty,
the legal MTOW weights are reduced. For
instance, the published 3,800 pound MTOW
for a Cessna 207 is curtailed to 3,510 pounds
in accordance with the STC. These limits
vary. See the Flint Aero website (www.
Flintaero.com) for more details.
O& N Transfer Placard
14
O & N Aircraft Auxiliary Fuel
Tanks
O & N Aircraft is owned by Myron
Olsen and Richard Newell and is located
in Factoryville, PA. O & N tanks are
constructed of welded aluminum and are
installed in accordance with FAA approved
STC in the baggage areas of 150,152, 172,
182, 210, T210 and P210 single engine
Cessnas.
Quantities vary. The 150-152 tank holds
14.6 gallons; the 172, 182 and one of the
two tanks available for the 210/T210 holds
18 gallons. There's a 28 gallon tank also
available for the 210/T210. The P210 tank
has a 29.7 gallon capacity.
The O & N website cites installation man
hours at 20 hours for the 150/152 and
25 hours for the other installations. Kit
prices range from $2450 for the 150/152 to
$2900/$3000 for the 172/182 and $4200 up
to $4800 for the 210/T210 and P210. Each
tank has a life time warranty.
Cessna Pilots Association -January 2013
The tanks are installed on top of existing
baggage compartment floor surface. The
tank tops are reinforced and can carry the
same weight as the original baggage floor.
A hole is cut in the right side of the fuselage
skin and a filler receptacle is attached. The
filler cap is flush mounted.
Operation is simple. After a quarter to a third
of the fuel is burned off the Cessna tank, the
pilot moves a switch to the transfer position.
This switch energizes a fuel transfer pump
that pumps fuel from the aux tank to the
right main tank at the appropriate rate for
the airplane. Flow rates are adjustable from
6 to 12 gallons per hour. A yellow light is on
when the fuel is being transferred. The fuel
transfer pump automatically shuts off when
the auxiliary fuel tank is empty.
O&N Fuel Filler Cap
Sierra Industries Auxiliary Fuel
Tanks
Sierra Industries of Uvalde, TX sells an
auxiliary fuel system for Cessna 206 and
Soloy turboprop-converted 207 aircraft. This
installation adds an additional 50 gallons
of fuel and requires the installation of six
vulcanized rubber tanks—three in each wing
outboard of the main fuel tank. These tanks
fit snugly in adjacent rib bays. The Sierra
Industries system is completely integrated
with the Cessna system so there's no additional
wiring, gauges or switches in the installation.
The fuel tank filler is moved from its original
position out to the center tank of the three
rubber tanks. Fill the tanks to the desired level
and go. No switching or monitoring fuel levels
needed. The Cessna fuel quantity indicating
system is not affected.
Kit prices for the 206 (post-1979 models
w/o autopilots) is $13,450; post-1979 with
autopilot is an additional $500.
Pre-1979 w/o autopilot kits are priced at
#$15,450, the kit for the autopilot-equipped
pre-1979 206 is $15,950. Installation time is
cited by Sierra Industries at 80 hours for all
kits.
The Sierra Industries aux fuel STC also
includes 206 and 207 aircraft that have
been converted to both Mark I and Mark II
turbo prop configurations by Soloy Aviation
Solutions. The Sierra Industries aux fuel STC
does not apply to piston-powered 207 Cessnas.
Sierra Industries Tanks
15
 In Conclusion
There are options for upping the fuel capacity
of your Cessna. All three of these companies
have been in the Cessna modification
business for a long time so you can count on
getting systems that are dependable and will
work as advertised.
There are always plusses and minuses with
adding any modification. First off some
useful load is lost in some models when the
tanks are installed.
However, the Flint Aero STCs bump the
MTOW in the Cessna 185 and certain 206
models.
Secondly, even though the Flint Aero and
O & N systems have been installed in
hundreds of airplanes, each does require an
added degree of fuel management discipline.
Fortunately this added load is not very
16
onerous since the added management chores
typically take place during cruise flight.
According to some reports fuel
mismanagement accidents such as running
out of fuel are so rare that they account for
less than 10 percent of all fatal crashes. That
means that the chances of a CPA member
being in an accident due to fuel exhaustion
are very slim, but in spite of this stat, there's
something very comforting about always
having plenty of fuel aboard.
URLs:
www.flintaero.com
www.onaircraft.com
www.sijet.com
LIVE
Cessna Pilots Association -January 2013
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18 Cessna Pilots Association -January 2013
 Is My Ticket Good There?
Have you ever been on vacation and thought, “This would be a cool place to go flying”? In the
United States, you need only find an FBO and get a checkout — assuming you’re current of course.
But what if you’re outside the boundaries of the U.S. National Airspace and enter into the wider
world of international aviation?

In his article “Is My Ticket Good There?” author and FAA Safety Briefing Associate Editor James
Williams explores the ins and outs of overseas flying. “There’s a lot you can do with a U.S. pilot
certificate in other countries,” says Williams, “but it’s important to fully understand both the
privileges and the limitations.”

For more information, see page 13 of FAA Safety Briefing’s globally-themed Nov/Dec 2012 issue at
http://1.usa.gov/FAA_ASB.

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19
Tech Topics:

The Redundancy Trap

By Mike Busch A&P/IA
mike.busch@cessna.org

The best way to protect against the in-flight failure of any aircraft component is to have two. Or is it?

CIVIL AVIATION REGULATIONS

PART 13—AIRCRAFT ENGINE AIRWORTHINESS
Subpart B—Reciprocating Engines
§ 13.111 Ignition system. All spark ignition engines shall be equipped with either
a dual ignition system having at least two spark plugs per cylinder and two separate
electrical circuits with separate sources of electrical energy, or with an ignition
system which will function with equal reliability in flight.

FEDERAL AVIATION REGULATIONS (14 CFR)

PART 33—AIRWORTHINESS STANDARDS: AIRCRAFT ENGINES
Subpart C—Design and Construction; Reciprocating Aircraft Engines
§ 33.37 Ignition system. Each spark ignition engine must have a dual ignition
system with at least two spark plugs for each cylinder and two separate electric
circuits with separate sources of electrical energy, or have an ignition system of
equivalent in-flight reliability.

Both the FARs and their predecessor CARs
require that certificated spark-ignition
reciprocating aircraft engines—the kind
most of us fly behind—have fully redundant
dual ignition systems. There’s a good
reason for this: Ignition system failures in
these engines are relatively commonplace.
Without a properly functioning ignition
system, the engine could quit, the airplane
could fall out of the sky, and people could
get hurt.
How often to ignition systems fail? Well,
spark plug failures happen a lot, but the
consequences aren’t usually serious—
sometimes they’re not even noticeable—
precisely because we have two spark plugs
in each cylinder, and one is enough to keep
the cylinder producing power. Usually,
the only sign that a spark plug has failed
in-flight is that the EGT on the affected
cylinder rises by 50°F or so. And unless you
have an engine monitor installed and keep it
in “normalize mode,” you’ll probably never
even notice. Often, such failures aren’t
caught until the next pre-flight mag check,
where the failed plug causes an excessive mag
drop. Sometimes, it isn’t caught until the next
annual inspection or scheduled spark plug
cleaning.
Magneto failures happen less often, but when
they do happen the consequences can be
much more serious…or not, depending on the
specific failure mode. If the mag just quits
cold—say, because the breaker points fail,
the coil opens, or the condenser shorts—then
the consequences are relatively benign. All
cylinders continue to make power in single-
ignition mode, and all EGTs rise in unison.
You fly to your destination and get the bad
mag fixed. No big deal.
On the other hand, a failure that affects the
magneto’s timing can be a very big deal,
particularly if the timing is advanced—i.e.,
the spark plugs fire earlier than they should. A
mag that fires 5° early can quickly send CHTs
right through the roof, and one that fires 10°
early can melt holes in pistons and cause
cylinder heads to separate. Not pretty.

20 Cessna Pilots Association -January 2013

 Figure 1— Distributor gear failures like these can cause a magneto to start firing random spark plugs at
random times. (Photos courtesy of John Schwaner at Sacramento Sky Ranch.)
The worst kind of mag failure—and one
we’re seeing disturbingly often—occurs
when the mag’s plastic distributor gear fails
and starts shedding teeth. (See Figure 1.)
When this happens, the magneto can start
firing random spark plugs at random times,
and all hell breaks loose. The engine start
running very rough—I’m talking change-
of-underwear rough—and unless the pilot
quickly throttles way back, the powerplant
can start coming seriously unglued.
I’m personally aware of six such magneto
distributor gear failures during the past two
years in a fleet of roughly 300 piston GA
airplanes operated by clients of my company.
That’s one failure per year per 100 airplanes.
To my way of thinking, that’s a pretty scary
failure rate, given the potentially destructive
consequences of such failures.
The two-mag fallacy
Not to worry, that’s why the FAA requires
that our engines have two magnetos. Even if
one mag gets sick and goes berserk, we’ve
still got a healthy one to get us home, right?
Don’t be so sure.
I investigated these six magneto distributor
gear failures quite thoroughly. They
happened to all sorts of pilots, ranging from
newbies to veteran multi-thousand-hour
CFIs. They occurred in various phases of
flight, ranging from pattern altitude to Flight
Level 210.
Here’s the thing: Not once did the pilot
have the presence of mind to identify and
shut off the misfiring magneto! That’s even
true of the failure that occurred at FL210,
where the experienced pilot had nearly a
half-hour to troubleshoot the issue as he
was descending power-off to an emergency
landing at Cincinnati’s Lunken Field. In
every one of these six cases—high-time
or low-time pilot, high altitude or low
altitude—the pilot declared an emergency,
pulled the power back to near-idle, and put
the airplane on the ground at the nearest
airport. Fortunately, all of the emergency
landings were uneventful (disregarding the
condition of the pilots’ briefs or boxers).
Needless to say, had the pilots involved
been taught to deal with such a failure
by identifying and shutting off the bad
magneto, the engine would have resumed
smooth operation and the airplane could
have continued uneventfully to the planned
destination, at which point the bad magneto
could have been repaired or replaced. But
none of the pilots did that. Every one treated
the situation as a catastrophic engine failure.
Not one attempted to troubleshoot or resolve
the problem, something that could have been
easily accomplished simply by shutting off
one magneto at a time until the bad one was
identified and disabled.
Of course, with a failure mode like this,
having a good mag does you no good unless
you shut off the bad one. Clearly, we have an
education problem here.
21
 How about 1½ mags?
Then there’s the Bendix D2000/D3000 dual
magneto used on many Lycoming engines. If
your Lycoming engine model number ends in
a “D” suffix—e.g., O-360-A1F6D or TIO-
540-F2BD—it probably has one of these
puppies installed. In essence, this is two
independent magnetos packaged into a single
unit, with a single drive shaft, mounted on a
single pad on the accessory case. (See Figure
2.) The idea was to reduce the “real estate”
and gear train complexity at the back of the
engine.
Figure 2— The Bendix D2000/D3000 dual mag is basically two independent magnetos
packaged into a single unit. (Photos courtesy of Cliff Orcutt of Aircraft Magneto Service.)
This probably wasn’t Lycoming
engineering’s best idea. My friend J.
“Mac” McClellan—longtime editor-in-
chief at FLYING magazine, and now head
of publications at EAA—recently added a
post to his weekly “Left Seat” blog (http://
macsblog.com) cleverly titled “Is One and
a Half Mags Enough?” that highlighted the
issue, and I was struck by how many aircraft
owners and mechanics responded with bad
experiences with dual mags, some going so
far as to declare that they would not fly any
single-engine airplane that was dual-mag
equipped.
It’s generally accepted that the original
D2000 dual mag was somewhat unreliable,
and most of them have long since been
replaced with the later-design D3000, which
was much improved. But although the
D3000 has pretty much dual everything—
dual breaker points, dual coils, dual rotating
magnet assemblies, dual distributors and
distributor gears—it still doesn’t provide
the level of redundancy of two conventional
magnetos.
22
One problem area has been the hold-down
clamps that attach the mag to the engine.
They have a history of coming loose—either
because they were not properly torqued
by mechanics in the field, or because
the magneto mounting flange or engine
mounting pad was worn. When the clamps
come loose, the dual mag can shift, and that
screws up the timing of both magnetos, not
just one.
Another single point failure is the impulse
coupling that drives the dual mag from the
engine gear train. A dual-mag-equipped
Lycoming engine has only one of these,
rather than two, and an impulse coupling
failure can take out the entire ignition
system.
Although the D2000/D3000 dual magneto
complies with the letter of the FAA’s two-
source requirement set forth in CAR 3.111
and FAR 33.37, I can’t help but question
whether it meets the spirit of the reg. The
dual mag just doesn’t provide the same level
of redundancy as two conventional mags,
and I can’t help but wonder whether the FAA
made a mistake by certifying it.
Common-mode failures
Even with two conventional mags, it’s still
possible for a common-mode failure to
compromise the entire ignition system. One
such failure occurred to a client of mine who
was cruising his Cessna 340 at FL240 when
all of a sudden, the left engine came unglued
and started shaking so badly that the pilot
was worried it would tear itself off the wing.
Cessna Pilots Association -January 2013

Figure 3— Fracture of this plastic magneto
pressurization filter caused simultaneous and
severe high-altitude misfire of both magnetos. So
much for redundancy…
The pilot called ATC, declared an emergency,
and requested a lower altitude. He throttled
back (which reduced the shaking), and
started an emergency descent. After
descending a few thousand feet, the left
engine started running a lot better, so he
continued at the lower altitude and landed
at his home base. Then he described his
experience to his A&P and asked him to try
to find the problem.
When the mechanic uncowled the left
engine, the problem was immediately
apparent. The 340 was equipped with RAM
engines with Slick 6300-series pressurized
magnetos. A tiny plastic nipple on the
magneto pressurization filter had broken
off, instantly de-pressurizing both mags
and sending them into violent high-altitude
misfire. The mechanic removed both mags
and opened them up. He found evidence
of severe internal arcing, and one of the
distributor gears was badly burned and
partially melted.
Once again, it strikes me as pretty
dumb to have both magnetos sharing a
single pressurization hose and a single
pressurization filter, because this creates the
potential for a single point of failure that
can take out both magnetos simultaneously,
eliminating the redundancy that the FAA
calls for and the pilot expects. Yet every
pressurized magneto installation I’ve seen
does it this way. It’s one reason I don’t care
for pressurized magnetos, and won’t use
them on my own turbocharged airplane.
Hidden failures
Most legacy GA aircraft have air-driven
gyros powered by dry air (vacuum) pumps.
The dry air pump has the most intractable
failure mode of any GA aircraft component
I can think of, because it invariably fails
suddenly and totally without any warning.
One minute it’s working just perfectly, then a
few milliseconds later it fails catastrophically
in a cloud of graphite dust and melted plastic.
And it’s impossible to predict when it’s going
to fail; I’ve seen these pumps go for more
than 1,000 hours without a hiccup, and seen
them fail in 5 hours.
Consequently, for any aircraft that flies
IFR and depends on an air-driven gyro to
keep the dirty side down, a backup vacuum
source is absolutely essential. Twins typically
have two air pumps, one on each engine,
providing the desired redundancy. Singles
are often equipped with a standby vacuum
system powered by an electric motor, such
as the Aero Safe Guardian I system shown in
Figure 4.
Figure 4— A standby vacuum system like this
Aero Safe Guardian I can provide protection
against a vacuum pump failure…but only if you
test it regularly during pre-flight.
Such a standby vacuum system can be a
great way to protect yourself against vacuum
pump failure—but only if it works when
you need it. Unfortunately, most pilots never
bother to test the system to see whether not
it works. And most mechanics don’t test it
either—since it’s very unlikely to be on the
inspection checklist.
23
 This is a relatively complex system with lots standby regulator and overvoltage relay, and
of potential failure modes: bad motor, bad resets the main relay.”
pump, bad check valves, bad wiring, etc.
Needless to say, if you find yourself facing Predictably, pilots of these airplanes fly
a vacuum pump failure while flying through around for years without ever selecting the
the clag in low IMC, that’s not the optimal STBY regulator to see whether it actually
time to be learning whether or not your works. The STBY regulator is almost never
standby vacuum system works. You’ve got to checked during annual inspection, since it
test it regularly, preferably on every pre-flight really can’t be tested without both engines
prior to launching on any flight during which running. So if the MAIN regulator ever fails,
IMC is anticipated. it’s a crapshoot whether or not the STBY
will work when it’s needed. Contrary to the
Similarly, Cessna 300- and 400-series POH, I teach pilots of these airplanes to fly
twins manufactured prior to 1973 have an on the STBY regulator from time to time
electrical system equipped with two identical so they can be sure they actually have the
voltage regulators designated MAIN and redundancy that the system is intended to
STBY There is a red-guarded toggle switch provide.
that allows the pilot to switch to the STBY
regulator if the MAIN regulator fails. The See you next month.
POH instructs:

“For normal operations, the regulator select Tech Topics is a monthly column written by Mike
switch should be left in MAIN. If voltage Busch of CPA’s technical staff. Mike is a longtime
exceeds a predetermined maximum, the CPA Magazine columnist and teaches Savvy Semi-
overvoltage relay opens and both alternators nars, www.savvyaviator.com, for aircraft owners and
are disabled. Positioning the regulator select mechanics. Mike is the National AMT of the year for
switch from MAIN to STBY selects the 2008. Mike owns, flies and maintains a 1979 Cessna
T310R based in Santa Maria, California

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25
Letters to the Editor . . .
To the Editor:
I am responding to Ron Bradshaw's "Letter to
the Editor" published in your October 2012
issue. A letter has been sent to Mr. Bradshaw
requesting clarification regarding the "rip off"
he has accused us of. Mr. Bradshaw's aircraft
did arrive for the replacement of an oil sump
gasket as he had noted in his letter. Upon
arrival a boost was needed to start the engine.
The battery was removed for charging and
the manufacture date was noted. Our staff
was surprised at the age of the battery. We do
adhere to the Gill and Concorde Battery ICA
to carry out a Capacity Test on batteries on an
annual basis- and yes, we have seen batteries
fail within the first year.
The engine was lifted in preparation for the
oil sump gasket replacement. An inspection
revealed that in addition to the known leaking
sump gasket, the oil cooler adapter seal,
rocker gaskets and pushrod tube seals were
also leaking. To facilitate the pushrod tube
seal replacement, the exhaust was removed.
Mr. Bradshaw was in attendance during
this time and he did see the areas noted - he
authorized that the work be accomplished to
repair the additional oil leaks discovered.
During the removal of the exhaust, fourteen
(14) exhaust studs (Rosan Type) broke; the
exhaust was noted to be cracked and bulging.
To facilitate the exhaust stud replacement,
the engine was completely removed from
the airframe. Subsequent visual inspection
of the engine compartment found that the
Lord mounts were cracked and sagging,the
induction air box flapper shaft was very
loose, the induction balance tube was found
chafed through, the mixture control cable was
in poor condition etc. ALL of these items
as well as other items found were reported
to Mr. Bradshaw. A follow-up estimate of
$18000.00 was given to complete the repairs.
Mr. Bradshaw then did verbally authorize
the work to be carried out; on completion
- the final invoice was $18668.30 plus the
applicable taxes; a total as indicated in Mr.
Bradshaw's letter of $21093.27.
26
The Lord mounts, induction air box repair,
mixture control cable etc. were recommended
at the time, in order that Mr. Bradshaw could
take advantage of a labour savings; the items
were already accessible given the other work
being accomplished. These items were not
about to fix themselves and Mr. Bradshaw
would have been making a further labour
investment to have these items accessed for
repair at a later date.
Mike Busch's "Mini-Maxi" approach can
work very well with the newer aircraft. As
the aircraft ages,the mini approach does start
to generate a list of "continue to monitor"
items until an initial minor repair escalates
into a "partial maxi" as is the case of Mr.
Bradshaw.
Mr. Bradshaw, at any time, had the
opportunity say "Stop" and deal with the
aircraft in a manner that would make sense
to him, whatever that may be. Broken items
do not go away- items on the list are just
deferred.
Leggat Aviation has been a Transport Canada
AMO for close to 40 years. The aircraft we
serviced 40 years ago are still flying. We
must take a different approach to these
aircraft. The industry as a whole is struggling
to find that delicate balance between
aircraft condition, aircraft value and owner
expectations.
Thank you for the opportunity to respond
to Mr. Bradshaw's rather unfair and in our
opinion misleading portrayal of his recent
dealings with Leggat Aviation.
Sincerely,
John Leggat
Leggat Aviation
Toronto Buttonville Airport
2833 161 Avenue, Box 220
Markham, Ontario, L3R OP8
Ph: 905-477-7900 Fax: 905-477-8937
jleggat@legqataviation.com
Cessna Pilots Association -January 2013
CA CPA 2012:SA CPA 2012 11/23/11 3:42 PM Page 1

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NOTICE: CPA Magazine will run member’s ads free for two months. These ads must be for personal property, not
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next issue. For example, November copy has to be in by September 1st, two months prior to publication. For more
information, or to place or cancel an ad, please call the CPA office at 805/934-0493 and ask for Pat, or Fax your ad to
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and belt, new mags and MX 385 Nav/Com w/GS, RT 385A Nav/
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8612 Cessna Pilots Association - Volume 23, No. 9 - September

27 2006
 Cessna 182J Flight Route From Ott

LEG DATE FROM/TO

1 Aug 16 OTTAWA, ON to LACHUTE, Q
2 Aug 17 LAC ‘A LA TORTUE, QC to HA
3A Aug 18 HALIFAX, NS to BAIE COMEA
3B Aug 18 BAIE COMEAU, QC to GOOSE
4 Aug 19 GOOSE BAY, NL to KUUJJUAQ
5 Aug 20 KUUJJUAQ, QC to IQALUIT, N
6 Aug 21 IQALUIT, NW to SONDRE STR
7A Aug 22 SONDRE STROMFJORD, GL K
7B Aug 22 KULUSUK, GL to REYKJAVIK
8A Aug 23 REYKJAVIK, IS to EGILSSTAO
8B Aug 23 EGILSSTAOIR, IS to WICK, SC
9 Aug 24 WICK, SCOTLAND to COPEN
10 Aug 25 COPENHAGEN, DK to WROC
10 Aug 25 WROCLAW, PL to GRAZ, AT
Aug 26 GRAZ, AT to GRAZ, AT (turned
11A Aug 27 GRAZ, AT to NIS, Slovenia
11B Aug 27 NIS, Slovenia to HERAKLION,
12 Aug 28 HERAKLION, CRETE, GR to A
13 Aug 29 AQABA, JO to JEDDAH, SA
Aug 30 JEDDAH, SA to RABIGH, SA to
14A Sep 1 JEDDAH, SA to RABIGH, SA to
14B Sep 1 JEDDAH to DJIBOUTI, DJ
15A Sep 3 DJIBOUTI, DJ to WAJIR, Keny
15B Sep 3 WAJIR, Kenya NAIROBI, KE

28 Cessna Pilots Association -January 2013
TO
 Ottawa,Canada to Nairobi, Kenya

MILES
UTE, QC to LAC ‘A LA TORTUE, QC 175
QC to HALIFAX, NS 457
COMEAU,QC 368
GOOSE BAY, NL 444
UJJUAQ, QC 454
ALUIT, NW 392
RE STROMFJORD, GL 561
RD, GL KULUSUK, GL 390
KJAVIK, IS 457
LSSTAOIR, IS 237
ICK, SCOTLAND 598
COPENHAGEN, DK 606
WROCLAW, PL 367
AZ, AT 292
T (turned back due to weather) 200
nia 402
KLION, Crete, GR 580
GR to AQABA, JO 697
H, SA 604
H, SA to JEDDAH 142
H, SA to JEDDAH 142
DJ 745
R, Kenya 707
BI, KE 309

TOTAL MILES FLOWN 10,324 29
Miles for Kids -
an Air Safari to
Africa
By Ted Horton, CPA #57109
As the holder of a Canadian PPL and a U.S.
Airman Certificate, I had the privilege of
flying my N registered 1966 Cessna 182
pretty much anywhere. When we flew
N2948F from St. Paul, Minnesota over the
Great Lakes to her new home at the Ottawa
Flying Club (CYOW) on a spectacular Fall
day in October 2010, I was already planning
to fly in Africa.
The idea of flying to Africa came later and
when it all came together in August 2012,
this 67year old VFR pilot would experience
the privilege of flying a trip of a lifetime.
Ward Welvaert (my safety pilot) writes:
“Think about it for a moment: We flew a
1966 Cessna 182 over the Atlantic Ocean
and through 3 continents. 70+ flight hours
in temperatures ranging from -15C over the
Greenland icecap to over 40C in Jeddah.
Rain, ice, mist, gravel, desert sand, you name
it.“48-Fox” was designed in the 1950s –
when my father was a teenager – and built
in 1966. Nearly 50 years old she flies like a
new airplane. Think about the draftsmen who
drew the blueprints by hand. The engineers
who calculated rivet joint shear loads
by slide rule. The things we humans can
accomplish are nothing short of amazing.”
There is another story at the root of this
flying adventure that involves 130 kids in a
Nairobi slum. They are at the heart of this
safari to Africa and the reason for the “Miles
for Kids” campaign, which at this printing
has raised close to $10,000.
Before we fly the route, I would like to share
the story about how my wife, Hanne and I
got involved with these kids.
Hanne and I had our first African safari
together in 2004. Hanne was raised in
30
Colombia and frankly Kenya “spoke to her
soul”. She returned to Kenya in early 2005
and I joined her a couple of months later.
The plan was to explore more of Kenya (self
drive/camping) with our Land Rover. We
had a couple of amazing safaris, first through
Northern Kenya/Lake Turkana in late 2005,
and then in early 2006 through Uganda,
Rwanda and Tanzania. Traveling like this is
bound to periodically leave you feeling a bit
out of your “comfort zone”!
One day in 2006, a grandmother from the
Lenana slum (one of about 65 slums in
Nairobi) approached us on a roadside and
asked for our help. Her young daughter,
a single mother, was dying of HIV Aids,
without any medicine to treat her pain.
Walking into that slum and facing a reality
we so far had only read about in newspapers
was a sobering experience and it has
changed our lives! Suffice to say at the time,
we were in very unfamiliar surroundings
and definitely out of our comfort zone.
We found the young mom barely alive in
a shack. The only help we could provide
for her was to find her some painkillers,
but more importantly we told her that we
would help take care of her two children.
She died within a week. Our efforts to save
her 11 month-old daughter, Sarova, would
also be in vain. She was soon diagnosed
as HIV+ and succumbed several months
later to the deadly effects of malnutrition,
pneumonia and tuberculosis. Sarova’s
brother, Vincent, age 11 (whom we rescued
from an orphanage before it was closed
down) and cousin Charles are both at
HanneHowardFund Lenana (HHFL).
Our first impression of Lenana slum, to put it
mildly, was an eye opener. For the
Cessna Pilots Association -January 2013
uninitiated it still is! We saw hundreds of
children living in terrible squalor. Most of
them were noticeably undernourished. When
we were told about their diet, we realized
that better nutrition could have very positive
effects on their personal development and
their ability to learn.
Through a friend, we had recently become
aware of a product called “Insta”, a vitamin,
protein and mineral enriched product made
from maize and soya. Perhaps Insta could
provide a partial solution! So we started
cooking Insta every morning before school
for about 60-80 kids over an open fire in the
slum. Eight years later it is still our staple
breakfast/snack in a cup. Great product, easy
to prepare and really effective! We call it
brain food.
The meal menu for the HHFL kids today is
a very healthy and nutritious mix of fruits,
grains and vegetables, with meat added once
a week.
Preparing Insta 2006
Lunch at HHFL
Not surprising that these kids have changed
our lives, as we have theirs! For the past 7
years, Hanne and I have spent 6 months a
year (November through April)(I might add,
at our own expense) in Kenya volunteering
at the community based project now called
Hanne Howard Fund/Lenana (HHFL) and
the 130 slum kids it supports (aged 3 to 22).
Since early 2008, HHFL has been housed
in rented compound that has been upgraded
with cement floors (to keep the flood waters/
sewage out and as the November rains
proved, not always successfully), girls’ and
boys’ dorms for 30-40 orphans, kitchen, a
water tank, hydro, tiny tots classroom, art /
library room and a very busy computer lab.
HHFL Girls Dorm
Computer Lab
We believe that educating Kenyan youth is
key to theirs and Kenya’s future. Here’s why.
Kenya has a population of about 40 million
with the majority living on less than $3.00 a
day.
• 75% of Kenyans are under age 25.
• Only 11% of the 800,000+ primary
school graduates this year will go to high
school.
• Only 2% of the 400,000+ high school
graduates this year will move on to post-
secondary education.
31
 While we can’t fix the systemic problem of Of our first high school graduates (Nov. 2011)
poverty, we can chip away at one of its root five of them are now enrolled in universities
causes; namely lack of proper education. Our and colleges and 10 in vocational schools.
goal is to use all available resources to get
these 130 HHFL kids a solid education that Getting all of these 130 kids into, through and
not only builds on their aptitudes and abilities beyond high school with employable skills
but also focuses on their learning employable is the key to their self-reliance and success.
skills! Three of the vocational students will be self-
reliant by the end of 2012.
Early on we realized that our little grass roots
organization could not accomplish the job
of caring for and educating all of these kids
without the help of others. In 2007 the Hanne
Howard Fund/Canada (HHF) was born for the
sole purpose of procuring funds for HHFL.
As a Canadian Registered Charity (NGO) it
provides tax receipts to Canadian residents.
Tax receipts are also available for donations
over $1,000 to U.S. residents provided they
donate online via Tides USA.

About 60% of HHFL’s total annual budget

of $148,000 (fiscal 2012) is funded by HHF.
With more kids entering post-secondary
education, the 2013 budget has been increased
by 20%. The balance of the HHFL budget is
raised from donors mainly in Europe and the
Middle East. HHFL is managed through an
approved weekly operating budget. It’s really
useful to have automatic updates of all bank
transactions from the HHFL bank in Nairobi Off to school
online.
Achieving these goals requires help, and to
It’s a ton of work year- round but it’s also that end, we invite you to consider joining the
priceless! Sure. We are very proud of the low extended HHFL family and helping us educate
per capita cost of running HHFL and the high and realize the full potential of these deserving
per capita return on this investment. kids.

Please visit our website www.

hannehowardfund.org for more information.
Hanne or I would be delighted to answer any
additional questions you might have. Please
feel free to contact us at hannehowardfund@
yahoo.ca or hortonted@gmail.com.

In the next issue I will talk about some of

the upgrades and items that were part of the
trip planning and flight preparation. We will
also fly the first legs of the “Miles for Kids”
adventure from Ottawa (CYOW) to Wick
Scotland (EGPC) via Greenland and Iceland.
I saw some clear signs that seem to confirm
what the scientists are saying, i.e. the ice cap is
melting and shrinking at an alarming rate. Not
great news for the kids of any generation!

Until next time, a very Happy New Year from

all of us in Nairobi.

32 Cessna Pilots Association -January 2013

33
Great Expectations
As an aircraft owner, you’ve experienced
dealing with maintenance providers. You’ve
read articles from several sources, including
CPA, about how to manage maintenance
events. But, you may not have a good
understanding of what the maintenance event
looks like from the shop’s side of the work
order. A better understanding will help make
reality more closely fit your expectations.
If you’re self-employed in some small
business in a very small market with minimal
profit margins and very high risk, you might
have a pretty good idea of the small shop’s
mind set. Mechanics have very valid reasons
for doing what they do: finances, paranoia,
responsibility, liability, and loyalty, amongst
others.
Scheduling
For me, one of the most difficult parts of
owning a busy aircraft maintenance shop is
scheduling. I manage the maintenance of
about fifty airplanes around the country, and
I find that other shops are in the same boat.
The reward for being a good shop is lots of
return customers. The burden of scheduling
at a good shop is lots of return customers.
When airplanes arrive for schedule service,
it’s rare that all their discrepancies are
known. It’s not uncommon for a simple
oil change to turn into a much larger job
because a visible crack was noted in the
exhaust system. The two hour oil change
now becomes a search for the part and much
more labor to R&R (remove and replace) the
components. Not any of this extra time could
be anticipated nor did the shop schedule for
it. So what happens to the other customer
who was scheduled for after this oil change?
Do we tell them to wait while the unexpected
exhaust problem is dealt with on the first
customer, or does the first plane get shuffled
to the end of the line? Keep in mind, the end
of the line is two months in the future.
34
by Paul New
Of course, no mechanic can ground your
airplane, nor can an IA. If you see the
exhaust crack, or whatever might have been
noticed during the oil change, and decide you
still want to take the plane, the mechanic has
no authority to ground you. He/she simply
signs off the oil change and sends you on
your way. I’m not saying you should do this,
just making sure you understand your options
and know the mechanic will note the exhaust
crack in the shop records to protect himself.
Let’s expand the scenario to a group of
planes scheduled for annual inspections. Say
there’s three mechanics working in the shop,
which gives us 120 man hours per week. An
annual inspection on a typical, large, single
engine Cessna might flat rate at 30 man
hours. This means that at Fantasy Airport we
could schedule 4 annuals per week.
In our scenario, let’s also say that the
scheduled planes are a 1970 T210, 2008
Corvalis, a ‘68 U206, and a ‘76 177RG.
What do you suppose the chances are that
any of these planes will come out of the
inspection with absolutely no discrepancies?
So we’ve filled up this week with just the
known inspections, but how much time
should we have scheduled for the unknown
repairs? Keep in mind, we have many other
customers that want to plan the start date for
their inspections as well.
A typical T210 might have thirty hours of
repairs, a Corvalis about fifteen, a U206
about twenty, and a 177RG about fifteen.
Then there’s the possibility that some
surprises are found during the inspections.
The 210 has a crack in the nose gear lower
trunnion for at least another sixteen man
hours, the Corvalis is found to have cracks in
the aft floor structure for another twenty man
hours, the U206 has corrosion on the forward
cabin side skin for twenty-six man hours, and
the poor Cardinal has a fuel leak at the drain
valve with internal tank corrosion for another
Cessna Pilots Association -January 2013
thirty man hours. The 80 hours anticipated
quickly expands to another 90+ man hours.
As you can imagine, anything on the shop’s
schedule next week gets toasted and much
of the week after. But, if too much time is
scheduled for unknowns, the mechanics have
nothing to do and the shop loses money. It’s
a constant battle to keep everyone in the shop
working without delaying the customers’
completion expectations too much.
Man/Woman Power
I’ve heard some talk lately about the
upcoming commercial pilot shortage. There’s
a much smaller conversation taking place
about a mechanic shortage. It doesn’t appear
the airlines and large freight operators are
having too much trouble in this regard, but
the general aviation shops are. The smaller
the shop, and the smaller the planes they
work on, the worse the situation. I believe
this small piston engine airplane mechanic
shortage has several causes.
For one thing, Momma doesn’t really want
Jr. to be a small plane mechanic. The idea of
saying one works on big jets just massages
the ego too much. When I put out ads in
all the appropriate trade papers, aviation
periodicals, and job search websites, I usually
get no more than three viable applications.
Upon contacting them, at least two will laugh
at the idea of living in a town the size of ours.
Most shops aren’t in the big cities, so this is a
common theme in the industry.
Schools that provide formal training for
mechanics operate on the path of least
resistance. By that I mean they must provide
at least the minimum training required by
the FAA at a price that is profitable to the
school and affordable to the student. All
graduates exit with the same training and
no specialization, as that is left to the first
employer.
While veteran ex-military or long time airline
jet mechanics are highly trained and skilled
in their craft, they may be ill equipped to
work on your Cessna 182. It’s not that small
planes are more difficult, they’re just totally
different. Twenty years of exemplary work
on F4 Phantoms and C130s hardly prepares
one for timing a magneto or borescoping a
cylinder.
You should also be aware that many, if not
most, mechanics are not aviation enthusiasts.
At least not the way you are. Most mechanics
only attend training seminars when required
by the FAA or paid for by their employer.
They’re not spending hours reading on-line
mechanic forums and keeping up with the
latest troubleshooting techniques. Happily,
there are exceptions to the rule and those are
the guys/gals you want to find.
Technical Data
Piston aircraft, especially the legacy series,
have minimal service manuals. The mechanic
is expected to have some idea what is
standard practice for the industry. In the Jet-A
world, civil and military, the manuals are
far more sophisticated and leave as little as
possible to the imagination of the mechanic.
Your shop/mechanic is required to have the
proper service manual on hand whenever
performing work on a plane. These are not
inexpensive, and he/she must have manuals
for all the planes worked on. Consider that
a shop which only works on single engine
Cessnas would need manuals for about 19
different models plus multiple model-year
variations for each. This alone is a huge
expense.
I’m not an old guy, yet, but I’m older than
most of the tech support folks at Cessna
and have been working on these planes
longer than some have been employed
by Cessna. They do a great job with what
they know and will make every effort to
solve any problem. I’ve found them very
knowledgeable on anything built under their
watch. Unfortunately, some problems need
the antiquated knowledge of the folks that put
these legacy planes together 30+ years ago.
While the tech guys at Cessna will go to the
extreme to help out, sometimes the needed
information just wasn’t well documented
back in the day.
Some problems will take time to resolve,
especially on older legacy planes. Phone
calls go back and forth, messages are left,
emails sent, and time passes. Eventually, the
problem is resolved, so now the correct part
can be searched for and purchased. Finally,
weeks later, the replacement part is offered
up for service, and your 1962 172 can take
off.
35
 Profit Margins
The cost of parts fills most complaints. I
won’t defend or attempt to explain why
manufacturers charge what they do, but I can
shed some light on how a shop thinks.
To find the correct part needed for any
particular job, an illustrated parts manual
is needed. Actually, several manuals
may be needed for a plane: the airframe
manufacturer’s manual, then the engine
manufacturer, and often other manuals for
accessories like wheels, brakes, magnetos,
etc. A shop depends on the profit from the
parts in order to pay for these manuals.
Here’s a little insider information to price
mark-ups on parts. On most Cessna parts,
the difference between a shops cost and
Cessna’s list price is in the 25% range. A big
margin would be 40% and many items have
no markup margin at all.
Some items, like batteries and spark plugs,
have wild markups. A Gill G35 battery
like one might find in most legacy 12 volt
Cessna shows a Gill manufacturer suggested
list price of $372.15. You can easily find one
at a retail parts supply house for $180.00.
The price you find online for these common
parts is about the same price your shop will
pay if they purchased from Cessna.
So you want to buy your own parts and
save some money? Well, some restaurants
allow patrons to bring their own eggs to the
restaurant, so to speak. That’s great, but
your mechanic may not be too happy about
spending all that money for the manuals and
the labor of researching part numbers; then
for him/her to discover you bought the part
at a slightly cheaper amount. If you want to
buy your own parts, get a manual and do the
research so your shop doesn’t have to.
Shop Overhead
Overhead costs vs billing rates are an
interesting ratio for aircraft service facilities.
Let’s look at a different service provider for
a moment. A licensed plumber may only
need a truck that is filled with the tools and
many of the common parts needed to follow
his trade. The overhead for your airplane
mechanic includes the building he/she
occupies on the high rent district of the
36
airport. All the typical utilities apply except
air conditioning in the hangar. Then there
is the manufacturer’s technical data that the
shop is required to have. He/she must also
have access to some sort of software for FAA
AD research. There will be special jacks
for low wing and high wing airplanes plus a
multitude of other special tools.
If the shop is a Cessna authorized single
engine service station, then a minimum
inventory must be maintained that runs
about $10,000.00. There is a fair amount of
business and technical training required by
Cessna which involves a good deal of time.
A minimum amount of insurance that starts
in the neighborhood of $10,000.00 per year
is a must. Cessna wants to ensure any shop
bearing their name is properly equipped with
the needed tools, knowledge, skill, and has
product on hand to take care of customer’s
needs in the best way possible.
Plumber labor rates are usually about 10%
to 20% higher than what your small aircraft
maintenance shop will charge. If anyone is
making big money in the aviation industry,
I assure you it’s not the general aviation
mechanic. Certainly, the plumber’s liability
exposure is a fraction of the airplane
mechanic’s. You can probably think of
several other service trades that would fit
into the same description.
Liability
In today’s litigious world many shops are
pressured to recommend the maximum
maintenance. By that I mean they will often
push you towards the repair solution that
puts the shop at the least possible risk.
We used to do a great deal of cylinder work
in house, but the profit vs risk is such that
it just doesn’t work anymore. Cylinders are
sent out to a shop that specializes in that
area. This means more down time and cost
for the aircraft owner.
At the end of the inspection phase of an
annual inspection, the shop might provide
the owner with a long list of recommended
service bulletins and other non-airworthiness
related repair work. It then falls to the owner
to determine what is worthwhile and what
is just fluff. This will require a great deal of
research on your part to make the best
Cessna Pilots Association -January 2013
decisions.
If your mechanic suggests
doing anything less than
everything, he/she is
exposed to great liability. If
everything is recommended,
and you decide to decline or
defer the unnecessary work,
then you’ve let the mechanic
off the hook. The mechanic
fulfills his/her obligation and
you fulfill yours.
Take Home
I spent my first career
managing avionics shops
for about five years. I then
moved home to operate the
family business specializing
in airframe structural repairs.
I soon purchased the business
from my dad and began the
slow process of making it
my own. Over these last
thirty years I’ve learned a lot
about business relationships
with customers. As with
any relationship, there are
always at least two sides
to a story, and all could be
true or all false. I’ve also
learned that either view may
be burdened by unfounded
preconceived ideas and
unrealistic expectations.
Great expectations are... well,
great. Informed expectations
are even better.
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.
CPA 11-2009.indd 1
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FAA-PMA FAA-PMA or TSO-C76
Seat Roller Kits and Seat Stop Kits Cessna Fuel Strainer Parts
Plunger - Special fuel proof blue Viton® tip!
Save!
Improved strength and longer life
• Cessna 150 thru 210 series aircraft Fuel bowls and gaskets - Improved materials
• Nylatron-GS® rollers
• Acetal® wear washers
and anodized for corrosion resistance.
Standpipe - Stainless steel!
Save! FAA-PMA The last one you will buy! FAA-PMA
Steering Rods FAA-PMA Overhauled Fuel Selector Valves and Seal Kits
Only McFarlane has FAA approved fuel proof o-rings!
Long life springs!
Cessna 150, 152, 172, 175, 182
Steering Rod Boots Improved Carb Heat Box Repair Parts
These bad boys can take the abuse! FAA-PMA control arms, shafts, bearing housings
• Cessna 150, 152, 172, 175, 182
• Kevlar® / berglass / silicone
• Eliminates needle bearing failure
• New elastomer bearing design
• Fatigue and re resistant FAA-PMA • Discontinued OEM parts available
Cessna Engine Controls Fuel Quantity Transmitters FAA-PMA
Throttle, prop, mixture and cowl ap controls Save hundreds of dollars!
• Solid metal construction • Cessna 150, 172 thru 210 aircraft
• Superior low friction conduit • Stewart Warner direct replacement
• The best made for less! FAA-PMA • Gaskets and no leak Viton® seals
Solid Wire Vernier Mixture Control • No modications required
Precise vernier control for less money! More accurate and lasts longer!
• Fits most carbureted engines Alcor EGT/CHT Kits
• Trim to exact length You will regret buying a cheapy!
• 72” or 120” FAA-PMA We are a full Alcor distributor! FAA-PMA
Aluminum Aileron Hinge Save 30-60% Intake Hose Heat Shields FAA-PMA
• Positive lock pin and precision t • Polished stainless steel for better heat control
• Cessna 150 thru 210 • Vibration dampened to prevent cracking
FAA-PMA and loose rivets
Flap Track Wear Gauge Rudder Pedals for Cessna Aircraft
Quick and accurate! Improved with bronze bushings for longer life
Use to determine if Cessna ap track is worn beyond service limits Save $$ FAA-PMA
Flap Roller Kits for Cessna Aircraft Save 30-60% Compression Tester Extension
Solve ap arm wear problems Makes compression testing easy!
• Wear washers for SEB 95-3 Wrench-free extender allows for
• Components sold separately or in kits FAA-PMA exhaust system and bafing clearance.
Motor Mount Lock Washer FAA-PMA Cabin Entry Steps Steel Axles
Locks better and costs less! Cessna 180 thru 414 Fits Cessna 170, 180, 185 Alaska bush tough!
• Up to four times the locking power Stronger than the original Only 2.2 lbs!
• Eliminates the need for the standard washer FAA-PMA Cessna 170 thru 206 FAA-PMA
37
11/6/2009 3:29:38 PM
 A Fun Filled Foreign
Flight
By Bob Claypool
CPA#00140
It was the summer of 1986 when my wife,
Diane, became involved in general aviation
by taking ‘pinch-hitter’ flights with an
instructor and finding out what it was like
to become a co-pilot who does most of
the radio work with the tower people. We
started making annual trips in our C-182Q
from our home base in Palo Alto, CA, to
Denver, CO, and Milwaukee, WI to visit
friends and family.
To expand our horizons, we went on a
tour through Canada and Alaska with nine
other aircraft. We have flown to Texas,
Washington and many other places in the
USA. Then, the thought of doing some
piloting outside of our country came to mind.
My small sales company represented a firm
which was based in Munich, Germany,
so we flew there a number of times, via
commercial aircraft. Because the president
of the firm in Munich (Edgar Melzner)
was also involved in small plane flying,
whenever he made a trip here, we usually
had time to do a bit of flying locally. As
Diane and I were planning to go to Munich
for business, then drive to southern Bavaria,
I thought it would be fun to take an airplane
ride to see the highway route we later would
be driving.
Edgar arranged for us to fly with an
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38
instructor on the day after our business work
was done. So, on April 21, 1994, we went to
an airport near a town northeast of Munich
named Landshut. Waiting for us there was a
German instructor pilot named Viktor Rothe
and he had selected a C-172 (D-EEWF) for
us to fly. We took off with Viktor in the
right seat and Diane in the back, and flew
south.
Before long we were close to some
mountains and Viktor asked me if I ever had
instructions on how to fly out of a ‘boxed
canyon’. I said that I did not and Viktor
proceeded to enter into slow flight, just
above stall speed, and slowly make a 180
degree turn…He did it once more then gave
me a chance and I made one such turn.
After we had been up for a while, Viktor
asked if we would like to land at a small
private airport named Jesenwang, where
he parked his own aircraft. We did, had a
refreshing lunch, and then took off for a
bit more sightseeing before landing back at
Landshut. We thanked Viktor for the great
time we had with him. My logbook shows
1.9 hours of flight time. Diane and I got into
our rental car and started our drive down to
Lake Chiemsee and the alpine roads.
Let’s go forward to May 18, 2012 when I
was reading the Pilot Workshops.Com
“Pilot’s Tip of the Week.” This
time the subject was: Escaping
a Box Canyon. Wally Moran
wrote about how to do it and
mentioned a case where a pilot
over the East River in New
York City had a big problem
trying to figure out the answer. I
had never made any comments
on this site before, but I recalled
the flight with Viktor and wrote
that I had had such an
Cessna Pilots Association -January 2013
experience, wrote the date and gave Viktor’s
name.
A bit later, on August 9th of this year, our
phone rang. It was Viktor Rothe calling
from Munich. He said that he just saw
my comment by reading Pilot Workshops
and figured that he’d have to call me – 18
years after our flight together. I had had
no communication with him since leaving
Landshut. We had a nice chat.
A few days later, I was talking to Bob
Barker, of Stamford, CT, about some
business having to do with the United Flying
Octogenarians (UFO), an organization to
which we both belong, Bob is the Area
Director for CT. He said that he and his
wife, Heilwig, were leaving in a few days to
visit his wife’s family in Germany. I asked
“Where in Germany.” He said Bavaria. I
told him about the call from Viktor and gave
him Viktor’s contact data.
I received an email from Viktor on August
24. It partially reads: “I met Bob today.
He stays not even 10 miles from my home.
What a lot of fun to be member of the flying
breed. We are a really international family.”
Bob Barker wrote to me the same day: “...
Viktor came to my brother-in-law’s house
The Cessna Pilots Association’s
Cessna 210 Centurion Inspection
Guidelines
This guide combines all the CPA resources for
inspecting your 210 and is available to current CPA
members only.
To purchase please call
800/343-6416
Price is $60.00 plus shipping and handling
and we chatted for a couple hours. I will be
flying with him on Monday in his Grumman
Yankee.”
Now – how often does this kind of
coincidence occur?? I’m glad it happened to
me.
Contact data for Vicktor Rothe:
www.flyperfect.de/h3/index.html and you
will find out that he is a:
Diplomingenieur
Flight Instructor for Single and
Multiengine Aircraft
Flight Instructor for Instruments
Aircraft
Multi Engine Instructor
Airline Transport Pilot for
Multiengine Aircraft Land and Sea
Commercial Pilot for Glider, Single
Engine Aircraft Land and Sea
You will also see a photo of him at that site.
Email: info@flyperfect.de
He also wrote that he would not be able to
join the UFOs yet because he is only 72
years old!! But he is a member of the AOPA
and does travel to the United States every
now and then.
39
McFarlane Aviation: The
Little Company That
Could... and Did!
By
I love success stories in aviation; the little
guy makes it big; the ordinary Joe becomes
a hero; the poor kid becomes an astronaut.
These stories make the heart sing and
tomorrow worth waking up to. One of my
favorite stories is one that I can put my finger
on everyday, if I feel like it. It is one of a
simple but professional crop duster/mechanic
who parlayed his FBO into a multi-national
aviation parts manufacturing business. Yep,
Dave McFarlane, who started out dusting
corn and beans now has fifty employees,
thousands of square feet of manufacturing
space, and sells his parts to all of the big
guys, and the little guys, all over the world.
McFarlane aviation has saved pilots literally
millions of dollars by providing these parts.
Their biggest sellers, besides cables, are seat
tracks and rollers for a number of aircraft,
and the flap tracks and rollers for Cessnas.
Aileron and flap skins, trailing edges,
bushings, tubing, heat shields, and the list
goes on and on, and to talk to the, this is still
just a start.
Dave and Fred McLenahan, who has been
with Dave since before McFarlane Aviation
started, use a common sense approach
to dealing with a not so common sense
industry. Operating a small airport just
south of Lawrence KS, Dave and Fred were
maintaining a number of airplanes besides
their own, and were continually chagrinned
at the number of parts that were high dollar,
certified parts, but wore out on a regular
basis. Read “prematurely!” They were
flying Cessna Ag planes, Ag Truck/Ag
Wagon, and working on a number of Cessnas
and Fred and Dave, who were mechanics by
trade and engineers by nature, decided that
the parts could be made better and cheaper.
This continues to be their business model:
build a replacement part that fits exactly,
but lasts longer, and is much less expensive.
Together they built their first part, washers
40
Jim Cavanagh
that go on either side of the flap rollers and
to do everything legally, they went ahead
and received a PMA. Since then, they have
developed thousands of products and created
an infrastructure encompassing 50,000 sq. ft.
of buildings, fifty acres and an airport.
When we visited McFarlane, we were
introduced to Dan, Dave’s son, who is the
general manager. Dan has a Masters in
Aerospace Engineering, and has been a
pilot since high school. He spent a year in
England studying math and physics, and was
my host for the nickel tour. He has been
working around and within the company
since he was knee high to fence post, having
become intimate with the sub-corporate
world of brooms, mops and lawnmowers.
Dan was erudite, knowledgeable and very
congenial, and knew the facilities well.
McFarlane Aviation Products Facility
And the facilities are pretty impressive.
Vinland Valley (K64) is not much more
than a school; a couple of churches and a
few houses nestled in a valley off of County
Road 460. The charm of the airport is that
along the eastern side of the North/South
runway are an old general Store, a church
and the oldest Library in Kansas. The
runway is very close, almost like Main Street
and it is a very pleasant, almost a Currier and
Cessna Pilots Association -January 2013
Ives-ish caricature of an old Aerodrome. Tin
T-hangars are along the road to the north, full
of a Grumman, Taylorcraft, Cessna 140 and
a few other Cessnas, and more are arranged
south of the old village. The McFarlane
complex is the entire northwestern corner
of the airport, and the forty acres just south
of the current buildings that are slated for
expansion.
You can’t really say that McFarlane
specializes in any one product, because their
philosophy is to build what is needed. They
are definitely strong in cables and engine
controls. Dan estimated that they build round
ten thousand cables a year, and they have a
number of exact replacement engine controls,
as well as some new designs which are being
patented before the PMA process. Their
catalog is about 3/8-in. thick, or you can find
parts on line or on a CD (Free) that mechanics
like to load onto their laptops. Adding the
parts that they get from other vendors, to
create a one stop shopping experience for
a needy airman, McFarlane’s staff of sales
folk an offer over ten thousand items for both
certified and homebuilt aircraft.
Wheel Balancer Part Number TOOL108
Cowl Saver Baffle Seal Material
We all know that the economy has played
tricks on aviation over the last few years.
McFarlane has noticed this and manipulates
their manufacturing to reflect the trends.
One example of this is a fuel drain, part
of which was a casting when they were
selling thousands of them a year, but are
now machined out of solid stock when they
are selling a few hundred. Pure economics.
Efficiency auditors have told Dave that they
have too much inventory, but again, the
company goal is to fill orders, not create back
orders.
Dan’s tour took us through the engineering
offices, where the company’s seven engineers,
including Dan, are currently working on an
estimated two hundred new products and the
certification of six completed prototypes.
Dave’s office is as nondescript as you could
imagine for a “reigning monarch”, but this is
a rather humble, everyday man who thinks
more about business than frills. A half
completed glass table whose frame is made up
of riveted airframe aluminum, and an exercise
bike flank his desk, with aviation magazines,
including CPA, completing the aviation
theme.
The offices are in the old building, which was
the new building when I last visited Vinland
Valley in the ‘90’s. The old inventory spot is
now a mezzanine, ready for office expansion,
and through a large door to the east are the
engine control and flight control cable shops.
Giant rod lathes that thread and finish pieces
for their controls are much longer than you
would imagine. CNC milling machines
with adaptive fittings line the aisles. In the
Cable room, that has been soundproofed
to protect the outside workers, massive
swedging machines that swedge under
constant pressure, not a hammering swedge
that could harden and fatigue a part, look
like they weight a ton each. Layout tables
where the lengths of the fixtures are calibrated
and dated on a regular basis to ensure the
proper length are lighted and lined with bins
of knobs, ferrules, and hardware necessary
to created direct and Vernier controls for the
engine and cowl flaps. Some of this tooling is
new as the company is spooling up to do more
fabrication for Cessna Caravans. Everything,
from doors to floors, is labeled and placarded
with safety instructions.
41
 And everything is clean, clean, clean. I need
to invite them over to my house!
Engine Control Assembly Area
At this point, we need to mention the synergy
between Cessna and McFarlane. When
the company was begun, back in the 1980’s;
this upstart company was Cessna’s main
Competitor for many of their parts.
Dave reiterated his respect for Cessna's
engineering and manufacturing capabilities
and that Cessna was not purposely building
parts that failed or required replacement
at regular intervals. "It's just that Cessna's
emphasis was on designing and building
new and improved airplanes, not redesigning
hundreds of parts for legacy aircraft, unless
of course, there was a major safety issue
identified." Stopping to redesign, retool
and build new and improved parts for these
aircraft, was simply impractical for Cessna,
and this made Dave’s job a bit easier. Today,
Cessna Aircraft is one of McFarlane’s
biggest customers.
Soon to be another of the company’s primary
customers is none other than our dear old
Uncle Sam. Despite the hoops a business has
to jump through and the somewhat skeptical
appreciation of the government’s spending
habits, a government contract is a very juicy
carrot for a small business. McFarlane is
spooling up for a government project, and as
soon as the requirements are met, the “I’s”
dotted and the “T’s” crossed, yet another
company milestone will be achieved.
This brings to mind the, for lack of a better
word, “courage” of Dave et al, to be so
deeply involved in aviation. This industry,
like no other, is rife with dangers and pitfalls.
The constant threat of litigation, the capital
42
necessary to establish and maintain a
foothold, and, particularly having to work
with the FAA to achieve Certification would
cow lesser men. Aviation businesses in
general are nothing less than fiduciary and
philosophical heroes, enjoying the good
times when they can and taking the lumps
when they must… all because they love
aviation.
Dave’s company has to answer to the FAA
Certification office, in Wichita, and FAA
Manufacturing Inspection office in Kansas
City. They enjoy a relatively good
relationship with the FAA and Dave is
quick to tell us that the FAR’s are concise,
direct, and having been created in the spirit
of safety. However problems arise due
to continuous change in FAA personnel,
general lack of sufficient staffing within the
FAA, and lack of continuity or a unilateral
interpretation of the FAR’s.
Traditionally, this has been the bugaboo of
the industry, particular when interpretations
differ so greatly from region to region, while
products are being sold and installed on
airplanes over an entire continent. Alaska
may as well be Mars.
While touring the plant, I didn’t see one
employee that didn’t look happy to be
here. Nearly fifty full time employees
and a handful of part timers kept things
running, and the shipping department, self-
proclaimed to be the Best Department in
the business, sang and joked and scurried
around filling orders. A basketball hoop is
in the maintenance hangar, where you can
find a full badminton court when there is
no airplane inside. Company picnics and
an annual Easter hunt for employees and
townsfolk keep people close and family
oriented. They keep a man sized bunny
suit in a trash can marked, “bunny!” They
wouldn’t tell me who wore it!
Cessna Pilots Association -January 2013
In spite of doubling their manufacturing
space over the last couple of years, the
company is prepared for any growth the
future would bring. They put a truck loop
into their new shipping and receiving bay,
preparing to add other buildings to the
complex when the need arises. They had
purchased and rezoned forty acres south of
their building, along side the airport Dave
already owns. They are very, very bullish on
aviation and the industry, with the possible
exception of too much of our technology
and fabrication being taken out of the United
States.
McFarlane has a number of parts that are
their own design, including some VERY
good engine baffling that is flexible and
coated with Teflon to eliminate metal
cracking via vibration, and a couple of
unique and very intelligent engine controls,
a throttle control and a mixture control, that
this writer predicts are going to become
industry standards. It is a breath of fresh air
that McFarlane will create a custom piece for
an owner and do it in a timely fashion and
with quality equal to their certified parts.
prohibitive and Bearish. And they achieve
this by simply doing their job.
What do they have in store for us in the
upcoming months or years? Out of two
hundred projects waiting in the wings, some
will no doubt be ingenious; others mundane
but necessary. I can hardly wait!
This piece was a pleasure to write.
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.

Vernier Assist Throttle and

Mixture Controls

McFarlane is a large company

that is run like and seems
like a small company. There
are no corporate politics, no
pressures, and none of the
dramatics associated with
larger concerns. Sure, it is a
family business, but all of the
family is friendly with each
other and the employees. Fred
McLenihan is a true character
on his own, and probably
deserves his own article. The
company is growing steadily
in an economy that is

43
Tom’s step up.

“I wanted to go higher, faster and farther”.

“As good as my 210 was, I was outgrowing it and I began looking
for my next plane. I wanted the reliablility and usefulness of a
turboprop, but looking at what was available only provided a modest
improvement in performance. Not so with an Epic. Its speed, range,
payload, and comfort were so far ahead of anything in its class.
It also had something else—incredible ramp appeal. Making the
decision to step up was easy”.

—Tom Ziegler
Epic LT owner/pilot

EpicAircraft.com 888-FLY-EPIC
44 Cessna Pilots Association -January 2013
 MEMBERS . .
From The
Questions & Answers
1977 340 Deice Boots
Dear CPA,
The deice boots do not work over 9000 feet.
The system has all been replaced including
the boots in the last 5 years. I have set the
pressures to the controllers to factory specs.
We have replaced the manifold also. The
light (deice) works great when the boots
work, but from about 9000 feet and above,
you can just see the boots fill like a wave.
Could I have a problem with the vacuum
side of the valves at altitude? This system is
too simple to have this problem.
I have now replaced the left vacuum pump.
At 12000 the boots work, but no light. When
I run the engines to 2600 rpm from 2400,
the boot light will blink. Just wanted to
update this. I think I need to replace the right
vacuum pump.
I do have known ice.
Randy F.
------------------------------------------------------
Randy,
What you describe as being able to turn the
light on and boots function at higher engine
RPM leads me to believe you have some
leaks in the system. The increase in flow and
pressure at the higher RPMs is able to feed
the leak in the system.
I would verify there are no leaks in the
boot system and specifically the lines that
run behind the engine firewalls that feed
the outboard wing boot sections. It is a
somewhat simple system but relies on there
being a closed, no leak configuration. For
testing purposes you have to be able to close
off each boot segment of the system and see
if it holds pressure. As mentioned in the 340
Service Manual use 14 PSI for testing and
once capped off it should be able to hold at
least 11.75 PSI. By teeing in an on/off valve
with a pressure gauge fitting to each of the
boot feed lines you can see if that part of the
system will hold pressure. Connect in the
test apparatus right after each control valve.
That is the only way to isolate the system to
try to find the leak source. As I mentioned
earlier the plastic lines that are routed
behind the engine firewalls are very prone to
cracking from heat exposure and age. Those
lines are not replaced when new boots are
installed.
Tom Carr
CPA Tech Staff-Retired
____________________________________
1962 172 Corrosion
I have started a total upgrade, starting with
removal of the interior. I was surprised to
find dried tar instead of lead/vinyl sheets on
the headliner and side walls. I do not believe
the old fiberglass matting in those areas was
fctional.
Should I attempt to remove the tar? I intend
to clean and prime the bare metal, using the
procedures described in the CPA Magazine.
There is lots of dried contact cement from
the fiberglass. Should I clean it with solvent
or Scotchbright? Thanks for the input.
Should I replace the fiberglass matt with
something?
Gregory D.
------------------------------------------------------
Hello Gregory,
Depending on the amount of corrosion
present we will opt for leaving some of the
old tar if it is well bonded and still in good
shape. We still look for suspicious spots in
the tar and scrape those areas to confirm the
absence of corrosion under the tar. We have
very rarely found corrosion under the tar.
45
 The dried contact cement must be remove
the method we found to work best is use
Scotchbrite and lacquer thinner. Don't forget
a charcoal mask, gloves and eye protection.
I would reinsulate with Sound "X" composite
foam insulation, kits are available from
Aircraft Spruce.
Good Luck!
Dennis Wolter
CPA Tech Rep
____________________________________
1978 177B Wing Replacement
I have a 1978 C177B. I want to replace the
left wing. I have found a suitable wing from
a 1976 C177RG. Can I put a 1976 C177RG
wing on a 1978 C177B.
Michael G.
-------------------------------------------------------
Michael,
As the 1976 wing and the1978 wing are
different wing assembly part numbers, you
will need some approval basis for making
the change. You can try to get a letter from
Cessna engineering saying that they see no
problem with the wing change. There will
be a fee for this. Easier if the request comes
from a Cessna Service Center. If not you can
try contacting Cessna at 316-517-5800. It
may take some time to get the ball rolling
with Cessna.
You could also hire FAA Designated
Engineering Representative (DER) who
could examine the data on the wings and
if appropriate write up the paperwork
authorizing the change.
A fast look at the parts manual indicates no
major changes between the two wings so
your project would appear doable.
John Frank,
CPA Tech Rep
46
1968 182L Replace Fuel Bladder
Looks like its time to replace a left fuel
bladder on my 1968 Cessna 182L. I can't
find much detail about how to do it - even
in the service manual. Is there a detailed
video or step by step guide by Jeppesen
or someone? It is the 40 gallon extended
tank and I just received a replacement from
Eagle Fuel Cell.
Thanks,
Tim R.
-----------------------------------------------------
Tim,
There is no video that I am aware of. It is a
pretty simple process, most A&Ps have done
it a few times.. Drain the fuel, Disconnect
the fuel feed and vent lines. Remove the
fuel quantity sending unit. Remove the
quick drain. Remove the fuel cap adapter
ring. If long range tank remove the inner
inspection panel on the top of the wing and
the vent interconnect tube that is supported
from loops in the top of the tank. Unsnap
thesnaps that hold the top of the bladder
to the wing skin. Roll the bladder up and
remove it through the cap adapter hole.
Now inspect the bay where the bladder sat.
Throughly scrap off the old fuel transmitter
gasket. Repair any damage to the taped
seams. Check the snaps for condition and
security. Inspection and repair of this bay is
extremely important.
Installation of the new bladder is the reverse
of removal. Some tricks are lay the new
bladder on top of the wing and leave it in
the sun for a hour or so. This way it will
be more pliable. Talcum powder in the bay
can help the bladder move into position.
I use sections of garden hose to support
the bladder in various locations as i am
installing it. Use two part fuel tank sealant
to install hte adapter rings and gaskets.
This is not owner performed maintenance,
it needs to be with at least an A&P who has
done this before supervising. Finally find
someone with very long arms, on the long
range tanks there are a couple of snaps that
are a real stretch.
John Frank, CPA Tech Rep
Cessna Pilots Association -January 2013
 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:
Cessna Pilots Association, P.O. Box 5817, Santa Maria, CA 93456
Annual Membership (US/Canada/Mexico) $55.00 • Foreign Membership $70.00
Membership dues include a subscription to the Cessna Pilots Association Magazine for 1 year.

_______ My check or Money order is enclosed. (US Funds Only)

Charge my: M/C VISA American Express    Expiration Date________________

       My account number _____________________________________________________

      Signature: _____________________________________________________________
                   (required for credit card use)
SA CPA 2012:SA CPA 2012 11/23/11 12:01 PM Page 1

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instrument approaches
• No property tax on aircraft
based in Ohio
888-921-8359
p2inc.com/cpa SANDY’S AIRPARK
@ SPORTY’S
• Complies with FAA residential
access rules
• Home sites up to 2.4 acres
• All underground public utilities
• Complete aircraft services
• New homes with hangars from 599K
(800) 908-4359 • www.sandysairpark.com
Clermont County/Sporty’s Airport (I69)

47
 CPA MERCHANDISE

CPA Logo Hats

Buyer’s Guides 210 Inspection
Guidelines

Long Sleeve
Denim Shirt

CPA Logo Tee Shirts

Men’s Polo Shirts

CPA Logo Sweatshirts

48 Cessna Pilots Association -January 2013

 Remember to get
your Discounts!
Tell our advertisers
you saw them in
CESSNA
PILOTS
Magazine!
CESSNA FIBERGLASS PARTS

Replacement Fairings for:

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49
 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
1973 182P
5465TT, P-Ponk engine, 945
SMOH, Three Blades IFR, Garmin
530W, GMA 340, Airtex ME 407
ELT, HSI, King 155 Nav/Com,
84 Gal SR-8A Analyzer, 4 place
Oxy, VFR/IFR, 2 Light Speed and
2 other headsets. Loads of TLC.
$117,000 email LnCmorstad@
charter.net (02/13)
________________________
1974 172M Skyhawk II
5500 TT, 1550 SMOH, 130
SPOH, May 2012 annual:
76/80,70/80,75/80,74/80. S-TEC
30 altitude auto pilot, EI UBG-
16 fuel flow engine analyzer,
Powerflow exhaust, auto gas STC,
Garmin 340 panel, dual radios,
4 place intercom, Airmap 2000c
terrain GPS, Monroy traffic detector
ATD-200, SlickSTART spark
booster, 3 cylinder primer,
beautiful, ext 7, int 8, complete
logs, hangared: Northern CA (T42),
$40,000+ in improvements added,
asking: $49,900. For pictures:
jdheldt@wildblue.net (01/13)
_____________________________
1976 SKYMASTER 337G
2457 TTSN, 307 TT FE, 258 TT
RE, 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 7000
CD Player, Standby Elec Horizon,
Zaon XRX TPAS, Radar Alt, Vert
card Compass, Main Gear 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, Oct 2011 Annual, Paint
9, Int 8, AD’s Complied, Complete
Logs, Always Hangared, same
owner 15 years, 4 David Clark
Headsets, Sheepskin Covers.
$135,000 Currently based in Llano,
TX. Call Dave @ 325-248-3986 or
email skypilot1@silverstar.com.
50
1978 CESSNA 182RG
1 Owner, Complete Logs, No
Major Damage, Hangared at
KJQF, 4466-TT, 1148-SMOH by
Triad and 1148-SPOH by H&H
(2006), Garmin 430W/396 with
Weather, S-TEC 30 with ALT
HOLD, Strikefinder, Standby Vac,
New Interior and Glass (2009).
1995 JETGLO Paint! Annual Due
2/2013, Rated 8.5 Inside and Out.
$99,900. Call (704) 794-8477
or scottishflyer46@gmail.com
(01/13)
____________________________
1980 TR 182
LD
882 SMOH, 2800 TT, 150
SPOH, Complete logs, NDH.
Recent complete exhaust system,
SO
Garmin 430/WAAS, MX 20 MDF,
KX 55, traffic, terrain, weather
capable. CD player/Sirius, 300
AP. JPI 700 engine monitor with
fuel flow, IFR. Always hangered,
annual 8/13. Dual opening
windows, articulating seats, more.
$116,500. Email Bob.kimball@att.
net. San Diego (02/13)
PARTS
McCauley Prop for 182T
Excellent condition, 1000 hrs,
polished spinner included, ready to
install. Model B3D36C431, Serial
041733, Blade Model 8VSA. I
replaced with new Top Prop. Fair
offer will be accepted. Prop located
in Fairhope, AL KCQF (Teledyne
Facility) Brian Dekle, 251-583-
3039 (01/13)
_______________________
Constant Speed Two Blade
Prop
For C-172RG damaged during
landing. Prop barely
scraped runway surface, but
was enough to curl tip approx 3
inches. Hub was resealed just two
months prior to incidentk, and
appears to be undamaged. Model
B2D34C220B mfg. 1990. Make
offer. Call Wes McCullough at
816-509-7840 (01/13)
Prop Spinner
For two blade constant speed
McCauley Prop. Make offer.
Call Wes McCullough at 816-509-
7840 (01/13)
____________________________
Removable Deice Plate
From a T210N model. In
like new condition. I believe it also
fits P210 as well. $3900 Mark 860
614 6280 (02/13)
_______________________
Avionics for Sale
Narco, Arc and King Avionics for
sale. All
removed from C-182 for avionics
upgrade. Email for list and prices.
flyerbob1@yahoo.com (02/13)
_______________________
Cessna 172 Custom Cover
(fits most 172s) - Paid $533 will
take $300
Canopy Cover
(over- the top style) belly strap
Type made by Bruce’s Custom
Covers (like new used 4 times)
Manuals For Sale
$50 for all 3 – like new
Continental IO,TSIO,TSIO-360.
series parts Catalog X_30031A
Cessna R172 Hawk XP Series 1977
Parts Catalog P548-12
Cessna R172 Hawk XP Series 1977
Service Manual D2013-12
Located in Southern Calif. Call
Greg (310) 322-1269 (310) 322-
1269 or (310) 567-1516 (310) 567-
1516 , email - off2havasu@yahoo.
com (02/13)
Cessna Pilots Association -January 2013
 Advertisers Index
Aero Safe.........................www.aerosafe.net.........................................53 Hartzell Propeller.............www.hartzellprop.com................................... 5

Air Mod...........................www.airmod.com..................... .....Back Cover JP Instruments..................www.jpinstruments.com................................2

Air Plains Services..........www.airplains.com......................................16 Knots 2U.........................www.knots2u.com..........................................8

Air Research....................www.wingxstol.com.....................................43 Main Turbo Systems........www.mainturbo.com....................................37

Aircraft Glareshields........www.aircraftglareshield.com......................27 McFarlane Aviation.........www.mcfarlaneaviation.com/cpa.................37

Aircraft Specialties...........www.aircraft-specialties.com.....................33 Mtn View Aviation..........www.mtnviewaviation.com........................... 54

Aircraft Spruce.................www.aircraftspruce.com.............................11 Niagara Air Parts, Inc......www.niagaraairparts.com........................... 49

Airtex................................www.airtexinteriors.com............................ ..7 O&N Aircraft Mods.........www.onaircraft.com.................................... 19

Atlantic Aero.....................www.atlanticaero.com..................................7 P2 Aviation.......................www.p2inc.com...........................................47

B.A.S., Inc.........................www.basinc-aeromod.com.........................49 Parts Exchange................www.aircraftexhaust.com............................... 5

Bruce’s Custom Covers.....www.aircraftcovers.com............................54 Penn Avionics..................www.pennavionics.com................................54

Camguard..........................www.aslcamguard.com...Inside Back Cover Poplar Grove Airmotive...www.poplargroveairmotive.com.................. .8

Cardinal Electronics..........www.proptach.com.....................................52 Preferred Airparts.............www.preferredairparts.com.........................25

Cee Bailey’s......................www.ceebaileys.com...................................52 SairCorp............................www.saircorp.com......................................19

Chuck McGill....................www.safeflightintl.com...............................52 Sandy’s Airpark................www.sandysairpark.com.............................47

Cincinnati Avionics...........www.flyeca.com..........................................27 Savvy Aircraft Maintenance Mgmt....www.savvymx.com.................... 27

Commodore Aerospace.....www.02337parts.com.................................52 Scott Air...........................www.scottairflighttraining.com................... 53

Continental Motors...........www.continentalmotors.aero................... ..18 Selkirk..............................www.selkirk-aviation.com...........................10

Cox Airparts......................www.coxairparts.com.................................52 Spectro.............................www.spectrotx.com......................................25

Denton Enterprises................................................................................27 Stene Aviation..................www.steneaviation.com............................... 49

Desser Tire........................www.desser.com..........................................52 Superior Air Parts............www.superiorairparts.com............................3

Dynamic Propeller............www.dynamicpropeller.com........................52 Transwest Appraisal Service....www.transwest.aero............................ 38

Eagle Fuel Cells................www.eaglefuelcells.com.............................10 UFO.................................www.unitedflyingoctogenarians.org............52

Epic Aircraft.....................www.epicaircraft.com.................................44 Univair Corp...................www.univair.com..........................................24

Falcon Insurance..............www.falconinsurance.com...........................17 Van Bortel........................www.vanbortel.com..................................... 25

Flight Resource................www.flight-resource.com.............................11 Visual Instruments...........www.visualinstruments.com........................ 54

Flint Aero.........................www.flintaero.com.......................................11 Yingling Aircraft.............www.yinglingaviation.com........................... 10

Hartwig............................www.hartwig-fuelcell.com............Back Cover Yuba-Sutter Aviation.......www.ipadyokemounts.com...........................53

ZD Publishing Inc...........www.zdpublishing.com................................. 52

51
 Cessna Marketplace

GPS Manuals

Pilot-friendly manuals are now available

for the GPSmap 696 and G900X. Our
task-oriented manuals are directions that
lead you step-by-step through all the
operations. The G900X manual explains
the PFD, MFD, and all the soft keys.

G900X is $54.95 and GPSmap 696 is

$39.95. Add $6.00 for S&H. Other than
U.S. add $6.00 more. Visit our website
for the complete library.

ZD Publishing, Inc.
P.O. Box 3487
Wichita, KS 67201
888-310-3134 www.zdpublishing.com

CARBURETOR HEAT BOX

REPAIRS AND S.T.C. KITS
PROPTACH Wireless Optical
Tachometer
One RPM
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& Resolution
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Update Time
Any Color
172,177,182,210,303,337 PA-23, PA-28, PA-31 Propeller

The Professional’s Choice Made in USA

Works just like a Camera

341 Lisa Lane Pasco, WA 99301
www.dynamicpropeller.com
509-546-0430
AOG Service
Quick turnaround
Direct Display of 2 or 3 Blade Props
Quality Guaranteed Twins, Singles even Helicopters
Technical assistance Through the Windscreen
FAMILY OWENED AND OPERATED SINCE 2009
No wires, 9 Volt Battery
Auto Power-Off Feature
CALL FOR PRICE AND AVAILABILITY
10 Year Warranty
Cox Airparts, LLC www.proptach.com $269 FACTORY-DIRECT
3525 W. 30 th. St. S. TEL: 316-945-0737
Wichita, KS 67217 FAX: 316-945-0059 Cardinal Electronics Inc. Toll-Free 800 344 9469
PO Box 70136 Tel. 517 321 6618
RCOX@COXAIRPARTS.COM OVERHAUL
FAX: 316-945-
AOG WWW.COXAIRPARTS.COM EX-CHANGE
0059
Lansing, Michigan 48908 Fax 517 321 4988

80 years old and

still flying as PIC?
Then you’re eligible to join the
UNITED FLYING
OCTOGENARIANS,
an international group of flyers
established to promote
fellowship and camaraderie.
Visit the UFO website at
www.unitedflyingoctogenarians.
org or call 508-651-8287.

52 Cessna Pilots Association -January 2013

 Cessna Marketplace
Customized Recurrent

iPad?
Aero Safe Corporation
Guardian I Flight Training
Qualified in
Standby Vacuum/Pressure Systems Cessna 150 through 421
for Single-Engine Aircraft
Specializing in How about a terrific
yoke mount for it?
High Performance Aircraft
& Avionics Operation

FAA-PMA APPROVED KITS

To Order - Call Today!
800-433-5689
5300B Airport Rd. Mineral Wells, TX
Voice 940- 325-7625 • Fax 940-325-7034
www.aerosafe.net
www.ipadyokemounts.com
Pat Scott, CFII, ASMEL
www.scottairflighttraining.com Better than the rest, with a CPA
Cave Creek, AZ, 602-361-9663 pilot’s idea behind every feature.

Tell our advertisers

you saw them in
CESSNA PILOTS
magazine!
Cessna Pilots Association 2013 Seminar Schedule

Dates Courses/Seminars Location Members/NonMembers

March 9-10 Restart 182S, 182T, T182T* Santa Maria, CA $395/450

March 15-17 210, P210, T210 Santa Maria, CA $495/550

*Restart - 1997 - 2011 model years

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

CANCELLATION POLICY: The course tuition includes a non-refundable $100 deposit. If cancellation occurs within two weeks of
course date, the full tuition is non-refundable and will not be applicable to a future course.
HOTEL ACCOMMODATIONS: CPA can make room reservations at reserved rates for seminar attendees at the following hotels:
Radisson Hotel, Santa Maria, CA ---$109 Comfort Inn and Suites, Cincinnati, OH ---$65

53
 CPA Shows Contributors
(Continued from pg. 8595)

Dyball, Hal; Earlywine, John K.; Easter,

Mark A.; Eberle, John; Echemann, R.
A.; Edell, John; Edwards, Gary W.;
Edwards, Greg; Edwards, Ollie H.;
Egan, John G.; Eicher, Don; Eiserer,
Dwight R.; Elam, Jim; Elezian, Robert;
Ellingham, Jack & Teri; Elsavage, E.F.;
Please call Doug, Lynn, or Steve at 801.539.8412 Embry, Richard W.; Emerzian, Roy;
Empson, Richard; Erardi, Vince J.;
176 North 2200 West, Salt Lake City, UT 84116 • FAX 801.355.8445
Esper, Thomas; Eugene Spina & Bill
info@kingsavionics.com • www.kingsavionics.com
MacHarg; Everett, Dwight H.; Everett,
Lewis; Ewens, Thomas; Ewy, Charles;
Fagan, James W.; Fahey, Paul;
Fairlamb, Richard C.; Fall, Gregory;
AIRCRAFT COVERS Fanning, Elwin; Fanning, James;
Farber, Gerald L.; Farr, Robert M.;
Farrior, Jack; Faulkner, Dana L.;
Favareille, G. Adrian; Feather, Leroy P.;
Felker, Gary L.; Ferguson, Donald;
Ferris, J.P.; Fey, Marc; Field, Stephen
C.; Fields, Janet; Finley, Michael C.;
Fischer, Vince; Fisher, David; Fisher,
Jim; Fisher, Maury; Fletcher, James W.;
Fliehr, David; Flinn, David G.; Flohr,
Linn; Floyd, Larry K.; Flynn, John;
Follansbee, James C.; Foote, Chris;
TOLL FREE (U.S. & CANADA) 800/777-6405 Forbes, Randal S.; Foreman, Rick W.;
Forman, D. Michael; Forrest, W.
Bruce’s Custom Covers ph: 408/738-3959 Stephen; Forrester, David; Fortin,
989 E. California Ave. fax: 408/738-2729
Sunnyvale, CA 94086 bruce@aircraftcovers.com
Stephen; Foster, James W.; Foster, Skip;
Foster, William G.; Foutch, Randy;
www.aircraftcovers.com Frank, Charles; Franklin, Charles G.;
Franklin, Sean W.; Franks, Michael J.;
Frazier, James K.; Freeman, John R.;
A MODERN GAS SPRING REPLACES
INEFFECTIVE O.E.M DOOR STOPS Freye, Timothy; Fulbright, John E.;
Funderburk, Jeff; Furlough, Horace R.;
FAA STC-PMA APPROVED FOR Gage, Steve; Galanis, Sam; Galkin, Ed;
CESSNA 170, 172, 175, 180, 182, Gallagher, Loren V.; Gallant, Gilles;
185, 205, 206, 207 & 210 SERIES
3EAT #USHION
($175/Door 3YSTEMS
or $350 per Aircraft)
Buyers Guides
Gamble, James; Gandee, Jim; Gardner,
Jeff; Garrett, Tony; Garrettson, Garry;
CESSNA CARDINAL 177, 177A, 177B by the independent
Garzione, John E.; Gates, Bruce;
&177RG ($215/Door or $430 per Aircraft)
MENTION CODE CPA2013
technical
Gatien, Wayne E.; experts
Gaynor, Maryon R. &
Llam A.; Genellie, Jerry; Gerfen, Herb;
)T & AND RECEIVE A 5% DISCOUNT
Gerish, Cessna
David J.; aircraft
Gillam, James W.;

E E L S , I KE & L Y I MTN VIEW AVIATION

1-800-837-0271
Gillett, John; Gillingham, David E.;
available
Gillmann online
Jr., Robert W.; atGillmann,
NG
503-981-4550, Fax 866-554-3798
Z „=Š ‚{Š  ‹ˆ ‚z www.mtnviewaviation.com
‰{wŠ
Robert W.; Gilmour, C M Sandy;
www.cessna.org
Gingell, Rob; Girdler, Rick; Glathe,
xˆ„}  ‹ zemail:
„D info@mtnviewaviation.com
h{„{  ‹ˆ William Q.; Gleaves, Phil; Glenn,
†w‰‰
ALSO„MODEL
| ˆ |‚}~Š Š~ eˆ{}
C206/207 W{ˆ Ø DOOR
FWD„UTILITY
Phillip A.; Godfrey, Brian; Godfrey,
i{wŠ Y‹‰~ „ i‰Š{ƒ‰D fw„‚{‰‰B ‰w|{ˆ w„z z‹ˆwx‚{B Norman; Godston, Joel & Annemarie;
54  ‹ˆ „{ ‰{wŠ ‚‚ ƒw{ |‚„} |{{‚ ‚{ Š ‰~ ‹‚zD i{{ ‹ˆ Goldberg, BruceAssociation
Cessna Pilots R.; Goldin, Robert2013
-January W.;
„‚„{ ywŠw‚ } ˆ yw‚‚ | ˆ w |ˆ{{ ywŠw‚ }D Goldin, Steven; Goldstein, Greg J.;
Š
Gonzalez, Anthony H.; Gooch, Dick;
NFFCNNNCLOGF Goodnight, Jon Marc; Grabbe, Wally;
IZbge^llLZ_^kJnb^m^kÁ

Call toll free: 1-800-826-9252
www.aslCamGuard.com
• Combats Corrosion
• Reduces Cam & Lifter Wear
• Prevents Deposit Formation
• Conditions Engine 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 piece of mind that
comes with knowing your investment is protected.
55
 (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
sider – cost, Tanks
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

56
8618 Cessna Pilots Association - Volume
Cessna Pilots23, No. 9 - September
Association -January 2006
2013