ENGINE ISSUE - Cessna Flyer Association

prospective Birddog pilot or owner: the knowledge base of the IBDA and a copy of “The Lovable One-Niner” by Minard D. Thompson. Both are available at ibdaweb.com. Sincerely, Dan Kelly, President International Birddog Association (IBDA) LaVernia, Texas Send letters to editor@cessnaflyer.org. This issue marks the return of our annual engine issue. Your engine is obvi- ously an important component of your aircraft and generally the most expensive to overhaul or replace (although some avionics installations are getting close). In this issue we bring you some information and tips about overhauls, sticky valves, turbo maintenance and conversions. We’ve also included a resource guide of Cessna Flyer sponsors who provide products and services primarily pertaining to engines. We hope that when you are looking for companies to do business with you’ll check with our supporters first. Their support, along with your dues, allows us to provide a quality maga- zine and other benefits of membership. So please when possible patronize our supporters—and be sure to tell them, “Cessna Flyer sent me.” Web Stuff We have been making tweaks to the website and will continue to add improvements and content as we go along. One big improvement we recently made: allowing you to log in with either your username OR your email address. So if you don’t know your username you can log in using the email address we have on file. That last bit’s important. If we have an outdated email on file, that’s the email that will be in the database and that’s what you’ll need to log in. If you know or suspect we might have outdated information, please contact us and we can update your information. We will soon be adding some more features, including “classic” style forums. The discussions feature of the community pages is just a bit too clunky and hard to find. The community pages, groups and discussions will remain and will inte- grate with the forums, so if you want to just post a quick status update or hello or post a photo for everyone to see on the feed, you can use the community pages. If you want to set up a private discussion and invite participants, you can still do that through the group and discussion pages. We’ll transfer posts from the old forums and appropriate discussions to the new forums. Blue skies, Note regarding passwords: For security purposes we did not export or import passwords from the old site so if you haven’t logged into the new websites yet, you will need to create a new password. Here’s how you get your password: From the Home page click the “Forgot your password?” link which is just under the login block in the top left. You will be directed to a page asking for your email. Enter the email on file with Cessna Flyer Association (see above about valid emails). Once you hit “submit” a new page will open that directs you to enter your username (or email) and verification code. The verification code will be emailed to you. Also in that email will be a link to reset the pass- word. Important: If you did not close the page, navigate back to it and enter the code—or—hit the link in the email and enter username and verification code there. Do not do both. I know it’s a little confusing, but the programmers were trying to cover all bases. Please also note that once you have initiated the reset password sequence, your account will be inaccessible until you complete the process. You can also contact us to set up temporary password for you. Jennifer Dellenbusch THE VIEW FROM HERE CES SNA F LYE R J U N E 2 0 1 3 08 Y O U ’ V E E A R N E D Y O U R W I N G S B U Y F U E L . E A R N P O I N T S . S C O R E C A R G O . ENJOY YOUR REWARDS EAA AirVenture 2013 Visit us on the Phillips 66® Plaza for great prizes, giveaways and more. FBO LOCATOR WINGPOINTS® CREDIT CARDS INTO-PLANE WingPoints Rewards Program is administered by Kickback Rewards Systems on behalf of Phillips 66 Company. Phillips 66® and Phillips 66 Wings® Logo, WingPoints® and Rewards With Altitude® are registered trademarks of Phillips 66 Company or one of its subsidiaries. Other trademarks mentioned herein may be trademarks of their respective owners. With the WingPoints® Card, you don’t just get rewarded – you get to choose your own reward. It’s simple. For each gallon of fuel purchased, you receive 10 points. Double that if you use any Phillips 66® Aviation Credit Card. Then, grab a gift card and reward yourself with whatever you please. Sign up now at Phillips66Aviation.com Aug 23-24 — Kidron, OH. Stoltzfus Airfield (OH22). Preferred Airparts and Cessna Flyer Association present the Gathering in Ohio. Join us at Preferred Airparts headquarters in Kidron, Ohio. We’ll have two days of fun and camara- derie including a hangar party/barbecue, tour of the beautiful local countryside and historic Amish country, and Saturday night dinner. For details visit CessnaFlyer. org or call 800-397-3920. FEATURED EVENTS Various Dates in 2013—June, July and Sept. McCall Mountain/Canyon Flying Seminars, LLC. FAA WINGS approved instruction in the Idaho Backcountry and Utah Canyonlands. 2013 course dates include basic four-day course, June 11-14 and June 18-21; Advanced course at Sulphur Creek, June 25-28 (returning participants only); Basic four-day course, July 9-12; Middle Fork Lodge Backcoun- try Excursion, July 15-19; Basic two-day intro/refresher course, July 23-24; Fall Canyonlands Flyin’ Safari, Sept. 25-29. Visit mountaincanyonflying.com for more information. Contact Lori MacNichol or Rhonda Yost, 208-634-1344; email admin@mountaincanyonflying.com. Jul 20 — St. Maries, ID. St. Maries Mu- nicipal (S72). St. Maries Annual Fly-in/ Drive-in Breakfast Fundraiser. Bring the family and take part in our annual fun- draiser with breakfast from 8 to 11 am. Fly-in or drive-in, have breakfast, take a tour and enjoy other events in the area. Static exhibits, educational videos, unique planes and classic vehicles will be out on display for the day. This is a great opportunity for pilots and public to enjoy the camaraderie of each other in the unique surroundings of the St. Maries Airport. Contact Tina-Marie Schultz, 208-773-8522; email tinamarieschultz@roadrunner.com. Aug 3 – Fayetteville, N.C. Fayetteville Regional (KFAY). Fly-in sponsored by Landmark Aviation and All American Aviation Services. 11 am to 5 pm. Bar- becue lunch (free with fuel top-off); two free T-shirts per family, full service fuel discounts. Free introductory lessons on our flight simulator. Discovery flights for $79. Live band; kids’ zone. Vendors will also be present. Contact All American Aviation at 910-483-3315. Sept 7 — Burlington, WA. Skagit Re- gional (KBVS). Skagit Flight Fest 2013. Aerobatics show featuring father-and-son team of Bud and Ross Granley, “The Flying Tenor” Will Allen and female aerobatic and racing pilot Vicky Benzing. A wide variety of static displays, youth activities and vendors. No admission charge. The event is a unique partnership involving the Port of Skagit, Burlington Chamber of Commerce and Skagit Air- port Support Association. Contact Carl Molesworth, 360-757-0011 or email carl@portofskagit.com. REGULAR EVENTS June 2013 Jun 11 — Alturas, CA. Alturas Municipal (KAAT). 4th Annual Career Aviation Day. Grades K-5 come to the airport to visit with pilots and their planes to learn more about aviation. Breakfast and lunch pro- CFA EVENTS Jul 26 - 28 — Waupaca, WI. Waupaca Municipal (KPCZ). The 9th Annual Gathering in Waupaca. CFA’s annual pre-OSH event with several days of fun, food and friendship. Friday night recep- tion, Saturday lunch and dinner cruise, Sunday lunch; seminars on Saturday and Sunday morning; and transportation to and from the airport and hotel/hotel and Chain O’Lakes. Monday, Tuesday and Wednesday bus transportation to and from the EAA AirVenture grounds. The best value in aviation—and the early bird price for members and their guests has been extended. Reserve your room at the Comfort Suites Foxfire, 199 Foxfire Drive, Waupaca, WI 54981. Phone 715- 942-0500 and mention Cessna event for a special rate. Register for the Gathering online at cessnaflyer.org or call 800-397- 3920 or email johnb@aviationgroupltd. com for more info. CES SNA F LYE R J U N E 2 0 1 3 12 continued on page 14... vided by the airport with fuel discounts for those participating in field trip. Ap- proximately 250 kids from 8:30 am to 2 pm. Contact Paula Jessup, 530-708-1436. Jun 14 - 16 — Greenfield, IN. Indianapo- lis Regional (KMQJ). 16th Annual In- dianapolis Air Show. Welcoming the U.S. Navy Blue Angels! Contact Beth Vahle, 317-335-7252. Jun 15 — Cincinnati, OH. Clermont County/Sporty’s (I69). Sporty’s Saturday Hot Dog Fly-In. Visit Sporty’s, the World’s Largest Pilot Shop, and a must-see for ev- ery pilot. Each Saturday in June (6/1, 6/8, 6/15, 6/22 and 6/29), free hot dogs are served from noon to 2 pm to dozens of pilots who make the trip. Contact Mark Wiesenhahn, 513-735-9100, ext 338. Jun 15 — Boulder, CO. Boulder (KBDU). 5th Anniversary 1940s WWII Era Ball at the Boulder Airport. Enjoy a night of dancing with your sweetheart (or meet one) amongst WWII planes, fly-bys, military vehicles and re-enactors while listening to live Big Band music. Contact Khyentse James, 720-924-1945. Jun 18 - 21 — Pasco, WA. Tri Cities to Drake Field (PSC to FYV). Air Race Clas- sic. Annual all-women cross-country air race. The start is Pasco, Wash. and finish is Fayetteville, Ark. Contact Marolyn Wilson, 315-796 9777. July 2013 Jul 4 — Penn Yan, NY. Penn Yan Airport (KPEO). July 4 Fly-in/Drive-in Break- fast. Come experience one of the largest (2,500-plus) fly-in breakfasts. Breakfast 6:30 to 11:30 am. Scenic rides, displays, music and more. Adults $8, children $4. Contact Harv Greenberg, 607-292-6485. Jul 6 — Chino, CA. Chino (KCNO). Living History Event: Flying Tigers/AVG. Planes of Fame Air Museum presents its monthly event featuring the Curtiss P-40 Warhawk. Speaker panel; Q&A; flight demonstration. Contact Harry Geier, 909-597-7576. Jul 6 — Shumway, IL. Shumway “In- nernational.” EAA Chapter 16 Fly-in/ Drive-in Pancake Breakfast. 7 to 11 am. GPS: N39-11-31, W88-40-13. Elev. 642; Length 2,338. Monitor 122.9. Call 217- 821-2868 for runway conditions. Send events to editor@cessnaflyer.org. CES SNA F LYE R J U N E 2 0 1 3 14 EVENTS continued from page 12... Excellence Defined. Performance Driven. Top Prop ™ for Cessnas. 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For the aerobatic pilots of Team Aerostars, anything but the best is simply not an option. That is why the team chooses to fly their formation routine with the S1 DIGITAL by Sennheiser. The S1 DIGITAL is a headset like no other. Its innovative design offers the ultimate in customization and comfort while digitally adapting to your aircraft and every variation in engine noise. Adjustable clamping pressure, precisely engineered eyeglass comfort zones, treble boost and full Bluetooth connectivity all work together to create the quietest and most customizable cockpit environment. When you fly with the best, the choice is simple. Join Sennheiser in your pursuit of perfect sound. www.sennheiser-aviation.com S1 DIGITAL - The Quiet Revolution When you are flying with the best, the choice is simple. Of course, calendar age is only one of many factors that determine how much life an airplane has left in it. Built in 1973, it showed four years less calendar age than N5142L, but it had over 7,000 hours on the airframe—almost twice as many as N5142L. And those were training hours. N16460 turned out to be a very expensive proposition to own: the annual inspection after my first year in the airplane cost over $10,000, mainly catching up on deferred maintenance items (among other things, the original hydraulic hoses had never been changed). Thankfully, N16460 didn’t show any serious signs of metal fatigue. The ASF course gives eight examples of accidents due to metal fatigue since 1988—one a famous incident in which several feet of skin came off an airliner. The other seven were in GA airplanes and warbirds, every single one of which had a wing come off in flight. Poor maintenance was cited as a contributing factor in several of those accidents—inspections weren’t thorough enough to detect incipient fatigue cracking before a catastrophic failure. What causes fatigue cracking and airframe failure? Repeated stress on a component—the kind of thing that happens when airplanes spend a lot of time at low altitude in bumpy air. Think pipeline patrol and primary flight training. Corrosion can be a factor, too, and climate is a factor in cor- rosion. Corrosion is a lot more likely on an airplane kept out- side on a tiedown in a high humidity environment than on one kept in a hangar, provided it’s a dry hangar—a damp hangar can be even worse than a tiedown. The late Merle Furry, longtime A&P mechanic here in Modesto, told me once that “airplanes on tiedowns go away.” When I look at some of the derelicts parked on the field, I think he was right: flat tires, crazed plexiglass, visible rust on exposed steel parts… and I don’t even want to think about what may be hidden under the paint! The ASF course has some suggestions for inspection to check for corrosion, and notes that regularly cleaning an airplane can help prevent it. It also has useful suggestions for inspecting rarely-looked-at places like seat rails, under carpet, etc. It’s mainly stuff you’d expect a mechanic to catch during annual inspection, but it wouldn’t hurt for us owners to get involved. Obviously anything that looks out of whack needs to be dis- cussed with a mechanic. The course also warns of some type-specific items that need special attention. For Cessna singles these include wing spar beam corrosion (checked by removing the headliner for visual inspection where the windshield and spar attachment beams meet); overhead panel corrosion that may be hidden by the headliner and insulation; contaminants (including fuel and oil) absorbed by sound damping material in the belly; deteriorat- ing control cable casings; corrosion in foam-filled horizontal stabilizers (common in models 206, 207 and 210 built before The average age of the 150,000-strong fleet is probably close to 40 years. Let’s start with the obvious: the General Aviation fleet is aging, as are GA pilots. According to the Best Practices Guide for Maintaining Aging General Aviation Airplanes, in 2000, the average age of the 150,000-strong single engine fleet was more than 30 years— expected to approach 50 years by 2020, so it’s probably about 40 years today. And as many of us know, old airplanes are expensive to maintain. They’re also potentially dangerous—though merci- fully, there hasn’t been an increase in the number of accidents caused by mechanical failure. I learned this while going through the AOPA Air Safety Foundation’s (ASF) interactive Aging Aircraft course, which I highly recommend readers take a look at. It’s well worth an hour or so of your time. I’ve been thinking about this topic for some time, but really got interested because of what we’re currently going through with N4696K, the Skylane in which I’m a partner. Three of the four other partners want to sell (one because of a lost medical, another has moved and a third is looking at faster airplanes), leaving just two of us considering whether to buy out the others. That’s caused me to take a close look at our airplane’s mainte- nance history and what we can expect to pay moving forward. And since N4696K was built in 1975, it’s a classic example of an aging aircraft. Of course, calendar age is only one of many factors that determine how much life an airplane has left in it. The ASF interactive course uses a concept of “true age” that depends on how an airplane is used—primary flight instruction, aerobat- ics, mountain flying and pipeline patrol are a lot harder on an airplane than cross-country work in nice weather. My personal experience backs up the ASF. Before partner- ing in N4696K, I was sole owner of three airplanes, and two of them illustrate true age rather nicely. N5142L was the oldest air- plane I’ve owned, built back in 1969. But, it had been privately owned—and hangared—for its entire history. The paint on the airplane was original when I bought it in 1999 but was still good—it wasn’t chipping off, and took a nice shine with a little wax and elbow grease. Similarly, the interior was original, but the plastic was in good shape. Unfortunately, after four years I’d run the engine out, and rather than spend the money on an overhaul, I wanted to get into something faster, with better avionics and a low-time engine. A little searching turned up N16460, a retractable single with a nice panel and only 150 hours on its engine. The paint and interior weren’t as nice as what I’d had, but that was understandable—N16460 had been used as a trainer. Aging Aircraft John Ruley LEFT COAST PILOT John Ruley LEFT COAST PILOT CES SNA F LYE R J U N E 2 0 1 3 16 RESOURCES continued on page 67 could handle. One thing I’m considering (not covered in the ASF course) is treatment with anti-corrosion fluid, either CorrosionX or ACF-50. Either can be sprayed through inspection ports, cov- ering the interior skin and structure with a thin film that forms a barrier against corrosion. The one downside I’ve heard about this technique is that the product will weep from rivet holes and joints for quite a while—and until that stops, you can’t paint the airplane. But if we’re not going to be able to paint for a few years, that won’t be an issue for us. At any rate, I’m glad I went through the ASF’s online course— it gave me (and my partner) a lot to think about, and we’re applying that as we decide what to do with N4696K moving forward. I highly recommend it to other pilots! –JDR John D. Ruley is an instrument-rated pilot and freelance writer. He holds a master’s degree from the University of North Dakota Space Studies program (space.edu). Until recently he was a vol- unteer pilot with ligainternational.org and angelflight.org, two charities which operate medical missions in northwest Mexico and provide medical patient transport, respectively. He hopes to fly with both organizations later this year. Send questions or comments to editor@cessnaflyer.org. 1984); potentially severe inner skin corrosion in singles built in the 1970s and ‘80s with a lead-vinyl damper; and cracked mag- nesium wheels. For twins, issues of concern include spar cracks, corroded wing spar attachments, and exhaust system cracking and corrosion. The ASF recommends proactive maintenance; don’t wait for things to break, try to catch them early. That can mean a slightly larger maintenance bill now but may save a whole bunch more money (not to mention your hide!) later. Of course, your mechanic should be complying with all ADs, and you should know the history of your airplane—who owned it, where it was, and how it was maintained before you bought it (complete logs and a title search will turn this up). Service Bul- letins from the aircraft and engine manufacturer also deserve a close look (if you’re not getting them, contact Cessna and your engine manufacturer to make sure you’re on their mailing list). An option some owners may want to consider is full-blown renovation, which includes redoing the interior and painting the airplane (each of which involves extensive cleaning and corrosion treatment as necessary), cleaning up the wiring behind the instrument panel (probably at the same time as upgrading what’s in the panel), and cleaning things up in the engine com- partment during overhaul. There’s lots more in the ASF course, including pre-printed guides for those buying or renting older airplanes. I wish we could afford to fully renovate N4696K, but just doing the paint and interior would be more than two of us CES SNA F LYE R J U N E 2 0 1 3 18 1-800-647-6148 • www.ffcfuelcells.com All FFC fuel bladders are manufactured with REGISTERED TSO-C80 constructions... KNOW what you are installing. Quality products at competitive prices. TSO-C80 FUEL CELLS Other Continental Engine Installation STCs for Cessnas IO-520-D (300 HP) 182H through P IO-550-D A185E and A185F McCauley Propellers for Cessnas 401 80” to 88” 3-blade 180 and 182 (with O-470-50 engines) 185 models (with IO-520-D and IO-550-D engines) 401 80” to 84” 3-blade 207, 207A, T207 and T207A 402 80” to 88” 3-blade 206, U206, U/TU206A-G, and P/TP206A-E mt-propellers for Cessnas 2- and 3-blade propellers available for all our conversions. 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Your aircraft will takeoff shorter, climb faster, cruise faster and be less expen- sive to operate on a per mile basis. 265 HP & 275 HP carbureted for Cessna 180s and Cessna 182 thru R SHORTER TAKEOFF • INCREASED TBO • INCREASED RATE OF CLIMB LOWER PER MILE OPERATING COST • FASTER CRUISE SPEEDS CES SNA F LYE R J U N E 2 0 1 3 20 However, learning of the deaths of these pilot friends-of- friends, and as a result being reminded of the deaths of my two pilot friends, has caused me to wonder whether pilots in the aggregate are learning from these individual tragedies. The statistics say that more than 75 percent of the events that lead to crashes are defined as pilot error. Simply put that really means that we, as pilots, made some kind of mistake that resulted in bad things happening. Those percentages, despite the small statistical movements in General Aviation accident rates over the years, remain mostly constant—meaning the same things get us in trouble or kill us year after year. Think about your own decision making as you look at a list of poor pilot choices, and remember that hope is not a strategy for safe aviating. Weather, also known as VFR flight into IFR conditions. This sort of mistake ends in fatalities 80 percent of the time it hap- pens. So only fly in clouds on purpose. And give some thought to what you learned about how to extricate yourself from such a situation and maybe practice it with a safety pilot or your CFI. Ignoring that “I’M SAFE” checklist. For those who have forgotten, the checklist stands for Illness, Medication, Stress, Alcohol, Fatigue and Emotion. The acronym is a reminder to look in your own mental mirror to see if you are physically capable of flying safely. Controlled Flight Into Terrain (CFIT). This is flying an op- erational airplane into the ground, maybe due to weather (see above), or foolishness (see below). Low-level maneuvers, sometimes called “buzzing,” also referred to as “stupid pilot tricks.” What are you doing down there near the treetops, anyway? You might have some legiti- mate reason, in certain types of aircraft, but remember that treetop flying leaves little time for reacting when things go wrong—so stay away from those 60-degree banks. Inadequate preflight. You are distracted, inattentive or just skipped the preflight inspection because you did it when you flew your plane last week. Really? Slow down, pay attention and maybe think about using a checklist. Even your owned airplane in your own secure hangar can, in the hours since you left it, suffer from insects or small animals who clog things or chew on things. Flight planning, or the lack thereof. If your pilot friend says, “I’ve flown this trip so many times I don’t need to plan it,” don’t get in the plane. Oh, and weather changes. It is amazing—as Fatigue Alcohol, Flying airplanes is a joy and for most of us a purely voluntary activity that carries with it the responsibility of continued competence and self- reflection in order to not end up as an accident statistic. Statistical Tales and Droning On In general the aviation community has always seen research and study of tragedies as tools for learning to keep the rest of us safe. Twice this past month friends of mine in two separate states found themselves attending the funerals of friends of theirs who died in crashes of General Aviation aircraft. The Florida death involved a Cessna Skymaster that lost one engine and had prob- lems with the second engine, while in Nebraska the crash of a Piper took the lives of its young pilot and his friend when the PA-28 struck power wires shortly after takeoff. These occurrences are awful tragedies for the families and friends of the dead. Having lost two friends myself to bad things happening to airplanes—one a former flight instructor of mine—I am no stranger to the emotional and psychological effect of such deaths. I remember living through wondering whether I should ever fly again since these two friends of mine—both much more ac- complished pilots than I ever will be—had lost their lives while flying. Each time I eventually got back in the air, mostly because I thought that is what they would have wanted. I don’t know what happened in the Florida and Nebraska crashes; the FAA and the NTSB are still investigating and their conclusions are months away. And I want to state that nothing you read here is intended to offer any opinion about what hap- pened in those crashes or about the pilots involved. But I do know that in general the aviation community has always seen research and study of such tragedies as tools for learning to keep the rest of us safe. I remember poring over the official reports of the crashes that took the lives of my friends for some understanding of what might have happened and for some sort of healing. Both of them died in crashes resulting from maintenance-related issues. In one crash a fuel selector valve that was not reinstalled after a cockpit refurbishment led to an engine-out even though sec- ondary tanks were full, and the subsequent dead-stick landing attempt ended in power lines when my friend tried to avoid a school in his landing path. In the other crash a rudder pedal modification apparently failed, leaving my friend no way to recover from an aerobatic maneuver she was flying. Even with expert maintenance mistakes can happen, and er- rors occur. The most thorough preflight, even more assiduously carried out by a pilot because she knows her craft has just come out of the shop, may miss revealing an accident hidden and waiting to happen. It has long been my habit, and I know it is also the habit among many flyers of my acquaintance, to read NTSB accident reports because we believe in the hope that something may be learned from what happens to others. I still think that is true when we think about each individual incident. David Hipschman HEADING BUG David Hipschman HEADING BUG UNLESS YOUR SATELLITE COMMUNICATOR SENDS AND RECEIVES, YOU’RE WINGING IT. Compatible with Smartphones & Tablets inReach SE from DeLorme. The next generation of the most affordable satellite communicator that sends and receives text messages when up in the air or out of cell phone range. And with the ability to adjust your tracking intervals down to 1 minute, and pair inReach SE with your smartphone or tablet in the cockpit, your family and friends will have peace of mind knowing that you can be tracked, reached, and rescued anywhere in the world. Make being in the air even better, visit delorme.com/inreachse well as a violation of federal law—that any pilot would take off without a complete and thorough plan and briefing for a flight. Fuel, as in running out of Avgas. You learned the minimum requirements for the fuel you need aboard upon landing when you learned to fly. It is still hard to believe how many pilots seem to let their aircraft run out of fuel. Are they texting or sleeping instead of flying the airplane? Are they monitoring the gauges, the clock and/or the winds? The fact that many run out fuel just before reaching their destination leads to the conclusion that those pilots were pushing it to get somewhere. Instead, their families got that awful phone call from the sheriff. I’ve heard and read the excuses we make for ourselves, includ- ing fuel being more expensive so that we fly less and therefore are less good at it. I don’t buy it. Flying airplanes is a joy and for most of us a purely voluntary activity that carries with it the responsibility of continued competence and self-reflection in order to not end up as an accident statistic. Be proactive. Spend time with a CFI more often than is re- quired. And above all remember that most of the things that can get you in trouble in an airplane are avoidable if you use your head—and you have trained for the rest. Fly safe. MORE ON DRONES I received some reader feedback that I was too critical of drones and their inherent safety issues in my recent columns. However, I wish to point out that I never mentioned the craft flown by radio control (RC) aircraft aficionados and hobbyists. Any who thought I was worried about such RC activities were mistaken. All the RC buffs I have ever met are safe and consci- entious folks who would never dream of endangering anyone. Meanwhile, on the subject of your civil liberties on drone front, my home state of Florida has become the third state to ban the use of drones by police without the due process of war- rants and the safeguarding of the Fourth Amendment that we as United States citizens are guaranteed under the Constitution. In signing the law, Florida Gov. Rick Scott said it would pro- tect the state’s residents from “unwarranted surveillance.” Before local or state law enforcement can use drones, Florida’s Freedom from Unwarranted Surveillance Act requires a judge to grant permission in nearly all cases, similar to the process for search warrants. The law makes exceptions in cases involving “imminent danger to life or serious damage to property” and when “credible intelligence” from the federal Department of Homeland Security points to “a high risk of a terrorist attack.” Idaho and Virginia have passed similar laws and as I write this, the issue is being discussed in state legislatures in Califor- nia, Oregon, Texas, Nebraska, Missouri, North Dakota, Montana, Maine and Oklahoma. David Hipschman is a private pilot, a lapsed newspaper edi- tor and retired police detective. He teaches journalism at the University of Florida, once served as the director of publications at EAA, and is the editor of the National Association of Flight Instructors’ publications. Send questions or comments to editor@cessnaflyer.org. CES SNA F LYE R J U N E 2 0 1 3 22 Have you been looking… …to overhaul OR exchange your Lycoming or Continental engine? …for FAST turnaround? …for both QUALITY & PRICING? …for an FAA/EASA certified repair station? Signature Engines is your answer! Email us TODAY at Cessna@SignatureEnginesInc.com for your free quote and to receive FREE shipping BOTH ways by mentioning this ad! (Offer valid until 11/1/13.) ExpEriEncE • SErvicE • inStallation Quick turnaround. Competitive costs. Unmatched experience. And a global reputation for quality. attEntion to dEtail 4760 Airport Road, Cincinnati, Ohio 45226 FAA#E5ZR316Y | EASA.145.6450 (513) 871-9966 | SignatureEnginesInc.com CES SNA F LYE R J U N E 2 0 1 3 24 Steve Ells QUESTIONS & ANSWERS Income-Generating Ideas, Finding a Child’s Seat for a 182, and Replacing a GO-300 Engine Dear Hungry, Congratulations on achieving your goal of airplane owner- ship. I can think of three options. In order of cost, I’d say the first option is an aerial photography business. You’ll need a good digital camera. Today you can buy a very capable camera for less than $1,000, and you’ll need digital photo processing software as well. As far as equipment goes, those two pieces are all you’ll need to get started. Many professional air-to-air photographers at- tach a gyroscopic camera stabilizer to their cameras, but given that image stabilization (IS) is now built in to many cameras and lenses you’ll be able to get started with an IS camera. Another option is a Sky Sign business. The Sky Sign system is eight feet high by 36 feet wide and has a series of 252 LED lights programmed and controlled to spell out messages. The lights are supported on a light- weight frame that is secured to the airframe. The sequencing of the lights creates a series of letters that scroll across the sign as you, the pilot, fly your airplane over towns, events and gatherings at night. According to the Sky Sign website the altitude that provides the most effective sign viewing is 1,000 feet AGL. Dear Steve, A year ago I bought a Cessna 172. You see, five years ago I said to myself, “I’m going to own my own airplane someday.” I’ve now owned this airplane a year and I’ve done lots of $100 hamburger trips and have flown back and forth to the in-laws and that’s fine, but I’d like to find some other ways to take advantage of my airplane ownership—and generate some income. I’m in a town that’s growing and is getting more pros- perous due to a jump in the number of tourists. Do you have any ideas? —Hungry Man A Sky Sign system has LED lights supported on a light- weight frame that is secured to the airframe. The Sky Sign website pegs the initial purchase prices for a complete system at slightly north of $20,000. The STC paper- work kit is an additional $2,000. Sky Sign systems and installations are approved for installation in Cessnas such as the C-150 and certain C-172 models under STC. The system can be removed if it’s not being used, and may be reinstalled in less than one hour. I’ve also heard of pilots that have used their Cessnas to spread cremated remains. You can find out more about this and take a look at how some existing companies present this service at the Cremation Services, Inc. website. (See Resources for the web address. —Ed.) Some states such as California require licensing by the state before providing this service. I wasn’t able to find any commercial hardware designed for the spreading of ashes but I did find a discussion on a variety of methods in a SuperCub.org discussion thread. See Resources at the end of this column for that information. There are a few of the paths you can explore in your quest to make your flying more entertaining and generate a bit of income. Happy flying. Hi Steve, I am looking for a way to fit one more small child into my 1968 Cessna 182. One of the guys at the airport told me that Cessna used to sell a child’s seat that was designed to be installed in the baggage compartment. Can you tell me more about that seat? Are they still available? —Family Man Dear Family, I checked on the part number of the child seat in the parts book and according to one of the parts experts at Yingling Aviation the proper part number (714050-1) is no longer being manufactured by Cessna. According to Yingling’s parts finder program there was a used one available from one of the airplane salvage yards. Call Cessna Flyer Association’s parts locating service at 800-397- 3920 (or fill out the online form at CessnaFlyer.org) and keep your eye on eBay listings; they show up from time to time. Happy flying. Hi Steve, I’ve recently inherited a Cessna 175 from a sweet old guy at my local airport. I helped him take care of this airplane as he got older, and we flew many hours together as we searched for the perfect airport diner. His wife passed a couple of years ago and so he handed this old airplane over to me. It’s actually in real good shape except for the engine. The GO-300 is sort of weird, being a geared engine, but the airplane really performs since it grosses out at only 50 pounds more than the same year 172 but has 30 more horsepower. However, I’d like to upgrade to a more modern, more dependable engine. What should I do, and how much is it going to cost? —Up Grade continued on page 71... CES SNA F LYE R J U N E 2 0 1 3 26 Dear Up, I’m glad your friend passed the airplane on to you. Sounds like it served him (and you) well and he wanted to make sure you continued to enjoy the magic of flight. I’ve worked on one GO-300 engine in my mechanic career. Tried everything and never could get it to run the way I thought it should. But it was an Alaska airplane that sat all winter. An experienced engine overhauler I once spoke with swore the GO-300 was a very dependable engine if it was flown often and operated by a pilot that understood the engine. The engine is designed to cruise at 3,000 to 3,200 rpm. Unfortunately (for the reputation and reliability of the engine) Cessna displayed the engine rpm on the tachometer. And most pilots weren’t comfortable seeing such high rpms on the tach, or the different exhaust sound—so they would pull the power back. Too bad the designers didn’t take the rpm off the propel- ler; it ran at 2,400 rpm when the engine was at 3,200 rpm. There are a number of alternate engine installations for the C-175 on the Supplemental Type Certificate page of the FAA website. There’s one for the installation of a 220 hp Franklin engine, one for a 230 hp Continental O-470 engine, a bunch for installation of carbureted Lycoming O-360 series engines and one for the Lycoming IO-390 engine. None of these are going to be inexpensive and realistically some of them are so old that I doubt the STC holder is still selling kits. Two that are recent are the installation of a 220 hp Franklin 6A-350-C1 or -C2 six-cylinder normally aspirated engine. I do know that I once flew behind this engine installed in a Stinson and it was very smooth. The other option is the installation of a Lycoming engine by Stoots Aviation of Fairbanks, Alaska. Dave Stoots has a full range of STCs that will turn your 175 into a real bush plane by installing a 210 hp fuel-injected Lycoming IO-390 and constant speed prop. You can view videos of Stoots’ work on at YouTube. One flight of a 175 that Stoots modified to tailwheel configuration and with an IO-390 engine is shown in one video clipping along at 133 knots while burning 9.9 gph. I hope this helps. Happy flying. Know your FAR/AIM and check with your mechanic before starting any work. Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and lives in Paso Robles, Calif. with his wife Audrey. Send questions and comments to editor@cessnaflyer.org. RAM NICKEL CYLINDERS — New & Overhauled Available Steel cylinders rust and wear! It's only a matter of time until your compressions fail and you have a big bill for a top overhaul - nothing new there. Worse yet, that corrosion goes on to cause premature lifter and cam wear resulting in an even more expensive engine overhaul. RAM Nickel cylinders are the way to avoid those expenses. NICKEL DOESN’T RUST! We have 15 years and 50,000 cylinders of proof. To date, not one has had a premature wear or corrosion related problem. 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Their state-of-the-art VSR test machine will balance your turbo at 50,000 rpm. See what 86 years of combined aviation maintenance experience can do for you. Call for free testing and more information. 1.888.847.8008 mainturbo.com 02 MTM Special Ops Watches The Hypertec features a solid 316L stainless steel watch case, Swiss quartz movement, sapphire crystal and 100 percent Neoprene band. Water resistant to 660 feet, scratch resistant and with both 12- and 24-hour time. This limited edition watch is indi- vidually numbered and comes with a three-year warranty. $295 213.741.0808 specialopswatch.com 03 EDM-900 Engine Analyzer from JPI The EDM-900 is JPI’s latest innova- tion and is FAA certified as a primary instrument to replace all the engine gauges in certified aircraft. The EDM-900 fits a standard 3.1” aircraft instrument hole and is available in four- to nine-cylinder configurations, monitoring up to four fuel tanks. Pricing starts at $6,080 complete with all probes and sensors to match your aircraft POH. 800.345.4574 jpinstruments.com CES SNA F LYE R J U N E 2 0 1 3 28 SERVICES Do you have a product you would like us to review? Please email: kent@aviationgroupltd.com 04 John Jewell Aircraft Custom Engine Overhauls Every John Jewell Aircraft (JJA) engine is individually and custom overhauled and reassembled to Factory New limits. JJA engines are balanced to assure smooth operation and the prolonged life of an overhaul. Every JJA custom engine overhaul comes with John Jewell Aircraft’s Seal of Quality, and is covered by a one year/500-hour warranty, so you can fly with confidence. Prices available upon request. 662.252.6377 johnjewellaircraft.com 05 McFarlane Pilot-Friendly Controls McFarlane Aviation Products offers high quality FAA-PMA approved throttle, propeller and mixture controls for single engine Cessna aircraft. Solid metal construction and Teflon- lined conduit provide precise positive control with vibration dampening features, lifetime lubrication and consistent quality. Price upon request. 800.750.5243 mcfarlaneaviation.com/CF 06 TCB Composite Spinners and Bulkheads TCB Composite spinners and bulkheads are FAA approved STC and PMA. Enjoy the technology used by U.S. fighters and the 787 Dreamliner. Stronger parts mean longer life; five year manufacturer’s warranty. Call for prices 888.778.1477 tcbcomposite.com ENGINE OVERHAULSInsider’s guide to getting the best bang for your engine overhaul buck CES SNA F LYE R J U N E 2 0 1 3 26 CES SNA F LYE R J U N E 2 0 1 3 30 1 1 First and foremost, as Douglas Adams stated in the “Hitchhiker’s Guide to the Galaxy,” don’t panic. Take a deep breath and assess the situation. Chances are, unless you’re lucky enough to have a mechanic who specializes in engine overhauls, you’re going have to find a shop to do it for you. Types of engine shops range from your local FBO’s maintenance facility to the major independent engine overhaulers, up to the factory overhaul facilities. Unless you’re AOG, you probably wouldn’t go through the time, cost and trouble of pulling your engine and sending it away just for a top- or bottom-overhaul. Having been around a considerable number of owners faced with this very situation, experience has taught me that in order to find the right engine shop, it’s a good idea to ask a few questions. “I can think of 10 questions I’d ask any shop that I was considering using,” explained Allen Weiss, owner/president, Certified Engines Unlimited, Inc. “And I believe for the typical owner, price should be number seven or eight on that list.” “When I get a phone call from a new customer and the first thing he says is that he has a Model whatever and wants to know how much it costs for an overhaul, I know right away that I’m not going to get that job. I don’t want Life’s funny that way. One day you’re flying your 172 along without a care in the world. The next, your mechanic is breaking the news that your beloved is in dire need of an engine overhaul. Of course you knew this day was coming. What do you do now? By Dale Smith --->>> PowerFlite® Starter Starter Approved on many TCM models 20% less current draw • Long life brushes • New field wound electric motor design with no permanent magnets • Ball bearing design with low internal friction and heat • No internal clutches or planetary gears CES SNA F LYE R J U N E 2 0 1 3 32 Superior Air Parts has been producing FAA- PMA parts since 1967 and currently holds PMAs on over 2,000 parts and components. Photo: Superior Air Parts that job,” Weiss said. “If they don’t take the time to ask me about my shop or my quality, then they don’t know what they’re looking for.” “There are different types of over- hauls and I think the first thing an owner needs to identify is what he needs to have done,” Bill Schmidt, president, Signature Engines Inc., said. “That information will help him clearly understand the scope of the work and what type of engine shop he’s looking for.” “The second thing would be that the shop has an FAA repair station license. Not all of them do,” Schmidt added. “It’s impor- tant because if the FAA has certified the shop, it shows that they have set procedures for doing their overhauls. In other words, each station that the engine goes through during the overhaul has the proper paperwork going along with it.” Both Schmidt and Weiss stressed the importance of obtaining good docu- mentation along every step of your engine’s overhaul process. It’s essential information for tracking any parts that may eventually be part of an AD or Service Bulletin. Knowing what’s in your engine could save you a lot of headaches down the road. DOING YOUR PART Once you’ve made your decision, you will have to supply your chosen shop with your engine’s completed and up- to-date logbooks. You can send copies if you want. “That’s very important in helping us identify exactly what will need to be done to the engine,” Schmidt said. “If you have recently replaced a turbocharger or other acces- sory, you won’t need to overhaul those components again.” Also, check your propeller logs and if it’s getting up there, now is the best time to address the prop’s needs. “We will check the logbook and the crankshaft before disassembly to see if it may be under an AD notice,” Weiss said. “If that’s the case, maybe you can buy a factory rebuilt for less than it costs for us to overhaul your engine.” “The more we know what we are dealing with, the better we can work with the customer to give them the Tempest Dash Cessna Flyer, Piper Flyer Magazine- 1/3 Page Vertical 2.25 x 10 Introducing the new Dash II Oil Filter Available Now !! Filter Available Chances are, unless you’re lucky enough to have a mechanic who specializes in engine over- hauls, you’re going have to find a shop to do it for you. With an independent shop, the engine is going to perform to factory standards—at least. Photo: Signature Engines, Inc. CES SNA F LYE R J U N E 2 0 1 3 34 right service,” Schmidt said. “It’s all up to the owner, though. We can’t guess what’s been going on with their engine.” Schmidt explained that they often receive engines that have had one cylinder recently replaced. “We always like to put a new set of cylinders on every engine just to ensure consistency and maximize the engine’s perfor- mance,” he said. “We take the ‘new’ cylinder off and give it a thorough inspection. Then we put a yellow tag on it and give it back to the customer to keep as a spare.” OEM vs. PMA While we’re on the subject of cylin- ders and replacement parts, it’s a good time to address what is probably the most oft-debated point of an engine overhaul: namely, whether or not to use original OEM factory parts, or FAA approved aftermarket parts manufac- turer approval (PMA) parts. FAA-PMA parts are exact fit, form and function replacements for the original OEM parts they replace. Superior Air Parts has been producing FAA-PMA parts since 1967 and cur- rently holds PMAs on over 2,000 parts and components. “Some PMA producers only cre- ate parts through identicality, which is basically reproducing the original part,” explained Bill Blackwood, Superior Air Parts’ director of opera- tions. “We have our own engineering staff that reviews current designs along with metallurgical properties analysis to create an improved part using the best available materials. Once it is pro- duced, we conduct extensive testing on each part to ensure it meets or exceeds FAA standards.” “Some customers want only factory parts in their engines,” Schmidt said. “But today, fewer owners are making that request. What’s important for all owners to remember is that the aftermarket PMA-produced parts and components are FAA approved and have the equivalent, and often times better quality, than the factory parts they replace. “Rest assured that we would not put any inferior parts in any engine we overhaul or repair,” he said. “Our reputation is on the line with every engine we do and that’s what I tell people when we start to talk which cylinders to use,” Schmidt con- tinued. “We offer customers their choice of overhauled cylinders, PMA replacements like Superior Millennium Cylinders, or new original manufac- turer cylinders.” And the choice often #1 for Aircraft Parts Support Since 1984 Same-Day Worldwide Shipping We Price Match! Parts avionics EnginEs ProPs Over 5 MilliOn in-StOck PartS! Over 5 MilliOn in-StOck PartS! Search our Parts for Free 24/7 DoDSon.coM cAll uS toDAy At 785-878-8000 Starting issues? Rough running engine? engine? Maintenance Guide Aviation Spark Plug Resistance • 500 - 3000 Ω = New - Good • 500 - 5000 Ω = Used - Good • 5000 Ω & Up = No Good - Hard Starting - Misfire - Poor Combustion - Pollution OHM METER Starting issues? Rough running engine? engine? Guide Plug Resistance OHM METER SOLUTION: Check resistance of spark plug. Replace with new Tempest spark plugs. comes down to reputation and cost. “On an IO-520-F engine, for exam- ple, we can sell a set of brand-new Millenniums for $3,000 more than the price of using overhauled cylin- ders.” he said. “[For that price] you get a brand new set of Millennium Cylinders—they’re clearly a high quality cylinder. “We’ve had an excellent history with Superior Air Parts cylinders and components. The Millennium Cylinders are especially high quality. When you show them to a customer—if you put a Superior cylinder next to an OEM fac- tory cylinder, it’s very easy to sell the Millenniums. The finish quality is obvious.” Of course when you’re in busi- ness, especially a highly regulated business like avia- tion, you have to pay attention to every part you use on an airplane. That goes doubly for aftermarket-produced parts. “It’s our business and reputation on the line every time,” Weiss said. “When I choose a vendor, manufacturer or subcontractor I have three criteria: in order, quality, service and price—but the only one that is negotiable is price. There are no negotiations when it comes to quality or service.” “If we offer an aftermarket part it’s because we know and trust that it will give the quality and performance we require,” he explained. “If you are trusting us to rebuild your engine, then trust us to make the right deci- sions about which parts we use.” FACTORY VS. INDEPENDENT OVERHAUL SHOPS Another big question you’ll have to answer is whether or not to just get a factory-rebuilt engine or go with an independent overhaul spe- cialty shop like Certified Engines or Signature Engines. It’s a very personal decision. One very good starting point is to talk to other owners who have recently had major engine work done and see what their experi- ences have been. It can be an emotion- ally charged discussion. The choice often comes down to money and what price you’re willing to pay. The bottom line is if you do your Knowing what’s in your engine could save you a lot of head- aches down the road. The more the engine shop knows what they are dealing with, the better they can work with the customer to give them the right service. Photo: Signature Engines, Inc. CES SNA F LYE R J U N E 2 0 1 3 36 Visit our website or call today! www.Flight-Resource.com 1-866-717-1117 Flight Resource, LLC. World’s Largest MT Propeller Distributor MT COMPOSITE PROPELLER UPGRADE FOR YOUR CESSNA 180, 182, 185, 206, 210, 310, 340, 414 & 421— INCLUDING TURBOS. • Super lightweight composite prop and spinner — up to 30 pounds lighter • Improve takeoff and climb • Increase cruise speed and fuel mileage • Reduce stall speed for shorter landings • Reduce noise; less pilot fatigue, happier neighbors • Turbine smooth operation • Life unlimited blades and hub • Perfect for floats; no water erosion • No RPM restrictions or ADs • HD Motor mount not required homework and go with a reputable independent engine shop, the engine is going to perform to factory stan- dards—at least. But, from my experi- ences, chances are where you’ll really get a gigantic improvement is in the level of customer service the indepen- dent shop will deliver. “I think it’s a huge difference and a big plus when dealing with an inde- pendent overhaul shop,” Schmidt said. “You can actually talk to the owner and the guys who are going to be working on your engine. You know who is responsible for what.” “Our customers have a nice hands- on relationship with us. If you have a problem, it’s our responsibility to fix it,” Weiss said. Another benefit is that independent shops will offer you options to help control the cost of your overhaul wher- ever feasible. Prices for engine com- ponents can be higher any time the factory is the sole provider for specific parts or service, Schmidt said. “If owner/operators don’t support the individual overhauler, and the overhauler doesn’t support the produc- tion of good FAA-PMA parts from com- panies like Superior Air Parts, then it will greatly increase the cost of flying for everyone,” he said. “It will price most pilots right out of the sky.” Overhauling an aircraft engine may be inevitable, but being an informed customer can save you a lot of frustra- tion, and probably some money, too. Dale Smith has been an aviation journal- ist for 30 years. When he’s not writing aviation articles, Smith does commission aircraft illustrations specializing in sea- planes and flying boats. Smith has been a licensed pilot since 1974 and has flown 35 different types of General Aviation, business and World War II vintage air- craft. Send questions or comments to editor@cessnaflyer.org. RESOURCES Certified Engines Unlimited, Inc. certifiedengines.com Signature Engines Inc. signatureenginesinc.com Superior Air Parts, Inc. superiorairparts.com Provided by Allen Weiss, owner/president, Certified Engines Unlimited, Inc., and Bill Schmidt, president, Signature Engines, Inc. Here, in no particular order, are 15 key questions you should ask any potential overhaul shop. Their answers will go a long way in helping you make an informed decision about whom to trust with major work on the most important part of your airplane. • Are you an FAA licensed Repair Station? • How long has your current management been in place? • How long have your main assembly technicians and inspectors been with the company? • Do you ever subcontract out any of the work? If so, are those contractors FAA licensed? • Can you provide references of owners with the same type of engine? • Have there ever been any failures or major problems with one of your overhauled engines? • Do you provide an itemized list of all the new parts you install? • What accessories are included? If they are overhauled, who does the overhaul for you? • Do you do your engine test run on the aircraft, or a test stand? How long is the run? • What type of paperwork do you provide with the completed engine? • How detailed is your logbook entry? • Do you use PMA parts? • What is your published warranty? • How long will the overhaul take? • What is the estimated cost? 15 PRE-OVERHAUL QUESTIONS Aviation Insur ance for over 50 Years! • Single and Multi-Engine • Pleasure & Business Use • Aerobatic • Flying Clubs • Dual Instruction / Rental • Aerial Photography, Banner Towing, Sightseeing 800-536-2011 forestagency.com Dan Browne, President dbrowne@ forestagency.com Mindy Bass, Account Executive mbass@ forestagency.com A friendly place to do business. Photo: Signature Engines, Inc. CES SNA F LYE R J U N E 2 0 1 3 38 Classic Airframe, Cutting-Edge Powerplant: Upgrade and Overhaul Options for your 206 _______________________ By Steve Ells _______________________ With so many STCs you have many alternatives, and all of them offer technical and operational improvements for your 206. Cessna’s 206 is a very fine airplane. The 206 series evolved from the Cessna 205 that hit the market in 1963. Model 205s were equipped with a six-cylinder fuel-injected 260 hp IO-470-S engine from Teledyne Continental Motors (TCM). Maximum Take Off Weight (MTOW) was 3,300 pounds. The 205 was suspended after two years and 577 airplanes, and replaced in 1964 by the Super Skywagon 206 that maintained the 3,300-pound MTOW of the 205 but got a power boost of 15 hp (to 285) due to the installation of a nor- mally aspirated TCM IO-520-A. In 1965 the U206 line was introduced and stayed in production for 23 years. MTOW was boosted to 3,600 pounds within a year with the introduction of the TU206A in 1966. A turbocharged TCM TSIO-520-C powered the TU206C. Cessna marketing renamed the air- frame often in the first few years. First the 206 was the Super Skywagon. Within a year or two the turbocharged version was the Turbo-System; the normally aspirated version was the Skywagon for two years before Stationair (station wagon of the air?) became the name for seven years. Then in 1978 it was again rebranded as the Stationair 6 and Turbo Stationair 6 until the last one of slightly more than 7,000 206s had rolled off the line in 1986. Cessna Aircraft currently offers the 310 hp Turbo Stationair. Aged airframe, new powerplant options Prior to the introduction of FAR Part 33, “Airworthiness Standards: Aircraft Engines,” certification standards for pis- ton engines were contained in Civil Air Regulation 13. Part 33 standards mandated that all piston engines certificated under this newer standard produce the rated power, minus zero, plus five percent. In other words, the new rules required that new engines put out the rated power, no exceptions. The 550 series engines, but not the 520 series engines they replace, are Part 33 engines. Increased TBOs for new or factory rebuilt CM Gold Standard engines Continental Motors, Inc. (formerly Teledyne Continental Motors) recently extended the TBO of Gold Standard engines. In April of this year, Continental Motors released an update of Service Information Letter (SIL) 98-9B. The subject of this letter is “Time Between Overhaul Periods.” CES SNA F LYE R J U N E 2 0 1 3 40 increasing the stroke by ¼ inches to 4.25 inches. Only 550-G and later engines have crossflow (CF) heads and a balanced flow induction system. The IO-550-F does not utilize the crossflow cylinder heads; the IO-550-N does. The advantage of the CF design is better economy. Crossflow heads and balanced induction In a crossflow head, induction air and fuel enter the combustion chamber from one side of the head: the top, in the case of the 550 series of engines. After the compression and power strokes, the exhaust and combustion by- products flow out of the cylinder head through the exhaust port on the opposite (bottom) side of the head. This con- figuration is a more efficient than head designs where the inlet and exhaust ports are on the same (i.e., bottom) side of the head. Separating the inlet air from the heat of the exhaust system also greatly lessens preheating of the inlet air before it enters the combustion chamber, thereby main- taining air charge density. The balanced flow induction system incorporates individual intake air tubes that lessen the possibility of unmatched airflows into adjacent cylinders. Non- balanced flow engines have two common induction tubes or logs: one below the left and one below the right row of cylin- ders. Induction air from the log is pulled into the cylinders one at a time; these intermittent “gulps” of air from the com- mon airflow affects the airflow into each of the other cylinders common to the log. The result is uneven air quantities deliv- ered into each cylinder in the row. The uneven airflow in the common log induction system can be compensated for by adjusting the flow rate (tuning) of each fuel injection nozzle. More even air- flows equal more uniform power pulses from all cylinders and a smoother engine. Instead of just replacing the existing engine, 206 operators now have several options to upgrade to more powerful engine and better engine designs. The following are companies that provide these options >>> A press release dated April 9, 2013 shows: “Continental Motors has increased TBOs up to 400 hours on Gold Standard Factory produced engines. The major- ity of engine models manufactured after February 2012 will see TBOs increase by 200 hours with frequent flyers receiving up to 400 hours. “In 2012, Continental Motors intro- duced its Gold Standard Factory Rebuilt and New Engines. These engines incor- porate improvements in technology and manufacturing processes that have allowed us to increase the TBO. The increased TBO is affective on nearly all Continental Motors Factory produced engines beginning in February 2012 as designated by serial number 1006000 and higher. Nearly all models will receive the benefit of a 200 hour increase over the existing TBO. Aircraft owners that fly 40 hour per month will receive up to 400 hours. “Additional information is avail- able at www.ContinentalMotors.aero/ TBOExtension.” The IO-550 series of Continental engines meet the new Part 33 power standard due to a number of factors. The first is slightly more displacement by The advantage of the crossflow design is better economy. ATLANTIC AERO, GREENSBORO, N.C. John Ackerman at Atlantic Aero told me that the company holds two re- engine STCs for the 206. The older of these approves the installation of a 300 hp IO-550-F in all 206s beginning at serial number 657 (beginning of 1967). The newer STC approves the installation of the IO-550-N engine. This “N” engine is the latest IO-550 iteration (permold case), is rated at 310 hp and features a crossflow head configuration. The sandcast engine cases have a belt-driven alternator on the back of the engine. The permold engine case has the gear-driven alternator mounted in a right front position on the engine case. The 550-F upgrade, being a sandcast engine, is straightforward. The 550-N upgrade kit—Atlantic calls it the 550TI for tuned induction—also includes two additional improvements that are required to install the permold case “N” engine in airframes with the existing sandcast mount system. The conversion also includes a brand-new Hartzell 82-inch Super Scimitar propeller. The kit is available for T206s and removes the TSIO-520 engine and all of the turbocharging components. This deturbo kit includes a complete new exhaust system along with sheet metal to close up the old exhaust hole, along with sheet metal to close up the cowl flaps (the new engine does not have any heating issues). Both kits give you a new induction system to include alternate air along with new engine controls, a fuel flow/manifold pressure gauge and a new tach. Another Atlantic Aero innovation is the Smooth Ride engine mounting sys- tem. The Smooth Ride system is available on both upgrades and adds two addi- tional engine mount pads and vibration absorbers adjacent to the existing for- ward two mounts. This greatly reduces the amount of engine vibration felt in the cabin and stops the need to periodically replace engine vibration absorbers due to engine sagging (commonplace with the original mounting system). The installation of a set of STC’d mount legs is required on the IO-550-N upgrade to adapt the permold case to the Smooth Ride system. Ackerman said that each 550 engine upgrade kit includes a factory rebuilt Gold Standard engine (a new engine is available for an additional $6,000), new hoses, new engine controls, new instrumentation, and a new induction system with alternate air system. Today’s price for the kit is $66,844. According to Ackerman, installation man-hours average about 125 for the engine and an additional 25 to fit the new mounts in the airframe for the Smooth Ride system. CES SNA F LYE R J U N E 2 0 1 3 42 DAVIS AVIATION, BRISTOL, TENN. Davis holds an STC to replace the IO-520-A or -F engine in all serial number 206s with the 300 hp IO-550-F engine. In addition, it offers a separate STC for replacement of the turbo- charged TSIO-520 engines in turbo model 206 airframes with the normally aspirated IO-550-F model (deturbo modification). Davis also holds STCs for prop-only upgrades for both Hartzell and McCauley props. As Donna Jones explained it, “This mod is an option that lets owners replace the older threaded hub props with a new prop that fits both the 520 and 550. You can upgrade your prop first, then use the same prop with a low pitch blade angle change at a later time.” The IO-550 STC installation allows a way for owners of pre-1978 (serial number 4075 and below) 206s to install an extended hub propeller without modifying the existing cowling. This upgrade moves the empty weight center of gravity (EWCG) forward about 1 ½ inches. Cessna made the extended hub prop standard beginning in 1978. Davis Aviation purchased the STCs developed and held by Bonaire at the end of 1998. Davis STC installation kits do not include an engine but Jones said that she will do the research required to “spec out” the engine for buyers to make sure they order the correct engine, and does work with other STC holders to make sure each customer gets the package that best fits their needs. Other prop-only options can be installed outside the Davis STC in conjunction with the engine installation. Jones works with other STC holders to make sure each customer gets the package that best fits their needs. Jones added that Davis has a worldwide network of distributors and have upgraded many aircraft in foreign countries. Most of the Davis STCs are approved in Brazil and the European Aviation Safety Agency (EASA) countries. . RAM AIRCRAFT, WACO, TEX. RAM aircraft is known for quality engine overhauls of Continental big bore 520 series engines. RAM’s overhauls are among the most thorough and best overhauls in the industry. RAM holds STCs and stocks component kits for upgrading the engines on early model T206 airplanes to more modern higher horsepower Continental engines. T206s (1966 to 1976 models) can upgrade from the old 285 hp TSIO-520-C engines to the 310 hp TSIO-520-M Continental engines. RAM also has available premium overhauled engines for the normally aspirated U206 outfitted with IO-520-F or IO-520-L Continental engines. RAM-developed upgrades to these engines include fine-tuning the reciprocating balance of each crankshaft to two to four grams (a one-dollar bill weighs about a gram), balancing rod sets to within only one gram per set, volumetric and flow matching of RAM “Nickel New” cylinders, heavy crankcases with seventh-stud modifications, and installing new lifters and new Continental camshafts. Bob Collum at RAM said that the company actually stocks 25 of the most popu- lar engines so they can be matched to your airplane and shipped within three days. In addition to high-quality precision overhauls, RAM also stands behind each engine with one of the best warranties in the business. TEXAS SKYWAYS, BOERNE, TEXAS Jack Johnson of Texas Skyways has been modifying and upgrading Cessnas for decades. The Texas Skyways upgrades are STC’d for installation on all 206 models up through the U206G models (through 1986 production). Buyers can choose from the IO-520-F (300 hp for five minutes; 285 continuous) or the IO-550-F (300 hp continuous) engines. Both of these engines use the sandcast case and there- fore no changes are required to the mounts, baffles, or wiring; this keeps costs low and makes it easy to swap out with the original engine. Johnson strongly recommends—based on vibration and performance surveys done at Texas Skyways—the installa- tion of a Hartzell PHC-J(C) (G)3YF-1RF/F8068 propeller. Texas Skyways calls this the “Buccaneer” prop. The price for a factory rebuilt engine and the STC is $44,472; the prop and spinner add $11,461. These are exchange prices with Texas Skyways. Upgrades/installations can be done at the Texas Skyways factory in Boerne, Texas for $3,500 over a two-week period. Johnson says, “When we’re done, it looks like a new airplane firewall forward.” The Texas Skyways upgrade can also be done at a local maintenance facility after purchase of the STC and kit. CES SNA F LYE R J U N E 2 0 1 3 44 VITATOE AVIATION, CHILLICOTHE, OHIO Vitatoe Aviation can convert your IO-520-A, IO-520-F or IO-550-F to the most efficient engine available for General Aviation aircraft today. This conversion may be performed when a top overhaul is required without removing the engine from the airframe, or at the time you are per- forming a major overhaul. The top end, cylinders, top induction sys- tem and fuel injection are the same as used on the TCM permold series IO-550-N, -P and -R engines. The bottom end is the IO-520/ IO-550 sandcast case as currently installed in your aircraft. All exhaust systems approved for the 206s and 207s are approved for this installation. The resulting power of the crossflow engine is superior to that of the standard IO-550 and allows for improved fuel con- sumption and a cooler running temperature. WIPAIRE SOUTH ST. PAUL, MINN. Wipaire manufactures floats and specializes in floatplane maintenance and upgrades. Floatplane operators always need more power. Wipaire holds an STC for the installa- tion of the 300 hp IO-550-F in the 206. The change is easy and one advantage of the 550 upgrade is lower noise since the 550 makes 300 hp at 2,700 takeoff rpm versus 2,850 rpm from the 520. Prices start at $2,300 for the STC and $4,700 for the installation kit. The price for a new Hartzell prop and the Wipaire 550 upgrade kit is $15,000. The propeller from the 520 may be used on the 550, but it’s not ideal—and it must be sent to a certified prop shop to have the internal stops reset. TIRES • LANDING GEAR • TAILWHEELS • WHEELS • TAILSPRINGS ALASKAN BUSHWHEEL INC. 83496 E. Russell Ln. • PO Box 2380 • Joseph, OR 97846 Phone: 800-442-8473 • Fax: 541-432-0649 541-432-8473 E-mail: info@akbushwheel.com www.akbushwheel.com NEW PRODUCTS TO BE ANNOUNCED SPRING 2013 YOUR SOURCE FOR LANDING SOLUTIONS. • Tires • Landing Gear • Tail Wheels • Wheels • Tailsprings • Bushwheel Care Davis Aviation Services, Inc. davisaviationservices.net RAM Aircraft, LP ramaircraft.com Texas Skyways, Inc. txskyways.com Vitatoe Aviation, LLC vitatoeaviation.com Wipaire, Inc. wipaire.com Steve Ells has been an A&P/IA for 39 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves util- ity and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation. com) and lives in Paso Robles, Calif. with his wife Audrey. Send questions and com- ments to editor@cessnaflyer.org. RESOURCES Atlantic Aero, Inc. atlantic-aero.com Put in an IO-550 and you can ditch that pesky turbocharger Increasing numbers of these normally aspirated engine upgrade kits are being installed on turbocharged versions of the 206. The turbocharger and related sys- tems are removed and replaced with a new exhaust system. Modifications made to the cowling and cowl flaps complete the change. One advantage of replacing the turbo- charged engine with a normally aspirated engine is that normally aspirated engines are more thermodynamically efficient than the turbocharged engines because of higher compression ratios. The IO-520 and -550 series engines have a compression ratio of 8.5:1 while the TSIO-520 has a compression ratio of 7.5:1. The reduction in compression ratio is required to protect the engine due to the elevated turbocharger compressor discharge air temperatures that are pumped into the engine air inlet at high power settings. Secondly, the IO-550 engines do not have a five-minute max power restriction like the 520 series engines and since the power numbers are true in accordance with the requirement of FAR 33, the owners I know who have elected to ditch the turbo system and upgrade to the IO-550 have not been disappointed. Do the numbers The costs of any upgrade should be considered whenever it’s time to overhaul or replace an existing engine. Upcharges are likely when exchanging a 520 for a 550 series engine. There may also be upcharges if the exchange engine is an older-style light case and/or the crank- shaft is a non-VAR crank. (“VAR” or vacu- um arc remelting is a melting process used to improve the quality of the metal. —Ed.) All of the upgrades listed above will provide both technical and operational improvements for your 206. Powerplant upgrade options range from a straight engine upgrade to the 550, on to the Vitatoe crossflow cylinder swap on an existing 520 or 550 series engine, and finishing up through the 310 hp Atlantic Aero IO-550-N. Each of these companies offers its own package of benefits to buyers. And there’s no need to go to one shop for the engine and then on to another one for the prop, etc.—all of these shops can put together and install the upgrades as a complete package. Be sure to ask about core charges, upgrade charges, freight costs, kit contents and propeller options when putting togeth- er your ultimate 206 upgrade package. CES SNA F LYE R J U N E 2 0 1 3 44 Warning signs While at operating temperature, clear- ances are higher than at room tempera- ture, allowing extra space for deposits to accumulate. Once the engine cools and the clearances shrink, the deposits can start to cause a problem. At startup an early warning of trouble will be a hard miss and roughness that clears as the engine warms up, usually in a matter of seconds rather than minutes. This leads many operators to believe the engine is just cold natured, has a fouled plug or is getting up in time—but the reality is that the engine is giving notice that a major problem is looming. Given that a stuck valve can cause a forced landing and serious engine damage, these symptoms should not be ignored. Valve clearances should be checked as soon as possible. Valves tend to ride one side of the guide rather than having the carbon act like an encompassing bushing. This results in galling by metal-to-metal con- tact as deposits force the valve against the opposite side of the guide. This gall- ing is what eventually causes the hard sticking that can occur in flight, long after startup. Prevention Many contributors factors can lead to the deposits that cause stuck exhaust valves. One very important thing operators can do is change their oil often at the regular intervals specified in the operators manual, thus removing sus- pended solids before they can accumulate in the guides. Engines that use screen filters will ben- efit from changing to a full flow filter to remove more particulates from the oil. Keeping cylinder temperatures in normal operating range with proper attention to air flow and baffle sealing will help by low- ering guide and valve temperatures. Proper air filtration can also help by keeping ingested solids to a minimum. Causes Longer than recommended oil change intervals, high lead content of fuel in engines certified for lower octane fuels and insufficient air filtration can lead to high amounts of suspended solids that can eventually lead to stuck valves from accumulated deposits. Deposits can accumulate within the valve guide during operation as heat evaporates engine oil allowing the sus- pended solids to remain behind. If these deposits accumulate at a rate that is slower than they can be worn away then they usually do not become an issue. When engine oil is heavy with deposits and high operational temperatures are encountered these deposits can accumu- late at a faster rate, slowly robbing the valve of clearance. High cylinder tem- peratures, especially with unapproved or inferior engine oils, can cause oil coke to be the source of deposits as well. Sticking valves are a relatively com- mon problem on aircraft piston engines. Lycoming Service Bulletin 388 addresses the need to regularly check clearance and provides a procedure to clean carbon accumulations to prevent problems. Valve sticking is almost exclusively limited to the exhaust valves. Most issues with intake valves are usually associated with improper fit or machining during repairs or loose seats usually becoming apparent soon after the cylinder is put into service. Most engines will give an important warning that valve stem clearance has been lost to carbon deposits, allowing for maintenance that can avoid the problem. The following will explain most of the causes and what to watch for. Sticky SituationsCauses and Cures for Stuck Valves Causes of sticking valves, and what to watch for. By William Pollard CES SNA F LYE R J U N E 2 0 1 3 46 AIRMARK OVERHAUL, INC. “When Quality Counts” 6001 N.W. 29th Avenue Fort Lauderdale, FL 33309 Tel: 954-970-3200 Fax: 954-970-3400 Toll Free: 1-800-282-3202 www.airmarkoverhaul.com Email: airmarkoh@aol.com Approved Overhaul, Repair & Exchange Facility for: • ENGINES – Continental and Lycoming Engines • ACCESSORIES – Magnetos, Starters, Alternators, Turbos, Controllers, Wastegates, Relief Valves and Fuel Components • CYLINDERS – Continental and Lycoming Cylinders • HYDRAULICS – Britten Norman Islander Landing Gear • PARTS – Thousands of New and Serviceable Parts in Stock FAA Approved Repair Station JL4R288M • EASA 145.4115 FAA Approved Repair Station JL4R288M • EASA 145.4115 FAA Approved Repair Station JL4R288M • EASA 145.4115 FAA Approved Repair Station JL4R288M • EASA 145.4115 FAA Approved Repair Station JL4R288M • EASA 145.4115 FAA Approved Repair Station JL4R288M • EASA 145.4115 FAA Approved Repair Station JL4R288M • EASA 145.4115 FAA Approved Repair Station JL4R288M • EASA 145.4115 Valve corrosion Another common cause of valve sticking is the corrosion that can occur in high humidity areas as the engine sits unused for long periods of time. Corrosion can occur between the valve stem and guide binding the valve in place. Turning the propeller through can expose the problem, but cylinder service will be the only way to properly fix it. Nitralloy guides are particularly pre- disposed to this problem since they are magnetic and will readily rust in a high- moisture environment. Engines that still use these guides should not be allowed to sit for long periods without use, especial- ly without some type of climate control such as a closed hangar. Repair Stuck valves will not go away by them- selves. Continued operation of the engine will only increase the risk of damage. Damage could rear its ugly head in the form of bent pushrods, damaged cam- shaft lobes, damaged camshaft followers or damaged rocker arm supports. Pay attention to the warning signs and if you suspect you have a stuck valve, take your Cessna to a qualified mechanic to get it inspected and if necessary, fixed. William Pollard has been the quality as- surance manager at Airmark Overhaul for 22 years. Send questions or comments to editor@cessnaflyer.org. RESOURCES Airmark Overhaul, Inc. airmarkoverhaul.com CES SNA F LYE R J U N E 2 0 1 3 48 Bearing Play: How Much is Too Much? Useful tips for understanding your airplane’s turbocharger. We get calls every week from someone across the country regarding bearing play. During pre-buy, annual inspections and routine maintenance, the common practice is to reach into the compressor housing inlet, grab the turbine wheel shaft and give it a wiggle. You might be surprised to know that you can expect to find some play when you do this. A little explanation is in order. As you can see by the photos (photo 01 and 02), the main bearings in these turbochargers look more like a bushing. There are two items to consider when understanding proper bearing clearance: (1) the clearance between the outside diameter (OD) of the bearing and the inside diameter (ID) of the bearing hous- ing; and (2) the clearance between the ID of the bearing and the OD of the turbine wheel shaft. If you measured the bearing housing ID (.9832) and the main bearing OD (-.9780), the difference—that is, the clearance—of these turbo main bear- ing components would come to .0052. Similarly, a measurement of the main bearing ID (.6272) and the turbine wheel OD (-.6251) shows a clearance of .0021. To find out the total clearance in main bearing components, add .0052 and .0021 and you’ll find your total clearance is .0073. So you see, it’s not surprising to find some obvious play in the turbo shaft. BUT HOW MUCH IS TOO MUCH? The turbocharger overhaul manual has a special section in it devoted to this subject. The procedure to check this clearance is to remove the turbo; the task also requires use of an indicator set (P/N 6450 (English) or 6451 (metric) from Central Tools). Remove the oil drain fitting and place the dial indicator plunger down through the oil drain port of the bearing housing. Rest it on the shaft of the turbine wheel. Work the shaft back and forth toward the dial indicator, then away from it, to obtain the total play. Most small AiResearch and Kelly Aerospace turbo- chargers have a minimum of .003 and a maximum of .006 to .008 of total clearance. See the table (right) for specific information about your model. Let’s say we took our measurement inside the bearing housing and came up with .007. If you multiply that times four inches out to the end of the shaft, it’s easy to see how you could have .020 or so of play out at the end. A quick (and unofficial) check would be to take up the play in the shaft with your thumb. As you move the shaft to the side of its play (where it normally would stop), rotate the compressor wheel. If you don’t feel the wheel scrape against the compressor housing, your bearing clearance is okay. This technique is not meant to replace the Approved Data, but it can be a quick and very gen- eral method of assessing the play. Once you know the factors involved in calculating bearing play, the procedure for accurate measurement, and the pub- lished numbers, you too will be able to discern how much is too much. By Gary Main During pre-buy, annual inspec- tions and routine maintenance, the common practice is to reach into the compressor housing inlet, grab the turbine wheel shaft and give it a wiggle... MIN/MAX CLEARANCE FOR COMMON MODELS T3-T4 type turbochargers Cessna 182 RG Minimum .003 / Maximum .006 Model TEO6 type turbochargers Cessna T210, 310, 402 Minimum .003 / Maximum .008 Model THO8A turbochargers Cessna 340, 414, 421 Minimum .003 / Maximum .007 *General data only. Actual part numbers should be checked to ensure accuracy. 01 03 02 01 The first clearance to con- sider is the OD of the bearing and the ID of the bearing housing. 02 The second clearance to con- sider is that between the ID of the bearing and the OD of the turbine wheel shaft. 03 Place the dial indicator plunger down through the oil drain port of the bearing housing. 04 The measurement taken inside the housing should increase at the end of the shaft. New & improved Cessna replacement ENgiNE MouNts 180/182/185 Stop vibrations from entering the cockpit and damaging airframe, avionics and comfort! Seaplanes West Inc. (250) 545-4884 jim@seaplaneswest.com seaplaneswest.com “...aircraft is turbine smooth and wishing I had the $$$ back I have spent on balancing, etc.” — Paul the only mount available with the largest Lord Mounts in all four positions No core charge or exchange; no firewall mods. STC’d for your aircraft. starting at $3,300. A father/son team with 86 combined years of aviation maintenance experience with A&P license/commercial pilot We Will Help You Troubleshoot Your System Exchanges, Overhauls and Free Testing Turbochargers • Controllers • Wastegates • Pressure Relief Valves OVERHAUL / EXCHANGE Turbos balanced at 50,000 RPM by VSR Test Machine... Visit our website to see the VSR in operation! In this business for 23 years Teaching subject at FAA endorsed events Gary Main • Bill Main • Main Turbo Systems, Inc. 234 South Cotta Court, Visalia, CA 93292 • Hours: 6 am to 6 pm PST 1-888-847-8008 • (559) 635-3322 • Fax (559) 627-1960 www.mainturbo.com • info@mainturbo.com Gary Main started working at the family FBO after school and on weekends. He obtained his pilot license in 1976 and became an A&P in 1979. Since then he has had extensive aircraft maintenance experience, including turbocharger and systems troubleshooting repair and overhaul. Main is instrument single and multi-engine rated. Send questions or comments to editor@cessnaflyer.org. RESOURCES Main Turbo Systems, Inc. mainturbo.com Central Tools Inc. centraltools.com 04 CFA ENGINE RESOURCE GUIDE A directory of Cessna Flyer supporters Many of these companies offer mul- tiple products and services but for the sake of this guide we are listing only specific categories. Please visit the company websites for complete infor- mation about their offerings. CATEGORIES Accessories Ameritech Industries Electroair Hartzell Engine Technologies Marvel Schebler Pacific Oil Cooler Seaplanes West Virginia Aviation Accessories Repair Main Turbo Marvel Schebler Pacific Oil Cooler Cylinder & Parts Manufacturer Lycoming Superior Air Parts Engine Conversion/Upgrades/STCs Ameritech Industries John Jewell P Ponk RAM Aircraft Texas Skyways Vitatoe Aviation Engine Manufacturer Lycoming Factory Rebuilt Engine Lycoming Overhauls & Repairs Airmark Overhaul Ameritech Industries John Jewell Poplar Grove Signature Engines Zephyr Engines ALPHABETICAL LISTING Airmark Overhaul Overhauls & repairs 6001 N.W. 29th Avenue Fort Lauderdale, FL 33309 (954) 970-3200 airmarkoverhaul.com Ameritech Industries/Eagle Engines Accessories – electronic ignition, overhauls & repairs, engine conversion/upgrades/STCs 20208 Charlanne Drive Redding, CA 96002 (800) 292-7767 ameritech-aviation.com Electroair Accessories – electronic ignition 317 Catrell Drive, Suite #2 Howell, MI 48843 (866) 494-3002 electroair.net Hartzell Engine Technologies Accessories – turbochargers, starters, alternators, fuel pumps, wastegates 2900 Selma Highway Montgomery, AL 36108 (877) 359-5355 hartzellenginetech.com John Jewell Overhauls & repairs, engine conversion/upgrades/STCs 162 A. Q. Greer Drive P.O. Box 399 Holly Springs, MS 38635 (866) 553-9355 johnjewellaircraft.com Lycoming Engine manufacturer, factory rebuilt engine, cylinder & parts manufacturer 652 Oliver Street Williamsport, PA 17701 (800) 258-3279 lycoming.com Main Turbo Systems Accessories repair – turbochargers 234 S. Cotta Court Visalia, CA 93292 (888) 847-8008 mainturbo.com Marvel Schebler Accessories – carburetors, accessories repair Gibsonville, N.C. 27249 (855) 672-2272 msacarbs.com P Ponk Aviation Engine conversion/upgrades/STCs 1212 Moore Rd. #2 Camano Island, WA 98282 (360) 629-4812 pponk.com Pacific Oil Cooler Accessories – oil coolers, accessories repair 1677 Curtiss Court La Verne, CA 91750 (800) 866-7335 pacificoilcooler.com Poplar Grove Airmotive Overhauls & repairs 11619 Route 76 Poplar Grove, IL 61065 (815) 544-2300 poplargroveairm