The Cessna Bird Dog

known as experimental constructor’s numbers, or The 600 Series. While owned by Cessna, this aircraft was tested with floats, three sets of snow skis, different brands of wheel continued on Page 87... CES SNA F LYE R (08) MARCH 2019 Photo courtesy Richard Swartz Cessna Flyer Association’s Vice President and Director of Sales, Kent Dellenbusch, had the opportunity to see this Cessna T-50 Bobcat, more commonly known as a “Bamboo Bomber,” at the 2019 Copperstate Fly-in in Buckeye, Arizona. The aircraft, owned by Ed Newberg, appeared on the cover of the January 2019 issue of Cessna Flyer. April 10–13 — Friedrichshafen, Germany. Aero Friedrichshafen, The Global Show for General Aviation. More than 600 exhibitors from 35 countries, 33,000 visitors and 600 journalists from all over the world gather for this annual event. Numerous companies display their latest products and innovations for all types of aircraft from ultralights and gliders to business jets, helicopters and electric aircraft. Attendees can participate in workshops, presentations, and obtain information about avionics, engines, maintenance, drones and much more. For more information, visit aero-expo.com. May 4–5 — Anchorage, AK. 2019 Great Alaska Aviation Gathering. Now in its 21st season, this is Alaska’s premier, must-see aviation event with nearly 300 exhibitors and 25,000 attendees! For more information, visit greatalaskaaviationgathering.org. May 10–11 — Frederick, MD. Frederick Municipal Airport (KFDK). AOPA Fly-in. In celebration of its 80th anniversary, the AOPA will host three grand, two-day fly-ins for the 2019 season. Returning to two of our favorite fly-in locations and one brand-new destination, these avia- tion celebrations will run all day Friday and Saturday, and will feature expanded exhibit hours, seminars, workshops, aircraft displays and special aerial dem- onstrations. For more information, visit aopa.org/fly-ins. June 18–21 — Jackson, TN. McKellar- Sipes Regional Airport (KMKL). 43rd annual Air Race Classic. In this cross-country race, women of all ages, backgrounds and professions fly a wide variety of airplanes, continuing the tra- dition of women’s air racing. For more information, visit airraceclassic.org. CFA EVENTS July 20–21, 2019 — Waupaca Municipal (KPCZ). The 15th annual Gathering at Waupaca. Save the date for CFA’s annual pre-OSH event with fun, food and friend- ship. Watch this space and CessnaFlyer.org in the coming months for more details. FEATURED EVENTS March 14–16 — Long Beach, CA. 2019 International Women in Aviation Confer- ence. For more information, visit wai. org/events/2019-international-women- aviation-conference. April 2–7 — Lakeland, FL. Sun ‘n Fun Expo Campus. Sun ‘n Fun International Fly-in and Expo. For more information, visit flysnf.org/sun-n-fun-intl-fly-expo. SEND EVENTS to editor@cessnaflyer.org 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 and 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 Gears • PARTS – Thousands of New and Serviceable Parts in Stock FAA Approved Repair Station JL4R288M • EASA 145.4115 500 Hour Magneto InspectIon & certIfIcatIon servIce wItH easa approval Starting at $390 CES SNA F LYE R (10) MARCH 2019 Trade Your Cessna for a TTx! 4912 SOUTH COLLINS • ARLINGTON MUNICIPAL AIRPORT • ARLINGTON, TX 76018 800-759-4295 • FAX 817-468-7886 • e-mail: acsales@vanbortel.com • www.vanbortel.com follow us There has Never Been a Better Time to Trade Your High Wing Cessna for a Cessna TTx/400!! 172,182 & 206 Owners: Highest Trade-in Values Paid Towards a TTx!! June 21–22 — Livermore, CA. Livermore Municipal Airport (KLVK). AOPA Fly-in. In celebration of its 80th anniversary, AOPA will host three grand, two-day fly- ins for the 2019 season. Returning to two of our favorite fly-in locations and one brand- new destination, these aviation celebra- tions will run all day Friday and Saturday, and will feature expanded exhibit hours, seminars, workshops, aircraft displays and special aerial demonstrations. For more information, visit aopa.org/fly-ins. July 16–21 — Dayton, OH. The 99s In- ternational Conference 2019. The Nine- ty-Nines International Organization of Women Pilots promotes advance- ment of aviation through education, scholarships and mutual support while honoring the unique history of women in aviation and sharing their passion for flight. The conference offers mentorship opportunities and leadership seminars that cover all facets of aviation, profes- sional and personal development. For more information, visit ninety-nines. org/conference.htm or contact Min- netta Gardinier, Deb Heinrichs or Paula Rumbaugh at dayton2019@ncs99s.org. July 20 — Oshkosh, WI. Cessnas 2 Oshkosh 2019. The mass arrival is Cess- nas 2 Oshkosh’s main annual event. The aircraft depart Dodge County Airport (KUNU) in Juneau, Wisconsin, in close sequence, join in formation elements of three aircraft during the initial climb, shift to trail formation on short final and land in close sequence at Wittman Regional Airport (KOSH) in Oshkosh. Each ele- ment in the flight consists of three aircraft of the same model or similar performance arranged in a triangle, one in the lead position and one in each of the wing posi- tions stationed at 45 degrees to the lead. Visit cessnas2oshkosh.com. July 24–26 — Clinton, IA. Clinton Munic- ipal Airport (KCWI). Cessna 150-152 Fly- in. For three days, the airport is filled with the largest concentration of Cessna 150s and 152s you’ll find anywhere (although other makes and models of aircraft are indeed welcome). Something is always happening, whether it’s flying contests, seminars, impromptu aerial excursions to points of interest in the vicinity or around the pattern, or just relaxing on the grass under the wing on a warm summer day getting reacquainted with old (and new) friends. The Cessna 150-152 Fly-in has something for everyone. For more infor- mation, visit cessna150152flyin.org. CERTIFIED FOR OVER 100 AIRCRAFT MODELS! CES SNA F LYE R (12) MARCH 2019 Texas Skyways engine conversions provide you with more horse power & better performance GO FURTHER , FASTER ! 308 BOERNE STAGE AIRFIELD BOERNE, TX 78006 800-899-7597 WWW.TXSKYWAYS.COM IO-550 • A NNUAL & PRE- PURCHASE INSPECTIONS • A IRCRAFT ACCESSORIES • P ROPELLERS & AIRFRAME REPAIR E N G I N E C O N V E R S I O N S D O N E July 22–28 — Oshkosh, WI. Wittman Field (KOSH). EAA AirVenture Oshkosh. Experience the largest annual gathering of aviation enthusiasts. From unique, historic aircraft to world-class daily air shows, you don’t want to miss the World’s Greatest Aviation Celebration. For more information, visit eaa.org/en/airventure. Sept. 13–14 — Tullahoma, TN. Tulla- homa Regional Airport (KTHA). AOPA Fly-in. In celebration of its 80th anniver- sary, AOPA will host three grand, two-day fly-ins for the 2019 season. Returning to two of our favorite fly-in locations and one brand-new destination, these avia- tion celebrations will run all day Friday and Saturday, and will feature expanded exhibit hours, seminars, workshops, aircraft displays and special aerial dem- onstrations. For more information, visit aopa.org/fly-ins. OTHER EVENTS MARCH March 9 — Erie, CO. Spirit of Flight. Cel- ebrate Women’s Aviation History Month. Special WASP and women in aviation exhibits and tributes from 10 am to 2 pm at Spirit of Flight in Erie, Colorado. For more information, contact Gordon Page at 303-517-5078, gpage@airassets.com or visit spiritofflight.com. March 21 — Autopilot Retrofits Webi- nar. The GFC 500 and GFC 600 retrofit autopilots offer reduced maintenance, as well as safety-enhancing capabilities such as Garmin Electronic Stability Protection (ESP), underspeed/overspeed protection and coupled approaches. This webinar focuses on the features and benefits of both autopilots. 4 p.m. Central Time. For more information, visit garmin.com/us/ products/intheair/seminars. APRIL April 12 — Carthage, NC. Moore County Airport (KSOP). Festival D’Avion. The Festival D’Avion is a celebration of freedom and flight and honors the men and women that have served in the armed forces. The one-and-a-half-day event hosted at the Moore County Airport includes a celebration concert, Runway 5K fun run, special aircraft exhibits, scheduled aircraft flyovers, warbird displays and precision jump team exhibitions. For more information, contact Peter R. Stilwell at 910-528-7101, peterstilwell@tarheelcommunications.com or visit festivaldavion.com. MAY May 31–June 1 — Junction City, KS. Free- man Field (K3JC). Junction City Aviation Expo. “The most pilot-friendly fly-in in the known universe.” Free pilot shuttle, pilot hospitality tent on the flight line, camping, continental breakfast for depart- ing pilots on Sunday and more. For more information, contact Clark at 785-210- 7500, jcaviationexpo@gmail.com or visit jcaviationexpo.com. AUGUST Aug. 10 — Oelwein, IA. Oelwein Munici- pal Airport (KOLZ). Young Eagles Rally. Chapter 227 pilots have volunteered their time and aircraft to participate as Young Eagle flight leaders and have flown over 2,000 young people. Not only will you fly for free, you will go through a C O N T A C T U S A T 1 . 8 0 0 . 5 4 7 . 2 5 5 8 O R O N L I N E A T W W W . P R E C I S E F L I G H T . C O M FLY HIGHER, LONGER E X T E N D S T H E D U R A T I O N O F Y O U R O X Y G E N B Y U P T O 3 0 0 % F U L L Y M E C H A N I C A L • N O B A T T E R I E S R E Q ' D N O W I N C L U D E S P R E M I U M S T O R A G E C A S E THE X3 DEMAND CONSERVER FROM PRECISE FLIGHT L I F E T I M E W A R R A N T Y FREE SHIPPING WITH CODE "FREESHIPX3" *FREE DOMESTIC GROUND SHIPPING continued on Page 87... CES SNA F LYE R (14) MARCH 2019 • Spark Plugs • Oil Filters • Dry Air Pumps • Regulators and Manifold Valves • Pneumatic Filters and Fittings and Fittings • Carburetors • Replacement Components ® ™ • RSA Fuel Injection Systems • Replacement Components ™ • Starters • Alternators • Temperature Probes • Instruments • Test Equipment www.tempestaero.com 800.822.3200 Quality, Innovation and Performance from the Brands you Trust. Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006 and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to editor@cessnaflyer.org. THE HIGH AND THE WRITEY KEVIN GARRISON Anybody can taxi in a crosswind…but have all pilots been trained to maintain situational awareness…after spilling a very large cup of a very hot liquid on his or her lap? Real-World Maneuvers Wise-cracking advice for several very unofficial —but not altogether unrealistic—aviation maneuvers. Every pilot certificate and rating that I can think of requires the applicant to perform a series of maneuvers while flying. This kind of makes sense if you are a totally non-politically-correct cretin and ignore the fact that they are called MAN-euvers, and not WOMAN-euvers. Personally, I think they should be called “PEOPLE-euvers.” It is also confusing that most of the maneuvers required are done in the air, not on the ground. I think the FAA is really missing something here, because almost every aviation accident I can think of involves a combination of an airplane and the ground. Either the airplane smites the ground, or the ground rises up to smite the airplane, so it seems that perhaps they should emphasize that dynamic in their training and checkride requirements. Sure, there is a “normal and crosswind taxi” requirement, and the seaplane rating requires water taxiing, but other than that, all the poo-yah-yahs and wiggle-overs are done in flight above the ground. Required pilot permutations Most of the yanking and banking that is required to get your private pilot certificate has to do with you flying in reference to ground objects. Turns around a point and S-turns across a road spring to mind. Now, I can see the logic in turns around a point. This is a maneuver that the FAA knows everybody does immediately after passing his or her checkride. All private pilot graduates always fly over their house and circle it, waving to their proud mother or father who has come out to the backyard and is usually waving a towel in celebration of their achievement. S-turns across a road are much more problematic. What kind of “S” should the applicant use? Cursive? Block print? Italic? When you work on your commercial pilot certificate, most of the maneuvers are based on you learning the French language. For example, you will be learning how to do a “chandelle” which is French for “flying croissant.” Commercial pilot applicants do other Gallic things like flying eights around pylons, spot landings and doing the difficult “vin uncorking” maneuver. These airplane gyrations are OK if you aren’t living in the real world that we real pilots fly over, but I think some more realistic maneuvers should be taught. Real-world flying problems require real-world aviation training. This past winter with all of its weather ups and downs has given me lots of time to sit on my old recliner in my “man hangar” and devise some real-world maneuvers that I think you should go out and practice. All of them have real-world applications and will make you a better, as the French would say, “Aviatoress.” Engine start and taxi over the chocks All pilots in the real world have experienced the chagrin and outright embarrassment of starting up and beginning to taxi, only to discover that they left the wheel chocks firmly up against the airplane’s nosewheel. There are two choices in this scenario: • Shut down, get out of the cockpit and remove the chock. or • Run the engine way up and attempt to jump the chock. It’s just you and me here, so we can admit that we have taken choice No. 2 more than once. Wouldn’t it be nice if you had some training in chock-jumping instead of having to figure it out for yourself? There are a few tricks to this maneuver. For example, chock jumping does not work if the airplane is still tied down. Painful taxi Anybody can taxi in a crosswind or no wind without much trouble, but have all pilots been trained to maintain situational awareness on the surface of the airport after spilling a very large cup of a very hot liquid on his or her lap? No official requirement for “painful taxi” exists in the FAA’s Airman Certification Standards, but it is a phenomenon that happens every day. Other taxi pain scenarios could include the “bee in the cockpit” or the “sneezing and hitting your head on the glare shield” maneuver. I have done all of these taxi moves in my career, but the FAA has never, ever checked me on them. Urgent cruise The first inflight maneuver I want to add to the list also has to do CES SNA F LYE R (16) MARCH 2019 continued on Page 87... with liquid. In this case, it is the liquid that is making you wish you didn’t drink that 32-ounce “biggie” soda before you took off. When you left the ground, your mind was all about the air, but now after realizing that you have two hours left to fly and your bladder is, as the French say, “le full,” water has firmly taken over your thought processes and possibly your entire consciousness. I have searched the FAA testing requirements for all ratings and cannot find a single reference to this very real, very urgent problem. As I see it, you have three options when you carry out this maneuver: • Divert to a ground-based restroom immediately. • Press on, recognizing the fact that you are now very distracted and will be upset when you ruin that rich Corinthian leather you had your seats recovered with last year. • Improvise and use what is at hand to remedy the situation. The improvise option can take many forms. For example, you may still have the empty cup from the coffee you spilled on your crotch earlier. Airsickness bags have been known to be pressed into action, as has more than one fuel strainer. There is no way for me to help you with this maneuver, but I bet it will be interesting when you have to demonstrate it to the FAA during a checkride. “I dropped my iPad!” Almost every bit of information, including approach charts and other navigational stuff, can be found on your trusty iPad. Of course, it can only be utilized if you have access to it and have not dropped it between the seats like you did just now. This maneuver can get kind of sporty because of the gyrations the aircraft does as you mush your hand between the seats, twist your body and accidentally kick the rudder pedal really hard. Not many pilots get this maneuver right the first time. The heads-down altitude jerk You are looking intently at your GPS, FMS or some other “S” as you attempt to figure out where you are and how to get where you are going. You glance up at the instrument panel, only to discover that your airplane has descended 400 feet below your assigned altitude. This is where some training in the altitude jerk would come in handy. How hard should you yank on the elevator to quickly climb and cover up your faux pas? If you pull too hard, you will go right through the altitude and then have to perform the always-fun “oh my gawd pushover.” When you work on this maneuver, you should ask your CFI to also demonstrate and explain the related “off-course heading snap.” Fuel farm fandango and ramp rain gambit Back on the ground, there are two other maneuvers you must master in order to fly in the real world. The first is the “fuel farm fandango,” or FFF for short. Many older pilots can remember when the fuel truck would actually come out to put gas in your plane. Those were the days, huh? Today, you must pump your own gas and like it, buster! The FFF is the repositioning of your fuel-depleted aircraft as close as possible to the self-serve gas pumps (without hitting the pumps), while still managing to get in front of the other pilots who are, in turn, trying to outmaneuver you for the same purpose. 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. 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For more information, contact your nearest Superior Air Parts distributor or visit: superiorairparts.com The number one manufacturer of FAA PMA cylinders and piece parts for Lycoming and CMI engines is now offering general aviation’s best warranties: 37 months or to TBO* on all factory-new Superior Millennium Cylinders and 24 months or to TBO* on all of Superior’s factory-new piece parts purchased after January 01, 2018. Swapping wheels from a 1974 210. Hi Steve, A pilot at my airport is cleaning out his hangar and asked me if I wanted to buy a set of wheels that he said came off his 1974 Cessna 210. I am wondering if I can use them on my 1973 Cessna 182. They look different from the wheels on my airplane, but as far as I know, my wheels are the original wheels. Is it a good idea to pick these up “just in case?” He only wants $200 for both. Wheeler Dear Wheeler, Well, NO. In my opinion, the wheels this pilot is trying to sell you should never be mounted on any airplane. Here’s the story. Between 1967 and 1975 Cessna built 25,000 airplanes, thereby reaching a total production output by that date of 100,000 airplanes. During these heady days, Cessna Aircraft decided to bring more component production under its roof and in 1967 bought McCauley, a company well-known for its line of pro- pellers. Under Cessna, McCauley started producing wheels and brakes. Up until 1961, Cessna singles were equipped with braking systems by Goodyear. After 1961, Cessnas were equipped with Cleveland wheels and brakes. Cleveland (today Parker Hannifin) brakes were standard equipment on Cessna singles and twins until 1974, when Cessna introduced its McCauley-manufactured wheel and brake system. Unlike the Cleveland wheels, which consisted of left and right halves that are held together with three through bolts, the early versions of the McCauley wheels consisted of five pieces (two flanges, two washers and a center hub) and six through bolts. The wheels consisted of an aluminum center hub, one thin phenolic gasket on each side of the hub, and inner and outer aluminum flanges that were later replaced with steel flanges. Each wheel was held together by six 1/4-inch diameter through bolts and nuts. Steve Ells has been an A&P/IA for 44 years. He is a commercial pilot with instrument and multi-engine ratings and loves utility and bush-style airplanes and operations. Ells was a tech rep and editor for Cessna Pilots Association and associate editor for AOPA Pilot. He owns Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to editor@cessnaflyer.org. QUESTIONS & ANSWERS STEVE ELLS Early five-piece McCauley wheels like this one had issues with the through bolts breaking. CES SNA F LYE R (20) MARCH 2019 ANR or Passive Noise Reduction, We’ve Got You Covered. Hybrid Electronic Noise-Cancelling ANR Technology HYBRID Model H10-13.4 Passive Noise Attenuating Visit www.davidclark.com or call 800-298-6235 for more information. The David Clark Model H10-13.4 passive noise-attenuating headset is already an aviation legend. The DC ONE-X, with Hybrid Electronic Noise Cancelling ANR technology, is well on its way to becoming one. Both headsets boast outstanding comfort features and reliable performance. Both are backed by our extraordinary customer service. So no matter which headset you choose, you’ll get a superior value and a more enjoyable flying experience. W W W . D A V I D C L A R K . C O M © 2019 David Clark Company Incorporated ® Green headset domes are a David Clark registered trademark. An Employee Owned American Company Have a Maintenance Question? Contact us at Editor@CESSNAflyer.org CES SNA F LYE R (22) MARCH 2019 Within months, Cessna was getting reports from the field about broken wheels. It was discovered that the 1/4-inch through bolts were breaking. By the middle of 1974, AD 74-13-06 was issued mandating that the wheels with the 1/4-inch diameter bolts be removed, and the wheel hub modified to take 12 5/16-inch diameter cap screws in accordance with McCauley Service Bulletin WB-1-A. (See link in Resources.—Ed.) Then, there were reports of cracking in the center hub sec- tion. For these reasons, I would not endorse using McCauley five-piece wheels on aircraft. The later two-piece McCauley wheels are a good design. Happy flying, Steve Know your FAR/AIM and check with your mechanic before starting any work. Resources FURTHER READING McCauley Service Bulletin WB-1-A CessnaFlyer.org/forum under “Magazine Extras” FREE SHIPPING oN oRdERS ovER $300. FREE FREIGHT oN oRdERS ovER $3,000. RESTRIcTIoNS aPPly – SEE ouR wEbSITE FoR dETaIlS. For all C-150, 152, 170A, 170B, 172, 180, 182, 185 Control System Aileron Hinge FAA/PMA U0523816-1 .................................$86.91 Adjusting Screw Boot U0712500-18 .... $61.52 FAA/PMA Oil Filler Door For 180-180G, 182-182G, 185-185C .... U0752000-56 ....$387.91 For 182H-P ........ U0552173-6 ....$251.73 FAA/PMA Univair Parts For Your Cessna 180–185 and 182 thru 182 D C-182 Aluminum Spinner FAA/PMA Price includes 4 plastic spacer rings (U0752620-3) U0752637K200 ..........................$833.52 For C-182 H, J, K, L, M, N, P, Q, R Flap Roller Assembly FAA/PMA For all 150-152, 170B, 172, 180, and 185 series Inside Bushing .........U0523919 ...$13.20 Roller Bearing ..........U0523920 ...$31.31 (Outboard flap side) Roller Bearing ..........U0523921 ...$33.91 Toll Free Sales: 1-888-433-5433 Shop Online: www.univair.com 2500 Himalaya Road • Aurora, CO • 80011-8156 Info Phone .....................................303-375-8882 Fax .....................800-457-7811 or 303-375-8888 Email .........................................info@univair.com ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 01-02-19 AIRCRAFT CORPORATION Magneto Noise Filter A293 ..........$39.96 Note: To insure that trailing edge corrugations match, it is strongly recommended that skins are purchased in pairs (Top and Bottom or Left and Right). Skins are priced individually. Rudder & Elevator Skins FAA/PMA For all C-180, 185, 182-182 B Rudder Skin (Sold in Pairs) Right Hand U0731000-500 ....$213.56 Left Hand U0731000-501 ....$213.56 For 180, 182-182 D, 185 Elevator Skin (Sold in Pairs) Top left and bottom right U0734600-500 ....$200.14 Top right and bottom left U0734600-501 ....$200.14 For all C-180, 185, 182 thru 182D and Elevator Arm Upper Bushing C-182 1962-86 MS24462-4 ..................................$90.00 Elevator I.B. and O.B. Hinge Bushing For C-180, 185, 182-182D Horizontal Stabilizer Trim Screw Parts Barrel .............. U0712500-13 ....$120.75 Screw .............. U0712500-11 ....$316.11 Horizontal Stabilizer Adjusting Cam.....U0712502 ....$39.03 FAA/PMA Free Catalog Call today to get your free Univair catalog featuring over 16,000 classic aircraft parts and supplies. Foreign orders pay postage. Tailwheel Connector Link Scott tailwheel attaching clip for chains. U2133A-000...................$2.56 FAA/PMA 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. Hartzell Blended Airfoil 82” or 84” 3-blade 180 and 182 (with stock or O-470-50 engines) FAA/PMA Approved Parts Cessna Model Landing Gear Attachment (Beef-Up) Kit 170, 180, 185, 305 Outboard Gear Box Brackets 170, 180, 185 Inboard Attach Angles 170, 180, 185 Corrosion Resistant Elevator and Rudder Bearings 180, 182, 185, 206 AVIATION P. 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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 (24) MARCH 2019 times-stressful process of an engine over- haul and who want to participate in the process of creating a near-as-new, high- quality, firewall-forward overhaul, this process can be very rewarding, informa- tive and even relaxing. Before moving on, I have what I think is a good suggestion for an owner-pilot who is about to get involved in these varied tasks. I would highly recommend that you join your local chapter of the Experimental Aircraft Association (EAA). Becoming a member of EAA will not only help to support a great and important organiza- tion, but will also open up a new world of light airplane technical informa- tion and support. It’s amazing how much skill and knowledge exists in local EAA chap- ters. Almost any problem an air- plane owner may encounter likely has already been solved by a supportive fellow chapter member—who is often willing to help you with guidance and/or the right tool for the job. Here’s the best part: you and your family will become a part of an active and welcom- ing social group that shares your passion for aircraft ownership. Back to the task at hand: a firewall- forward cleanup. Getting started on the job The first step is to get organized. Always have a way to identify, store and mark every part you remove from the airplane. We use plastic tubs, plastic bags, tape and markers to identify and collate every component we remove. unning an aircraft renovation busi- ness is a vocation of many facets. One minute you’re focused on a technical problem; the next minute it’s an issue of where to source a part for a 40-year-old airplane; then a potential customer calls in requesting information or a quote for a new interior. Some days involve designing and fabri- cating solutions that will improve various components and conditions in the cabin. In addition, there is always the need to send weekly progress reports with photo- graphs to our customers in order to keep them up to date as their projects move toward completion. It may sound tedious, but I really love this sometimes- stressful business. That said, the best part of my fast-moving day is when I can pick up a tool and actually work on an airplane. When the complexity of running this place begins to close in on my head, I will hit the hangar floor and work on something. In a matter of moments, my worries are gone. I’m not alone in experiencing this stress-relieving phenomenon. I find many of my customers also thoroughly enjoy working on their airplanes. I’m encour- aged to find an ever-increasing number of pilots building or rebuilding an air- plane. They share with me the occasional frustrations as well as the many rewards that come from grabbing some tools and enhancing the wonderful experience of owning and flying an airplane that they’ve become more knowledgeable about. For those who are facing the some- We also take as many photographs as we can of existing conditions and com- ponents before they are removed. It’s amazing how much you can forget in a week or two. With the engine removed, the first thing on our agenda is a thorough over- all firewall-forward cleanup. The photo on Page 25 (top) shows what we use here at Air Mod to do the job. RECOMMENDED TOOLS AND SUPPLIES – Mineral spirits to remove old grease and grime – Lacquer thinner to remove hard, baked-on grime – A pan to hold solvent – An assortment of stainless steel and stiff bristle brushes and paintbrush(es) to apply solvent – Red Scotch-Brite or similar aluminum oxide pad(s) to clean aluminum and stainless steel surfaces – Fine-mesh steel wool to clean galvanized steel – Masking tape and aluminum foil to protect surfaces – Lots of paper towels and rags – Compressed air source and an air nozzle – LPS2 3-in-1 oil that comes in a squeeze bottle with a long, thin nozzle; these are easy to control and don’t create a mess with overspray – General-purpose oil – Fire extinguisher – Vinyl gloves, eye protection and a vapor mask – Red Scotch-Brite buffing wheel – Fine-wire stainless steel wire wheel and electric drill – Plastic tarp to catch any cleanup runoff – Pneumatic drill—no sparks around solvents – Fiberglass repair materials General cleanup The first step in general cleanup is to identify and mask any components that could be damaged by cleaning solvents. Unhook and remove the battery. Use aluminum foil and masking tape to tightly wrap around and seal off all solvent-sensitive components. This includes any component that cannot or should not be removed by an owner as directed by the provisions of preventive maintenance. This includes such items as vacuum regulators, electrical devices, hoses or fittings that were unhooked by a licensed technician as part of the engine removal process. Then use Engine Overhaul Fundamentals, Part Four: FIREWALL-FORWARD CLEANUP Last month, DENNIS WOLTER discussed dividing up the workload into tasks an owner can do, and those best left to a technician. This month, he goes into detail about the first two items on the owner’s list: “General Cleanup” and “Cowlings.” R …the best part of my fast-moving day is when I can pick up a tool and actually work on an airplane. CES SNA F LYE R (25) MARCH 2019 mineral spirits, brushes and compressed air to clean as much grease and grime from the cowling, firewall, nose landing gear, etc. as you can. Begin by applying as much solvent as possible and let it soak in. Time is the eter- nal solvent, so letting the solvent soak in and do its job to help dissolve the dirt will make this cleaning process easier and con- tribute to a clean work environment. I often repeat the solvent soaking pro- cess several times before using Scotch-Brite and brushes for the detail cleaning. Use the more aggressive lacquer thinner and stain- less steel brushes to clean caked-on or hard dirt from non-painted metal components. The next step is to thoroughly clean the firewall, the inner surfaces of the unpainted cowling baffles and muffler shrouds, etc. using mineral spirits. Use stainless steel wool pads on galvanized steel firewalls and red Scotch-Brite pads on stainless steel firewalls. Oil drippings can often be baked on to exhaust components. The removal of this tough dirt is a job for lacquer thinner, Scotch-Brite and steel wool pads. Internal areas of the muffler and exhaust pipes should be cleaned and inspected by a licensed technician. Through this entire cleanup process, the use of compressed air to reach into tight areas will help ensure that every nook and cranny is thoroughly clean and ready for the next step in your engine bay renovation. It is very important to use general- purpose oil to re-lubricate anything that moves, rotates or slides, since the solvent used in cleanup has washed away exist- ing lubricant. One often-neglected item is engine or cabin heat and ventilation push-pull cables. These cables are identified by their outer housing—an uncovered wound- steel, spring-looking arrangement with a single solid wire running through it. It’s important to apply a generous coat- ing of oil to the outer surfaces of these corrosion-prone cables. The oil will soak through the porous outer cable housing and lubricate the entire length of the inner actuator wire as well as prevent rusting. A clean, lubricated cable is a happy cable! If your airplane is 30 or 40 years old and has a welded steel tube-type engine mount, have your maintenance tech remove and ship it to a company that specializes in the non-destructive testing and repair of this critical component. It’s quite common for these older mounts to be cracked or internally corroded. I highly recommend that you specify The tools and supplies that you’ll need to transform your engine bay. Application of alumi- num foil to cover critical components. Typical pre-overhaul condition of a 48-year- old engine mount. Properly inspected engine mount, refinished in white. CES SNA F LYE R (26) MARCH 2019 that the mount be refinished in light gray or white epoxy or powdercoat finish. This will allow the pilot to more easily see a crack during preflight. (For more on mounts, see “Engine Mounts Explained” by Steve Ells in the September 2018 issue of Cessna Flyer. —Ed.) If the inner surfaces of the cowl are heavily corroded, the corrosion must be entirely removed. Begin by using red Scotch-Brite and mineral spirits to remove by hand as much dirt and corro- sion as possible. Allow all solvent and solvent vapors to dissipate, then lightly use a stainless steel rotary brush or Scotch-Brite wheel on the more severely corroded areas and along any metal seams that can trap dirt. If you can still see dark corrosion in the deep pits of the degraded areas, enlist the aid of your maintenance technician to media blast those spots. It’s very important to not paint over any corrosion. Encapsulating corrosion under primers and paint will guarantee that it will return in the future. The photo (at left, second from top) shows the sequence of steps required to prepare a corroded aluminum component to be painted. Cowling Many aluminum cowlings have cracks. Check with your mechanic before attempting to repair aluminum cowls. Most minor cracks can be prevented from becoming larger by simply drilling a 1/8- inch diameter hole about 1/8 inch past the end of the crack. In most cases, this spot- drilling/stress-relieving process works. Larger cracks will require that a formed aluminum backing doubler be riveted in place to prevent further crack propagation. This is a job for a techni- cian in most cases, because riveting thin aluminum is an acquired skill. (You should have seen my first attempt back in the 1960s trying to rivet a practice piece of aluminum... Ouch!) Fiberglass nose bowls on Cessnas are also often cracked. Smaller cracks can be repaired using a cyanoacrylate adhe- sive and thin, fine-mesh fiberglass cloth. Years of corrosion buildup on a cowling. Steps needed to properly prep and finish corroded alumi- num. The application of alumaprep and alodine should be done by a knowledge- able technician. Typical stop-drilled crack on an aluminum engine cowl. A formed aluminum doubler, riveted in place. It’s very important to not paint over any corrosion. Encapsulating corrosion under primers and paint will guaran- tee that it will return… ©2019 Icom America Inc. The Icom logo is a registered logo of Icom Inc. 42649 A25 Series Powerful NAV/COM Air Band Portable with Built-in GPS & Bluetooth® * www.icomamerica.com/A25 *Built-in Bluetooth for A25N A25N NAV/COM A25C COM ONLY Follow us today. CES SNA F LYE R (28) MARCH 2019 The adhesive kit I like is available from Aircraft Spruce under the trade name of Polyfix Thermal Fusion. The first step is to thoroughly remove all paint and dirt from both the front and back surfaces of the damaged areas. Then apply some of the watery Polyfix adhe- sive and allow it to thoroughly soak into the bare fiberglass membrane. Spray on the activator included in the kit, and the Polyfix adhesive will instantly cure and get quite hot. This catalyzing pro- cess creates both an adhesive and a thermal bond deep into the fiberglass substrate. Next, apply two layers of 2-ounce fine- mesh fiberglass cloth to the back surface of the repair and one layer to the finish surface. (The Polyfix kit includes fine- weave fiberglass cloth. We buy a similar Hobbico cloth in large quantities from Amazon.) The fiberglass cloth is bonded to the damaged area with the Polyfix adhesive. The bonding agent is the water- thin Polyfix and included fixative. Now, the finished surface can be filled with auto- motive body fillers and sandable primers. Larger fiberglass cracks require the use of 8-ounce fiberglass cloth and epoxy resin. Both materials should be avail- able from local hobby shops. The repair process for a larger crack is identical to the Polyfix method, except that you will be using a thicker catalyzed resin applied with a 1-inch wide brush. Fiberglass resin is sold under many brand names. For the localized, larger cabin plastic repairs, we use an automotive fiberglass resin manufactured by Evercoat. The resin will require about 30 minutes to become semi-hard and 24 hours to cure to 100 percent strength. Larger cracks need the extra strength that this more robust process will create. Apply some filler and primer to the finish side of the repaired area, and it’s ready for paint. Another common cowling issue is chaf- ing. Chafing is caused by vibration-induced movement between two adjoining metal surfaces. As the two surfaces rub against one another, the metal erodes. Add in some fretting corrosion, and over time, the metal cowling can be completely worn through. The fix is to apply a thin resilient soft barrier material between the two surfaces. Years ago, we started using soft-loop Velcro bonded to one side of the clean metal surface. Do not use self-stick Velcro; the adhesive will not hold up to the heat generated by the engine. Instead, we use a high quality Weldwood brand of contact cement available at the local hardware store. Follow the application instructions on the bottle. This process works great! Polyfix on the left, fiberglass materials on the right. Finish-ready fiberglass crack repair. Soft Velcro anti-chafe. 30 years in place and going strong. Left to right: Stainless countersunk screw, oversized fairing washer, new Tinnerman nut plate and pull rivets. All of these mean a defective cowl fastener can be fixed. Now an authorized Avidyne dealer! continued on Page 86... CES SNA F LYE R (30) MARCH 2019 Cowl latches and fasteners A critical area of cowling mainte- nance is latches and fasteners. These cowl-securing systems come in two basic types: fixed/hard-mounted and floating/ shock-mounted. The hard-mounted types are the easi- est to repair. Most of the fixed fasteners employ the use of sheet metal screws that secure the fastener to the airframe with a riveted-in-place Tinnerman-type nutplate. The most common failure is when there is wear on the nutplate, it breaks off and an oversized sheet metal screw is installed. This creates the problem of a hole in the cowling becoming enlarged. Add in hours of vibration working on the ill-fitting, oversized screw, and— you guessed it—an enlarged, ill-shaped mounting hole in your cowl. The fix is to install a new correct- size nutplate by drilling off the dam- aged nutplate and installing the new nutplate secured with easy to install Cherry CCR26455-3-3 blind-pull coun- tersunk rivets. All you need is a hard- ware store rivet puller, and you’re in business—simple! If you’re faced with an enlarged, out- of-round hole, use a tapered reamer to make the hole round again and install an EC1085-017-08SS stainless steel fairing washer and an 8 x 1/2 PE8100 flush stain- less steel metal screw. Problem fixed; looks great, and it won’t rust. What’s not to like? Moving on to the shock-mounted cowl- ing fasteners. The most common failure here is rubber dampers that become hard and tear with age and exposure to the elements. As originally engineered, Cessna did a good job of designing these fasten- ers, so sticking with the original parts is a good fix for replacing these components. There are also aftermarket options that improve the system to be more robust and high-tech. Years ago, I upgraded to an STC’d camlock fastening system for both the fixed- and shock-mounted fas- teners on my 172. Initially, Cessna had installed a two- piece quarter-turn fastener and receiver system that presented loose holding char- acteristics and was prone to premature wear. It seemed like I was replacing a couple of those bad boys every year. I replaced them with the aforemen- tioned camlocks; problem solved. It’s important to acknowledge that these fasteners require some precise fitting that involves the use of spacers and shims, and require a signoff by an airframe mechanic and an FAA 337 form. This repaired, oversize hole looks good. Typical selection of common cowl fasteners with stainless steel locks at the top of the photo. Typical camlock cowl fastener installed. Clamp-type cowl latch. CES SNA F LYE R (32) MARCH 2019 Capture the magic of flight So, why would you want to make an aviation movie? For one, you can learn a ton about your flying and your airplane. I started recording my personal flights several years ago with a camera mounted behind my shoulder in the cockpit. In- cockpit mounts are easily attached and removed—think a suction cup on a win- dow or a clamp on the glareshield. Cameras in the cockpit are great for capturing the goings-on there, especially when that camera is attached to an audio cable to record communications. I’ve continued to use in-cockpit cameras in my flight instruction—they’re a fantastic teaching tool. What in-cockpit cameras don’t do is give the sweeping vistas and sense of the magic of flight that you can get from an externally-mounted camera. Aviation video from an external camera is where the creativity, fun and “wow” factor come in. Mount a camera on a wing strut (pointed back toward the cabin) and you’ll capture your passenger’s smile when you rotate and leave the ground on in the olden days, in-flight video used to be shot by professionals, with professional-grade equipment and professional budgets. That’s no longer the case. Now, any pilot with a good action camera (like Garmin’s VIRB series or a GoPro), an appropriate camera mount and a bit of technical savvy can make his or her own aviation movies. his or her first flight. A camera on the tail skid will show your mains spinning up as you touch down perfectly at the end of a long trip. Position a camera on the wing tiedown, pointed forward toward the nose of the aircraft, and you’ll have a big- picture view of all of the beautiful scenery you’re flying by (and over). Now, when your friends and family ask why you fly, you can show them exactly why you love to be in the air. The goal of these articles is to encour- age you to record your experiences and share them on social media, at club meetings or even at family get-togethers, to inspire more people to become in- volved in aviation. I hope that your takeaway is one of the photos—and that you say, “I bet I can make images and video like that.” In this first installment, I’ll cover the legality of mounting cameras to aircraft, and describe what makes a good external camera mount. Next time, I’ll discuss mounting solu- tions from three companies, as well as tips and tricks for creating your own video masterpiece. Making Your Own Aviation Videos: Part One Technology now allows even the most amateur videographer to shoot beautiful footage of their aviation exploits. Associate editor SCOTT KINNEY investigates the legalities of mounting action cameras on aircraft in part one of this series all about aviation videos. Back Aditya Sridhar captured this beautiful shot with a GoPro camera mounted on a Cessna 162 Skycatcher. CES SNA F LYE R (33) MARCH 2019 Legality Can you legally mount a camera to the exterior of your airplane? The answer is, like many things in aviation, “yes, prob- ably, but it depends.” Before we start on the paperwork and approvals required, I’ll refer you to FAR 91.3 which should govern everything you do as pilot in command (PIC), including mounting a camera on your airplane. Re- member, as PIC, you are the responsible party and final authority for the safe op- eration of your aircraft. The best thing you can do regarding cameras and mounts is to thoroughly understand the requirements for different kinds of approvals. In some cases, that may be mounting a camera temporarily, with no formal approval. If anyone were to ask, you want to have a well-thought- out plan for why you’re employing the approval route you choose. The FAA provides some helpful guid- ance for us in a flowchart in Advisory Circular 43-210A. First, the flowchart has installers (read this as “your mechanic”) consider whether a camera and mount are a ma- jor change in the aircraft’s Type Design under Part 21. A large, externally-mounted gimbal in a pod (see photo, Page 36) would be a major change to the Type Design. The scope of the addition is broad enough that it could be reasonably expected to affect the operational characteristics of the aircraft. A gimbal of this type would likely require an STC. Most small cameras and mounts, on the other hand, wouldn’t be reasonably expected to substantially change the way an airplane flies. Now, we’re talk- ing about minor changes to Type De- sign. Per FAR 21.93, “a ‘minor change’ is one that has no appreciable effect on the weight [envelope], balance [en- velope], structural strength, reliability, operational characteristics, or other characteristics affecting the airworthi- ness of the product.” Once we’ve confirmed that we’re dealing with minor changes to Type De- sign, we leave Part 21 and venture into the maintenance world—the realm of Part 43 alterations. In Part 43, we have major altera- tions and minor alterations, and dif- ferent approval methods for each. So, what is a minor alteration and what is a major alteration? If an alteration might affect weight, balance, structural strength, performance, powerplant operation, flight characteristics or other qualities affecting the airworthi- ness of the aircraft, or if it involves non- elementary operations (say, drilling into a skin, attaching a doubler and then riveting a mount to the doubler), or if it affects any of the aircraft’s parts listed in Part 43, Appen- dix A(a)(1), or is not done according to ac- cepted practices, then the alteration will be considered a major alteration. This will re- quire a 337 form signed off by an IA. Con- sult your IA if you’re unsure as to whether you’re looking at a major alteration. Depending on the scope of the altera- tion (and whether data for the installation on a particular airframe already exists), it may also require a Designated Engineer- ing Representative (DER) review and FAA field approval of the installation. If your camera mount doesn’t check any of the boxes in the previous para- graph, you’ll proceed to the next step. Here, let’s consider a GoPro camera on a small external mount, attached using pre-existing machine screws on an inspec- tion panel. Installation of this mount would likely be considered a minor alter- ation by most mechanics as it is unlikely to affect the items listed in the paragraphs above. The mount can be installed with a screwdriver—an elementary operation to (semi-) permanently attach the mount to the airframe. In this case, you’re looking at a minor alteration. You’ll still need an A&P to conduct or observe and check the safety of the instal- lation, and sign it off in your aircraft’s logbook. NFlightCam, a camera mount manufacturer, provides an example log- book entry for a permanently-attached mount in their “A&P’s Guide to Mount- ing Action Cameras”: SAMPLE Logbook entry: Installed NFlightCam Ball-Head Mount Part No. 535 on left wingtip with a No. 10 machine screw. I have determined that this installation is considered a minor alteration per AC 43-210A, Figures 3-1 and 3-2. Don’t forget to have your mechanic make a corresponding entry when the mount is removed. But what about mounts that aren’t per- manently attached to the airframe? Surely you don’t need a mechanic’s signature to stick on a mount with a temporary suc- tion cup? Here is the FAA’s opinion in a March 13, 2014, memo “Request for Clarification: External Camera Mounts.” FAA Order 8110.37E defines an alteration as “a modification of an aircraft from one sound state to another sound state.” The use of suction cups, or other tempo- rary methods of attachment (not including permanent mechani- cal attachments to the aircraft), would not be considered a modi- fication to the aircraft. These temporary attachments would not be subject to the regulatory purview of 14 CFR Part 43. So, if a mount is “temporary,” no modi- fication is occurring and thus no Part 43 alteration (either major or minor) ap- proval is required. In addition to suction cups, other tem- porary devices which use clamps, thumb- screws or other nonpermanent attach- ment means, are not explicitly prohibited. But here’s the rub: The use of these type [of] attach- ments, however, are not support- ed by the FAA and may (in the case of an in-flight detachment) lead to “careless operations” as provided for in 14 CFR sections 91.13 and 91.15. Remember what I said above about your responsibilities as PIC? You want to be 100 percent sure your mount is safe. Don’t be afraid to ask your mechanic to look over the mount both before and after it’s attached to the aircraft. The takeaway here is that if you are con- fident with the safety of a temporary installation and that you will not find yourself in violation of 91.13 or 91.15, no paperwork is necessary. FlightFlix, another manufacturer of camera mounts, has put together a fan- tastic resource page on the topic, includ- ing a video “Everything You Need to Know About Cameras on Airplanes in 10 Minutes.” (Find the FlightFlix page and video, NFlightCam’s guide for A&Ps, and other compliance information in Re- sources. —Ed.) Even if you are personally comfortable with your temporary mounting solution, it may be beneficial to apply for an ap- …why would you want to make an aviation movie? For one, you can learn a ton about your flying and your airplane. CES SNA F LYE R (34) MARCH 2019 A camera mounted on the tail tiedown ring provides a unique perspective. GoPro Hero Session on a MyPilotPro low-profile mount. proval via the minor or major alteration process. This is especially true where liability may be shared (think club, co- owned or rental aircraft) or where opera- tions manuals (Part 135) require it. Cam- era mount manufacturers may be able to help, too. See the sidebar at right. If you have any questions about approvals, approval processes or the safety of your temporary installation, I strongly recommend that you speak with your mechanic. The above is the opinion of the au- thor and does not constitute legal advice or an official FAA stance. Thanks to Ryan Mohr of FlightFlix and Patrick Carter of NFlightCam for background information for this section. What makes a good external camera mount? Now that we’ve got the legal side out of the way, let’s talk about what makes a good action camera mount. When I look for a mount, I’m interested in security, robust construction and stability. Security Poorly-secured mounts can break loose or vibrate and break apart, resulting in the loss of an expensive camera. Even worse than that, the camera can fall off and strike something critical to flight or persons and property on the ground. In my opinion, suction-cup and adhe- sive mounts have no place on the exterior Help for FAA approvals Need assistance with the approval of a non-temporary mount? Ask the experts! Mount maker FlightFlix offers a package to simplify FAA approval of its mounts as major alterations via preapproved data. You’ll receive an approval specific to your aircraft and mounting location, and a packet which has specific installation instructions, testing procedures and an FAA 8110-3 document. The process takes 7 to 10 days and costs $499 for an airplane installation. This is a nice option for situations when a mechanic (or other owners of an aircraft) are uneasy about assuming liability for minor alterations or temporary installations. Another camera mount manufacturer, NFlightCam, is owned by an A&P/IA. Their staff is familiar with many different installations and have conducted hundreds of major and minor alteration signoffs for both Part 91 and 135 operators. If you or your mechanic have a question, give them a call. Resources FlightFlix Aviation flightflix.net NFlightCam nflightcam.com * LYCOMING® is a registered trademark of Textron Innovations Inc. Any reference to LYCOMING® or associated trademarks, word marks, and products is only for purposes of identifying engines with which Continental parts are compatible, or for which Continental offers maintenance services. Continental parts compatible with LYCOMING® engines are aftermarket parts and are not original equipment parts. Continental is not connected to, affiliated with, or sponsored by, or endorsed by Textron Innovations Inc. or Lycoming Engines, a Division of Avco Corporation, or any of their affiliate companies. AOG 24-HOUR WORLDWIDE DELIVERY AVAILABLE FOR DETAILS AND ORDERS CONTACT YOUR AVIALL DISTRIBUTOR AT 1-800-AVIALL-1 OR VISIT: WWW.AVIALL.COM YOUR SKY. OUR ANGLE VALVE CYLINDERS FOR LYCOMING® * ENGINES. IN STOCK, NOW! FROM CONTINENTAL. Continental PRIME Get out there, with Continental Prime™. If you own a LYCOMING®* 360, 540 or 720 series engine, you may now enjoy high performance and exceptional reliability for less, thanks to Continental Motors™ Angle Valve Cylinders. After 110 years we know what pilots need, so we maximize your time in the air by ensuring our parts are always in stock, available for immediate delivery, and very competitively priced. For OEM-quality cylinders and parts for your Lycoming® engine, ask for Continental Prime™. WWW.CONTINENTALMOTORS.AERO ©2019 Continental Motors Group. All rights reserved. continued on Page 38... CES SNA F LYE R (36) MARCH 2019 of an aircraft. These mounts may seem to be secure on the ground, but how confi- dent are you in that suction cup or adhe- sive as you increase speed and then climb up through 10,000 feet with changing air temperature and pressure? In the words of one of the mechanics I spoke with, “If you attach it that way and it falls off, you better hope no one finds it!” The faster you’re going, the more con- fident you want to be that your mount is secure. As you may remember from your flight training, parasitic drag increases with the square of airspeed. If you dou- ble your speed, you’ll have four times as much parasitic drag trying to rip your expensive action camera off your airplane. A blocky camera like a Go- Pro on an adhesive mount isn’t going to stand much of a chance on the wing of a 200-knot aircraft. I am partial to mounts where I can tell from a distance of a few feet whether it is securely locked onto the aircraft. I also prefer mounts that have secondary stops, so that if the primary attachment point (usually a thumbscrew) backs off, there’s still be a secondary device which keeps the mount on the airplane. CAMERA MOUNT DO’S AND DON’TS DO: Mount to solid parts of aircraft structure (struts, tiedown rings, etc.). Understand regulatory requirements and the risks of temporary mounting solutions. Experiment with different mounting locations to find those with the least vibration. Use your imagination when pointing the camera. DON’T: Assume that just because someone else has done it, that it’s legal and safe. Mount on control surfaces. Use temporary mounts, such as suction cups or adhesive pads, without mechanical attachment. Mount in areas where airflow might be affected, such as the top surface of the wing. A gimbal like the one on the left will likely require an STC as a major change to an aircraft’s Type Design. The GoPro mount on the right does not. Image from the FlightFlix video “Everything You Need to Know About Cameras on Airplanes in 10 Minutes.” You can find a link to this video in Resources. CES SNA F LYE R (38) MARCH 2019 A well-made external camera mount attached to a solid part of the airframe is an important part of capturing quality aviation videos. The NFlightCam strut mount fits this strut perfectly. Robustness Unlike several years ago, there are now dozens of mounts available which are purpose-built for attaching action cam- eras to aircraft. There’s no need to cobble together a RAM Mount system or to try to wrap GoPro helmet straps around a wing strut. Today’s purpose-built camera mounts, including all of those which I tested for this article series, are made primarily of aluminum and are very well-built. Plastic mounts can become brittle with temperature changes, UV exposure or ex- posure to common aviation fluids. Avoid mounts where key parts are made of plastic. Also, don’t forget to consider the cam- era case itself. GoPros come standard with plastic cases which are somewhat lightly-built, especially at the attach- ment point. The smaller Session series cases are more robust than the standard GoPro cases. FlightFlix and NFlightCam offer up- graded metal cases for the range of Go- Pro cameras. Though I personally haven’t had any issues with the plastic cases, I’d strongly consider a more robust metal case if I was filming from a faster aircraft. NFlightCam recommends metal cases for flight speeds of more than 150 knots. Stability The whole point of mounting a camera on your aircraft is to record video. If the camera is vibrating because of a poorly- positioned or poorly-designed mount, video quality suffers. Mount your camera to the most solid part of the airframe you can find. Wing struts, exposed tubing, tiedown rings and tail skids are good bets. Don’t forget to check the mount itself: a mount which has multiple parts that don’t quite fit together or won’t tighten down correctly will be a prime source for vibration. A shorter (or low-profile) mount will be better than a long-armed mount if everything else is equal. A long arm can amplify vibration. Every one of the purpose-built mounts I tested for this article were secure, robust and stable when installed according to the manufacturer’s recommendations. Several of the mounts are going to find their way into my flight bag for future use. Spending a couple of hundred dollars on a quality camera mounting system is a bargain compared to what we spend on other things in aviation. Now, you’ve got an idea of how to legally mount a camera on your aircraft and what to look for in a camera mount. Next month, I’ll test out mounts from FlightFlix Aviation, MyPilotPro and NFlightCam. In addition to giving you the particulars about various mounting configurations, I’ll talk about prices, try out accessories and tell you what I liked about each one. Scott Kinney is a self-described aviation geek (#avgeek), private pilot and instruc- tor (CFI-Sport, AGI). He is associate edi- tor for Cessna Flyer. Scott and his partner Julia are based in Eugene, Oregon. They are often found buzzing around the West in their vintage airplane. Send questions or comments to editor@cessnaflyer.org. Resources REGULATORY INFORMATION Part 21—Certification Procedures for Products and Articles ecfr.gov/cgi-bin/text-idx?rgn=div5;node =14%3A1.0.1.3.9 Appendix A to Part 43—Major Alterations, Major Repairs, and Preventive Maintenance ecfr.gov/cgi-bin/text-idx?c=ecfr&SID=4 1d989efcf60866e1c22ea66a93204ab&r gn=div5&view=text&node=14:1.0.1.3.21 &idno=14 Advisory Circular 43-210A, FAA memo “Request for Clarification: External Camera Mounts” CessnaFlyer.org/forum under “Magazine Extras” FURTHER READING FAA Compliance 101 flightflix.net/faa-camera-mount-guide The A&P’s Guide to Mounting Action Cameras https://cdn.shopify.com/s/ files/1/0750/7051/files/The_A_P_s_ Guide_to_Mounting_Action_Cameras. pdf?9288111459740797948 FURTHER VIEWING “Everything You Need to Know About Cameras on Aircraft” youtu.be/8Uuqbsp516c When I look for a mount, I’m interested in security, robust construction and stability. CES SNA F LYE R (39) MARCH 2019 © 2019 Sirius XM Radio Inc. Sirius, XM, SiriusXM and all related marks and logos are trademarks of Sirius XM Radio Inc.All other marks, channel names and logos are the property of their respective owners.All rights reserved. NOTE: Data displays vary by device; images are representative only. SiriusXM Services may include weather and other content and emergency alert information. Such information and data is not for “safety for life,” but is merely supplemental and advisory in nature, and therefore cannot be relied upon as safety critical in connection with any aircraft, sea craft, automobile, or any other usage. SiriusXM is not responsible for any errors or inaccuracies in the data services or their use. over ADS-B Weather? Why Choose SiriusXM 2-month trial for AOPA members. Visit aopa.org/siriusxm for Offer Details. Explore the significant differences between SiriusXM and ADS-B weather at siriusxm.com/daretocompare Always Available METARs & TAFs SXM’s weather guidance, including METARs & TAFs, is available when you need it. With ADS-B you must be at the right altitude and distance to receive the weather. Base Reflectivity Radar SXM’s Base Radar identifies what precip is falling from the bottom of the storm, which tends to match up with the visual picture for pilots flying under 10K ft. It is not available on ADS-B. SiriusXM ADS-B (FIS-B) No Line-of-Sight Restrictions SXM has no line-of-sight restrictions. With ADS-B, you may have interruptions if you’re in an area with an obstructed line-of-sight to the ADS-B ground station. Twice-as-Fast Composite Radar SXM’s Composite Radar is high resolution from coast to coast, with 2.5 minutes updates. ADS-B’s radar resolution, update rate, and availability vary. Twice-as-Fast Lightning SXM includes Cloud-to-Cloud Lightning (not available on ADS-B) and twice-as-fast Lightning updates, giving you the complete guidance you need to avoid rapidly developing adverse weather. SiriusXM ADS-B (FIS-B) No Altitude Limitations SXM is available from taxi to touchdown. ADS-B’s availability is determined by altitude and location, so you may not have storm info when you need it the most. You and Your Passengers are Worth It. CES SNA F LYE R (40) MARCH 2019 folks think of solid lifters as a thing of the past. It is true that the majority of aircraft engines uti- lize hydraulic lifters, but there are a few models with solid lifters. The Lycoming O-235 series and the O-290-D engines have solid lifters, or tappets, as they are called. These engines require periodic checks and mechani- cal adjustments in order to maintain proper valve clearances. The checks and adjustments required for engines with solid lifters are sometimes overlooked by mechanics that are used to working on engines that have hydraulic lifters. Valve operation The opening and closing of the valves is initially controlled by the camshaft. As each camshaft lobe rotates from its low side to its peak, it opens its correspond- ing valve by lifting the tappet that is rid- ing on the lobe. This is where the term “lifter” comes from. The tappet pushes its correspond- ing pushrod outward, and the pushrod causes the rocker arm to pivot on its shaft. The rocker arm then presses down on the valve stem tip, overcoming spring pressure and lowering the valve. Once the lobe rotates past its peak, the pres- sure from the valve springs closes the valve. Hydraulic lifters On engines with hydraulic lifters, there is no slack or free space during engine operation between the moving compo- nents that open the cylinder valves. This is because the hydraulic unit in the tappet body expands during engine operation as needed to remove any extra clearance. The hydraulic lifter also compresses as needed to provide room for expansion. These engines also have valve clearance requirements. Adjustments are made with the lifter bled down to its compressed position. Pushrods of varying lengths are removed and installed to obtain the cor- rect clearance on these engines. The clearance settings for these engines are referred to as “dry tappet clearances” in the overhaul manual table of limits. Dry tappet clearance refers to a valve clearance checked with a bled-down, compressed hydraulic lifter. Lycoming O-235 and O-290-D engines have solid lifters, which require periodic valve clearance checks and adjustments. A&P JACQUELINE SHIPE explains why these checks are necessary, as well as how to perform the Lycoming- recommended maintenance. Checking and Adjusting Lycoming Solid Lifters MANY CES SNA F LYE R (41) MARCH 2019 Solid lifters On engines with solid tappets (lifters) like the O-235 and O-290-D, there is a small amount of “slack” or free space between the valve operating components (also called the valve train). There has to be a slight bit of free space between the moving parts of the valve train when the engine is cold so that there is room for the heat expansion of the moving parts as the engine heats up to operat- ing temperature. The clearances for these models are listed in the overhaul manual as “solid tappet clearance” in the table of limits. The importance of proper valve clearance The valves have to open and shut at the correct time for the engine to run properly. Valve clearances that are too loose allow too much space in the valve train, causing the moving parts to impact each other when in motion rather than simply pushing against each other. This can cause undue wear over time. A clearance that is too wide also causes the valve to open slightly late and close slightly earlier than it should. This reduces the power output of the cylinder. Clearances that are too tight can keep the valve from seating properly when it is supposed to be closed. If the valve hangs open when it should be shut, there will be a severe loss of cylinder compression and power output. Significant damage will be done to the valve in a very short amount of operating time, resulting in a burnt valve. Consult the Lycoming overhaul man- ual, along with any service instructions or supplements for the particular engine model, to find the proper valve clearance range. Folks can call or email Lycoming, and they will provide all the current manual instructions and all the latest revisions of the service instructions and supplements for free. (See Resources for how to request this information. —Ed.) Solid tappets removed from a Lycoming O-235 engine during engine teardown. No. 1 cylinder of a Lycoming O-235-L2C engine. The valve cover has been removed in preparation for checking the valve clearance. Valve clearance is measured between the rocker arm and valve stem tip. The checks... required for engines with solid lifters are sometimes overlooked by mechanics that are used to working on engines that have hydraulic lifters. CES SNA F LYE R (42) MARCH 2019 O-235 and O-290-D valve clearance service intervals The Lycoming Operator’s Manual specifies that the clearance on the O-235 series and the O-290-D engines be checked every 100 hours. (See link in Resources. —Ed.) The 100-hour clearance check interval is for all operators of these engines, not just owners that are operating for hire that have to comply with general 100- hour inspections. In addition, the valve clearance should be checked more frequently after an engine overhaul. Right after an engine overhaul, the valve clearance changes more than it does in general operation. During the break-in period, the valves are wearing in and seating a tiny bit. As a result, the clearance should be checked much more frequently than is required for general operation. It is common to check the clearance after the first hour and again after two hours. After that it should be checked at the 10-, 20-, and 50-hour marks. After 50 hours, the break-in period for all the parts is usually complete and the inter- vals for checking the clearance can return to every 100 hours. How to check clearance on a solid-lifter engine valve Checking valve clearance isn’t diffi- cult, but it does take a little time. (These tasks are outside the scope of preventive maintenance. A qualified mechanic is required. —Ed.) Generally, the top spark plugs are removed (to check for when the piston is on the compression stroke). Next, the valve covers are removed, along with any engine baffling that may be in the way. The valve clearance, or valve “lash” as it is called, is measured with the cylinder piston at top dead center on the compres- sion stroke. Both the intake and exhaust valves are fully closed at this position. The clearance is checked between the top of the valve stem and the rocker arm with the pushrod socket on the rocker arm pressed in toward the camshaft. The clearance is measured with feeler Valve adjustment screw and lock- down nut. Tightening valve adjustment screw to obtain correct clearance. The valves have to open and shut at the correct time for the engine to run properly. A feeler gauge (in this case, 0.010 inch) is used to set valve clearances. CES SNA F LYE R (43) MARCH 2019 HartzellProp.com/TopProp Contact us at 800-942-7767 MOST RELIABLE PROPELLER FOR CESSNA AIRCRAFT The Cessna name has always been synonymous with high quality, durability and reliability. The same can be said for Hartzell. With an investment in a Top Prop conversion for your single engine Cessna, you can make an iconic aircraft even better. When you upgrade to a Hartzell Top Prop, you not only increase performance and ramp appeal, you also gain peace of mind. Our Top Prop program offers proven 2- and 3-blade propeller conversions featuring the latest in blended airfoil scimitar technology for all single engine Cessnas. From Skyhawks, Skylanes and Skylarks to Stationairs, Skywagons, Cardinals and Cutlasses, check out our entire selection of Top Prop performance conversions. Built on Honor for over 100 years, Hartzell propellers are backed by our industry-leading, 6-year/2,400 hr. warranty. Better take-off and climb | Smooth operation and less noise | Peace of Mind gauges inserted between the rocker arm and the valve stem. The clearance is accurately measured when the feeler gauge slides between the rocker arm and the valve stem with just a slight bit of drag (friction). If the gauge won’t go between the two without a good bit of effort, drop down a size. If the gauge slips through freely with no drag, go up a size. Once valve clearance has been mea- sured, compare the measurement to the acceptable clearance range in the manual to determine if an adjustment is needed. Adjusting valve clearance Engines with solid tappets have spe- cialized rocker arms that contain a valve adjusting screw. A lock-down nut (Lycoming calls them jam nuts) holds the screw in place. Valve clearance is adjusted by first loosening the lock-down nut, then turn- ing the valve adjustment screw clockwise to decrease valve clearance, or counter- clockwise to increase valve clearance. The valve adjustment screw has a slot in the top to allow it to be turned using a straight-blade screwdriver. The lock- down nut secures the screw in place. The instructions for adjusting the valve clearance are given in the Lycoming overhaul manual and Lycoming Service Instruction 1068A. Service Instruction 1068A also has a supplement that is used to adjust clearances on O-235 models with specialized pushrods. Lycoming refers to this procedure as the standard practice for valve clearance adjustment at any time, not just at overhaul. Loading the camshaft The Lycoming procedure describes loading the camshaft before adjusting clearances. In order to “load” the cam- shaft, the clearances on the No. 2 and No. 4 cylinders are set initially at zero. The No. 2 and No. 4 cylinders are both on the left side of the engine. The reason for this procedure is that the camshaft does not have bearings that it spins inside of like the crankshaft does. It spins inside the aluminum machined bearing surfaces in the crankcase. The camshaft has a small clearance between itself and the bearing surface of the case. Setting the No. 2 and No. 4 cylinders’ valve clearances to zero to start with shoves the camshaft over against the bearing surfaces in the case toward the No. 1 and No. 3 cylinders. This removes all slack in the valve train on the left side of the engine and allows a more precise CES SNA F LYE R (44) MARCH 2019 LESS DRAG • LESS DRAW • TSO Approved Pulsar NS and SunTail lights • No Power Supply required • PMA and STC approved SunSpot 36 landing and taxi lights • SunSpot HX Series includes Built-in “wig- wag” or “pulse” feature Upper SunBeacon II (Red) Pulsar NSP (sold as a pair) – NAV/ACS/POS www.AeroLEDS.com t 208.850.3294 f 208.246.0552 sales@AeroLEDs.com SunSpot 36LX landing and taxi lights SunTail ACS/POS The lock-down nut can be initially tightened with a wrench while holding the valve adjustment screw in place with a slotted screwdriver. Final torque of the lock-down nut for the valve adjustment screw using a torque wrench. Old valve clearance of .010 stamped out with Xs on the data plate and the new clearance of .005 stamped just to the right of the old clearance. CES SNA F LYE R (45) MARCH 2019 and accurate adjustment of the clearance on the right side. After No. 1 and No. 3 are set, then No. 2 and No. 4 are reset to the valve clearance specified in the table of limits or service instruction. Adjustment tips The lock-down nut on the rocker arm has a torque requirement of 450 inch- pounds. It can be hard to torque the lock nut without the adjustment screw moving and thereby changing the valve clearance. The clearance should be checked a second time after the lock-down nut is torqued. The operating valve clearance is given on the data plate of the engine. Most O-235 valve clearances are set at 0.010 inches. O-235 engines with upgraded steel pushrods are set at 0.005 inches. For this reason, it is important to know which pushrods are installed. Engines that have been upgraded to the new steel pushrods should have the prop- er clearance value stamped on the data tag, but some may not. If upgraded pushrods have been installed, there should be a notation of that in the engine logbook. The new pushrods have to be installed as a set. This is generally only done at overhaul. Conclusion The Lycoming O-235 series and O-290-D engines are some of the most reliable engines used in aviation. As long as general maintenance is performed and the valve clearances are checked and adjusted as specified by Lycoming, they typically run just as reli- ably as engines with hydraulic lifters. Know your FAR/AIM and check with your mechanic before starting any work. Jacqueline Shipe grew up in an aviation home; her dad was a flight instructor. She soloed at age 16 and went on to get her CFII and ATP certificate. Shipe also attended Kentucky Tech and obtained an airframe and powerplant license. She has worked as a mechanic for the airlines and on a variety of General Aviation planes. She’s also logged over 5,000 hours of flight instruction time. Send question or comments to editor@cessnaflyer.org. Resources LYCOMING ENGINE INFORMATION Lycoming overhaul manual and other technical publications lycoming.com/contact or phone 1-800-258-3279 (U.S. and Canada) Lycoming O-235 & O-290 Operator’s Manual, Fifth Edition (January 2007) lycoming.com/content/operator%27s- manual-O-235-O-290-60297-9 Some Tips on the Lycoming O-235 Engine lycoming.com/content/ some-tips-lycoming-o-235-engine Lycoming Service Instruction No. 1068A and Supplement No. 1 CessnaFlyer.org/forum under “Magazine Extras” CES SNA F LYE R (46) MARCH 2019 The Cessna Bird Dog The Cessna 305A, later the L-19 and O-1, but best known as the Bird Dog, served in the United States military for over two decades. The Bird Dog played prominent roles in both the Korea and Vietnam conflicts. Author KEITH WILSON surveys the history of the model, as well as what it’s like to fly Cessna’s O-470-powered tandem taildragger. Story and Photos by Keith Wilson CES SNA F LYE R (47) MARCH 2019 N5259G Cessna 305C N5259G was manufactured in 1951 as Serial No. 22190. After completing its military service, it was transferred onto the FAA register. A few years ago, it was acquired by the Cactus Air Force and transferred to its base at Carson City, Nevada, where it operates within the museum collection. It is painted in a high-vis white and red color scheme that was originally devised for use over desert or arctic areas and carries “U.S. Army” titles with the spurious tail number “22190,” which is actually the aircraft’s serial number. CES SNA F LYE R (48) MARCH 2019 U.S. Army’s long associa- tion with the Cessna Bird Dog began as a result of a design com- petition held from April to June 1950. The competition came about due to the Army’s increasingly urgent need for a “modern” fixed-wing, tandem, two-place observation and liaison aircraft to replace the obsolete fabric-covered World War II-vintage types still in service at that time. Cessna developed and proposed the Model 305A high-wing military observa- tion aircraft using the wing and under- carriage of the Cessna 170B, married to the tail of a Cessna 195, with a new fuse- lage providing a 360-degree-vision cabin. It was originally constructed as a private venture and the first 305A, N41694, made its initial flight in December 1949 before becoming the winning contender in the Army’s competition. A rigorous evaluation showed the high-wing Cessna Model 305A to be exceptionally well-qualified for the job, for its performance far exceeded the Army’s original requirements, as well as the abilities of the other competing designs. The Model 305A was declared the winner of the competition. Initially, the U.S. Army awarded a con- tract to Cessna for 418 of the aircraft, at a unit cost of around $8,400 each. These aircraft were designated the L-19A Bird Dog, with deliveries beginning in Decem- ber 1950. They were soon in use fight- ing their first war in Korea from 1950 through 1953. The L-19 received the name Bird Dog as a result of a contest held among Cessna employees to name the aircraft. The winning entry, submitted by Jack A. Swayze, an industrial photographer, was selected by an U.S. Army board. The name was apt given the similarity of the aircraft’s mission to observe and iden- tify enemy positions with the task of a canine bird dog to help a hunter locate their quarry. The Bird Dog went on to have an ex- tensive career with various military air arms as well as civilian operators. It was THE [The Cessna 305A was] the wing and under- carriage of the Cessna 170B, married to the tail of a Cessna 195… CES SNA F LYE R (49) MARCH 2019 A rigorous evaluation showed the high-wing Cessna Model 305A to be exceptionally well- qualified for the job… CES SNA F LYE R (50) MARCH 2019 particularly popular with the U.S. mili- tary where it served with the U.S. Army, U.S. Air Force and U.S. Marine Corps. Total production of Cessna-manufac- tured Bird Dogs reached 3,431 aircraft, and the model was also built under li- cense by Fuji in Japan. The Cessna 305A (L-19/O-1) is a single-engine, strut-braced, high-wing monoplane of all-metal monocoque con- struction. It is powered by a 213 hp Con- tinental O-470-11 driving a fixed-pitch, two-blade McCauley propeller. When the original requirements were drawn up, short-field performance was of paramount importance. In order to achieve this, Cessna designed hydraulical- ly-operated wing flaps that were able to be extended up to 60 degrees. However, once in the field, the hydraulic flaps were found to be vulnerable to damage, and were replaced with a more robust elec- trical system. Subsequently, all aircraft originally manufactured with hydraulic flap systems were retrofitted with the electrical system. Cessna claimed the design was capable of a 100-mph cruise, 135-mph maximum speed and a service ceiling of 18,500 feet, with an endurance of up to four and a half hours—although Forward Air Con- trollers in Vietnam later reported “three hours was pushing it!” One of the major complaints leveled against the WWII-vintage aircraft then in service with the Army was a major lack of space and creature comforts. Cessna responded by designing the 305A to carry a crew of two within a spacious tandem cockpit. It was the largest tandem aircraft Cessna produced. To facilitate its mission of aerial obser- vation, the Bird Dog featured angled side windows for improved ground observa- tion, a rear-facing window to give the crew a view of their “six” and transpar- ent panels in the wings’ center section over the cockpit (similar to those found on the Cessna 140 and the later Cessna 150 Aerobat model), which allowed the pilot to look directly overhead. The cut-down rear fuselage with win- dow was later dubbed “Omni-View,” G-VDOG Cessna 305C (L-19E) G-VDOG is painted as “58-24582” and is owned and operated by Jim Watt in Dundee, United Kingdom. The aircraft was built in 1958 and spent all of its service life with the French ALAT (Aviation Légère de l’Armée de Terre, literally “Land Army Light Aviation”). The army is officially called the “Land Army” because the air force is officially called the “Air Army.” The ALAT was established Nov. 22, 1954 for observation, reconnaissance, assault and supply duties. After being released onto the French civil- ian marketplace, the aircraft was registered as F-BIFB and remained in France until being sold in the U.K. in 2006. G-VDOG has been restored into a representative color scheme of a U.S, Army O-1E as operated by the 73rd Aviation Company (Airplane Surveillance) based at Na Trang in South Vietnam between 1963 and 1964. This was one of the first U.S. Army Aviation units officially sent to South Vietnam and this color scheme reflects a time before the realities and lessons of the conflict brought about a toning-down of color schemes. Since these images of G-VDOG were taken around Dundee in August 2015, the aircraft has been fitted with a pair of twin 2.75- inch FFAR tubes on racks underneath each wing. CES SNA F LYE R (51) MARCH 2019 N134TT/G-JDOG Cessna 305C (O-1E) N134TT/G-JDOG was manufactured in 1957 with Serial No. 24541. After completing its military service, it was transferred onto the FAA register as N134TT where it operated for a number of years before being sold in the U.K. Here, it continued to operate in a pseudo-U.S. Marine Corps gray/green camouflage com- plete with a pair of twin 2.75-inch FFAR tubes on racks underneath each wing. It was photographed as such in June 2011. It was transferred onto the U.K. register in February 2015 as G-JDOG and has since been repainted in French Army silver colors with the serial and codes “24541/BMG” being added. The cut-down rear fuselage with win- dow was later dubbed “Omni-View,” and it was carried over to many Cessna single-engine aircraft after 1964. CES SNA F LYE R (52) MARCH 2019 and it was carried over to many Cessna single-engine aircraft after 1964. A wide cockpit door allowed a stretcher to be loaded. The military radio equipment was carried just behind the rear seat. The aircraft was designed for single pilot operation, with a second crew mem- ber in the rear seat. However, a remov- able control column and rudder pedals could be installed for the rear seat. Instru- mentation was only provided for the pilot and that was kept to a minimum. Later, a trainer variant featured a full IFR panel fitted in both positions, with enhanced navigation equipment as well as blackout curtains. Variants and options During the aircraft’s production and early service, the design matured, and dif- ferent variants were developed with en- gine, propeller and equipment upgrades. One trademark modification applied to later aircraft was the option to install a large VHF whip aerial either above the cabin roof on the fuselage centerline or on the outer upper wing. The Bird Dog was available with the standard tailwheel configuration, as well as bushwheels and tires, tandem wheels, EDO floats, Universal Landing Gear skis, and even a tricycle undercarriage configuration. An O-1 was fitted with a more power- ful turboprop engine by SIAI-Marchetti in 1969. This development, the SM 1019, went into production in Italy and was the only turboprop-powered Bird Dog to enter service. The Italian military ordered 81 of these aircraft, which began service in 1976. Powerplants included a 317 hp Allison 250-B15C or 250-B15G (SM 1019A), as well as the 400 hp Allison 250-B17B (SM 1019E.1), coupled with a Hartzell three-blade, variable-pitch re- versible propeller. The SIAI-Marchetti versions featured higher speeds and gross weights, as well as greater endurance. These aircraft were retired from military service in 1994. CES SNA F LYE R (53) MARCH 2019 G-PDOG Cessna 305C G-PDOG was built in 1957 as Serial No. 24550, and spent its entire service career with the French ALAT. After military service, the aircraft was placed on the French civilian register as F-GKGP before being imported into the U.K. in September 1998. It is currently paint- ed as “24550” in the colors of the Republic of Vietnam Air Force’s 112th Observation Squadron with the code “GP” and since 2003 has been a regu- lar and popular display item on the U.K. airshow scene, where it flies with four 2.75-inch FFAR tubes on racks underneath each wing. Many Bird Dogs in civilian hands have been upgraded and refurbished over the years. CES SNA F LYE R (54) MARCH 2019 United States military service After the U.S. Army’s initial order in 1950, the U.S. Department of Defense placed several more orders. The Army wasn’t the only customer; the U.S. Air Force and U.S. Marine Corps also used the aircraft. The Marine Corps version was the OE-1, up until designations were standardized across the U.S. Armed Forces in 1962. The aircraft flew in many utility roles; the most common were artillery spotting, front-line communications, training and as air ambulances. Bird Dogs were pressed into service in Korea as early as March 1951, and soon took part in the second liberation of Seoul. The Bird Dog was a popular aircraft as it provided a more rugged and comfortable platform (equipped with a heater) than its cramped and colder fabric-covered predecessors. That said, during the three years of war until the cease-fire in July 1953, the Bird Dog did not replace the older designs then in ser- vice, but merely supplemented them. During the Vietnam War, the Bird Dog was used primarily for reconnaissance, target acquisition, artillery spotting, radio relay, convoy escort and the forward air control (FAC) of tactical aircraft, includ- ing bombers operating in a tactical role. In 1962, the Army L-19 and U.S. Marine Corps OE-1 were redesignated as the O-1 (O=Observation) and entered the conflict in Vietnam. Because of its STOL and low altitude/low airspeed capabili- ties, the O-1 also found its way into U.S. Air Force service in the FAC role, vector- ing faster fighter and attack aircraft onto their targets; and for supporting combat search-and-rescue operations recovering downed aircrews. Later in the conflict, the O-1 was gradually replaced by the Cessna O-2 Skymaster and North American OV-10 Bronco. Both replacement aircraft were faster twin-engine aircraft, with the OV-10 being a turboprop aircraft. The Bird Dog continued to see action throughout the war, with up to 11 Reconnaissance Airplane Companies (RACs) deployed to cover all of South Vietnam, the DMZ (Demilitarized Zone) and the southern edge of North Vietnam. The Bird Dog’s quieter noise footprint, lower speed, tighter maneuverability, short runway ability and better visibility kept it highly valued by the ground units it supported and highly feared by enemy units it flew over. The last U.S. Army O-1 Bird Dog was officially retired in 1974. During the Vietnam War, 469 O-1 Bird ©2019 Hartzell Engine Technologies LLC. All rights reserved. AeroForce.aero Fuelcraft.aero PlanePower.aero SkyTec.aero Janitrol.aero Behind Every Great Brand Is a Proven Pedigree. The products you have come to know grow stronger through the support of Hartzell Engine Technologies and its passion for advancing aviation performance. Each brand delivers premium products, service and support. It’s why we are flying on nearly every piston aircraft, today. When you need a trusted solution, choose a name with a lineage of pure performance. It’s in our family DNA. CES SNA F LYE R (55) MARCH 2019 CES SNA F LYE R (56) MARCH 2019 CES SNA F LYE R (57) MARCH 2019 Dogs were lost to all causes. The U.S. Air Force lost 178, the U.S. Marine Corps lost 7, while 284 were lost by the U.S. Army, South Vietnamese forces and in clandestine operations. Editor’s note: The Bird Dog served in the armed forces of other nations, though the U.S. military was by far the largest customer. The Bird Dog was operated by Australia, Austria, Brazil, Cambodia, Canada, Chile, France, Indonesia, Italy, Japan, Laos, Malta, Norway, Paki- stan, Philippines, South Korea, South Vietnam, Spain, Saudi Arabia, Taiwan, Thailand, and Vietnam (captured South Vietnamese aircraft). Artillery spotting One of the most important roles for a military observation aircraft is artillery spotting and marking. Cessna tailored the Bird Dog to this use by offering pro- duction L-19A models with wiring for armament racks under each wing. Later models and conversions were fitted with two hard points on each wing. The racks allowed the Bird Dog to carry a number of weapons and other items, including gun pods, light bombs and droppable equipment bundles. The United States Air Force’s 2.75- inch Folding Fin Aerial Rocket (FFAR) smoke rockets were the Bird Dog’s most common weapon. Two tubes could be atta