Cessna Flyer May 2017

ADVERTISER INDEX BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING 08 08 10 16 18 22 70 76 84 86 Cover: Cessna T210M Photo: James Lawrence Photo: James Lawrence MAY 2017 54 34 60 44 26 Jennifer Dellenbusch THE VIEW FROM HERE Time To Gather... It’s hard to believe but in a just a few short months we’ll be meeting up in Waupaca for our 13th annual member gathering. As in years past we’ll have lots of good food, great seminars and plenty of opportunity to meet other Cessna Flyer Association members. The event kicks off with a Saturday evening reception. On Sunday we’ll gath- er in the Waupaca Ale House Conference Center for seminars. Seminar topics this year will include Engine Leaning by Bill Ross of Superior Air Parts, Engine Overhauls by our very own Steve Ells, Engine Preheat by Doug Evink of Tanis Aircraft Products and a WINGS-eligible seminar about TFRs and Intercepts by the folks at NORAD. We’ll be announcing others as we get closer to the event. Seminars are followed by a drawing for door prizes which will include a David Clark H10-13.4 headset, JP Instruments Fuel Scan 450, Icom A14 handheld radio and many, many more. Our members’ banquet will take place Sunday evening and as always will include lots of good food and conversation. This year we have added a third day of bus transportation to AirVenture to the agenda. Tempest Plus has once again sponsored the first two days and Univair has stepped up to sponsor the third day of transportation. Past attendees rate the bus trip as one of the highlights of the event. Monday through Wednesday you’ll travel in air-conditioned comfort to the front gate of the AirVenture grounds and back to the hotel at the end of the day while enjoying a beverage or two. This really is a not-to-be-missed event, so I’ll see you there, right? Blue skies, P.S. Members from the Piper Flyer Association will be joining us as well. CES SNA F LYE R (08) M AY 2017 LETTERS to the EDITOR Send your letters to editor@cessnaflyer.org “Shake, Rattle & Roll: Fixing a Cessna Nosewheel Shimmy” by Jacqueline Shipe, April 2017 Jen and CFers, Just received my April magazine and send a HUGE compliment for the article on Cessna nosewheel shimmy by Jacqueline Shipe. Would you have the staff kindly send a courtesy copy of the April magazine to Joe Jenkins? Like me, he has fought a shimmy issue for years and was really excited to hear of the extensive rundown with color photos by Ms. Shipe. Thanks again, Jim Epting Praise for April 2017 cover Hi Kent, I wanted to let you know the April Cessna Flyer cover is a particularly good one. Nice photo and the green logo ties in nicely. Very eye-catching. Michael Mellett, Director Aviation & Marine Services Marketing SiriusXM From Kent, to AGL staff A very nice compliment from Sirius XM. Thank you, Marcus, for your design. Kent Marcus’s reply You are welcome, Kent. Our best covers are always ahead of us. Marcus CES SNA F LYE R (10) M AY 2017 FEATURED EVENTS May 6–7 — Anchorage, AK. Ted Stevens Anchorage International Airport (PANC), FedEx Hangar. 20th annual Great Alaska Aviation Gathering. Presented by the 2,400-member-strong Alaska Airmen’s Association. Static displays indoor and out, exhibitors, activities and more. Raffle drawing for a completely refurbished, FAA certified and registered PA-18-150 Super Cub. Free admission. Visit greatalaskaaviationgathering.org. May 12-14 — Valdez, AK. Valdez Pioneer Field (PAVD). 14th annual Valdez Fly-in and Airshow. Bush Pilot Roundtable; airplane rides; static displays; vendors. STOL competition for various aircraft classes. Pancake breakfast and a Poker Run. Email valdezflyin2014@gmail.com. Visit valdezflyin.com. May 20 — Peachtree City, GA. Atlanta Regional Airport-Falcon Field (KFFC). CAF Dixie Wing’s Aviation Living History Series. Historian Zellie Orr will present “The Tuskegee Airmen’s Heritage in U.S. Military Aviation,” featuring a panel of original Tuskegee Airmen and successors. Program begins at 11 am at the Dixie Wing headquarters and museum adjacent to KFFC. $10 admission; military retirees admitted free. For information, visit dixiewing.org. May 21 — Rochester, NY. Williamson- Sodus Airport (KSDC). 53rd annual Apple Blossom Festival Fly-in Pancake Breakfast. All-you-can-eat pancakes, eggs, sausage, hot coffee (and of course) apple juice and applesauce. Adults $7; children $4. Airplane rides $30. Pilots of antique or “unique” aircraft eat free. Fly in over beautiful blossoming apple orchards, Lake Ontario and Sodus CFA EVENTS Jul 22–23 — Waupaca, WI. Waupaca Municipal (KPCZ). The 13th annual Gathering at Waupaca. CFA’s an- nual pre-OSH event with fun, food and friendship. Cocktail reception Saturday evening; seminars, lunch, more seminars and dinner on Sunday. Air-conditioned motor coach to EAA AirVenture Monday through Wednesday, July 24-26. Cost per person is $99 and covers lunch and a wonderful sit-down dinner, along with all of the seminars, the bus ride to and from Oshkosh, a cocktail reception, an Associ- ation T-shirt and entry into the door prize drawing. To book a room at the Comfort Suites Foxfire, call the hotel directly at 715-942-0500 and mention Cessna Flyer. Register online at CessnaFlyer.org, or call/text CFA at 626-844-0125. SEND EVENTS to editor@cessnaflyer.org CES SNA F LYE R (12) M AY 2017 Bay as you line up on final for a great breakfast! Antique and classic car dis- play, airplanes of all sizes, experimen- tals and ultralights, flying toy display and sale, and lots more. 3,800 x 60-foot runway and taxiway. Plenty of ramp aircraft parking. For more information, visit williamsonflyingclub.com or con- tact Eric Mehserle at 585-507-8214. OTHER EVENTS May 6 – Williston, FL. Williston Municipal Airport (KX60). Williston Flying Club Sem- inar. Join AOPA’s You Can Fly Ambassador Jamie Beckett for a free seminar designed to demystify the process of starting and running a successful flying club. Learn how you can fly more, spend less and have more fun in the process. 9 to 11 am. For more information, visit https://ww2.eventreb- els.com/er/Registration/StepRegInfo.jsp ?ActivityID=18894&StepNumber=1. May 13-14 – Olathe, KS. Garmin Head- quarters. GTN 650/750 Pilot Training. This one-and-a-half day training class is tai- lored specifically to the GTN touchscreen series. The course highlights loading and activating departures, arrivals and instru- ment approach procedures, flying holds, flight plan modifications and more. $495. To register, visit flyGarmin.com. May 18-19 – Olathe, KS. Garmin Head- quarters. G500/G600 & GTN Pilot Training. A two-day class for those who already have an existing GTN 650/750 and/or G500/G600 installed in the panel of their aircraft as well as for pilots considering an avionics upgrade. The collaborative environment includes practice of real-world in-flight scenarios with Garmin avionics. 8 am to 5 pm both days, plus a factory tour, lunch and Kansas City BBQ dinner. Cost is $625. Register online at flyGarmin.com. May 19-20 — Idaho Falls, ID. Idaho Falls Regional (KIDA). 7th annual Idaho Avia- tion Expo. Hosted by Aero Mark in part- nership with the Idaho Aviation Associa- tion (IAA). All facets of General Aviation, including aircraft manufacturers, mainte- nance and parts suppliers, avionics, clubs and associations, workshops, speakers and more. Guest speakers include Lori Mac- Nichol of McCall Mountain Canyon Flying Seminars. $10 at the door; free for IAA members. Contact Thomas Hoff, thomas@ aeromark.com. Visit aeromark.com. The only direct aircraft insurer. Talk to us. (800) 822 9123 Avemco.com Avemco Insurance Company is a member of the Tokio Marine HCC group of companies. ADS0159 (12/16) CES SNA F LYE R (14) M AY 2017 JUNE Jun 8-9 – Olathe, KS. Garmin Headquar- ters. G500/G600 & GTN Pilot Training. This two-day class is for those who already have an existing GTN 650/750 and/or G500/G600 installed in the panel of their aircraft and for pilots considering an avion- ics upgrade. The collaborative environment includes practice of real-world in-flight sce- narios with Garmin avionics. 8 am to 5 pm both days, plus a factory tour, lunch and a Kansas City BBQ dinner. Cost is $625. Register online at flyGarmin.com. Jun 22-23 – Salem, OR. Garmin AT Facil- ity. Pilot Training Class. Provides the same in-depth instruction offered at Garmin Headquarters, covering the G500/G600 and GTN 650/750 avionics suite. For those who already have an existing GTN 650/750 and/or G500/G600 installed in the panel of their aircraft as well as for pilots considering an avionics upgrade. The col- laborative environment includes practice of real-world in-flight scenarios with Garmin avionics. Cost to attend is $795. Register online at flyGarmin.com. JULY Jul 26–28 — Clinton, IA. Clinton Municipal (KCWI). 17th annual Cessna 150-152 Club Fly-in. This yearly “Confab in the Corn” features flying contests, aerial scavenger hunt, Poker Run, spot landing, Nerf football drop. Seminars on aircraft maintenance and other related topics. Food and friendship. Friday night banquet with many door prizes, and more. See many C150s and 152s with instru- ment panel updates, taildraggers, different paint schemes, etc. You will want to go again next year! Visit cessna150-152club.com. Jul 24-30 — Oshskosh, WI. Wittman Re- gional (KOSH). EAA AirVenture Oshkosh 2017. The World’s Greatest Aviation Celebration with daily airshows; activities for youth and young adults; and thousands of forums and workshops. Special events; static displays; mass arrivals; exhibitors; concerts and more. For more information and updates, visit airventure.org. AUGUST Aug 12 — Rice Lake, WI. Rice Lake Regional – Carl’s Field (KRPD). Rice Lake Fly-in. Free breakfast for pilots flying in. 7 am to 2 pm. For more information, contact Mike Nelms, mike@ricelakeair.com. Send events to editor@cessnaflyer.org. nextgen ads-b mandate is fast approaching! If so, contact us today for a quote on an ADS-B installation in your aircraft and BEAT THE RUSH! www.brantaero.com AV I AT I O N Why I fly. “I fly because it’s in my blood.” ©2017 Bose Corporation. *When compared to conventional headsets. Connect with us @ BoseAviation #WhyIFly #BoseA20 Why Michael flies with the Bose A20 headset. For Michael, flying home after an airshow performance can be exhausting. That’s why he relies on the Bose A20 Aviation Headset to reduce noise and the fatigue that comes with it. With 30% greater active noise reduction than conventional headsets, it helps turn a noisy airplane into a quiet one. And with 30% less clamping force*, Michael can relax and focus on flying to his favorite destination – home. 1.888.757.9985 // Bose.com/A20 Bose A20® Aviation Headset Michael Goulian, Champion Aerobatic // Air Race Pilot continued on page 83... One of the many beautiful things about the people of the Cessna Flyer Association and aviation in general is that we are completely accepting of new pilots and owners. Unlike snobby organizations like various bar associations, NASA, Star Fleet, Navy SEAL teams, Power Rangers and most television reality shows, we General Aviation members welcome new people of any experience and economic level. All of you, shall we say, “experienced” long-term members and readers can certainly catch up on your aviation “facts” by reading the rest of this column, but I hope you don’t mind that I direct my attention to our new-to-aviation readers and members. There is no seniority list in General Aviation One of the marked differences between the airline piloting world and the world you are entering is that there is no senior- ity list. Younger, beginning pilots are just as welcome and will get the same attention as the oldest and most experienced. You might be the newest of new student pilots, or perhaps you wandered into the airport lounge thinking it was a payday loan office or an off-track betting parlor. How you got here doesn’t matter to us in the world of aviation. We seasoned pilots and owners would like to shout out a loud “Welcome!” to all newbies using the most gravelly and deep aviation-radio voices we can muster. It is possible that you are shocked and awed by aviators’ affability and commitment to total inclusion for the newest of the new people in the field, and you will find that we are an incredibly friendly bunch. For example, we will gladly split our hundred-dollar hamburger with you and only ask for some- where around $43.77 (plus tip) from you in return! You may be new to all of this, but there is no reason that I can’t quickly bring you up to speed, knowledge-wise, during this relatively short magazine column. If you study the facts I list below and learn how to say the various phrases I will intro- duce to you, I guarantee that you will fit in very nicely with the rest of the dorks you find around your average FBO (fixed-base operator) or FSCM (flight school coffee machine). Some “facts” about pilots and/or aircraft owners • Did you know that pilots and aircraft owners are consid- ered by many supermodels, movie stars and the entire Marvel Universe to be the most successful and sexiest humans on the planet, and that they command almost every social encounter with their worldly, almost secret agent-like charm? • Or that pilots are in the top one-tenth of one hundred per- centiles of intelligence when measured against the rest of the animal and plant population of earth and other known planets? • Aircraft owners in particular are among the elitist of the elite. You might own a Cessna 140 and Richard Branson might own dozens of Boeing 747s, but you are both aircraft owners! Because of this, you can confidently fly your 140 over to his pri- vate island anytime for a visit! (You may get escorted out of the airspace, but hey, maybe next time.) • And finally, we are an extremely generous bunch of people when it comes to our opinions on things that have to do with aircraft and flying. Here are some facts about your aircraft and the aviation world that will make you look like a total expert next time you are at the airport: • Airplane registration numbers in the United States start with the letter “N,” but we always say “November” when we speak about them on the radio. We do this for no real reason other than to sound cool to each other; most aircraft control- lers don’t give a wet-willy about the fact that you use the pho- netic alphabet for the letter N. • Propellers in the Northern Hemisphere turn counterclock- wise. In the Southern Hemisphere, they turn clockwise. Same deal for aircraft toilet swirls. • We do most of our navigating using prompts sent to us from space from our alien overlords. (Hail Emperor Gtrazzzentx!) • A lot of aviation phrases are based on French words. Terms like “aileron,” “empennage” and “fuselage” are all based on words that the people of France sold to us back in the early 1800s as a package deal with the Louisiana Purchase. Tired of saying “empennage?” Blame President Jefferson, not moi. • Here is a cost-saving maintenance tip: You can extend your aircraft’s TBO (time before overhaul) if you measure the hours using the metric system. • Runway noise during landing can be greatly reduced if you remember to put the landing gear down. • The VOR receiver you may have in the instrument panel of airplanes you fly stands for Very Old Radio. This radio was used in the past for navigation, and it utilized radio beams that were later found to cause pilots to get very fat. That is why you run into so many older, fatter pilots today. I myself have fallen victim to the “VOR Tummy Effect.” Kevin Garrison THE HIGH AND THE WRITEY Welcome to Aviation! Here are some alternative facts ...we are an extremely generous bunch of people when it comes to our opinions... CES SNA F LYE R (16) M AY 2017 CES SNA F LYE R (18) M AY 2017 Steve, As I was taxiing out, I ran the flaps in my 1960 Cessna 210 to 10 degrees and noticed a small hesitation but then the flaps traveled normally. After takeoff, I tried to retract the landing gear and the handle stayed up and the wheels did not move; after a minute or more I put the handle in the down position and pumped the emergency pump until gear position handle popped up. (The gear handle will return to neutral after the gear is down and locked. —Ed.) I then landed. The hydraulic reservoir was maybe a cup low. I again started engine and tried to operate flaps and they would not work so I pulled the hydraulic pump. It seemed fine. I have questions. Does this system have a suction screen or filter? Can these pumps lose prime when they wear? Can I pump flaps up and down with the emergency handle? And finally, where could I get another pump? Mine is .38 gpm @ 1,500 rpm Eastern Industries 102 HBG 203B,12 spline 20/40 pitch I believe, .650 (OD) on the splined shaft. —Max Bray Max, The Cessna part number for your pump is 1280103-2; the 102 HBG is the original pump. Your pump is very similar to the pump that Cessna used up until 1972 when it changed to an electrically-driven pump. According to the information I gleaned from the service manual, the pump capacity is 1.2 gallons per minute. The part number of the pump used on the 1970-71 210 is 1280103-8. If you order your original pump part number, you’ll find that it has been replaced in the Cessna parts system by the later model pump, and that part number has been superseded by part number 20240-1CF. I can’t find a source for a new pump, but Cox Airparts of Wichita, Power Packs Plus of Sparks, Nev. and Quality Aircraft Accessories of Tulsa, Okla. advertise Cessna pump and power pack rebuild capabilities. The power pack in your 1960 210 is called a poppet valve power pack, and it was only used for the 1960 and ‘61 210s. Cessna service kit SK210-43 (Dec. 1, 1965) was developed to “modernize” the hydraulic system in your airplane. This kit replaced the original power pack with a later model pack (10210-008-2), removed the accumulator and replaced the large filter with a smaller filter housing. If you can still see a large coffee can-sized assembly with an air fill valve on the bottom located above the copilot’s pedals, this mod has not been done. Inspect the fluid filter. If it’s dirty, it’s possible that there’s a tiny speck of dirt that’s holding one of the poppet valves off its seat, thereby preventing the pump from building up pressure. If you think the pump is faulty, you can hook up your 210 to what Cessna called a hydro test unit (often called a hydraulic “mule” in the field) and use it to operate the flap and landing gear hydraulic system. Shops that work on 210s with engine- driven pumps use the mule during annual inspections and hydraulic system troubleshooting. Please let me know what you find. Happy flying. Hi Steve, I removed the pump and made sure there were no stripped splines or a blocked suction line, put it back together and cranked it. Flaps worked fine—but from talking to you, I did notice one of the flap poppet valves seemed to be sticking. After cycling the flaps a few times, it got smooth; landing gear worked fine, too. Thank you so much for telling me about the possibility of sticking poppet valves, as I could feel the rough feel in the flap lever after you mentioned it. —Max Bray Steve Ells QUESTIONS & ANSWERS Hydraulic pump issues on a 210, an unusual place for a static leak and replacing a control yoke bushing continued on pg 20... The poppet valve power pack (shown here) was only used for the 1960 and ‘61 Cessna 210s. In 1965, Cessna service kit SK210-43 was developed to modernize the hydraulic system. A220 Engineered for the Serious Pilot Built upon history and innovation. • Automatic Squelch Control • Bright White OLED Display and Backlit Keys • New D-Sub 25-pin Connector on Back Panel • Easy Channel Selection • Easy Installation www.icomamerica.com/avionics Follow us today. ©2017 Icom America Inc. The Icom logo is a registered logo of Icom Inc. 42357 A220 TSO version CES SNA F LYE R (20) M AY 2017 Deterioration at the static port button may be the source of a leak during a static system check. Hi Steve, I thought you and other Cessna Flyer readers would be interested in what I found when the static system in my 1966 Cessna 172 wouldn’t pass the static system leak test required for IFR flyers. I’m pretty good at working on this old airplane and had trouble understanding why the system wouldn’t pass. I looked over all the obvious places and even replaced a few of the older tubes and tightened some fittings, but it still leaked. I finally found the leak by disconnecting the static line from the instruments, plugging the ports and applying a slight air pressure while spraying soapy water at the static line fuselage connections. Bubbles at one connection showed the leak. After removing the parts, it became obvious that the sealant between the static port button on the outside of the fuselage skin and fitting on the inside was dried out and had flaked away. This is the first time I’ve ever heard of a static leak there. I removed the parts and installed new ones with new sealant. No more leaks. —Rich Jensen Hi Rich, Thanks, I had never heard of a leak there, either. Thanks for passing on this tip. Happy flying. Hello Steve, I am an early model Cessna 172 owner; 1961 to be exact. I was hoping you could help with a question. Where might I find a control yoke bushing? Mine is worn badly and needs replacing. I have searched all the areas I could think of. Hoping you may have suggestions. —Teddy Pugh Hi Teddy, The bushing you’re looking for is a round ball that supports the shaft between the control wheel and the forward end of the shaft. The shaft slides in and out in the bushing. The bushing is free to pivot in a two-piece metal support assembly. The sup- port assembly is mounted at the instrument panel. Eventually all bushings wear; the result is a control wheel that feels very sloppy. My parts book shows that the bushing part number is 0411224. CFA supporter Univair has them for around $160. If you’re interested in owner-produced parts, take a look at Kristin Winter’s overview on the process in the January 2017 issue of Cessna Flyer. A discussion thread I found on backcountrypilots.com sug- gests that buying a 1½ inch white acetal (e.g., Delrin® ) resin ball and drilling a 0.75-inch hole to support the shaft will work. These acetal balls are available from McMaster-Carr under part number 9614K39. The tolerance on the ball is +/- 0.002 inches. Another post on that thread cited the control wheel shaft as 0.746 inches (OD), the ball as 1.492 inches (OD) and the ball as 0.770 inches (ID). The poster said these dimensions are from a worn ball that had been replaced. There’s more to the owner-produced part rule than building a like part and installing it. The conditions are reviewed in detail in Winter’s article. Happy flying. Know your FAR/AIM and check with your mechanic before starting any work. Steve Ells has been an A&P/IA for 44 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 Templeton, Calif. with his wife Audrey. Send questions and comments to editor@cessnaflyer.org. Resources Control yoke bushing Univair Aircraft Corp. – CFA supporter univair.com 1½ inch acetal resin ball (9614K39) McMaster-Carr mcMaster.com Further reading “Owner Produced Parts: Regulations, Interpretations and Applications” by Kristin Winter Cessna Flyer, January 2017 CessnaFlyer.org 210 pump and power pack overhaul Cox Airparts coxairparts.com Power Packs Plus powerpacksplus.com Quality Aircraft Accessories, Inc. qualityaircraftaccessories.com 4912 SOUTH COLLINS • ARLINGTON MUNICIPAL AIRPORT • ARLINGTON, TX 76018 800-759-4295 • FAX 817-468-7886 • e-mail: acsales@vanbortel.com • www.vanbortel.com TRADE YOUR CESSNAFOR A CESSNA FROM THE WORLD’S LARGEST CESSNA DEALER! A great many out-of-fuel accidents occur with lots of fuel still hidden away… As I stated last time (“Fill it Up, Part One,” March 2017), fuel planning is a necessary piloting job, but fuel management is just as necessary, and sometimes is a daunting task. Quite logi- cally, the more fuel tanks your airplane has, the more challeng- ing this job becomes. In the personal airplanes I owned over the years, some were far easier to fuel-manage compared to others. Naturally, a sport airplane with one or two tanks made fuel management quite easy, and you could literally just “fill ‘er up” when the gauges got somewhere below half, since weight, performance and the mission were hardly constraints. In these aircraft, just flop- ping around in the traffic pattern or doing some local air work meant that as long as I kept the tanks nicely wet, all was well in fuel management land. A traveling machine, particularly one with a larger cabin, was a more complex story. One light twin I had was configured with main, auxiliary and tiptanks on each side (a total of six fuel tanks), so I needed to come up with a more elaborate management plan that would take most but not quite all from each area, and put me back on the main tanks for each takeoff and landing. Like so many light airplanes, this twin suffered from original- ly having only two fuel gauges to all four tanks (the tiptanks, if filled, fed into the aux tanks, so they weren’t gauged separately) with the indicator coupling itself to whichever tank the pilot had selected for that engine. Managing stuff that you can’t eas- ily see isn’t impossible—but it certainly is more difficult. When I saw a way to improve the situation, I opted to try it. The first step to better fuel management was to see the fuel levels in all of the tanks all of the time. Using FAA approved products, I had my mechanic install four panel fuel gauges where previously we had only two. Each of the new gauges was in a self-contained cluster with pin connectors at the rear—a modular design to make any down-the-road maintenance a plug-and-play affair. The installation instructions required my mechanic to meas- ure the resistance values at the sending units, which sounded more complicated than it turned out to be. Another problem that developed soon after initial installation was how quickly the needles bounced around in turbulence, a factor caused by the airplane’s bladder fuel tanks which allowed a good deal of fuel sloshing combined with not hav- ing enough dampening in the gauge readings. A dampening circuit was added to the gauges, which solved the problem of dancing needles. While we were getting the FAA field approval required for the new fuel gauge installation, we also got the nod to use the existing switch at each fuel valve (which had previously been used to change the readings from main to aux when there was only one gauge per side) to turn on a green light alongside each tank gauge whenever that side was selected. From a fuel management point of view, I now had constant readouts of all the fuel on board the airplane and a confirming green light to show which of the tanks I had actually selected to feed from. Clever, huh? Yet fuel quantity gauges, no matter how good they might be, are still a rough-hewn indication of how many gallons you still might have out there. Even Boeing, with its far more sophisti- cated gauging system in the 767, is careful to provide a running total of how much is left by subtracting the fuel flow readings from the beginning totals to determine how much is actually still on board. A note in the 767 flight manual tells us that any discrep- ancy between the calculated and the gauged totals for what’s remaining should be checked into, since it could mean any- thing from a malfunctioning fuel gauge (surprisingly often) to a fuel leak at the tank (extremely rare). Turns out that, in the Boeing, if you really want to know exactly how much fuel you’ve got on board, you use the running totals—they are invariably on the money. I wound up with something of a similar system in my light twin. The engine gauging array included two fuel flow/fuel pressure indicators and they included a readout of a running total that was developed by measuring the flow to each engine and subtracting that amount from the known quantity you had entered the last time you had fueled. Using nonvolatile memory, the units kept a running track of how much fuel from my onboard cache I’d used since the last input I made to it—even if I had a dozen different flights across a half a dozen days. Naturally, any of this information is only as good as the accuracy of the data being provided. My gauges had the abil- ity to fine-tune the readings from the initial settings using a K-factor correction that was input on the face of the unit after you discovered at the gas pump that there was a difference between the flow gauge’s predicted consumption and the actual amount used. With those adjustments, the readouts were always dead-on. For example, if my prediction was that the two main tanks would take 25.1 and 24.6 gallons respectively to bring them up to full, I could see from the fueling truck’s gauge that the actual Thomas Block FULL CIRCLE Fill It Up, Part Two Fuel management is just as necessary as fuel planning. CES SNA F LYE R (22) M AY 2017 ONE SIZE DOESN’T FIT ALL That’s why AOPA Insurance is better We realize not all pilots are alike, that’s why AOPA Insurance takes the time to understand how you fly. We shop our expansive network of A-rated carriers to help identify the best policy for you. Call us today at 877.413.2922 and get the RIGHT coverage to fit your needs. POWERED BY OPTIONS As the LARGEST Single-Engine Cessna Used Parts Dealer IN THE WORLD, we’ll help you find everything you need ...with only ONE call! AIRFRAME Wings, Cowlings, Interiors, Control Surfaces, Landing Gear, Tail Surfaces, Engine and Flight Instruments AVIONICS King, Narco, ARC, Collins, Nav/Com, Transponder, AME, DME, Autopilot Trays and complete harness included! All units 100% satisfaction guaranteed Wentworth Aircraft Inc. • 6000 Douglas Drive N. • Crystal, MN 55429 CESSNA | PIPER | HOMEBUILTS WENTWORTH AIRCRAFT, INC. Huge Volume | Fresh Stock | 80,000 Sq. Ft. of Indoor Storage | 30-Day Satisfaction Guarantee RFQs Online, Fax or Phone Hard-to-find parts aren’t hard to find here! Phone 763-231-8484 Fax 763-231-8482 Email wentacpart@aol.com ENGINES LYCOMING O-235 to IO-540 CONTINENTAL O-200 to IO-520 Complete engines with accessories and complete logs! Also Cylinders, Mags, Accessories CES SNA F LYE R (24) M AY 2017 continued on page 82... amounts that were being onloaded were 25.1 and 24.7. Right on, baby! Checking the aircraft’s fueling predictions should be as much a part of a pilot’s fuel management plan as watching flow rates and fiddling with tank valves. If you can’t predict what’s going into a fuel tank, then that’s your first clue that you can’t predict what’s coming out of it, either. Airline crews also do this sort of cross-checking, with the fueling guy bringing a slip to the cockpit that shows not only how much jet fuel he added, but also how far from the prefu- eling prediction the actual onload turned out to be. Too big of a difference in numbers means that the cockpit crew will look further into the situation to see what gives: is it a bad gauge, a calculation error, or some other fueling mystery lurking in our tanks this particular afternoon? It was best to know right now, rather than, say, at one o’clock in the morning when we were 300 miles west of Ireland. The flight management computer in the Boeing 767 gave me a constant readout of how we were doing fuel-wise, with pre- dicted arrival fuel at destination based on the variables (target airspeed and altitude, actual and predicted temperatures, and winds) along the route. In my personal twin, the fuel flow meters were nearly as capable since they told me at any given moment not only the current fuel flow, but also how much I’ve already used on today’s flight and how many gallons were still remaining. Again, having lots of accurate fuel information is the best way to manage any fuel system, from an airliner on through a small single. If you don’t have accurate fuel flow meters, a light plane pilot can use a clock to make change-of-tank decisions. Knowing that today’s trip requires most of the auxiliary fuel I’ve put onboard, I’ll use the main tanks for takeoff and initial climb until I pull a few gallons through each, then switch to aux until the total used comes just a couple gallons shy of a dry tank; then it’s back on the mains. Naturally, at refueling time the gas pump should agree with what I calculated was still left out there. It’s a good idea in any airplane to come up with some eyeball clock figures about your fuel situation. By figuring how long at the estimated fuel flow it takes to get nearly everything out of the tanks, a pilot gets a general feel for the gas that’s left, and also develops a clock number to utilize as backup in case of gauge or electrical failure. In tight fuel situations in any air- plane, write down a clock time for when you will absolutely be on the ground—and stick to that number. And if somehow the gods are against you and the fuel situ- ation is getting really grim, the last technique of fuel manage- ment comes from knowing how to get absolutely every gallon out of absolutely every source on the airplane. A great many out-of-fuel accidents occur with lots of fuel still hidden away in one tank or another that the pilot didn’t think to try, so it’s important for pilots to drill themselves on how to tap into what’s left. In the Boeing 767, the critically-low fuel drill is to turn on all pumps, open the crossfeed valve, turn on the engine igniters and keep the jet’s pitch attitude changes to a minimum. In the 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. PONK AVIATION 1212 Moore Road #2 Camano Island WA 98282-8820 Voice: 360-629-4812 • Fax: 360-629-4811 Web Site: www.pponk.com Email: info@pponk.com Specializing in Continental and Cessna Maintenance, Overhauls and Modifications Since 1970. 0-520 Super Eagle Engines AVIATION AVIATION 0-520 Super Eagle Engines 0-520 Super Eagle Engines P. PONK The P. Ponk SUPER EAGLE engine con- version puts additional 35 to 45 horse- power under your cowl for about the same price as a factory rebuilt engine. 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 I Found This in my Oil What is, and what isn’t, typical. By Jacqueline Shipe CES SNA F LYE R (26) M AY 2017 ngine oil has several functions. Its primary purpose is to reduce fric- tion and wear of internal parts by preventing metal-to-metal contact. Oil also helps to coat the bare steel inter- nal surfaces and prevent corrosion inside the engine. It performs several other functions, too. First, the oil system provides some cooling for the engine. Circulating oil distributes heat by cooling the hotter sections and warming the colder sections; it eliminates part of this heat through the oil cooler. The oil system also cleans the engine, as it suspends various particles of metal, silica, combustion by-products and other contaminants, then deposits them in the filter or screen. Regular interval oil changes are one of the single most important things an airplane owner can do to help ensure lengthy and trouble free service from his or her engine. In addition to being excellent preventive maintenance, the oil change also provides a golden oppor- tunity to get a diagnosis of the internal health of the engine. The examination of the removed oil, the sump screen and especially the oil filter or engine screen, can reveals a great deal about any internal engine wear or malfunc- tions that have occurred in the hours of operation since the last oil change. Examining used oil The removed filter should be treated as evidence, and drained into a small clean container, such as an empty oil container that has been cut open—so that the inner contents of the filter and the removed oil can be examined for contaminants. (See photo 01, page 27 and photo 02, page 28.) The inner section of the oil filter con- tains a metal spool around which an accordion-style paper element is installed. The element has to be cut away from the E Photo 01: Oil filter contents were drained into a clean container and taken outside for examination in bright light. The filter had substantial amounts of metal in it once it was cut open. 01 CES SNA F LYE R (27) M AY 2017 Photo 02: Lower section of a cut-apart oil filter can. Even a tiny bit of oil in the bottom of the can will hold a few clues about the health of the engine. If metal particles have been circulating through the filter, the can will appear to shimmer and have a fine powder- like, glittery residue. This one is fairly clean. Photo 04: The residue that was cleaned out of the oil screen is ready to be strained and inspected. Photo 03: A Continental oil screen, removed for cleaning and inspection. Photo 05: This oil filter element is stretched out in direct sunlight for inspection. 02 04 03 05 The removed filter should be treated as evidence… CES SNA F LYE R (28) M AY 2017 CES SNA F LYE R (29) M AY 2017 With Tempest® PowerFlite® Series engine starters and alternators you get the ultimate combination of starting power, energy efficiency and performance reliability. Our direct-mount starters (in 12V and 24V configurations) reduce current draw by 20% over other brands and their aerospace- quality brushes assure longer life. The proven ball bearing design generates less internal friction/heat, plus the newly designed, field-wound electric motor features optimized magnetics. Our alternator is FAA/PMA approved and a direct replacement for late-model Cessna aircraft (no modification required). Representing a collaborative effort between Tempest and Aerospace Components, our PowerFlite Series proves we’re all BETTER TOGETHER. www.tempestplus.com 800.822.3200 Better Together. spool with a utility knife and removed with pliers in order for it to be examined. Any tools used on the element should be clean and free of any contaminants. Once apart, the element should be placed on a clean layer of paper towels and allowed to drain further, around eight hours or overnight. It is important to remove as much of the excess oil as possible because the leftover, wet engine oil saturating the pleats makes inspection of the contaminants more difficult and sometimes hides small areas of trapped metal particles. If time is an issue, the element can be folded closed, wrapped in a clean shop towel or thick paper towel and com- pressed in a vise. This quickly removes the excess engine oil, allowing an accu- rate examination of the trapped particles. Care needs to be taken to ensure that all the surfaces the removed element comes into contact with are clean and free of any metal shavings or debris. Also, it is a good idea to wear disposa- ble gloves when handling anything with used motor oil on it to prevent direct contact with your skin. As an alternative to squeezing or draining the excess oil from the filter pleats, some mechanics recommend rins- ing the element in a clean container of Varsol or mineral spirits and then strain- ing the rinsed contents through a clean white paper towel or coffee filter. This process helps to free virtually all of the trapped residue in the element, allowing it to be clearly inspected. Oil filter screens are cleaned in a similar fashion by rinsing them in a container of Varsol and straining the rinsed contents through a filter. (Photos 03 and 04 on page 28 show an oil screen, and the resi- due removed from the screen, respectively.) The drained element, towel, coffee fil- ter, etc. should be taken out and carefully examined in a well-lit area, preferably in sunlight. (See photo 05, page 28.) What you might find Carbon Carbon is usually always present in the filter element. (See photo 06, page 30.) Some carbon is normal, but large amounts of carbon in the filter/screen are usually the result of excessive blow- by past the rings. Oil that rapidly turns black soon after an oil change is also an indication of blow-by. Carbon flakes are black and can appear shiny, but are easily distinguishable from metal. Carbon flakes found in an oil filter/ screen can effortlessly be broken apart with a small pick or even between finger- nails. Metal flakes will remain intact. Aluminum or bronze Aluminum shavings or flakes are occa- sionally found in filters and are almost always the result of wear from a piston pin plug. (See photo 07, page 30.) The piston pins themselves are free floating, and the plugs installed on each end are made of a fairly soft metal like aluminum or bronze, so that as the piston pin plugs occasionally come into contact with the cylinder wall, they wear without damag- ing the cylinder barrel. The piston pin plugs are designed to wear slightly, and will sometimes wear a little then stop once they are no longer contacting the cylinder wall. (For more information about piston pin plug wear on Lycoming engines, see Resources at the end of this article. —Ed.) Suddenly-occurring or large amounts of aluminum (or bronze, if the bronze- style plugs are installed) can be a sign that the plugs have become excessively worn and need to be replaced. (See photo 08, page 30.) It can be tough to figure out which cylinder needs to be pulled because oftentimes the compression is still good since the piston pin is below the rings and the relatively soft plug metal usually doesn’t leave appreciable wear marks on the cylinder walls. Brass Brass-colored nonferrous slivers are usually generated from a wearing rocker arm bush- ing, or possibly on some engines, a starter adapter bushing. A tiny sliver or two is gener- ally not a big deal, but regular occurrences or large amounts would merit finding out where it is coming from and fixing it. Magnetic particles The presence of magnetic particles can be detected with a mechanic’s magnet. Sweeping the magnet across all the pleats of the element or towel/filter, just above the surface, will generally pull and reveal most of the magnetic debris. (See photo 09, page 30.) Common contaminants consist of bits of carbon, silica or dust particles that have been ingested by getting through a leaky air filter intake, or a very small amount of nonferrous metal. Engines that are past the break-in period (having 50 hours or more) should not have any significant amount of visible metal. Magnetic particles, flakes, slivers, etc. are always a cause for concern. Magnetic deposits can occur due to excessive wear CES SNA F LYE R (30) M AY 2017 Photo 08: An oil filter element with large amounts of aluminum flakes throughout the pleats. The aluminum is most likely originating from a rapidly wearing piston pin plug. Photo 09: Fine magnetic filings are shown on this mechanic’s magnet. This metal is most likely from a worn camshaft and pitted lifter body. 09 08 06 Photo 06: This oil filter element shows normal carbon content and no metal present. Photo 07: This oil filter element has some small flakes of aluminum and small bits of carbon. 07 The metal generated from normal everyday wear and tear tends to be microscopic and occurs in small amounts…. Tempest® has the only oil filter on the market with an internal magnet to capture ferrous material. Our filters are also the only filters to incorporate a patent-pending PC housing for containment of the by-pass valve. At Tempest, we even rethink and reengineer the basics. Tempest spark plugs feature our proprietary glass center seal (to prevent resistance value instability), an electroless nickel finish and our high alumina ceramic insulator with “Clean Collar” tip. Tempest challenges the norm so we all achieve our goals. Because those with the guts to aim higher get the glory. www.tempestplus.com 800.822.3200 It’s what we’re made of that sets us apart. No Guts. No Glory. CES SNA F LYE R (31) M AY 2017 or a malfunction in some component, but are most commonly caused by corrosion. Engines that have sat without being run for extended periods of time are sus- ceptible to corrosion formation on sev- eral of the internal steel surfaces. Once an area of rust forms, the part affected no longer has a uniform smooth surface, and subsequent use will generate metal in the oil system. Steel cylinder barrels or steel piston rings occasionally rust after a time of inactivity. Camshafts and their corresponding lifter bodies are especially vulnerable to damage caused by rust. (See photo 10, page 33.) Rust formation on lifter surfaces causes small areas of pitting that then grind on the camshaft lobe and produce rapid wear. (See photo 11, page 33.) Once this begins to occur, there is no hope that the lifter and lobe will stop wearing; things will only get worse and worse with every hour of subsequent engine operation. (See photo 12, page 33.) Eventually the worn cam lobe will cause a loss of power due to the affected valve not opening as far as it should. A problem with the camshaft and/or lifter body is a very expensive repair because the engine must be pulled and the case split to gain access to the camshaft. The importance of engine temperatures One of the best things aircraft own- ers can do to ensure long engine life is to run the engine(s) often, and to be sure that the oil temperature dur- ing operation is at least 180 degrees. Engine oil systems must reach at least 180 degrees to effectively evaporate all condensation from the oil system. During cold winter months, some own- ers restrict part or all of their oil cooler openings to help temperatures reach 180. Care should be taken not to allow oil temperatures to get too high, and it is also advisable to double-check the oil temperature gauge against a known source to be sure it is accurate. Lycoming recommends placing the oil temp probe in a container of water along with a ther- mometer and heating the water to 180 degrees, then confirming the oil tempera- ture reading on the gauge, or even plac- ing a reference mark on the gauge. Also, for owners that use an electric engine oil preheater, it is best to not leave it plugged in continuously, but only for a period of time before the engine is to be operated. Most folks plug them in the night before the plane is to be flown. Leaving a preheater plugged in continu- ously can cause condensation to form inside the engine, especially in humid climates. Oil analysis If metal (especially magnetic metal) is present in the filter, the first step in decid- ing what corrective action to take is to determine which part of the engine is actu- ally producing the metal. This is where an oil filter analysis comes in handy. The filter element can be bagged and sent to an oil analysis lab to have the metal contents diagnosed to determine their source. Generally, the results are in the form of aerospace material specification (AMS) numbers. The lab result containing all the AMS numbered metals and quantities can then be sent (generally via email) to the engine manufacturer to deter- mine which engine sec- tions are represented by the applicable AMS numbers. This is a great help in determin- ing what, if any, corrective action should be taken. Tiny amounts of engine wear occur over time as an inevitable result of the engine running. Over time, all moving components in the engine are subjected to wear. The metal generated from nor- mal everyday wear and tear tends to be microscopic and occurs in small amounts, with little or no visible portions of it showing up in the oil filter. These microscopic particles can be detected and catalogued in an oil analysis report. Regular interval oil analysis checks are a helpful trend-monitoring tool if they are sent in regularly. The sample needs to be taken from the old oil mid- stream during the draining process. Oil sample reports are useful for detecting a change. Oil sample reports should be kept so that a baseline of normal wear patterns exists. Any abnormalities can be detected as a change from the nor- mal quantities of each type of detected material present in the oil. As a general rule, the owner should use the same lab and operate the engine with the same type of oil. If one or the other has changed, the reports may differ a little at first, but they should become consistent again as time goes on. Regular oil changes, along with con- sistent operation of the engine—at least one hour per week—will help ensure Magnetic particles, flakes, slivers, etc. are always a cause for concern. Innovative & Engaging Designs TAKE A SEAT AviationsCreations.com 480-998-1752 Creating aircraft interiors second to none TOP PROP TOP PROP The Hartzell Propeller Top Prop Conversion Program FOR CESSNA AIRCRAFT Cessna has created some of the hardest working, most robust, utility airplanes ever built. And Hartzell Propeller helps them achieve peak performance. 〉 2- and 3-blade Top Prop conversions for most Cessna aircraft, many utilizing blended airfoil scimitar blades 〉 Low noise 4-blade option for Cessna 441 Conquest 〉 Durable, high-performance 3- and 4-blade conversions for the 208 Caravan Hartzell Propeller’s Top Prop Program now offers the longest propeller warranty available in general aviation through 1st overhaul. HartzellProp.com/TopProp Contact us at 800-942-7767 CES SNA F LYE R (32) M AY 2017 long engine life. Avoid allowing an air- craft to sit dormant for extended periods. In addition to these consistent operat- ing practices, regular oil analysis and oil filter inspections serve as two good opportunities to catch any problems that do manage to occur before they become catastrophic. Know your FAR/AIM and check with your mechanic before starting any work. Always get instruction from an A&P prior to attempting any maintenance tasks. 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 Oil analysis AOA by ALS Labs alsglobal.com/us/industries/aerospace- and-defence/fleet-plant-and-equipment/ aviation-oil-analysis Aviation Laboratories (AvLab) avlab.com Blackstone Laboratories blackstone-labs.com Lab One, Inc. laboneinc.com Engine operator’s manuals and service information Lycoming lycoming.com/contact/ knowledge-base/publications Continental Motors Group continentalmotors.aero/support Further reading “Oil Changes: The Original DIY” by Jacqueline Shipe Cessna Flyer, October 2016 CessnaFlyer.org Lycoming Service Instruction No. 1492D “Piston Pin Plug Wear Inspection” CessnaFlyer.org/forums under “Magazine Extras” Now that Alcor is a part of Tempest®, we offer you a complete portfolio of products for your engine monitoring system. Check the accuracy of the critical components for your engine monitoring system. Improve engine performance with our instruments and probes. Probes built with the smallest element tips for the fastest response time using top-grade materials. Products that you can trust to keep your aircraft running at optimal peak performance levels. www.tempestplus.com 800.822.3200 Complete Performance. CES SNA F LYE R (33) M AY 2017 Photo 10: Removed camshaft and lifter body. Photo 12: Small areas of pitting are visible all around the outer edges of the lifter surface that contacts the camshaft lobe. These pits produce rapid wear of the camshaft lobe. 10 12 11 Photo 11: Lifter surface with wear beginning to occur; it appears as a series of parallel scratches across the surface. Also note the small pitted area in the upper left corner. Pitting on the lifter surface is also referred to as “spalling.” CES SNA F LYE R (34) M AY 2017 “One-and-one,” Easily Done Before your flight review, it’s a good idea to review the AFM/ POH for your airplane so that you can recall the information and procedures more readily. CES SNA F LYE R (35) M AY 2017 worked hard to earn your pilot certificate. You do your three takeoffs and landings every 90 days, then one day, you realize that the two-year mark for your flight review has come and gone—or is getting close. You’d rather do the flight review in your own airplane, but because it is a high performance machine, you—and possibly your insurance company—are a little leery about letting just any CFI administer the required test. Flying a high performance airplane can be like driving a sports car: you will like- ly find a lot of people who want to take it out for fun. But with a flight review you are paying for a service and need to have a plan of action so you get the most out of the experience. Find a qualified CFI If you are out of currency, you cannot legally act as PIC. This means that the CFI who administers the review needs to have a high performance sign-off, per FAR 61.31. As not all CFIs have the high performance sign-off, it behooves you to start looking for a qualified CFI some months in advance of your flight review date. The FARs do not spell out how many hours a pilot must log in order to get the high performance sign-off, and the high performance sign-off for single-engine aircraft doesn’t have to be type-specific; a CFI who earned their high performance sign-off in a Cessna 182 would be legal, per the FARs, to fly a Piper Saratoga. However, your insurance carrier may require that CFI to have a certain amount of experience in the make and model before they will insure them for the flight in your airplane. This will require the CFI to supply your insur- ance carrier with information about their time in make and model of aircraft before the flight. Meet, in-person, first If you can, arrange a meeting with the CFI in advance of the review flight. A face-to-face meeting is particularly important if you have concerns about the payload of your airplane or the dimen- sions of the cockpit. Getting the most out of a flight review in a high performance airplane. By Meg Godlewski YOU CES SNA F LYE R (36) M AY 2017 If you are of generous carriage and have to worry about how big passengers are, the size of the CFI is going to make quite a difference. I am usually the small- est CFI at the schools where I work, and I have had many a pilot look me up and down and mutter “you’ll do”—as if they planned to call my father to discuss how many goats I am worth. Once you are sure you will both fit safely in the airplane, the next line of questioning should be to lay out a plan for the flight to make the most of your time. FAR 61.57 states the flight review calls for a minimum of one hour of ground and one hour of flight for most pilots. (The one hour of ground is waived if the client is an active flight instructor.) How to prepare What is covered in the “one-and-one” is outlined in FAA Advisory Circular (AC) 61-98C. Per the AC, pilots are expected to be able to demonstrate knowledge of the aircraft systems, air- space and FARs Part 91 and 61 appro- priate to their certificate. Flight maneuvers to be performed include takeoffs, stabilized landings, slow flight, stall recognition and avoidance, recovery from unusual attitude, opera- tion by sole reference to instruments under actual and simulated conditions, go-arounds, emergency procedures, loss of engine power, and if appropriate, loss of automation. Additional maneuvers can be added at the CFI’s discretion. If you are the CFI administering the review, you will also want to get a copy of the AFM/POH so that you can brush up on the intricacies of the airplane before you meet with the client. There are apps and books that can help pilots prepare for their review. Be sure to review the AFM/POH, pay- ing special attention to the systems and emergency procedures. In fact, you might want to make it a point to review the book at least once a year to be sure that the information is fairly fresh in your mind. Have the AFM/POH on hand during the flight review, so you can demon- strate you know where to look should Begin your flight review with a system review in the cockpit. Touching each instrument as you run through the ground portion of the review helps with memory recall. GIVE ICE THE BOOT Manufacturer of Goodrich pneumatic de-ice boots. Our patented, environmentally friendly adhesive system gets you back in the air in just hours. Available in FASTboot® or SILVERboot™ options. Handmade with quality craftsmanship for over 80 years, our products come with a full line of care products and a two year or 3,000 flight hour warranty. Learn more at goodrichdeicing.com 800 DE-ICERS (800 334 2377) | deicers@utas.utc.com Need your boots installed? 330 784 5477 | cakservicecenter@utas.utc.com CES SNA F LYE R (38) M AY 2017 a question come up you cannot answer from memory. The day of your flight review Start the flight portion of the review in the cockpit with the engine off. Explain each instrument and system by touching them. This form of tactile reinforcement is particularly helpful if you are chal- lenged with system recall. The speed of a high performance air- craft can be a double-edged sword, as not only do you get someplace faster, things can go wrong faster. Because of this you will want to spend some time on the ground talking through appropriate responses to emergencies such as a loss of oil pressure, an overheated engine, a gear transition failure, a loss of informa- tion from display screens—and the Big Kahuna of emergencies, engine failure. Many CFIs won’t “fail” the engine by means of pulling back the throttle unless the aircraft is on downwind at a known airport. Know best glide for your airplane cold and the appropriate proce- dures for engine restart. Make sure you verbalize these restart procedures out loud while you are doing them in the airplane, and if in a complex airplane, make sure you do at least three checks to verify the landing gear is down. You’d be amazed at how many people have their first gear-up landing during a flight review. What else to expect You should be able to identify the dif- ferent types of airspace, visibility and cloud clearance requirements as laid out in Part 91. Know special use airspace (SUA) cold. In the post-9/11 world, National Security Areas and Prohibited Areas mean we have to be more vigi- lant—especially in a fast airplane that gets there quicker. Performance calculations, weather procurement and weight and balance cal- culations should also be done, as many pilots get complacent over time and for- get how to do these. If you use computer applications to assist you, be prepared to demonstrate mastery of them to the CFI. Arguing that you never go into that airspace, or fly an aircraft close to gross weight or in density altitude situations will not—and should not—get you out of knowing the information. It’s not a given The flight review sign-off is not auto- matic. If the CFI has to do a great deal of teaching, or must remind you where to find the information, or has to grab the controls to keep the flight from getting “too educational,” you shouldn’t expect the sign-off that day. If you don’t meet the standard, the CFI should endorse your logbook for the ground and flight instruction given on that day and may offer suggestions as to how to improve your skills so that you can pass your flight review on the next attempt. This is where having a CFI with experience in that particular high perfor- mance aircraft becomes most useful, as the CFI will likely have concrete sugges- tions on how to improve performance, such as, “Try reducing your speed on downwind by five knots,” rather than the blanket “You need more practice.” Incorporate individualized training On the subject of practicing, what do you want to work on? Do you have a big trip coming up that will neces- sitate brushing up on special skills, like short- or soft-field takeoffs and landings? Would you like to get more comfortable with the avionics suite? Communicate this with the CFI before the day of the flight so that he or she can come up with a training plan, if desired. A good instructor should be able to craft a flight that meets both your needs and desires and satisfies the FAA’s requirements. You might go so far as to break the flight review into two sessions: one to identify the soft spots in your flying; the other to polish up those soft spots. Then, after all is said and done, work with your CFI to craft a plan to keep your skills sharp for the next go-around. Meg Godlewski has been an aviation journalist since 1999. She teaches at Pierce County Thun Field (KPLU) in Puyallup, Wash., and has in excess of 4,000 hours dual instruction given. Godlewski was issued a gold seal flight instructor certificate, and is a six-time Master Flight and Ground Instructor. Her specialties include helping lapsed pilots return to flying and using simula- tion technology to enhance the educa- tional experience. Send questions or comments to editor@cessnaflyer.org. Resources Further reading FAR Sec. 61.31 and Sec. 61.57 “Type rating requirements, additional training, and authorization requirements” and “Recent flight experience: Pilot in command” rgl.faa.gov FAA Advisory Circular 61-98C, Nov. 20, 2015 “Currency Requirements and Guidance for the Flight Review and Instrument Proficiency Check” CessnaFlyer.org/forums under “Magazine Extras” 840 W. Brockton Ave. • Redlands, CA 92374 909-793-3131 www.gillbatteries.com 800-456-0070 • TSO C173a Authorized, DO-160a Tested • 18 Month/1800 Hour Capacity Check Inspection • Best Discharge and Recharge Efficiency in Lead-Acid Chemistry • Industry-Leading 2 Year Warranty • Sealed, VRLA, Non-Spillable • Improved Power Density • Best Shelf Life in Lead-Acid Chemistry 7035-28 7025-20 7243-14 CES SNA F LYE R (40) M AY 2017 mccauley.textron.com Propeller and spinner kits available for most Cessna® aircraft: 172, 177, 180, 182, 185, 188, 206, 207, 208, 208B, 210, 240, 300, 310, 320, 335, 340, 350, 400, 401, 402, 404, 414, 421, 425, 441, LC40 and LC41. McCAULEY PROPELLERS FOR YOUR CESSNA • New lower prices • TC and STC kits • New easy catalog Contact McCauley today to request a quote. U. S . +1 . 8 0 0.621 . PROP | I NTER N ATI O N A L +1 . 31 6. 831 . 4021 FEWER ADs | LONGER TBOs | SINGLE-PIECE HUB ©2017 Textron Aviation Inc. All rights reserved. McCauley, its logo, Blackmac and Cessna are trademarks or service marks of Textron Aviation Inc. or an affiliate and may be registered in the United States. WITHOUT GENUINE LYCOMING PARTS, IS IT EVEN A LYCOMING ENGINE? CHOOSE INNOVATION, NOT IMITATION. That’s a question we ask ourselves here in the shop, where we’ve been making genuine Lycoming factory parts for piston engines since 1929. We engineer our parts for a precise fit, with exceptional wear characteristics that extend their life and time to TBO. It’s our commitment to innovation that gives Lycoming parts—and, thus, Lycoming engines—their reputation for durability. Because an engine is the sum of its parts, and genuine Lycoming parts make all the difference. Contact an authorized Lycoming distributor to purchase genuine Lycoming parts. Lycoming.com CES SNA F LYE R (44) M AY 2017 Cessna 210: KING OF THE SINGLES Steve Ells provides facts and sings the praises of the 210. -By Steve Ells Photo: James Lawrence CES SNA F LYE R (46) M AY 2017 “The 210 was, simply, an airframe that was adaptable to a lot of different things and it offered a lot of utility and perfor- mance at a relatively reasonable price.” —Richard Collins, Editor Emeritus of Air Facts Journal The 210 is a remarkably adaptable air- plane. It’s a great choice for a pilot that is qualified to fly complex airplanes, can comply with the requirements supplied by his insurance adjuster—or can pay for the required dual instruction—and has a need for a fast, capable heavy hauler. Aviation Consumer’s Used Airplane Guide says this about the 210/T210 air- plane: “Certified way back in 1959 as a 2,900-pound airplane with a strut-braced wing and a redline speed of 174 knots, it’s evolved into a 4,100-pound 325 hp pressurized behemoth with a 200-knot redline, designed to fly above 20,000 feet in icing conditions.” You’ll see early 1960 and 1961 210s out there priced lower than a 182. But in my opinion, 210s built prior to 1964 should be avoided unless your mechanic knows how to properly maintain an early 210. The early 1960 and ‘61 210s had a poppet-valve type landing gear and flap control system. (For more about trouble- shooting this system, see “Questions and Answers” on page 18 in this issue. —Ed.) Constant improvements Cessna was always driven by the mar- keting division of the company, which means that the 210 was constantly being improved upon. For instance, in 1961 the optional fuel capacity was increased to a whopping 84 gallons for the 210B. In 1962 for the 210C, the fuselage was widened. For both the 210B and 210C, MTOW upped to 3,000 pounds. The 1964 redesign The first major change took place for model year 1964 with the 210D. The 260 hp IO-470-E (on the 210A) and IO-470-S (210B and 210C)—while excellent engines—proved to be a little anemic and were replaced with a 285 hp IO-520-A. MTOW was again boosted to 3,100 pounds. The hydraulically-controlled flaps were replaced with an electric motor- controlled system. Flaps were lengthened, the ailerons were redesigned and the hor- izontal stabilizer widened by 10 inches. Two additional seats were an option but the two in the aft-most seats had to be pretty small due to the wheel wells in the aft fuselage. Turbochargers For model year 1966, Cessna intro- duced the T210F, the first 210 with high altitude capabilities due to the instal- lation of a Continental turbocharged TSIO-520-C engine. The turbocharged version outsold the normally aspirated 210F by a 3:1 margin. MTOW was again upped to 3,300 pounds for the 210F/ T210F. A standard 210F/T210F held 65 gallons, but it would be hard to find a 65-gallon version since most were deliv- ered with the optional 84-gallon tanks. 1967: no more struts For model year 1967, everything changed when Cessna redesigned the cabin to accommodate a new cantilever, laminar flow wing. Bye-bye, wing struts. The ‘67 210/T210 is easy to identify due to the unusually high dihedral angle of its strutless wings. This was also the first year of the integral fuel tanks in which the wing internal structure was sealed to form two 45-gallon (89 gallons usable) fuel tanks. Prior models’ fuel tanks were flexible rubber-like bladders. MTOW was upped again, this time to 3,400 pounds. 1969: no more chin bump In 1969 the dihedral angle was reduced and the engine oil sump was changed to allow the nosegear to retract further into the fuselage. This eliminated the chin “bump” in earlier models. Figures for a 1969 T210J show a service ceiling of 30,200 feet (!), a total distance over a 50-foot obstacle of 1,365 feet and an as- delivered useful load of 1,340 pounds. If you want a lot of 210 for your money and don’t mind the chin bump and a little less room in the cabin, any 1964 to ‘69 210 is a good choice; the 1968 or 1969 T210 had pneumatic de- ice boots and a hot prop as options, which further upped the utility of this very capable airplane. 1970: tubular landing gear In model year 1970 the landing gear legs were changed from flat steel to tubu- If you want a lot of 210 for your money… any 1964 to ‘69 210 is a good choice… Above: In 1979, Cessna changed the landing gear system. As part of this change the gear doors were removed. Right: This 1980s-era 210 panel features an autopilot, ADF, HSI, dual digital navcoms and DME technology. CES SNA F LYE R (47) M AY 2017 Photo: James Lawrence Photo: James Lawrence CES SNA F LYE R (48) M AY 2017 lar steel. This change made it possible to enlarge the cabin interior space. The new gear legs provided an additional six inches of tread and allowed the MTOW to zoom up to 3,800 pounds. That trans- lates into a useful load of between 1,580 and 1,620 pounds. John Frank, noted Cessna 210 expert, wrote this about the 1970 210: “Cessna had finally reached the peak of the mountain after a decade of climbing and could now look down on all the competi- tion. No popular single-engine airplane could carry a greater payload a farther distance at a faster speed than the Cessna 210 Centurion.” 1972: 28 volts and the end of the engine-driven hydraulic power In 1972 the electrical system on the 210L was upgraded to 28 volts, and the landing gear extension/retraction system was changed from one powered by an engine-mounted hydraulic pump to one which the pump was powerpack-mount- ed and electrically powered. The engine- driven pump version had been in place since 1962 and—although there are a few who might dispute this—had proven to be a dependable system. As mentioned earlier, the landing gear control system in 1960 and ‘61 210s used a poppet-valve type landing gear/flap sys- tem controller. Cox Airparts in Wichita can overhaul these controllers. The later engine-pump driven and electrically-powered pump versions are available in overhauled condition from more than one source. Maintenance information I found that all the answers needed to understand and maintain the 210 landing gear systems are in the Cessna service manuals—however, not all the information is in any one manual. Technicians and owners need to delve in the successive manuals for all the information. It’s all there; it’s just not all in one place. Fully understanding the system is critical, because failure to fully maintain and rig the gear system—and doors—in accordance with ALL the requirements will often result in cracks in the expen- sive and hard-to-find gear doors. Unfortunately there’s still a tendencey for some shops to repair landing gear system faults by replacing expensive major components, when the problem is usually just a stuck or failed sequencing switch, solenoid or a broken wire. That landing gear sequence The following is the sequence of actions that occur when the landing gear handle of a 1968 Cessna 210 is moved to the up position: (1) Following the movement of the gear handle to up, fluid flows through a check valve then through the solenoid- operated door-control valve to the gear- priority valve. The door-control valve is in the door-open position when the gear control valve is moved out of the neutral position. (2) Fluid flows to the door-control actuators and the doors open. The pres- sure to move the door actuator pistons is less than the pressure to unlock and move the landing gear, so when the door- control pistons reach the door-open limit of travel in the cylinders, pressure builds, and (3) opens the gear-priority valve allowing fluid to flow to (4) pull back the down locks and (5) flow on to the gear actuating cylinders. (6) The gear legs move to the up position. Once the gear legs are fully up, (7) a switch on each gear is closed which causes the solenoid-controlled door control valve to move to the door- closed position, (8) causing fluid pres- sure to flow to the door closed side of the door-actuating cylinders to close the doors. Once the doors are fully closed, pres- sure again builds up and (9) activates a three- to nine-second time delay valve. Although the 210 is often thought of as an airport-to-airport airplane, the landing gear is robust enough to safely fly into many unimproved airstrips. Photo: James Lawrence Single Engine Cessna Parts from Univair Screw ..................................U0712500-11..... $299.12 For Cessna 180, 182-182D, 185 Barrel ..................................U0712500-13..... $114.27 Trim Screw Adjusting Cam........ U0712502........$36.93 Adjusting Screw Boot ..........U0712500-18........$56.50 Horizontal Stabilizer Trim Screw Parts FAA/PMA Toll Free Sales: 1-888-433-5433 AIRCRAFT CORPORATION ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 3-1-17 Spinner Dome .................. U0752637K200..... $788.74 Dome includes four plastic spacer rings (U0752620-3), shown above. C-182 Spinner Dome FAA/PMA For McCauley Constant Speed Propeller Applicable on Cessna 182H, J, K, L, M, N, P, Q, and R Inside Bushing ......................... U0523919........$12.49 Roller Bearing .......................... U0523920........$29.63 Roller Bearing .......................... U0523921........$32.09 For Cessna 150-152, 170B, 172, 180 & 185 series Flap Roller Assembly FAA/PMA Cessna Aileron Hinge Assembly Hinge ....................................U0523816-1........$60.18 For Cessna 150, 152, 170A, 170B, 172, 180, 182, 185 FAA/PMA Free Catalog Call today to request your free catalog. Foreign orders pay postage. Elevator Skin (sold in pairs) For Cessna 180, 182-182D, 185 Top left or bottom right U0734600-500 ........each $189.39 Top right or bottom left U0734600-501 ........each $189.39 Right Hand U0731000-500............ $202.08 Left Hand U0731000-501............ $202.08 Rudder Skin (sold in pairs) For Cessna 180, 182-182B, 185 To insure that trailing edge corrugations match, it is strongly recommended that skins are purchased in pairs (Top & Bottom or Left & Right). Skins are priced individually. Rudder Rudder & Elevator Skins FAA/PMA Elevator 2500 Himalaya Road • Aurora, Colorado • 80011-8156 Info Phone ..............................................303-375-8882 Fax ..............................800-457-7811 or 303-375-8888 Email ..................................................info@univair.com Website ............................................. www.univair.com CES SNA F LYE R (49) M AY 2017 Photo: James Lawrence Photo: James Lawrence Photo: James Lawrence CES SNA F LYE R (50) M AY 2017 ...an engine upgrade in the T210M to a TSIO-520-R engine... had a takeoff power rating of 310 hp... Photo: James Lawrence 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 CES SNA F LYE R (51) M AY 2017 After three to nine seconds, fluid flows to the (10) gear handle release valve, and the handle returns to neutral. It all sounds complex, but it really is pretty bulletproof. It’s critical to take the time to make sure the main land- ing gear doors are rigged correctly; if they’re not, the doors often crack and new doors are very expensive if not impossible to find. A mod from Sierra Industries to remove the aft gear doors and modify the nosegear system is available as an option if a main gear door is damaged or cracked beyond repair. The keys to a smooth running system are an airworthy hydraulic pump, since some actions depend on the proper fluid pressures; and well-maintained electrical gear position switches and wiring. Go fast, or go a little slower and burn less fuel The Information Manual (IM) for a 1979 T210N cites a service ceiling of 27,000 feet, an as-delivered useful load of between 1,729 and 1,785 pounds, and the ability to leap the proverbial 50-foot obstacle in 2,160 feet. The Cruise Performance tables in the IM lists a cruise speed of 180 knot cruise speeds (80 percent power/17.8 gph) at 10,000 feet and 196 knots for the same power setting/fuel burn at 20,000 feet. The performance tables show that a more reasonable 71 percent power set- ting (15.5 gph) at 16,000 feet will yield a true airspeed of 179 knots. A small paragraph says book fuel burn figures can be reduced by one gal- lon per hour below 70 percent power. At 65 percent power at 16,000 feet the IM cites speeds of 170 knots at 14.3 gph. I believe this figure is still on the rich side of the peak EGT. Fuel-injected Continental engines such as the ones in 210s are very good candidates for opera- tion on the lean side of peak, provided they are equipped with GAMIjectors and a modern engine monitor. These options show that a high-pow- ered load hauler such as the 210 can also be operated at reduced power (and bet- ter economy) while hauling quite a load. In other words, reduced power settings allow 210 owners to save fuel and yet still haul a load. The only caveat to flying at reduced power is Continental Motors Critical Service Bulletin CSB09-11A which advised operators to keep engine rpm at 2,300 or above in cruise. More upgrades It’s hard to believe when looking back, but the standard “sacred six” flight instrument panel configuration wasn’t standard in the 210 until 1975. Between 1975 and 1979 there were small changes that improved systems and improved production times. Model year 1977 saw an engine upgrade in the T210M to a TSIO-520-R engine that had a takeoff power rating of 310 hp (2,700 rpm with a five-minute limit). This more powerful turbocharged engine is relative- ly easy to install in earlier T210s via an STC held by RAM Aircraft of Waco, Tex. In 1979 the landing gear system was greatly simplified by removing the main landing gear doors and the associated hydraulics and electrical components. www.vitatoeaviation.com 1-888-VIT-ATOE (848-2863) P.O. BOX 224 100 CHAMBER DR. CHILLICOTHE, OH 45601 info@vitatoeaviation.com CONVERT YOUR P210N, T210L, M or N TO A TURBONORMALIZED 550 - FASTER CRUISE - COOLER OPERATION - MORE FUEL EFFICIENT - QUIETER OPERATION - EASIER SERVICEABILITY - LONGER TBO NOW SCHEDULING CONVERSIONS!!! STC SA02918CH CES SNA F LYE R (52) M AY 2017 In “Cessna: Wings for the World,” Bill Thompson writes, “In 1979 a cost- reduction program led to the elimination of the main gear doors and associated actuators and priority valves.” At the same time the MTOW for the turbocharged T210N jumped to 4,000 pounds. The T210N was also the first single, along with the P210N, to be certified for flight into known icing (FIKI) conditions. The last change The 1985 210R/T210R was upgraded again. The wingspan was extended by two feet to 38 feet, 10 inches (which made it a tight fit for a 40-foot-wide hangar door) and an additional three feet was added to the horizontal stabilizer. Landing gear extension speed was upped to a whopping 165 knots, and there was an option to up the fuel capacity by an additional 30 gallons to 115 usable. The MTOW for the normally aspirated 210R was reduced down to 3,850 pounds while the T210R could take off and fly at 4,100 pounds but was restricted to 3,900 pounds for landing. Fifty-one serial numbers were issued to 210R/T210Rs in 1985, while 59 serial numbers were issued in 1986, before production ceased. When Cessna restarted producing propeller airplanes in 1996 the offerings were limited to fixed-gear single engine airplanes. No retractable gear singles nor twins are in Cessna’s future. I once rode shotgun in a 1968 T210 from Santa Maria, Calif. (KSMX) to Addison, Tex. (KADS). We made the trip—1,178 nm in a straight line—with one stop in seven hours. That means we averaged 168 knots. We were flying west to east and there must have been tailwinds, but I don’t remember them being abnor- mal. If the time to drive, park, pass through TSA security checkpoints, and connec- tions are factored in, we beat the airlines that day in a 40-year-old Cessna T210. The pressurized 210 If your mission is flying in the mid- teen altitudes and you struggle with the inconvenience of the additional expense of the periodic recertification and filling of the onboard oxygen bottle(s), cleaning cannulas and crimped oxygen hoses, you should consider flying in the quiet and comfort of a pressurized 210. The P210 is the most reasonably priced pressurized General Aviation airplane in the fleet. The P (or pressurized) 210 was approved in August 1977 and introduced for model year 1978 with production ending with model year 1986. 873 serial numbers were issued for pressurized 210s. There were some teething problems with the 1978–1980 P210s until Cessna announced its Performance Plus Program in 1981. This program called for the installation of a new turbocharger and other changes designed to reduce the turbocharger discharge temperature. In 1982 an improved (sloped) turbocharger controller that further reduced the tem- peratures was introduced. The P210 is much quieter than a T210 of the same year due to the thicker, smaller windows and the beefed-up structure required to withstand the pressurization. For model year 1985 and ’86, Cessna introduced the vastly upgraded P210R. Like the 210R/T210R, the tail surfaces were larger and optional fuel tanks (in the outer wing panels) boosted the total usable fuel to 115 gallons. The engine was upgraded to a Continental 325 hp TSIO-520-CE. Thirty-one of these improved P210s were produced in 1985, and seven in 1986 prior to the end of production. I have interviewed P210 owners that spoke of the need to keep a close eye on engine CHTs especially during hot days. As with any modern high-performance aircraft engine, an engine monitor and the understanding and application of proper powerplant management are the keys to long-term engine health. In late 2014 I was a passenger during a demonstration flight of a P210 that had been upgraded with a turbo-normalized IO-550 engine in accordance with an STC owned by Vitatoe Aviation in Circleville, Ohio. During a strong climb to 23,000 feet, no CHT topped 360 deg. F. My impression is that this modifica- tion solves any engine heating problems, thereby delivering better performance than the original powerplant installation. The P210 is the most reasonably priced pressurized General Aviation airplane in the fleet. CES SNA F LYE R (53) M AY 2017 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 If you’re looking to travel in style above the weather in pressurized com- fort, it would very hard to beat a Vitatoe- modified P210. If I had the need and the cash, I’d have a Vitatoe-modified P210 to fly my Audrey to and fro in the most comfortable, high-flying Cessna single ever built. Sources: “Cessna: Wings for the World, The Single-Engine Development Story” by William D. Thompson. Maverick Publications, 1991; Cessna Service Newsletter SNL94-6, “Propeller Airplanes Serial Number Listing,” Cessna Aircraft Co., 1994; FAA TCDS 3A21, Revision 49; “210 Model History” by John M. Frank, The Cessna Pilots Association; “Used Aircraft Guide, Vol. 1” by Aviation Consumer, used-a ircraft-guide.com; AOPA.org. Steve Ells has been an A&P/IA for 44 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 Templeton, Calif. with his wife Audrey. Send questions and comments to editor@ cessnaflyer.org. Resources 210 engine upgrades – CFA supporters John Jewell Aircraft, Inc. johnjewell.com RAM Aircraft, LP ramaircraft.com Texas Skyways, Inc. txskyways.com TruAtlantic truatlantic.com/capabilities/stcpma Turbonormalized P210 conversion – CFA supporter Vitatoe Aviation vitatoeaviation.com Other engine upgrades Griggs Aircraft griggsaircraft.com Propjet Aviation LLC propjetaviation.com/Turbine-210.php Gear doors STC Sierra Industries Ltd. sijet.com/landing-gear-aircraft GAMIjectors General Aviation Modifications, Inc. (GAMI) gami.com 1960-61 Landing gear controller overhaul Cox Airparts coxairparts.com Further reading Continental Motors Critical Service Bulletin CSB09-11A “Minimum Cruise RPM” CessnaFlyer.org/forums under “Magazine Extras” CES SNA F LYE R (54) M AY 2017 Photo courtesy Hartzell Engine Technologies SAVE YOUR STARTER CES SNA F LYE R (55) M AY 2017 of hands if you’ve ever had anyone direct you in how to properly treat your airplane’s starter? Let’s see… one, two, three—you in the blue shirt: really? That’s what I thought. The truth is, beyond a cursory glance at the POH, very few pilots have ever had, or considered, any formal starter- operations training. From the day you first set your butt in the left seat, it’s pretty much been, “Just turn the key and hold it until the engine starts—or the starter burns up—whichever comes first.” No wonder so many of us have chronic problems with our starter’s performance and reliability. So what’s going on here, anyway? To get an answer, I went directly to a source of all things starter-related: Hartzell Engine Technologies (HET), makers of the Hartzell and Sky-Tec brands of aircraft starters. According to Tim Gauntt, Director, Product Support for Hartzell Engine Technologies, the main cause of most starter problems is most owners don’t really understand their aircraft’s starting system and the stresses the starter experi- ences when you turn the key. “One area that the majority of pilots I talk to have little understanding of is the importance of knowing and adhering to the duty cycle that pertains to their aircraft’s starter,” he said. “Knowing and following the duty cycle guidelines will go a long way toward maximizing your starter’s operational life.” “But,” you ask, “What is a ‘duty cycle’?” “The starter’s duty cycle determines how well the starter can tolerate repeated starting attempts. Each unsuccessful attempt is meant to be followed by a specified starter cool down interval,” Gauntt explained. “Not following specified duty cycle procedures will cause the starter to over- heat and severely damage the starter’s internal components, leading to prema- ture starter failure.” Most pilots don’t understand that violat- ing the duty cycle just a couple of times will do irreparable damage to the starter. In extreme cases, it can render the starter inoperable—then you’re stuck. Excessive cranking can also overheat the electrical supply system and cause accelerated wear to the contactor and elevated corrosion rates for connections in the circuit. The folks at HET feel so strongly about the importance of following proper duty cycle procedures that they produced a short train- ing video on the subject. (See Resources at the end of this article for the link. —Ed.) Not all duty cycles are the same. As discussed in the informational video, every type of starter has its own particular duty cycle requirements. And it’s critically important for you to know which starter is in your airplane and how its duty cycle works. So you don’t have to take notes, here are the duty cycles for the most popular starter types as described in Hartzell’s video. Typical duty cycle times for HET Sky-Tec starters: • 10 seconds of engagement followed by 20 seconds of rest for up to six start attempts; • After that, allow 30 minutes of cool down before beginning the next start sequence. Typical duty cycle times for HET E-Drive and X-Drive starters: • 10 seconds of engagement followed by 20 seconds of rest for up to 20 start attempts; • After that, allow 10 minutes of cool down before beginning the next start sequence. Typical duty cycle times for HET PM-Series Continental starters: • 15 seconds of engagement followed by 30 seconds of rest for up to six start attempts; • After that, allow 30 minutes of cool down time before beginning the next start sequence. Typical duty cycle times for “legacy” starter models, including Prestolite and Electrosystems: • 10 seconds of engagement flowed by 60 seconds of rest; • Then 10 seconds of engagement followed by 60 seconds of rest; • Then 10 seconds of engagement followed by 15 minutes of cool down time before beginning the next start sequence. “Following the duty cycle procedures may add a few minutes to your typical starting sequence, but understanding and following the procedures correctly will help Starter duty cycle and system troubleshooting tips By Dale Smith Duty cycle times vary by starter. A Continental PM series starter like this one requires 15 seconds of engagement followed by 30 seconds of rest for up to six start attempts. After that, it needs 30 minutes of cool down before the next start sequence. Show CES SNA F LYE R (56) M AY 2017 New Surplus and used Aircraft Parts! Chosen for value and service PAreferred irparts • Airframe Parts • Accessories, bellcranks • Air Filters • Engine Parts • OHC Rotables • Propellers • and a whole lot more! We Buy Worldwide We buy inventories of new surplus parts for nearly anything that flies. Also tired or damaged Cessna twins, Caravans, Cita- tions, engines and propellers. Gene Hembree is our buyer. Please contact him at 330-698-0280 ext.224 gene@preferredairparts.com We are Cash Buyers! Preferred Airparts, LLC Div. of JILCO Industries 800-433-0814Toll Free, U.S. & Canada Tel. 330-698-0280, FAX 330-698-3164 sales2@preferredairparts.com SALES HOURS 7:15am to 5:30pm EST. SAVE 25-85% off list price! www. preferredairparts .com Added Security User friendly shopping cart Build an order from different quotes View your quote and order history! Same great inventory search with NEW shopping cart features! Website Upgrade! We can look up part numbers for Caravans, Singles, Twins, and Citations your aircraft’s starter provide you with many years of reliable service,” Gauntt said. Starting problems aren’t always starter problems. A weak or slow cranking starter is one of the leading causes of people exceeding a starter’s duty cycle. But those symptoms don’t always point directly at a dying starter. “The starter is actually the last part of a sophisticated, multi-component start- ing system, and issues with any of the parts—whether environmental, mechani- cal or operator-induced—will show up as ‘starter problems,’” Gauntt said. “The health of the entire system must be well maintained in order to achieve consistent engine starting performance.” In addition to individual performance issues with the system’s components, if the engine is improperly adjusted or has a poorly operating fuel system, the engine will also be difficult to start. Parts of the multi-component starting system include the following items. Battery: Batteries can vary in size and mounting location, either of which can have an effect on the performance of the starting system. Keep an eye on the condition of all components in the starting system. Individual issues, such as the installation of used brushes (shown in the photo above), can affect starter performance or cause outright damage. Electrical connectors: They serve as the termination points for the electrical con- ductors that interconnect all of the start- ing system’s various components. Electrical conductors: Typically these are highly flexible insulated copper or aluminum cables. The length and condi- tion of each has a significant impact on the system’s performance. Switching devices: Their primary use is to control the flow of electrical power throughout the starting system. Starter: The starter is the actual unit that converts the electrical power to mechanical energy in the form of torque, which is used to physically rotate the engine to initiate the starting process. “No matter what the cause or reason, if any of the system’s components are not working properly,” Gauntt said, “the results can run from poor starter p