Cessna Flyer August 2016

photos, creating pages of the magazine, writing a column. We’re finalizing menu choices for the Gathering, making sure the table we ordered for our AirVenture booth is confirmed (Nope! Glad we checked!), reviewing itineraries and car rental contracts. Communication is flying back and forth between our Wisconsin and California offices. We are (mostly) keeping all the balls in the air, although we wake in the middle of the night thinking, “Order T-shirts!” and “Follow up with so-and-so!” And despite all of that, and speaking strictly for myself, as much as I am rushing, it’s still a rush. One thing that has rushed by is the past 12 years. This issue marks our 12-year anniversary. That’s a lot of years of monthly magazine deadlines, annual gatherings and website changes. A lot of joy and a lot of sorrow. We’ve seen many changes over these years but there are also many things that remain timeless—friendships, for one. I was talking to Steve Ells the other day and the subject of retirement came up. I said something along the lines of, “If you have the right job, you never feel the need to retire.” He replied, “Don’t you have that?” Well, come to think of it, yes I do. Despite the appearance of “those days”—you know, those days—I am very happy to be doing what I’m doing. Thank you, all of you who have supported me in this endeavor. It’s been an honor and a pleasure to bring you this magazine each month and to work with you. Blue skies, Jennifer Dellenbusch THE VIEW FROM HERE CES SNA F LYE R (08) AUGU S T 2 016 LETTERS to the EDITOR Send your letters to editor@cessnaflyer.org “DIY Wheel Bearing Service” by Jacqueline Shipe, July 2016 Hi Jen, I have a couple of comments on Jacqueline Shipe’s recent article. She says: “A small bucket of 100LL Avgas works well to clean the bearings.” While it’s basically true, Stoddard solvent is a safer alternative. Shipe’s suggestion to use compressed air to dry the bearings is correct—but she should have warned readers that compressed air should never be used to spin a clean, dry bearing. In addition, it’s important to remind folks of personal protection measures (nitrile gloves, for instance) while handling Avgas and grease. Steve Ells “Rugged and Reliable: The Cessna 205, 206 and 207” by Mike Berry, March 2016 Dear Editor, In your March 2016 issue article on the 205/206/207 model line you say the 205 was called the Super Skylane. You also say the 205 was an “offshoot of the Cessna 210.” Where did you get your information? I own a Cessna 210-5A (205A). In the original paperwork, marketing material and Cessna-supplied manual, I can find no mention of Super Skylane. That name did not appear until the P206. Also, the 205 is a Cessna 210, since it is on the Cessna 210 Type Certificate. On impressions, I owned half of a 1969 Cessna 182 for five years before buying the 205 and can attest that its performance and handling are nearly identical except for the useful load! Good article, Jack Pines continued on page 79... CES SNA F LYE R (10) AUGU S T 2 016 FEATURED EVENTS Aug through Oct – Bealeton, VA. Flying Circus Aerodrome (3VA3). Flying Circus Airshow. This classic barnstorming airshow for the whole family is in its 47th season. Formation flying demonstrations, world- class aerobatics, classic comedy routines, death-defying wing walkers and more. Performances are every Sunday afternoon at 2:30 pm, weather permitting. Airplane rides available for purchase both before and after the airshow. For admission prices, airplane ride prices and a detailed schedule of events, visit flyingcircusairshow.com. Aug 19-20 — Bremerton, WA. Bremerton National (KPWT). AOPA Fly-in. For real- world GA pilots and enthusiasts and their friends and families. Each day is loaded to gross with exhibits, displays, aerobat- ics, great speakers and aircraft! You’ll see all the latest technologies, find ways to get the most out of flying, and learn how other AOPA pilots fly better and safer, all while basking in an incredible airport environment of fun, food and friendships. Best of all, it’s free to attend. Just RSVP to tell us you’re coming. For more information, visit aopa.org. Sept 15-16 — Olathe, Kan. GTN 650/750 Pilot Training. Tailored specifically to the GTN touchscreen series and held at Garmin Headquarters, this one-and-a-half day class highlights loading and activat- ing departures, arrivals and instrument approach procedures, flying holds, flight plan modifications and more. Cost is $495. Register online by visiting flyGarmin.com. Sep 18 — Simsbury, CT. Simsbury Airport (4B9). 31st Annual Simsbury Fly-in and Car Show. The largest fly-in in New Eng- land! CFA members are invited to fly in as a group, park their aircraft together and display signs with their affiliation. The event attracts 15,000 spectators and 750 airplanes CFA EVENTS Jul 22–23, 2017 — Waupaca, WI. Wau- paca Municipal (KPCZ). The 13th annual Gathering at Waupaca. Save the date for CFA’s annual pre-OSH event with fun, food and friendship. Watch this space and CessnaFlyer.org in the coming months for more details. CFA SPONSORED EVENT Oct 20 – 22 — Palm Springs, CA. Flying Aviation Expo. A world-class weekend of seminars, workshops, outdoor displays, indoor exhibits, industry experts and even an aircraft parade. Learn about new products, receive technical advice and participate in demonstrations. For infor- mation, visit aviation-xpo.com. SEND EVENTS to editor@cessnaflyer.org We hear you. Introducing the Garmin GTX 345R transponder. All-in-one ADS-B Out/In for select Garmin G1000 integrated flight decks, plus wireless streaming for weather, traffic and attitude to Garmin portables and tablets running Garmin Pilot and ForeFlight Mobile. To learn more, visit Garmin.com/ADS-B or call 844-GET-ADS-B. ©2016 Garmin Ltd. or its subsidiaries Shouldn’t my new transponder integrate ADS-B into my integrated flight deck? and autos of every type and vintage. More than 150 businesses participate. Live bands; Ben & Jerry’s and other fine food vendors; kids’ activities; free aviation seminars; forma- tion flying; judging and trophies and much, much more. Pets on leashes are welcome. For full details, including FAA Arrival Procedures, visit simsburyflyin.com. Oct 28 – 29 — Mesa, AZ. Falcon Field (KFFZ). 44th Annual Copperstate Fly-in. The Southwest’s premier aviation event will be held at Falcon Field in Mesa this year. Aircraft displays of all types, awards, aviation business information booths, edu- cational workshops for pilots, and youth activities. A portion of event proceeds fund scholarships for youth aviation programs. For information, visit copperstate.org. OTHER EVENTS Aug 13 — Grand Haven, MI. Grand Haven Memorial Airpark (3GM). Dawn Patrol Fly-in/Drive-in Breakfast and Lunch. Sponsored by the Grand Haven Aviation Association. 7 am to 2 pm, rain or shine. Pancakes, eggs, sausage, coffee and juice for breakfast. Hot dogs, chips and pop for lunch. Airplane, biplane and helicopter rides available. Contact Jennifer Bares, 616-842-4430 or email 3gmghaa@gmail.com. For more informa- tion, visit facebook.com/ GrandHavenAviationAssociation. Aug 13–14 — Oscoda, MI. Oscoda- Wurtsmith Airport (KOSC). Wurtsmith Air Museum Fly-in and Pancake Break- fast. Pancake breakfast served 8 to 11 am both days. Fly-in all day, both days. Contact Don Gauvreau, 989-739-7555 or email visit@wurtsmithairmuseum.org. Visit wurtsmithairmuseum.org. Aug 14 — Wakeman, OH. Ortner’s Airport (I64). EAA Chapter 50’s 20th Annual Fly-In Pancake Breakfast. 8 am to 12 pm. Scrambled eggs, sausage, orange juice, milk, water with unlimited pancakes and coffee. Adults $6; kids under 12 $4. Proceeds support EAA Chapter 50’s scholarship and Boy Scout Aviation Merit Badge programs. Young Eagle flights 9 to 11 am. See the planes, talk to builders and pilots. Contact Ben Gleason, bgleason3@ roadrunner.com or phone 419-239-8292. Aug 20-21 — Mosby, MO. Midwest National Air Center Airport (KGPH). Jesse James Outlaw Airshow. “Outlaws, Legends and Rebels.” Live music, night airshows on Friday and Saturday; air- CES SNA F LYE R (12) AUGU S T 2 016 Wipline Floats ∙ Skis ∙ Modifications Aircraft Sales ∙ Avionics ∙ Interiors Paint Refinishing ∙ Maintenance South St. Paul, MN - 651.451.1205 ∙ Leesburg, FL - 352.323.4809 ∙ www.wipaire.com are you equipped? ADS-B... Wipaire can help, learn more at: www.wipaire.com/avionics Innovative & Engaging Designs TAKE A SEAT AviationsCreations.com 480-998-1752 Creating aircraft interiors second to none CES SNA F LYE R (14) AUGU S T 2 016 shows 12 to 5 pm Saturday and Sunday. Franklin’s Flying Circus Demon-1, Dracula, will be featured. Admission $15 daily; free for kids 10 and under. Visit franklinairshow.com and jessejamesoutlawairshow.com. Aug 27 — Gladwin, MI. Sugar Springs Airpark (5M6). 8th Annual Sugar Springs Airpark Fly-in Breakfast. Best breakfast ever and the friendliest darn airpark in Michigan! Kids’ games and gift basket drawings. First five PICs get free break- fast. $7 adults, $3 kids under 12. Contact Rebecca Duggan, rebdpilot@aol.com. Aug 27 — Albuquerque, NM. Double Eagle II Airport (KAEG). 26th Annual Land of En- chantment Fly-in and Airport Open House. Sponsored by EAA Chapter 179. Bring the family! Aircraft judging, exhibit hall, WINGS seminars, kids’ activities. Airplanes, heli- copters, military vehicles, automobiles, RC aircraft. Pancake breakfast and burger lunch. Visit eaa179.org/land-of-enchantment-fly-in/ for schedule, map and information. Aug 27-28 — St. Joseph, MO. Rosecrans Memorial (KSTJ). Sound of Speed Air- show. Dozens of planes and an appear- ance by “American Idol” winner David Cook. Featuring Demon-1, Dracula. Visit franklinairshow.com and stjairshow.com. SEPTEMBER Sep 2 — Mukilteo, WA. Paine Field (KPAE). Historic Flight’s Annual Big Band Dinner Dance. Gourmet dinner, live Big Band music and swing dance lessons! Advance tickets are recommended. 6 to 10 pm. Cost is $60. Contact Jessica Left- wich, visitorservices@historicflight.org. Sep 3-4 — Mukilteo, WA. Paine Field (KPAE). 9th Annual Vintage Aircraft Weekend. A signature aviation event for families with food, fun, flying, music, history, inspiration and excitement. The main event begins Saturday morning at 9 am. Cost is $15. Contact Jessica Leftwich, visitorservices@historicflight.org. Sep 10 — Milwaukee, WI. Lawrence J. Timmerman Airport (KMWC). Spot Landing Contest and Lunch. Sponsored by Gran-Aire, Inc. and Civil Aviation, Inc. $10 suggested donation for two land- ings and lunch. 10 am to 1 pm. (Rain date: Sept 24). Contact Harold Mester, hmester@mitchellairport.com. Send events to editor@cessnaflyer.org. Client: Textron Aviation F o r m o r e i n f o r m a t i o n o n t h e i n d u s t r y ’ s m o s t e v o l v e d p r o p e l l e r s m c c a u l e y . t e x t r o n . c o m | U . S . + 1 . 8 0 0 . 6 2 1 . P R O P | I N T E R N AT I O N A L + 1 . 3 1 6 . 8 3 1 . 4 0 2 1 FEWER ADs | LONGER TBOs | SINGLE-PIECE HUB Revolutionary propeller systems rise from evolutionary engineering. We’ve been continuously improving McCauley propeller systems for more than 75 years. You could say it’s in our DNA. © 2016 Textron Aviation Inc. McCauley and its logo are registered trademarks of Textron Innovations Inc., used by permission. EVO LUTI O N E V ERY RE VO LUTI ON IS A N As pilots and plane owners, our members are doing things “worth the writing” every day. We welcome our members’ stories in the pages of Cessna Flyer magazine. To find out more, email editor@cessnaflyer.org “... Either write things worth reading, or do things worth the writing.” —Ben Franklin the Gathering At Wau insurance.aopa.org tanisaircraft.com 2016 DOOR PRIZe DONORS T-ShIRT SPONSOR gOODIe BAg SPONSOR scs-interiors.com avemco.com insurance.aopa.org aircapitoldial.com electroair.net flight-resource.com PLATINUM SPONSOR MOTOR cOAch TO AIRveNTURe cOMPLIMeNTS Of “WORLD’S BEST AVIATION SPARK PLUGS” tempestplus.com SILveR SPONSORS BRONZe SPONSORS PROUD SUPPORTeRS paca 2016 sponsors thank you TO ALL Of OUR SPONSORS fOR TheIR geNeROUS cONTRIBUTIONS TO The 12Th ANNUAL gATheRINg IN wAUPAcA CES SNA F LYE R (18) AUGU S T 2 016 If I am not making you sweat and getting you a little confused during flight training, I am wasting my time, your money and billions of electrons… I have been involved in flight training ever since I took my CFI checkride at age 19. Four decades of CF-eyeing, ground- school teaching, pilot examining and training-article scrib- bling has led me to very few astounding mental break- throughs and revelations. I have not gotten rich through flight instructing, but all in all, I’ve had a pretty good time casting the light of knowledge upon literally hundreds of heads that were full of dreams that involved flying the azure skies of the land of the free. What happens in the simulator or cockpit stays in the simulator or cockpit I could go over the various gaffes, miscues, blunders, mis- calculations, snafus, bungles and mistakes I have seen industri- ously committed by eager and frightened flight students over the years, but I won’t. Just how many bloopers, goofs and “gawd-almighty, I can’t believe he/she did thats” can I relate if I decided to do so? I could disclose a ton of them—a plethora of them, if you will. Boy, could I end some careers, right here and now! Without naming names, I can confidently state that the level of ignorance out there in Aviationland is sometimes so over- whelming and vast that it would take a Boeing 747 traveling at Mach .84 a full hour and a half to traverse it. (An electrically powered experimental aircraft would cover the same journey in considerably more time, but with less noise and carbon.) My reticence about exposing ignorance, idiocy and outright dunderheadedness in the pilot ranks is based only partially on my sense of fair play and niceness. By not pointing my gnarly and age-shriveled finger at the clueless masses, I am in hope of getting a little quid pro quo. In other, non-Latin words: “I won’t tell on you if you don’t tell on me.” This is the Code of the West of aviation. It is supposed to be hard You are supposed to make mistakes when you are in flight training. If your instructor is doing his or her job, you are making a lot of them. The simulator is a great place to show students the many ways they can screw up and kill everybody. Simulation is a wonderful way to explore the outer reaches of the flight enve- lope so you don’t have to do so in the real world where crash- ing is more than a shrug and a re-boot. If I am not making you sweat and getting you a little con- fused during flight training, I am wasting my time, your money and the billions of electrons that gave their life so your simula- tor could crash. The true meaning of training There is a running joke in the airline training world that goes something like this: Airline simulator instructor: “So... we’re done. Anything else you want to see?” Airline flight student: “Yes, I would like to see the door to this place smacking me on the butt as I head for home.” Here is the true meaning of all flight training you have ever gone through or will ever endure in the future: it is all about going home. Initial training for an airline position, like checking out as captain on an airplane, takes about seven weeks. When you go to school you spend more than a month away from home, and during most of it you’re under more than a little stress. All pilots that go through any school, initial or recurrent, are eager to get through it and go back to their families. Military pilots undergo even more stress than your average airline driver, and their initial pilot training takes well over a year. We civilians are no slouches when it comes to putting pres- sure on ourselves—or, if we are instructors, on our students. We GA types not only have to learn most of the same things that airline pilots do, we usually have to get it done on our own dime. There is no stress quite like having a rough flight lesson— and then paying four hundred bucks for it. Flight training can be fun, and it often is. Who among us has not slipped our surlies, actual and tangible or simulated and metaphorical, and had a wonderfully fun and exciting time? We all have. On the other hand, I am sure you can remember flight les- sons, even in the early pre-solo stages, when you wanted your mommy and wanted more than a little to simply go home. Going home is what it is all about because if I do my job as an instructor and examiner and you do your job as a hard- working student, you will, in actuality, get to go home for real. John Ruley LEFT COAST PILOT Kevin Garrison THE HIGH AND THE WRITEY Pull on Your Training Pants and Go Home! Flight training can be fun, and it often is. And then there are times when you just want your mommy. Not all coverages or products may be available in all jurisdictions. The description of coverage in these pages is for informaiton purposes only. Actual coverages will vary based on local law requirements and the terms and conditions of the policy issued. The informiaton described herin does not amend or otherwise affect, the terms and conditions of any insurance policy issued by Avemco. In the event that a policy is inconsistent with the information described herin, the language of the policy will take precedence. Free hat offer not availabe in New Mexico. A member of the Tokio Marine HCC group of companies. ADS0146 (10/15) For over 50 years, Avemco Insurance Company has insured pilots and the airplanes they love. Whether you own, borrow, rent, build or instruct, we know how important flying is to you, so we work to get you back in the air fast after something goes wrong. Call today and one of our Aviation Insurance Specialists will personalize coverage for what you fly and how you fly it. Call (800) 822 9123 or visit Avemco.com/CessnaFlyer Get a quote and a free hat. Avemco.com/CessnaFlyer CES SNA F LYE R (20) AUGU S T 2 016 Keep it positive, and enjoy yourself None of us should dwell on this. There are many other endeavors that can lead to a not-so-good outcome if you do them wrong. We should be positive in our outlook and enjoy where we are as pilots. Do you want to know the real reasons I began flight instructing and why I am still doing it today? My motivation when I began instructing back in 1974 was to impress girls and make money. The reasons I continued—and still continue—to teach flying in 2016 are all the pilots and passengers I have helped to go home. Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Fla. He came up through General Aviation and retired as a 767 captain in 2006. Currently Garrison is a DC-9 simulator instructor and a 767 pilot instructor; his professional writing career has spanned three decades. He lives with the most patient woman on the planet on a horse farm in Kentucky. Send questions or comments to editor@cessnaflyer.org. Morbid is not a character in “Game of Thrones;” morbid may be how I sound when I talked about the possibility of not going home safely after your next flight. We need to face the fact, however, that unlike your next piano lesson or oil painting class, there is a chance every time you go flying that you might not make it home. Military pilots are so serious and studious in part because they quite literally don’t get to go home from a combat mission if they screw up in flight. Airline jocks like myself are all too familiar with the thought that it isn’t only us that won’t get to go home if we screw up while flying; the one hundred to three hundred people behind our cockpit don’t get to go home, either. The reasons I continued—and still continue—to teach flying in 2016 are all the pilots and passengers I have helped to go home. CES SNA F LYE R (22) AUGU S T 2 016 Steve Ells QUESTIONS & ANSWERS Pitch trim trouble with a Cessna 180 and a high oil pressure reading in a 172 Hi Steve, I own a very nice 1960 Cessna 180 and I’ve been having some troubles with the pitch trim. You know this airplane doesn’t use a trim tab; the whole stabilizer moves. Anyway, I’m having some trouble keeping the airplane in trim during cruise. I can’t seem to get it centered, if you know what I mean. It tends to go nose-down automatically. The other thing that I noticed is the trim wheel is moving all by itself when I descend. It’s like the faster I go, the more the airplane wants to increase the nose-down trim. What’s going on? —Nose-down Ned Dear Ned, Any pitch trim problem is serious. The pitch trim system on all models of the Cessna 180 and 185 as well as the Cessna 182 from 1956 through 1962 pivoted the entire horizontal stabilizer through eight-plus degrees of travel off two attach points at the lower aft end of the rear spar of the stabilizer. The parts of the system include the trim wheel with ratchet and a long cable. That cable is wrapped around the trim wheel at the forward end and attaches to a length of chain at the aft end to form a continuous loop. The links in the chain engage a small sprocket on the bottom end of a left and a right stabilizer trim jack screw. Each jack screw consists of the lower end, which is secured to bracketry within the airframe, and an upper end that gets longer or shorter as it “screws” in or out depending on the direction the cockpit trim wheel is turned. The threads in the jack screw are acme-type threads. The upper end of each jack screw is attached to brackets that are riveted to the front spar of the stabilizer. This system is strong, but there is one major drawback—the jack screws are located deep within the airframe and access for maintenance is limited. Because of the lack of access and because of a dust cover over the upper end of the jack screw, inspection and lubrication are difficult. Owners cannot perform an inspection or servicing of the jack screws without A&P supervision. Lack of cleaning and lubrication of the jack screw assemblies contributes to wear. And when the threads and “nuts” in the jack screws wear, the result is “sloppy” trim such as you’re experiencing. Cessna issued Special Airworthiness Information Bulletin CE-08-02 on Nov. 2, 2007 alerting owners to this problem. In addition to wear of the jack screws, lack of maintenance also affects other critical parts such as the sealed bearing at the lower end of each jack screw as well as the two lower bushings and the upper eccentric bushings on each side. The most common way to access the jack screws is to remove the rudder and horizontal stabilizer. This sounds like a big job, but it isn’t; the only maintenance-critical part is making sure Each jack screw consists of the lower end, which is secured to bracketry within the airframe, and an upper end that gets longer or shorter as it “screws” in or out depending on the direction the cockpit trim wheel is turned. Get Ready To Stack Up Your Savings. WAAS? Check. ADS-B Out? Check. Bluetooth audio? Check. Ease of use? Check. BendixKing’s stack provides all the new features that you need at a price that you can afford. So go ahead, give your aircraft the panel it deserves without breaking the bank. Eligible stack confi gurations can earn up to $2,500 off list price. And remember that your existing BendixKing avionics may also be eligible for our TradeUp program for even further savings. To learn more call 1.855.250.7027, contact your local BendixKing dealer or visit bendixking.com CES SNA F LYE R (24) AUGU S T 2 016 less and provides much more resistance to corrosion than the original Cessna jack screws. McFarlane sells its stabilator jack screw replacement kits for $1,861. That’s a deal. I believe owners of early 182s and all 180 and 185 own- ers should perform an inspection and lubrication of both jack screws using the procedure in the service manual. If the owner doesn’t know when the jack screw inspection and lubrication was last accomplished, the task should be done at the next inspection. After that it can be done at 1,000-hour or 10-year intervals. For owners that have 180s or 185s on floats, the jack screws should be serviced at every other annual. McFarlane recommends servicing its jack screws with grease that complies with MIL-PRF-23827. AeroShell 7 is one grease that meets this military performance specification. Happy flying. Hi Steve, When power to the plane is shut off, my oil pressure (OP) gauge shows something above zero. When the engine is run- ning, it is over 100 pounds. The spec says 90 is max. My mechanic put another gauge on and found that at high rpm, the pressure is only 85 to 90. After several checks, the mechanic pronounced my OP gauge is reading 20 pounds higher than normal 100 percent of the time, so a zero adjust could fix it. Is there some sort of zero that the correct hardware is used and that it’s torqued correctly. There’s another way for an A&P (or aircraft owner, under A&P supervision) to service the jack screws. In 1981 Cessna issued Service Information Letter SE 81-41 and Service Kit SK185-27. The bulletin and the kit provided parts and approval to cut an access panel out of the upper skin of the tailcone and install a cover. This access panel permits easy access to the jack screws without having to remove the rudder and stabilizer. Unfortunately, I haven’t been able to locate one of these ser- vice kits. So if the access panels aren’t already installed, you’re going to be removing and replacing the tail feathers for access. (An SK185-27 cover plate is listed as an in-stock item with CFA supporter Univair. Check with the company for availability. —Ed.) Once you have removed the jack screw assemblies and attaching parts, there is a procedure in the service manual that details the inspection and servicing. However, there isn’t any specific information related to jack screw wear limits. In my mind, that means if there’s any discernible wear, the jack screws need to be replaced. Cessna has single jack screws priced at over $10,000 each. But, thanks to CFA supporter McFarlane Aviation, new and improved stabilator jack screw replacement kits are available. They are approved for installation through STC and are ready to ship. The McFarlane kit includes all the parts needed to replace every wear part in the tail jack screw system, including two new jack screws, a new chain, new bearings, new eccentric bushings, etc. The McFarlane jack screws are manufactured from duplex stainless steel. 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Full Service Aviation Company VISIT US ONLINE! ���.T X�� �����.��� SEND US AN EMAIL! ����@���������.��� CALL TODAY! 800-899-7597 SPECIALIZING IN SINGLE ENGINE CESSNA POWER, PERFORMANCE AND PRESTIGE ...WE CAN PROVIDE YOU WITH UP TO 80 ADDITIONAL HORSEPOWER CES SNA F LYE R (26) AUGU S T 2 016 adjustment that could make the gauge read zero when off and correct when on? He did not know if one existed, and I saw some taped-over holes on the back of the gauge, so I wondered. Does any- one know? —G. Palmer Hi G, Your 1975 Cessna 172 has a direct reading oil pressure gauge. In other words, oil under pressure is tapped at the engine and routed directly to the back of the gauge through a small tube. This type of gauge is referred to as a Bourdon-type gauge. To the best of my knowledge there is no field adjustment. One option is to remove the gauge and send it to a company such as Air Parts of Lock Haven, a longtime association sup- porter, for rebuilding. Another option is to make a mark on the gauge face at its present cruise position— that mark represents normal cruise OP. The Lycoming engine in your Cessna is very happy when cruising at 85 to 90 psi. Your engine will have to be pretty tired (i.e., worn internally) for the OP to decrease much below your “normal” mark, so if you see the needle below your mark while in cruise (allowing for a little drop due to high outside air temperatures or during extended climbs), you should take note. Usually slightly low OP in a four-cylin- der Lycoming is caused by letting the oil quantity drop below six quarts. I believe the taped-over holes in the back of your gauge cluster are there because someone in the past removed the internal lighting of the cluster and covered the holes. 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 Further reading SAIB CE-08-02,“Flight Controls” and Cessna Service Information Letter SE81-41, “180/185 Stabilizer Jackscrew Access” CessnaFlyer.org/forums SK185-27, Cessna cover plate Univair Aircraft Corp. univair.com Stabilizer Jack Screw Actuator Kit McFarlane Aviation mcfarlane-aviation.com Oil pressure gauge repair/replacement Air Parts of Lock Haven airpartsoflockhaven.com JOIN the DISCUSSION ONLINE Send your questions and comments to: editor@ CESSNAflyer.org NEW A220: TSO Version Engineered for the Serious Pilot Built upon history and innovation, Icom is proud to announce the A220 TSO approved Air Band Panel Mount Radio. The A220 TSO meets the performance standard issued by the FAA for use on civil aircraft. Combining with Icom’s feature set this panel mount radio was built for the serious pilot. • Automatic Squelch Control • Bright White OLED Display and Backlit Keys • New D-Sub 25-pin Connector on Back Panel • Easy Channel Selection • Easy Installation Introducing Icom’s A220 TSO Version ©2016 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. 42197 View our entire avionic product line at: www.icomamerica.com/avionics F OLLOW US TODAY: STRUT SERVICING: The Ins and Outs In the third article in a DIY series for pilots, A&P Jacqueline Shipe goes through the steps an owner can take in order to properly service the struts on their aircraft. By Jacqueline Shipe CES SNA F LYE R (28) AUGU S T 2 016 This Cessna nose strut is overinflated. Overinflation of a nose strut can make steering difficult because there is a centering cam that is designed to keep the nose wheel straight once the strut is extended. Too much air pressure can cause the cam to engage on the ground and make steering difficult or impossible. Engine Preservation System Model Nos. AA1000EPS, AA1000EPS-INT (international version) Condensation build up inside your engine can and will cause oxidation, resulting in rusty corroded internal parts. Tempest’s engine preservation system (EPS) could save you hundreds of dollars in repairs by reducing engine condensation that results in corrosion. Kit Includes: EPS system, 1 lb of desiccant, oil filler adapters for both TCM and Lycoming. International version includes all this plus 220V convertor and all adapters for various plug-in styles. mong the preventive maintenance items listed in FAR 43 Appendix A that pilots may legally perform on an air- plane that they own is strut servicing. The struts on any airplane serve a critical purpose. They provide the shock absorption necessary to prevent the airframe structure from enduring too much stress from the impact loads incurred on landings. Even taxi operations impose stress on an airframe every time the gear hits a bump or uneven surface. The strut absorbs the bulk of these loads and prevents them from being transmitted to the airframe. Types of struts There are several different kinds of struts used for shock absorption. Over the years aircraft manufacturers have used differ- ent materials to limit the stress from the impact of landing. Some have used rubber biscuits, bungee cords and spring steel. The most common type found on most planes (and the only type used on fairly heavy planes from light twins all the way up to airliners) is the hydraulic air/oil cylinder, also referred to in some manu- als as oleo struts. The oleo strut is very reliable, can withstand tremendous loads and is fairly simple in its design. The oleo strut uses air pressure and hydraulic fluid to create a spring effect. The strut consists of an outer housing called a cylinder and an inner piston that is connected to the nose fork or to the main wheel axle. The piston portion of the strut is the part that actuates up and down. There are different styles and configu- rations, but all struts house hydraulic fluid in the lower section of the strut and compressed air (or nitrogen) in the upper section. As the piston is driven into the cylinder upon landing, the fluid is forced through an opening called an orifice that slows the rate of the flow. Some manufacturers make use of a metering pin connected to the piston. The pin is mounted so that it is forced upward through the orifice along with the fluid. It protrudes up through the ori- fice, is slim in the middle and wider on both ends. Its shape is tapered so that as the pis- ton reaches the top portion of its travel, less and less fluid can fit through the opening. This gradually slows the fluid flow and decelerates the piston. Meanwhile the pressure of the compressed air is being steadily increased as the piston travels upward and reduces the volume of space in the upper chamber. Eventually the increased pressure of the compressed air overcomes the decreasing fluid pressure and forces the piston to extend. As the fluid flows in the other direction, its flow is impeded at a steady rate by the opposite end of the metering pin, gradually slowing the fluid flow in the opposite direction. This results in dampening out any oscillations and returning the airplane to its normal static height above the ground. Some models don’t use metering pins but have metering tubes with various sized holes in them that slow the rate of flow as the piston reaches either end of its travel. Some manufacturers don’t use either metering pins or tubes, but instead use restrictor plates with orifices in them to produce the same effect. A CES SNA F LYE R (30) AUGU S T 2 016 Fluid and air: both are vital On any model, the strut has to have the correct amount of fluid and air to work properly. The fluid used for strut servicing is MIL-H-5606 (red) mineral- based hydraulic fluid. 5606 is sold by the gallon and in quarts. It is nice to keep a supply on hand not only for struts, but also to refill brake and gear reservoirs. Typically it takes around a gallon of hydraulic fluid to service three struts. Nitrogen is better than compressed air for strut servicing because it is drier and doesn’t vary in pressure as much as air; it is also less corrosive to the inside of the strut housing. However, nitrogen is not always read- ily available. A person needs a regulator and high-pressure hose in addition to a nitrogen bottle, and the cost for all the items can exceed $500. If nitrogen is not available, air pressure from a standard air compressor is usu- ally sufficient to air up a nose strut. Nose struts don’t require as much pressure as main struts. All the single engine Cessna series only have an inflatable strut on the nose; the mains are solid or tubular steel. If the pressure required is beyond the capability of a standard air compressor, a booster can increase compressor air to a high enough level to inflate the struts. These are available for around $200. Though Piper aircraft can require 200 psi, single engine Cessna nose struts don’t require that much pressure. As long as the tail can be lowered a little, a regular air compressor that produces at least 130 psi works fine for Cessna singles. Twin Cessna main and nose struts, however, do require a lot of pressure. It would be best on a twin Cessna (or any twin, period) to always use nitrogen, due to the increased weight of a twin engine plane and the more extreme temperature changes. Servicing a strut The tools a person needs to ser- vice a strut include about three feet of clear flexible tubing with a ¼ inch (inside diameter) opening to fit over the Schrader valve; a valve stem tool; and an empty gallon size container to catch the old fluid. The airplane needs to be jacked, or at least have the nose raised if only the nose is being serviced. With the airplane jacked, remove the valve stem slowly from the filler valve in the top of the strut. It is best to loosen it Overinflation or under- inflation can affect the operation of the squat switch on this Cessna 210. PowerFlite® Alternator Approved on Cessna 172R, 172S, 182S, 182T & T182T Direct identical FAA/PMA certified replacement • Identical mounting points and drive pulley • No modification necessary • Lower "Come-In Speed" • Competitive cores accepted • 2 year warranty Clear tubing is connected to a Cessna nose strut in prepara- tion for strut servicing. CES SNA F LYE R (32) AUGU S T 2 016 The last stroke of the bleeding process used to fill a Cessna nose strut with hydraulic fluid shows the fluid in the tubing is coming out in a solid stream with no air bubbles. A discarded can or container and a section of clear hose will be needed in order to catch old hydraulic fluid as it is pushed out during strut servicing. A quantity of MIL-H-5606A hyraulic fluid is needed to service struts. Granville’s sealant added to the hydraulic fluid can help revitalize old seals and is FAA approved. The innovative exclusive features of Tempest's Spark Plugs and Oil Filters makes Tempest the Supplier of Choice for Continental Motors! Selected by the Gold Standard Discover true engine performance, Upgrade your engine to Tempest today! Aviation Spin-On Oil Filter EXCLUSIVE FEATURE: Magnetic Secondary Filtration Aviation Spark Plug EXCLUSIVE FEATURE: Fired In Resistor - Guaranteed to Never Exceed 5k Ohms enough to release the air pressure, and then remove it the rest of the way after the pres- sure has bled off. A small spray of hydrau- lic fluid comes out with the air pressure, so it’s a good idea to have a rag handy. Once the valve stem has been removed, push the tubing over the open Schrader valve and insert the other end into the empty container. Next, push the strut up to its fully collapsed position. Any old fluid will be shoved out. Then remove the container with the old fluid and insert the hose into a can with at least a half-gallon of clean new hydraulic fluid. Next, pull the strut down to its maximum extended position. The suction will pull in the fluid; it will con- tinue to siphon for a few seconds after the strut is fully extended. Next, slowly push the strut up to its fully collapsed position. As some of the fluid is pushed back out, air bubbles will come out too. Extend the strut again, and repeat the process until all of the fluid comes out as a solid stream on the compression stroke. Once all of the air bubbles are removed, the strut will be considerably more difficult to push up to its collapsed position. Once the strut is fully collapsed, the hose should then be removed from the valve and the valve core reinstalled. This process is called bleeding the strut, and it’s the only way to get the proper amount of hydraulic fluid into the inner chambers of the cylinder. There is no way to simply pump a lit- tle fluid in to the strut; the strut must be filled using this bleeding process. If the process isn’t followed, large air pockets in the lower chamber can cause the strut to collapse under a load. Once the strut is filled with fluid, it can then be aired up with either nitrogen or compressed air through a strut booster. After the airplane is lowered off the jacks, the final adjustments can be made by releasing a little of the pressure by depressing the valve core for a split sec- ond at a time. Generally main struts should be inflat- ed so that around five inches of the pis- ton is exposed, and nose struts to around four inches. The exact range for each model can be found in the service manual. The struts should be inflated so that they are within the proper range even when the airplane is fully loaded. Troubleshooting struts Properly serviced struts should have a certain amount of buoyancy about them. Struts that are filled with air pressure but are low on hydraulic fluid tend to stick in place. Struts that stay extended for a period of time after a plane has landed and then suddenly collapse are also typically low on fluid. Any sort of a knocking noise from the nose strut during taxi operations or upon landing is an indication that it is bottom- ing out due to it being low on fluid, air, or both. If a strut is low on fluid, it is usually because the rubber seals have gotten old and hardened. There is generally a rub- ber wiper ring and a large rubber O-ring with one or more backup rings in the strut housing. These rings harden and become brittle over time, especially in cold weather. Granville’s Aircraft Hydraulic and Strut Sealant is an FAA approved prod- uct that can be mixed with hydraulic fluid and added to the struts during the servicing process. It doesn’t cause the seals to swell, but it does cause them to soften and become more flexible, much as they were in their original state. This additive works well, once enough of it gets into contact with the seals. After it is first added, the strut may still go flat a time or two and need to be re- aired before it finally holds. Properly serviced struts help to sof- ten landings and prevent damage to the airframe, and keeping the struts in good shape will pay off big in the long run. 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 Appendix A to Part 43, “Major Alterations, Major Repairs and Preventive Maintenance” ecfr.gov CES SNA F LYE R (34) AUGU S T 2 016 Aircraft Instrument Systems: A Brief Guide by Mike Berry ircraft instruments have been a part of aviation since the first flight of the Wright Flyer, which was equipped with a stopwatch, an ane- mometer (to measure wind speed) and a tachometer. With the increase of flight activity in the early years of aviation, aircraft instru- ments were invented to provide necessary information to pilots for precise control and navigation of their aircraft. As a pilot and aircraft owner, it is important to understand not only how aircraft instruments work, but also to be knowledgeable of the systems that they interface with. The maintenance and care of an aircraft, including its systems and required inspec- tions, are tasks that the aircraft owner is responsible for—and they are not easy. In this article I will give some insight into instrument repair and replacement options as well as the maintenance and repair of systems that drive these systems. The basics, and some important questions All modern aircraft, whether the air- craft has digital or analog instruments, share the same basic pitot and static systems. These systems deliver a very slight pressure to the instruments that they serve, and instrument accuracy is impacted by even slight variations. Leaks, disturbed air or even partial blockage in the lines serving instruments such as the altimeter, airspeed, and vertical speed indicators will certainly affect accuracy. There are other systems that are elec- trical or mechanical in nature and for the most part are self-energized such as the tachometer, oil pressure and oil tem- perature gauges. While the latest models of aircraft have electrically powered instrumentation, the majority of General Aviation aircraft still retain the self-pow- ered instruments as a matter of reliability and economics. It is important as an aircraft owner and pilot to know the basics. In case of a total electrical failure, what instruments can you rely on to continue to provide you with accurate information? For example, fuel quantity gauges on most aircraft require electrical power and will not be reliable with the electrical system shut down. Consider the vacuum system that pow- ers most General Aviation gyroscopic instruments such as an artificial horizon (AH) and gyroscopic heading indicator (DG). When a vacuum pump fails, what instruments can you rely on? Will your autopilot work? Will a fail- ure of one vacuum instrument cause the other vacuum instruments to fail shortly thereafter? How about the old turn-and- bank or more modern turn coordinator instrument; how are they powered? Turn coordinators are electrically powered; a turn-and-bank is powered by vacuum from the engine-driven vacuum pump. The most important aspect of any gyroscopic instrument is that a failure may not be immediately noticeable unless the aircraft is equipped with a warning system. In the case of a failed pump supplying vacuum pressure to gyroscopic instru- ments, the instruments will decelerate and become inaccurate over a minute or two, not in mere seconds. This inac- curacy over time can cause a pilot to lose control of the aircraft by following a slowly dying gyro into the ground. Several fatal accidents have occurred over the years for just this reason, and a low vacuum warning can be a lifesaver. The rules concerning aircraft instruments FAR 91.205 specifies required instru- ments for VFR flight for the most basic aircraft. These consist of an airspeed indicator, altimeter, compass, fuel quan- tity, oil temperature and pressure, and tachometer. These instruments must be operational for an aircraft to be consid- ered airworthy. There may be additional required instruments associated with the spe- cific operations of the aircraft (such as instrument flight rules) and even some instrument requirements specified by Do you know what instruments you can rely on to provide accurate information when the unexpected happens? A&P Mike Berry discloses what you absolutely need to know about your aircraft instruments. A While this Cessna T182 Turbo Skylane has a Garmin 1000 glass display, it still has the same basic pitot and static systems as older aircraft. CES SNA F LYE R (36) AUGU S T 2 016 ADs, Type Certificate Data Sheets, flight manuals or supplements and STCs. It is up to the pilot in command to determine that the required instruments are operational before flight, and that the instruments are certified for the opera- tion intended. While some instruments may legally be inoperative, consideration must be given as to how an inoperative instrument will affect the operation of the aircraft. Additional rules concerning aircraft instruments according to 14CFR 65.81, General Privileges and Limitations, are that “… a certificated mechanic… is not permitted to… accomplish any repair to or alteration of instruments. These activi- ties are reserved for certificated repair- men at an authorized repair station.” This means that anything other than an external adjustment of an instru- ment—including installing a compass repair kit—is not authorized. Static systems test and inspection for IFR flight is required by FAR 91.411 and must be accomplished every 24 months or “Except for the use of system drain and alternate static pressure valves, fol- lowing any opening and closing of the static pressure system, that system has been tested and inspected and found to comply with paragraph (a), appendix E, of part 43 of this chapter; and (3) Following installation or maintenance on the automatic pressure altitude report- ing system of the ATC transponder where data correspondence error could be introduced, the integrated system has been tested, inspected, and found to com- ply with paragraph (c), appendix E, of part 43 of this chapter.” This means a certificated mechanic with the proper test equipment can certify only the static system (checking for leaks) and not the altimeter or tran- sponder portion which is referenced in FAR 43 appendix E. How instruments operate, and why they fail Traditional (steam gauge) aircraft instruments can be grouped according to their operating systems. Pressure instruments Pressure flight instruments operate off of the static and pitot system, are self-powered and extremely sensitive diaphragm-type instruments relying only on variations in pressure to operate. These pressure variations are transmit- ted mechanically by gears and a jeweled movement as a result of the extension and retractions of the diaphragm. As with anything mechanical, age takes its toll on the accuracy of pressure instru- ments such as the airspeed, altimeter and vertical speed indicator (VSI). These instru- ments are affected by moisture as well as dust and dirt, and should be kept clean. Cloudy or dusty-looking instruments may mean that the system is contaminat- ed and the static system must be purged of moisture or dust and the instruments promptly repaired or replaced. Leakage sometimes occurs between the instru- ment glass and outer case as well as inside system fittings. Sealants become inflexible over time and lose their ability to keep the system closed. Leakage must not be toler- ated, as the accuracy of all the instruments in that system is compromised. Aircraft instruments are delicate and require special equipment and training to be successfully repaired. Vacuum instruments Vacuum operated (gyroscopic) instru- ments have been very reliable over the years, with very few actual failures of the instruments themselves; however, these instruments are subject to malfunction when an aircraft vacuum system fails. Vacuum system failures can be pre- vented with proper care and maintenance (or replacement of components) as speci- fied by the aircraft manufacturer. One often-overlooked procedure is to check the vacuum gauge reading in your aircraft against a calibrated gauge. This ensures that the actual vacuum/pres- sure is set correctly, as over-pressure or under-pressure compromises accuracy, increases wear and creates an oppor- tunity for failure of instruments or the entire system. Another often-overlooked but recommended procedure is to replace both pressure and vacuum filters on an annual basis. When replacing a vacuum pump due to a failure, ensure that all hoses, filters and fittings are checked for contamina- tion from foreign material as not only is the newly-installed pump at risk of fail- ure, the instruments may also fail due to foreign material contamination. Vacuum instruments are mechanical devices that operate with a gyro spinning at high speed powered by jets of vacuum or pressure impacting on small cups machined into the gyro rotor. The preci- sion-balanced rotor is suspended by a shaft and supported by tiny bearings which are lubricated when the instrument is assem- bled. There is no provision for lubrica- tion other than when the unit is disas- EGT instrumentation must use the correct color-coded wiring and may not be spliced, repaired, or in any way modified from the original configuration, including length. This panel of this Skylane is equipped with a low vacuum warning and voltmeter. Instrument repair shops operate as FAA approved repair stations and while all instrument shops adhere to the same FAA rules, some shops may be authorized to do specific repairs while others may not. Inaccurate readings of an airspeed indicator can have a definite impact on performance and overall safety. This example is unairworthy. Fuel gauges must be operational, and most can be repaired. Instruments such as these are often sold on eBay in unknown condition, and may not operate or cannot be repaired. If you are buying an instrument at a flea market or on eBay, you should not only ensure that it can be repaired and certified, but make certain that it is appropriate to your aircraft. The compass is a required instrument and must have a correc- tion card. According to 14CFR 65.81, General Privileges and Limitations, repair to or alteration of instruments are reserved for certificated repairmen at an authorized repair station. Many airspeed indicators are aircraft-specific; know your requirements before purchase. CES SNA F LYE R (38) AUGU S T 2 016 sembled during maintenance or repair. Gyros rarely fail without some type of warning which may be indicated by excessive drift or precession, noisy or erratic operation. Inactivity really takes its toll on these instruments as the lubri- cation that is on the tiny bearings tends to drip or wick away from the actual bearing surfaces when the instrument is at rest for long periods of time. Electric instruments Electrically powered instruments can be of several different configurations, from a simple fuel quantity sender or flap position sender (variable resistor) and indicator, to an electrical tachometer powered by a small generator (though a flexible mechanical cable between the engine and the gauge in the instrument panel is more common). EGT and CHT gauges are usually self- powered relying on dissimilar metals in the sender or sensor to generate an elec- trical signal directly to the gauge on the instrument panel. The color coding of the wires is important as senders with differ- ent color coding than the instrument will not be compatible. Sending units and wiring for CHT/ EGT gauges must not be repaired, spliced, or in any way modified from the original configuration—including length. If it’s broken, replace it. Anything electrical is subject to the effects of vibration, corrosion and broken (open) connections; remember this in your troubleshooting routine. Also significant in any electrical instru- ment installation is that individual com- ponents of a system are in most cases not interchangeable. For example, a Rochester brand gauge must be con- nected to a specific type of sender unit intended for use with the Rochester gauge; a Stewart Warner brand sender may not work properly with a Rochester gauge. Mistakes can be costly; check the sche- matic diagrams for the proper wiring, refer to the parts manual for the compat- ible component, and physically check that the item is what is actually installed in the aircraft you are working on. Electrical components do wear out and/or deteriorate over time and mal- function, even if the item is rarely used. Good preventive maintenance practices— such as keeping moisture off of connec- tions, proper routing and attachment of wiring, and reducing airframe vibra- tion—can go a long way in avoiding pre- mature instrument and electrical failures. Repair options Finding a shop that will work on older instruments is becoming difficult if not impossible, and often owner- pilots are left with no option but to replace an instrument. The rules of requiring approved techni- cal data covering repairs and overhauls, approved parts sourcing and proper repair and test equipment are alive and well in the aircraft instrument arena. For this reason, many instruments that were original equipment on General Aviation aircraft 30 to 50 years ago are no longer supported and are not repairable. Authorized shops Instrument repair shops operate as FAA approved repair stations and while all instrument shops adhere to the same FAA rules, some shops may be author- ized to do repairs while others may not. Do some checking around to see if you can find a shop that does repair older instruments. There are some, such as Air Parts of Lock Haven, that special- ize in older aircraft instruments and in fact have repair station authority to do extensive repairs. Air Parts of Lock Haven also has access to repair parts sources that other shops may not have. Air Parts of Lock Haven repairs older instruments and can also duplicate original instrument dials and faces. Radioactive components Many instruments that were supplied as original equipment in the 1940s and 1950s and even into the 1960s came with luminous dials and markings which happen to be radioactive and are now considered hazardous material. If you have one of these instruments, it must be shipped as hazardous material with all the markings, shipping labels and details that pertain to hazardous materi- al. Few shops are equipped to handle this material and will refuse the shipment. At last check, Air Parts of Lock Haven can receive these instruments and has authority to handle the material, but the instrument will not be returned with the radioactive dials. General shipping information Any instrument that requires shipment to a repair shop must be packaged prop- erly—as if you were shipping eggs—and the package should be marked as fragile and insured. It would be prudent to call the instru- ment shop you are shipping to and ask for a carton to ship an instrument in and wait a few days for the container to arrive rather than risk damage to the instrument in shipping. Unfortunately, shipping companies can and do damage aviation material— and an insurance adjuster’s value of the instrument may be much less than what a functional instrument may actually cost. Buyer beware A word to the wise: if you are buy- ing an instrument at a flea market or on eBay, not only ensure that it can be repaired and certified, but make certain that it is appropriate to your aircraft. Markings on a replacement airspeed indicator, for example, must be specific to the make and model of aircraft, and the details may be found in an official flight manual, TCDS, STC-related flight manual supplement, or even AD notes or Service Bulletins. If you send in an airspeed indicator with a specific aircraft manufacturers’ part number, what you will get back is a repaired or a replacement airspeed indi- cator that will have the markings appro- priate to that particular part number— which may or may not have the correct markings for your aircraft. There is no choice here as to changing the markings, and adding or deleting marks is not per- mitted by the FAA. The importance of accuracy for performance The performance listed for your air- craft was obtained when the aircraft, engine and propeller were new, and the aircraft was rigged properly, loaded to the most favorable center of gravity location and flown by a test pilot under optimum atmospheric conditions with accurate instrumentation. While it is possible to duplicate the published per- formance numbers with an older aircraft, everything must be nearly perfect to do so, and accurate instrumentation plays a big role. Although digital instrumentation is replacing analog instruments and equip- It is up to the pilot in com- mand to determine that the required instruments are operational before flight, and that the instru- ments are certified for the operation intended. As the LARGEST Single-Engine Cessna Used Parts Dealer IN THE WORLD, we’ll help you find everything you need ...with only ONE call! 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Fuel quantity senders wear out and need to be serviced by an approved facility. As a pilot or aircraft owner/operator it is very important that you properly maintain aircraft instruments and associated systems as well as seek repairs or replacement at the first sign of any deficiency. CES SNA F LYE R (40) AUGU S T 2 016 ment, much of the instrumentation still relies on precise pitot or static system pressure which is then delivered to the computer or other device to indicate air- speed, altitude or vertical speed. So, unless you have precise pressure, the 78 knots indicated you are using to achieve best rate of climb may not be exactly 78 knots. In addition, mechanical tachometers, whether due to age or inac- tivity, have a history of being inaccurate. Inaccurate readings from just these two instruments—airspeed and tachom- eter—can have a very definite impact on performance and overall safety, as the aircraft will not achieve published perfor- mance numbers. Most, if not all, aircraft maintenance shops have tachometer checking equip- ment and the calibrated tachometer checker should be used to compare required static rpm listed on the TCDS to the aircraft’s actual full-throttle revolu- tions per minute. An aircraft tachometer can easily differ from the published requirements by 100 rpm or more and some aircraft are rejected during annual inspection because of this. Practical application Any aircraft owner knows that aircraft are expensive to maintain and there is no indication that costs will come down. Aircraft instruments are no exception; however, there are some economical ways to determine if you do have instruments that are in need of repair or replacement. System leaks Static system leaks, for example, can often be discovered by some simple tests. Does the VSI, airspeed or altimeter needle move when a door or window is closed or opened while on the ground with the engine not running? When you open the cabin heat valve or a window in flight, do any of the three instruments just mentioned move abruptly? Unusual temporary indications may indicate a leaking system component such as an alternate static port, leaking instrument glass or a broken or cracked moisture trap. Altitude discrepancies Also consider the effect of modifica- tions to your aircraft, as these may impact the static system and overall instrument accuracy. An example of this was an aircraft that was modified with a cargo pod and several electronic sensors for aerial survey operations. When the modifications were com- pleted, the aircraft was test flown and at higher altitudes (in the teens). An instru- ment accuracy check revealed a 900-foot error in the actual altitude versus indi- cated altitude. Errors such as this are rare, but can happen, so be especially vigilant when multiple modifications are made to an aircraft. The possible combined effect these may have on actual versus indi- cated altitude is worth examining. An unofficial altitude comparison can be made between a GPS unit’s derived altitude and the indicated altitude while in flight. Large errors—such as a differ- ence of a few hundred feet or more— should be cause for further investigation into pressure instrument (altimeter) and static system accuracy. Electrical fuel quantity Fuel gauges are another set of instru- 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 ments that are known to be inaccurate, yet pilots rely on them. A typical elec- trical fuel quantity system on General Aviation aircraft consists of three parts: the sending unit (using a variable resistor attached to a mechanical arm/float), electrical wiring, and an indicator in the cockpit. The sending unit attached to the fuel tank can fail mechanically or electrically, or provide inaccurate readings as both parts can wear or age. The float can absorb fuel and partially sink, providing an erroneous indication. Electrical wiring can become corroded or disconnected, and if a complete circuit is not main- tained, may indicate full all the time (or empty all the time). Some basic troubleshooting by a tech- nician with a voltmeter and schematic can determine the offending component fairly quickly—especially when the plane is opened up for annual inspection. A fuel gauge indicating the quantity of fuel in each tank is one of the required instruments according to FAR 91.205, and most (if not all) components—even on the most ancient aircraft—can be repaired or replaced to make the system work properly. Be proactive As a pilot or aircraft owner/operator it is very important that you properly maintain aircraft instruments and asso- ciated systems as well as seek repairs or replacement at the first sign of any deficiency. Operating an aircraft with a faulty or inoperative instrument can have serious consequences. Maintenance personnel conducting an annual or 100-hour inspection should not return an aircraft to service, and pilots should not conduct flights with inoperative instrumentation or equip- ment required by FAR 91.205. Michael Berry, a former aircraft repair shop owner, is a multi-engine rated ATP (757/727). In addition, he’s a turbo jet flight engineer, an A&P/IA mechanic, airplane owner and 121 air carrier cap- tain. Berry has 15,000-plus pilot hours. Send questions or comments to editor@ cessnaflyer.org. Resources Air Parts of Lock Haven airpartsoflockhaven.com Further reading FAR 91.205 “Powered civil aircraft with standard category U.S. airworthiness certificates: Instrument and equipment requirements” FAR 91.411 “Altimeter system and altitude reporting equipment tests and inspections” Appendix E to FAR Part 43 “Altimeter System Test and Inspection” 14CFR 65.81 “General Privileges and Limitations” All of the above documents are available at the FAA website: rgl.faa.gov CES SNA F LYE R (42) AUGU S T 2 016 ome say the Cessna 182 is one of only a few airplanes that can do it all. 182s can haul a load and have a very wide center of gravity envelope— although it’s easy to get beyond the for- ward limit with two aboard and full fuel. A 182 holds its own during short take- off and landing (STOL) operations; the original engine and prop combination works well and is suited for the airframe; it’s an excellent instrument platform; and, unlike many four-place light air- planes, it’s one four-place that can fill all seats and still carry enough fuel for a three-hour mission. Increased MTOW The 182 was first produced in 1956 with a MTOW of 2,650 pounds. A rede- sign in 1962 introduced the 182E that had a 2,800-pound MTOW. In 1970, the MTOW jumped again; this time, to 2,950 pounds. In 1981 the MTOW was upped to 3,100 pounds. It remained there until 1986, when production was shut down. Muscling Up Your 182 Contributing editor Steve Ells gives a comprehensive report on engine upgrades available for Cessna 182 owners. By Steve Ells S Photo courtesy Textron Aviation CES SNA F LYE R (44) AUGU S T 2 016 When Cessna again began building the 182 in 1997, the 182S models had a ramp weight and a MTOW of 3,110 pounds. Powerplant progress A 230 hp six-cylinder Continental O-470-L engine was standard for the 182 through the 182D (1956-1961). In 1962 with the 182E, the 230 hp O-470-R engine became standard and remained until 1975 when the O-470-S replaced it. In 1977 the O-470-U engine became standard. Continental bumped the com- pression ratios from 7.0:1 up to 8.6:1 in the -U engine. Due to the low compres- sion ratios, the previous iterations of the O-470 would operate just fine on non-ethanol auto gas under STCs sold by EAA and Petersen Aviation; the -U engines had to be fueled with 100 octane Avgas. The -U produced the same 230 hp by reducing takeoff rpm to 2,400 from 2,600. This change was made to reduce propeller noise. When production was restarted, new 182S and 182T models were powered by a 230 hp fuel-injected Lycoming IO-540- AB1A5 engine. In 2001 a turbocharged engine, the 235 hp TIO-540-AK1A, was an option in the T182T. Upgrade Utopia Not too long ago the only engine option for 182 owners was the original equipment Continental 230 hp six- cylinder O-470 (-L, -R or -S) engine. These engines are carbureted. Low com- pression ratios (7.0:1) allow the use of non-ethanol auto gas after purchasing a STC. There are no auto gas approvals for engines requiring 100 octane Avgas. Today there are eight United States companies that hold approvals for engine upgrades. These include Air Plains Services in Wellington, Kan.; Alamo Aerospace in Decatur, Tex; Forced Aeromotive Technologies in Englewood, Colo; John Jewell in Holly Springs, Miss.; Peterson’s Performance Plus in El Dorado, Kan.; P. Ponk on Camano Island, Wash; Texas Skyways in Boerne, Tex. and Wipaire in South St. Paul, Minn. and Leesburg, Fla. Flat rate manual and the labor factor The Cessna “Removal and Installation Labor Allowance Manual”—also called a “flat rate manual”—provides some guidelines for labor costs. This Cessna manual, part number D5471-13, published in January 1983, cites 21 technician hours to complete a simple engine change—called an R&R— for a Cessna 182. The document lists 24 hours for the same change on a R182 and 30 hours for a turbocharged engine. Carbureted or fuel-injected? All Cessna 182 powerplant upgrade options approved by STC are either car- bureted or are an upgrade to fuel injec- tion. All of the fuel-injected engine upgrades require the use of 100 octane Avgas. You may ask why someone willing to pay for a power upgrade would choose to install a carbureted engine when there’s a fuel-injected engine available. There are some economic and opera- tional reasons to choose a carbureted engine upgrade. First off, the installation of any of the fuel-injected engines requires extensive airframe fuel system modifications. This is no small task. Header tanks must be installed under the cockpit floor; a new fuel selector valve, an electrical boost pump and rigid fuel delivery and vapor return lines must also be installed. Air Plains says buyers should budget 160 man-hours of labor for the field installation of one of its 300 hp fuel- injected IO-520 or IO-550 engines. The installation of a carbureted engine upgrade, on the other hand, is very sim- ple. John Jewell cites 10 to 20 additional man-hours (its three-bladed prop requires the installation of a heavy-duty engine mount) above the Cessna flat rate figure of 21 hours to affect the swap. So there’s a big economic factor. The second consideration is operation- al. A heat-soaked fuel-injected engine can be difficult to start, although most pilots that are experienced with this problem have worked out a dependable solution. But there’s always the possibility that the engine won’t catch. For owners and operators that can’t afford a “hung” start—to use a turbine engine term—fuel-injection can be a gam- ble. Only carbureted motors are immune from fuel-caused starting problems. On the other hand, a properly set up fuel-injection system will permit the pilot more operating options. Owner pilot Ken Foster decided to upgrade his Cessna 182Q to a 300 hp (285 hp continuous) IO-520 fuel-injected engine modification from Air Plains after his second serious carburetor icing encounter during a flight home from the San Francisco area. Foster’s home base is Truckee-Tahoe Airport (KTRK) in Truckee, Calif. where the field elevation is more than 5,800 feet. “The plane climbs much faster [with the IO-520 engine] and is great when the density altitude is 8,000 feet at my home airport,” Foster told me. When Foster upgraded, the Air Plains IO-550 engine was not available. Since both engines are on the same Air Plains STC, he told me that he will opt to install the more advanced -550 when it’s time to retire his existing engine. Fuel-injected engines also offer the ability for the pilot to balance fuel flows at each cylinder. Balanced fuel flows give the pilot the option to choose lean- of-peak (LOP) mixture settings during cruise operations. LOP operations not only reduce fuel flows and cylinder head temperatures (CHT), they also reduce the amount of lead deposits in the engine oil and on valve stems and piston crowns. Jack Johnson of Texas Skyways main- tains that owners can get almost as much performance for a lot less money by installing one of his carbureted engines. All of the carbureted engine upgrades—except the Forced Aeromotive supercharger upgrade, discussed next— supply more power than the original engines. However, none match the power output of the fuel-injected upgrades. “Fuel injection provides uncompro- mised fuel efficiency and horsepower,” said Katie Church at Air Plains. “It elimi- nates issues with carb ice and uneven fuel distribution. “Continental warranty stands behind the fuel injection and only produces a fuel-injected engine,” she added. Just install a supercharger Forced Aeromotive Forced Aeromotive Technologies holds approval for the installation of a belt- driven supercharger on all O-470-R, -S, and -U engines on Cessna 182E through 182R airplanes and on the engines modi- fied by the P. Ponk STC (discussed in the next section). This mod uses a proven scroll-type compressor system that bolts onto the engine and can be installed without removing the engine. Since the super- charger is belt-driven (and requires Unlike many four-place light airplanes, the 182 is one four- place that can fill all seats and still carry enough fuel for a three-hour mission. The 182XP package from Air Plains is approved for the 1965 182H through the 1986 182R. Both the IO-520 (300 hp for five minutes; 285 continuous) and the IO-550 (300 hp continuous) are approved for installation; Hartzell, McCauley and MT propellers are approved for installation on both engines. Photo courtesy Air Plains Bins of parts are being readied for assembly into a P. Ponk Super Eagle engine. The installation of a carbureted engine upgrade is very simple, and only carbureted motors are immune from fuel-caused starting problems. Forced Aeromotive uses a proven scroll-type compressor sys- tem that bolts onto the engine and can be installed without removing the engine. Since the supercharger is belt-driven (and requires about 4 hp), no exhaust system changes are required. Photo courtesy Forced Aeromotive Photo courtesy P. Ponk Aviation CES SNA F LYE R (46) AUGU S T 2 016 Texas Skyways’ STCs modify fuel-injected engines such as the Continental IO-520 and IO-550 by removing the fuel-injection system, replacing the original pistons with 7.5:1 pistons and installing a carburetor. This photo shows a O-550F/TS engine that produces 285 hp and has a TBO of 2,500 hours. John Jewell (left) offers an STC that increases the carburetor main jet size on the O-470-U engine. The upgrade allows an increase of 225 rpm at takeoff to 2,625 rpm. The TBO for this 252 hp engine is 2,000 hours. The O-470-50 Super Eagle is built from an O-470-R, -S or -U engine case with the addition of 520-sized cylin- ders. The engine weighs only four pounds more but pro- duces 35 to 45 more horsepower. P. Ponk’s Super Eagle is STC’d for installation on 182 through 182G model airplanes. Photo courtesy Texas Skyways Photo courtesy John Jewell Photo courtesy P. Ponk Aviation replace unsightly, broken plastic with solid billet aluminum Contact Ron Matta 480-998-1752 email leatherbizz@hotmail.com > High quality door handle covers for 172, 182, 206, 207, 210, 337 > Machined as direct replacement > Brushed finish; can be painted, plated or anodized > Takes seconds to replace and lasts a lifetime > 100% guaranteed satisfaction > In stock with same-day shipping $310/set of 4 (includes shipping) about 4 hp), no exhaust system changes are required. According to Rod Sage, chief engineer at Forced Aeromotive, this system will provide 65 percent power at 12,500 feet. The STC requires the use of 100 octane fuel. The system weighs just over 30 pounds and is warranted for six years or 1,800 hours. Carburetor-style power upgrades All of the carbureted engine upgrades require very little airframe modification. Almost all the labor takes place forward of the firewall and consists mainly changing a few minor items during the R&R of the engines. One vendor claims only 10 to 20 hours additional labor is required. Texas Skyways Texas Skyways’ STCs modify fuel- injected engines such as the Continental IO-520 and IO-550 by removing the fuel-injection system, replacing the origi- nal 8.5:1 compression ratio pistons with 7.5:1 pistons and installing a carburetor. Johnson re-labels these the O-520F/TS (280 hp) and the O-550F/TS (285 hp). Johnson also holds a STC to install what he calls the O-470U/TS which is a -U engine that’s been modified to permit a takeoff rpm of 2,625. Johnson says this modification results in an engine that produces 250 hp. All of these upgrades are approved for installation on all 182s up through the 1986 182s. Johnson says these engines have a 2,500-hour TBO. Texas Skyways also holds FAA approv- al for the installation of a bunch of dif- ferent propeller models. There’s one to fit each engine. It recommends the three- bladed Hartzell Buccaneer propeller for the -520 and -550 upgrades. John Jewell John Jewell lists an STC on its website that increases the carburetor main jet size on the O-470-U engine. This upgrade allows an increase of 225 rpm at take- off to 2,625. It’s advertised as a 252 hp engine and has a 2,000-hour TBO. According to Jewell, this mod is the most economical cost-to-value perfor- mance upgrade since it delivers a 300 to 400 fpm increase in climb with a 2,000- hour TBO. The combination of adding 300 more hours to TBO and the increased efficiency of the high compression ratio -U engine deliver a marked increase in performance at a lower cost. CES SNA F LYE R (48) AUGU S T 2 016 Photo courtesy Wipaire Inc. This 310 hp IO-550 engine is modified with the Texas Skyways exhaust. Texas Skyways also holds an STC to replace the 230 hp Lycoming engine installed in the “re-start” 182S, 182T and turbocharged T182T with a normally aspirated 310 hp Continental IO-550N engine. TBO is 2,000 hours. Wipaire has approval to install a Lycoming six-cylinder fuel-injected IO-580 that is rated at 315 hp, and there’s an option to increase the power to 340 hp. Wipaire uses this engine upgrade to power its Boss 182, a product designed to replace the fleet of aging Cessna 180 and 185 floatplanes. Photo courtesy Texas Skyways #1 for Aircraft Parts Support Since 1984 Same-Day Worldwide Shipping We Price Match! Parts avionics EnginEs ProPs Over 5 MilliOn in-StOck PartS! Over 5 MilliOn in-StOck PartS! Search our Parts for Free 24/7 DoDSon.coM cAll uS toDAy At 785-878-8000 4 0 t h A n n i v e r s a r y • SINCE 1976 • Engine Fax: (254) 752-3307 | Parts Fax: (254) 756-0640 E-Mail: info@ramaircraft.com | Repair Station: VA1R551K COM ©2016 RAM Aircraft, LP CF061316 P. Ponk The O-470-50 Super Eagle upgrade by P. Ponk is an innovative carburetor-style upgrade. The Super Eagle is built from an O-470-R, -S or -U engine case that is slightly modified to permit the instal- lation of 520-sized cylinders. The Super Eagle can also be modified from an IO-520 engine. The result is an engine that weighs only four pounds more than the origi- nal engine, yet produces 35 to 45 more horsepower. The Super Eagle is STC’d for installation on 182 through 182G model airplanes. Fuel-injected engine upgrades for “re-start” 182s The fuel-injected engine upgrades are broken down into two groups: those that can be installed on a wide range of Cessna 182 models and those that can only be installed on the “re-start” 182S, 182T and T182T airplanes. Since the “re-start” list is shorter, we will start with it. Beginning in 1996, “re- start” 182 airplanes came out of the fac- tory with fuel-injected Lycoming engines, since Textron had scooped up Lycoming in 1986 and Cessna in 1992. Since these “re-start” airframes are fuel-injected-ready, the need for whole- sale fuel system modifications is minimized. As mentioned above, the 182S and 182T were powered by a 230 hp fuel- injected Lycoming IO-540-AB1A5. In 2001 a turbocharged engine, the 235 hp TIO-540-AK1A engine, was introduced. Texas Skyways Texas Skyways holds an STC to replace the 230 hp Lycoming engine installed in the “re-start” 182S, 182T and turbocharged T182T with a normally aspirated 310 hp Continental IO-550N engine. The 550 series Continental engines are very good engines and incor- porate improvements such as crossflow heads and a tuned induction system. TBO is 2,000 hours. Wipaire Wipaire has approval to install a Lycoming six-cylinder fuel-injected IO-580 that is rated at 315 hp. There’s an option to increase the power to 340 hp. Wipaire uses this engine upgrade to power its Boss 182. The company focuses a part of its business on floatplane flying, and recognized the need for a “new” air- plane to replace the fleet of aging Cessna 180 and 185 floatplanes in the world today. The Boss 182 is its answer. CES SNA F LYE R (50) AUGU S T 2 016 Air Plains Services Air Plains has installed more fuel- injected engine upgrades through its 182XP program for 182 airframes than any other STC holder. Both the IO-520 (300 hp for five minutes; 285 continuous) and the IO-550 (300 hp continuous) are approved for installation; Hartzell, McCauley and MT propellers are approved for installation on both engines. The 182XP package from Air Plains is approved for the 1965 182H through the 1986 182R, and there are two installa- tion options. Option one is fly your airplane to Wellington, Kan. and leave it for three to four weeks. Air Plains has one flat fee for the upgrade when done at its home base. Option two is a field installation by your local maintenance facility using an Air Plains-supplied engine and kit of parts. Air Plains suggests that it will take around 160 man-hours (four normal work weeks for one technician) to finish the installation. Both the IO-520 and IO-550 engines will provide significant improvements in both climb performance and cruise The 182S and 182T are the ideal plat- form to build upon since they came out of the factory with corrosion-proofing and many desirable upgrades were incor- porated at the “re-start.” In addition to inspecting and upgrad- ing many aircraft systems, Wipaire rein- forces the wings, which allows a MTOW increase to 3,500 pounds when mounted on Wipline 3000 floats. Fuel-injected engine upgrades for 182 through 182R airframes Peterson’s Performance Plus Todd Peterson’s company, Peterson’s Performance Plus, holds an STC for the installation of a fuel-injected 260 hp IO-470-F engine and an 82-inch McCauley or Hartzell propeller. Peterson also holds an STC to install a 300 hp IO-550-D engine and appropriate three-bladed propeller. Both mods can be installed on all Cessna 182s from the 182E through the 182R. Peterson told me that he doesn’t sell many engine STCs because his main busi- ness—transforming 182s in his unique Kenai and King Katmai STOL aircraft— takes up all his working hours. Air Plains suggests that it will take around 160 man-hours (four normal work weeks for one technician) to complete the installation of its 182XP package in the field. There is also the option of flying to the Air Plains facility in Wellington, Kan. to upgrade your aircraft for a flat fee. GLOBAL DISTRIBUTOR OF CERTIFIED PISTON ENGINES & PARTS STOCK PARTS SHIP WITHIN 24 HOURS CONTACT US TODAY FOR YOUR QUOTE AND ASK ABOUT FREE SHIPPING WWW.PROGRESSIVEAIR .COM 1-800-264-6019 2965 AIRPORT RD. KAMLOOPS, BC V2B 7W8 Photo courtesy Air Plains Oregon: 1-541-476-6605 - CSR#D3BR270J Florida: 1-386-873-4123 1301 Brookside Blvd Grants Pass, OR 97526 813-A Flightline Blvd Deland, FL 32724 7am-5pm PST / 8am-5pm EST • 30 Years Experience • Knowledgeable Staff • Same Day Shipments • Two Stores - Faster Service 1-800-447-3408 TOLL FREE ORDERS WWW.CHIEFAIRCRAFT.COM Avionics - Tires & Batteries Engine Accessories - Instruments Maintenance & Pilot Supplies speeds. Air Plains advertises a 1,400 to 1,500 fpm climb rate for the -520 and a 1,500 to 1,700 fpm rate for the -550. Cruise speeds are cited as 175 to 180 mph for the -520 and 180 to 185 mph for the -550. Air Plains also has approval to install a 300 hp Lycoming IO-540-K1A5 or -K1G5 engine and one of two new design Hartzell HC-C3YR-1RF three-blade propellers on Cessna’s retractable land- ing gear 182s. The result is much better climb rates and cruise airspeeds. Air Plains advertising cites a climb of 1,100 fpm for the new powerplant versus 650 fpm at 7,000 feet for the original engine. Cruise speeds at 8,000 feet MSL are upped by 12 knots. At the present time, the retractable landing gear upgrades are done only at the Air Plains facility in Wellington, Kan. Alamo Aerospace Alamo Aerospace holds an engine STC for the R182—the Skylane RG—that was produced from 1978 through 1986. This STC upgrades engine power to 260 hp by installing a Lycoming IO-540-AF1A5 engine. In addition to the performance increase, this change replaces the Bendix D2000 or D3000 “dual” magneto with two separate magnetos. The upgrade consists of little more than an engine change. The Alamo Aerospace kit includes a factory new Lycoming engine, a new McCauley three- blade prop and spinner, a new prop gov- ernor, a new fuel pump, a new tachometer and a new fuel pressure/manifold pres- sure gauge. The parts for the change are packed in a kit that can be sent to any maintenance shop for local installation. John Jewell John Jewell owns the STC (from Bonaire) to install either the IO-520 or the IO-550 and a three-bladed Hartzell or three-bladed McCauley propeller on every Cessna 182 built between 1956 (182) and 1986 (182R). Jewell markets its engine swaps as conversions with an engine, and they include a heavy-duty engine mount that’s also STC approved. The combination of the heavy-duty engine mount, larger vibration isola- tors (motor mounts) and a new Hartzell Scimitar three-blade prop results in a very smooth powerplant/propeller installation. Weighing the alternatives The key to picking the right upgrade is to define your need. Do you live where carburetor icing is a very real concern? Do you wish for more clearance over the trees at the end of a strip you use? Do you need better high altitude perfor- mance? Do you want the latest and best powerplant (e.g., IO-550) available? The upgrade to a fuel-injected engine is a big project. To keep time and costs in alignment with expectations, I believe that an upgrade of this scope is best done by a team with experience, so I would have it done at the STC holder’s facility. Swapping out one carbureted engine for another is a much simpler project and is easily within the scope of any well- established facility or individual A&P mechanic or repair station. 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 CFA supporters Air Plains airplains.com John Jewell johnjewellaircraft.com P. Ponk pponk.com Texas Skyways txskyways.com Wipaire wipaire.com Additional companies Alamo Aerospace alamoaerospace.com Forced Aeromotive Technologies forcedaeromotive.com Petersen’s Performance Plus katmai-260se.com Effective Wednesday, June 15, 2016, the tried-and-true Practical Test Stand- ards (PTS), which has been used for pilot training and testing since before I became an instructor in 1989, was replaced with the Airman Certification Standards (ACS). The first two documents released by the FAA for this new standard are the Private Pilot ACS and the Instrument Pilot ACS. The others will follow, though to the best of my knowledge, dates for implementation have not been published. As an instructor, I will agree that an update to training and testing standards was needed. The PTS was out-of-date and out of touch with what we are doing in an airplane. Subjects like GPS, ADS-B, glass panel, T-routes, direct-to flight, online weather briefings, the imminent demise of the FSS, and the incorporation of risk management into the training regime—as well as the highlighting of special emphasis areas— were not well addressed by the PTS. A more integrated approach The FAA developed the ACS using feedback from the flight training indus- try, from those of us who do this every day for a living. From the FAA release briefing: “The ACS adds task-specific knowledge and risk management elements to each PTS Area of Operation/Task. The result is an integrated presentation of specific knowl- edge, risk management and skill elements for each Task.” It continues, “The ACS thus provides a single-source set of the standards for both [the] knowledge exam and the prac- tical test.” In addition, the ACS ties in special emphasis tasks and connects the tasks and risk management area to the questions on the written test. Streamlining the process The FAA is careful to say that the new ACS in no way changes the skill perfor- mance metric that has been in place for- ever. That is published and documented. They also say quite adamantly that the ACS won’t change the length of the flight portion, or increase the length of the oral portion of the practical test. This claim I have to doubt, however. The risk management portion is entirely new, and thus, when being added to the test regime, must lengthen the test. The ACS breaks down each task into knowledge, which you would expect The new Airman Certification Standards (ACS) By Michael Leighton The brand-new Airman Certi- fication Standards for private pilots and instrument pilots is here. Contributing editor and CFI Michael Leighton explains what Cessna flyers can expect. CES SNA F LYE R (52) AUGU S T 2 016 As an instructor, I will agree that an update to training and testing standards was needed. The PTS was out-of-date and out of touch with what we are doing in an airplane. This letter from John S. Duncan explains the functional components of the new Airman Certification Standards, as well as how and why the ACS was developed. would be covered on an oral portion of a flight test; a risk management section that pertains to that specific task; and a skills section which is what you would expect to perform in the aircraft on the flight portion of the checkride. Additionally, the ACS codes each individual task, and its sub-elements, risk management and skills, so that it ties back to the written exam. Theo- retically, this enables the instructor to more accurately review and teach the material that the student got wrong on the written. Reviewing missed material with a student is a regulatory require- ment for instructors and always has been, and it requires a signoff to verify that it has been done. This effort, I applaud. In the past, the PLT codes (i.e., learning statement codes) on the FAA written exam did not pertain to a specific question, only to an area of knowledge, leaving the instructor to figure out what and how to teach the missed material. The FAA intends to use the coding system to tie the test questions to course guidance found in other FAA publica- tions such as the Pilot’s Handbook of Aeronautical Knowledge (FAA publica- tion H8083-25A). This will make it easier for instructors to find the appro- priate training material to review with the student. What this all means for you If you already hold your ratings, you won’t see much of an impact initially, though I would expect that the BFR will be overhauled to reflect the risk manage- ment modules that now appear in the ACS (similar to what we found when the last Instrument PTS was released, requir- ing specific tasks for an IPC). If you are working on a rating, I would advise you to download the ACS for free from the FAA website. Look at the brief- ing, and read the ACS cover to cover. (See Resources for the links. —Ed.