175 Owners Manual, 1958 ............................................... P175-13 ................ $47.00 175 Owners Manual, 1959 ............................................. P175A-13 ................ $41.40 * This manual is not written specifically for the 120, 140 or 170 series; however, much of the information is useful for these aircraft.
Connections
Our offices are buzzing with activity as we gear up for this year’s EAA AirVenture in Oshkosh. This year’s T-shirts are being designed. We’re making modifications to our booth. Plans are in the works for our annual dinner. And we’re looking forward to celebrating Cessna Owner Organization’s 50th Anniversary.
If you’re able to attend EAA this year, stop by our booth, say hello, and pick up your free members-only T-shirt (while supplies last). I hope you’ll also join us for our 5th Annual Dinner with Members on Monday evening (July 21st). As of this printing we still have spaces available. You’ll find more information about the dinner on page 44.
The aviation world is a relatively small one which tends to foster close ties among pilots. In this issue, we are highlighting two companies that cater to the unique needs of aviators. You’ll learn more about residential airparks through a Q&A with Erik McCormick from Aviation Real Estate Specialists. Our interview with Carollyne Carmichael, founder of Fly-Inn.com, might just spark some interest in a new adventure.
Whether you travel near or far, we are grateful for the opportunity to serve you.
Blue skies and tailwinds, Diana
Jones Owner/Publisher
CESSNA
Vol. 51 • No. 6 The
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MISSION The Cessna 182R
By Michelle Adserias
It all began with a P-51 Crazy Horse. Richard Smith was at Sun ‘n Fun in 1991 and jumped at the opportunity to take a ride in the Crazy Horse. That experience convinced him that he needed to become a pilot. “I then spent a year developing a plan to execute that desire,” Richard explained. And execute it he did! He boldly jumped into his commitment by purchasing a 1979 Cessna 182Q. He used his first airplane to complete his training with a friend and earn his PPC at the Executive Airport in Austin, Texas. He also did some traveling for leisure in his Cessna 182Q. Later in his flying years, he owned a Cessna 210 which he has since sold.
Richard Smith’s 1981 Cessna 182R (Skylane). Photos courtesy of Jack Fleetwood (www.jackfleetwood.com).
When Richard’s son, Layton, followed his father’s lead and began learning to fly, the idea of owning a family airplane became more appealing.
Richard already knew what he liked. “I appreciate the quality of the 182 and it’s a terrific all-around airplane. It’s relatively easy to fly, makes a great investment platform, plus can carry great loads at a reasonable speed and with good economy.”
With those positive attributes in mind, Richard began shopping for a new airplane. He decided on a 1981 Cessna 182R. At the time, the tail number was N9739H. Richard very recently changed it to N182LT.
Why the change? Richard was looking for an N number that would be easy to hear, say, and remember. Obviously, the 182 indicates the airplane. The Lima Tango has a very minor family reference that should not pose a problem for any future owner. The only thing that complicated the change was the fact that this aircraft is owned by an LLC, not Richard alone.
Thoughts on Co-Ownership
Richard did purchase this aircraft on his own, initially. But when Layton got his private license and completed some transition training to meet the company’s requirements, they added him to the insurance.
Last year, when Richard turned 80 years old, he finally conceded he wasn’t flying as much. Because of his work schedule, Layton wasn’t taking the airplane out of the hangar much, either. “Rather than sell it, I decided it was best for the plane to add a partner,” Richard said.
Photo
They began interviewing potential partners. Within a few weeks and a few interviews, they found a local pilot, John Keesey, to add to the group. “As you might speculate, it took a few months for everyone to settle into the new system of communication necessary for the added ownership. However, it has worked out to everyone’s benefit and will be much better for the airplane.”
An Excellent Investment
When Richard purchased in 2020, it was about 40 years old. However, the aircraft’s previous owners had already made some crucial updates both inside and out. Just as it was rolling into the 21st century, it got a new paint job and a refurbished interior.
The owners at that time also began updating the avionics. Though it does not have a full glass panel, it has all the upgrades today’s pilot would want or need. The key upgrade Richard was looking for was an autopilot with altitude hold — this plane had a Genesys Aerosystem S-TEC 30. “Nothing makes flying IFR cross country nicer than allowing the autopilot to take on the hard work of heading and altitude.”
The plane also came with a Garmin GNS 430 with WAAS, a GNC 255A Nav/Com, and a Garmin GTX 345 transponder. It had GPS for flying, a backup radio for communication, and a transponder for ADS-B, both IN and OUT.
Additionally, it came with dual Garmin G5s for HSI and attitude indicator, plus electronic trim controls. This was the perfect middle combination for the father who learned on “steam” gauges and the son who learned on flat panel screens.
There is only one notable update this Cessna 182R has needed since. The screen on the older JPI unit went out and there was no replacement available. So, Richard and his partners replaced the unit with a new JPI EDM 730 with tachometer, manifold pressure, and fuel flow information. This upgrade makes monitoring the engine very easy. And the bonus? JPI offered the upgrade at a very reasonable price.
Maintaining this airplane has been relatively easy. Other than repairing cylinders and replacing the shimmy damper, there have not been any maintenance issues. McFarland and Aircraft Spruce are Richard’s go-to places for parts.
Overall, this Cessna 182 was an excellent choice for Richard’s situation. He noted it would be nice to have more than one plane in the hangar to fulfill different missions, just as many people have more than one car in the garage for various ground transportation purposes. “That being impractical, the Cessna 182 is the best all-use airplane.” Although Richard is finding it a bit harder to get in and out of as he gets older, it is still easy to handle in almost any kind of weather.
SPECIFICATIONS & PERFORMANCE
1981 Cessna 182R (Skylane)
All specs and performance numbers are drawn from official sources, often the aircraft flight manual or the manufacturer’s website. Every vintage airplane is different; do not use these specs to plan a flight.
Performance
Co-owner John Keesey pilots the Skylane with Bruce Lombard in the passenger seat.
EAA WARBIRDS IN REVIEW
History comes alive each year when the EAA Warbirds of America bring their aircraft and their stories to Warbirds in Review at EAA AirVenture.
The informal sessions vary from year to year but include a look at restoration, operation, and other aspects of owning a historical aircraft, spotlights on veterans’ stories and flying experiences, stories from ground crew and other support operations members, entertainment, and more. It’s an excellent way to meet and celebrate military heroes who often view themselves as people who were just doing their jobs, nothing more.
Attention Warbird Amateur Radio Operators
This year, The Warbird Board of Directors is sponsoring a special event station for Warbird amateur radio operators. All Warbird members with current amateur licenses are invited to operate W9W during daylight hours. (Non-licensed Warbird members may participate with supervision.) Visit www.eaa.org for more information.
On Mission
Richard expects their Cessna to see at least 50 hours of flight time in the upcoming year. Both of his partners, Layton and John, will be working on their instrument ratings. And they have some outings planned for the upcoming year. Like many area pilots, they enjoy flying to Fredericksburg for lunch and a jaunt into town, occasionally.
One of his favorite destinations is EAA AirVenture. Richard has attended the Oshkosh, Wisconsin air show over 30 times since 1992. In 2022, he and a couple of friends flew the C-182 to the show. They left home at 7:30 a.m., made two fuel stops, and landed at AirVenture at 4:00 p.m. “That is about how long it takes when we take an airliner into Chicago then drive up,” Richard said.
It’s a Small World
We often talk about the camaraderie found among pilots. Richard is no stranger to the ties that make the aviation community a small world.
After searching for three years, Richard found N182LT in a north Texas town where one of his friends is living. Richard asked his friend whether he was familiar with the airplane
and its owner. Not only did he know the owner, the plane was parked in the hangar next door.
Even more amazing was that one of the previous owners was an acquaintance of Richard’s. They had met through EAA’s Warbirds of America. “The longer we stay in aviation, the smaller the world seems.”
Richard’s interest in Fairchilds began when he learned his father first flew in one as a cadet during World War II. Sadly, his father did not survive the war. But his flight history inspired Richard to learn more about the Fairchild PT-19, and eventually purchase two of them, one of which is still in his hangar. He and his two partners don’t fly it often anymore, but it has made nine trips to AirVenture over the years. And his son, Layton, is now learning to fly a tailwheel airplane, which would make his grandfather proud.
Richard Smith with his Cessna 182R.
AdventuresforAviators Fly-Inn.com
By Michelle Adserias
Carollyne’s husband, Eric, flies at least three times a week and often invites her to go with him. When he first began flying, she was eager to join him. But, as time passed, they fell into the habit of flying to the same three airports where they knew a crew car was available. As much as she loved spending time with Eric, she was a bit bored with their routine. “It got to the point where I would say ‘As long as we don’t land, honey, yes, I’m coming with you.’”
It was out of Carollyne’s personal experience that Fly-Inn. com was born. It began small, with a parcel of their own land that was suitable for a landing strip, which they made available for guests. They provided tie downs for the plane and a campsite for the pilots and passengers. They hoped those who enjoyed their hospitality might return the favor, giving them new destinations to explore.
The idea caught on. Before long people were asking Carollyne to help them rent out their aviator-friendly properties and bring in additional income. Fly-Inn’s original website only provided information about various properties available to aviators. Carolynne and her daughter, Kenya, were soon busy keeping a growing business running.
After four years of working out the legalities, Fly-Inn.com was updated last year to include an online booking feature. As customers were using the site, some had questions or encountered problems. Since Fly-Inn’s business motto is, “You SQUAWK, we WILCO,” Carollyne addressed these concerns in
Carollyne B. Carmichel (above) and her daughter Kenya Hodson (right).
their recent website redesign, making it as user-friendly as possible. It now includes an interactive map with all their current locations and filters that allow pilots to locate only properties with their specific needs in mind.
Become a Host
Those interested in becoming FlyInn.com hosts or hostesses can choose the Become a Host option at the top of their website and fill out the registration form. There are four things you and your property must offer to be part of the Fly-Inn community.
Hosts Must Provide
Accommodations: From campsites to mansions, Fly-Inn hosts offer it all. Camp out for as little as $10 a night or enjoy a luxurious mansion for $800 a night. Most stays fall somewhere in between these two extremes and average about $100 per night.
Cancellation policies are determined by the property owner, so they vary. However, most hosts are part of the aviation community and understand the impact weather can have on travel plans — so the cancellation terms are usually very generous.
A Place to Land: Many Fly-Inn properties are on a runway or in an airpark.
Above and left: Enjoy a vast array of Fly-Inn locations from remote areas with mountain views and float plane destinations to refurbished airliners and urban locations with all the amenities.
Some have their own runway, helipad, or float pond. Others offer a place to stay within a short distance of the nearest airport. Pilots can filter the listings to eliminate any options they don’t find appealing.
Secure Storage: Each location offers either tie downs or space in a hangar. Tie downs are more common.
Access to a Vehicle: Each host agrees to make a vehicle available, either as a courtesy or a low-cost rental, to their guests. This is a crucial part of the service. It gives pilots and their passengers freedom not only to explore new places but to go adventuring once they are on the ground.
Fly-Inn Locations
Fly-Inn currently has 120 properties in the United States, Canada, and Mexico. Carollyne noted there are some family-friendly locations, such as the property in the Florida Keys (Marathon, Florida) with its lazy river or the Monroe, Wisconsin farm with its interactive farm tour and trail rides. There is also a filter for finding pet-friendly facilities.
Carollyne is actively seeking out new locations in the Caribbean Islands and in U.S. territories, such as Guam and Puerto Rico. Expanding overseas might also be an option, though that can be a little more complicated because of the varied laws defining residential and commercial properties.
The Grand Fly-Inn Tour
Join Carollyne on a virtual tour of all 120 FlyInn locations, while also watching her flight instruction journey.
Each of seven CFI’s (certified flight instructors) will fly a leg of the trip, instructing Carollyn and helping her complete her PPC as they travel.
Carollyne explained, “The joke is we’re flying from Sun ’n Fun to AirVenture and it’s going to take 3 months to get there.”
Carollyne’s journey will be documented and posted on You Tube. If you’d like to get a sneak peak at what Fly-Inn.com has to offer, follow her posts at: www.youtube.com/@Fly-Inn
Their why also incorporates their compassion for those in this world who are suffering.
Fly-Inn is actively helping to eradicate poverty in often forgotten villages across Asia, Africa, and South America by donating 10% of their profit. They invest the remaining profits back into the company to make it as successful as possible so they can help as many impoverished souls as possible. They are currently planning a late summer trip to Pakistan.
Final Thoughts
The “Why”
Every company has a reason for existing, a purpose that drives their work’s why. Fly-Inn’s why is not just to offer pilots more options for adventures — though that’s a big part of it. Carollyne and her team do work hard to build camaraderie in the flying community.
“Fly-Inn is a family of pilots — built by pilots for pilots. We’re all in the same boat. We have these airplanes. We want to be able to go places. So, we’re making our spaces available to each other so we can all enjoy going somewhere and using our airplanes the way they were meant to be used, instead of sitting in the hangar. It opens up all sorts of possibilities and you get to make friends along the way — with people who share the same passion for aviation.”
FLY8MA Pilot Lodge in Houston, Alaska
This property in Marathon, Florida has its own private lazy river.
What You Should Know
Q&A with Erik McCormick, Aviation Real Estate Specialists Founder
Q: What is a fly-in community?
A: A fly-in community is a residential airpark featuring two or more homes. There are over 700 such communities across the U.S., excluding private properties with airstrips that serve only one residence.
Just to clarify, a Hangar Home is more hangar than home while a Home and Hangar is more home than hangar.
Q: What should every buyer know before buying a residential airpark property?
A: When purchasing a property in a fly-in community, consider the following key factors:
• Ensure the community is harmonious and that residents coexist peacefully with each other and those on adjoining properties.
• Verify that the right to use the runway is secure and irrevocable. Understand any easements or rights of way that ensure access to aviation facilities.
• Make sure the Property Owners Association (POA) or Homeowners Association (HOA) is well-managed, with sufficient resources to maintain aviation amenities like runways, taxiways, and fueling stations. Confirm that the HOA has a plan for regular maintenance and capital improvements.
• For the best experience, the association should be run by pilots or those who love aviation.
• For the residence, the aircraft hangar’s size is crucial. Ensure it accommodates your aircraft comfortably, as other aspects can be adjusted accordingly. Verify the hangar meets local building codes.
• Be sure the aircraft you are flying is allowed in this airpark. For example, not all airparks allow turbines or helicopters. By focusing on these aspects, you can ensure a fulfilling experience in a fly-in community.
Above: This airpark is located in beautiful northern Minnesota, just minutes from Duluth. Image courtesy of Superior Aero Estates (superioraeroestates.com)
Photo
Aviation Real Estate Resources
If you would like to discuss aviation real estate options with Erik, you can schedule a meeting by calling 480-888-6380.
You will find additional information about aviation real estate by visiting these online sites:
• Aviation Real Estate Specialists Home Page
o www.aviationrealestatespecialists.com
• Aviation Real Estate News and Marketplace
o www.AviationRealEstate.com
• Free Subscription to Aviation Real Estate Digital Magazine
o www.aviationrealestatespecialists.com
• Residential Airpark Directory
o www.airparkmap.com
• Aviation Home and Hangar Map
o www.aviationhomesandhangarmap.com
• Facebook - Aviation Home and Hangar
o www.facebook.com/groups/aviationrealestate
Q: What amenities might a buyer find at a fly-in community in addition to their home, garage, hangar, and access to the private runway?
A: Several key amenities enhance the experience for pilots and residents. These include:
• Visual aids like windsocks provide essential information on wind direction and speed, helping pilots make informed decisions during takeoff and landing.
• Priority signs indicating that aircraft have the right of way ensure safety and order within the community.
• Weekends are often busy with aircraft arriving and departing, creating a vibrant aviation atmosphere.
• Availability of 100LL or Jet A fuel caters to different types of aircraft, making the community more accessible to a variety of pilots.
• Transient parking allows visiting pilots to temporarily park their aircraft, often without needing to use a fullservice FBO.
• Many airparks are incorporating turf runways, which are particularly appealing to pilots with larger tires, enhancing the community’s appeal and versatility.
• Proximity to attractions and activities the buyer enjoys on an ongoing basis: golf courses, equestrian trails, beaches, entertainment venues — just to name a few.
Q: Can non-residents fly in?
A: Each airpark has unique rules that dictate whether or not guests can fly in. Most allow guests but not all. Most airpark homes have a ramp area that allows for additional aircraft parking at the residence along with a community parking ramp area.
Q: Tell us more about housing options.
A: All types of housing options are available at a variety of price ranges. Vacant building lots can sell as low as $20,000. There are pros and cons to this option. Building a hangar home can take an enormous amount of time and energy, but at the end of the build you get exactly what you want.
Most airparks are filled with motivated, high net worth individuals driven to keep living the dream. Many of these are family-friendly and make their properties as affordable as possible. For example, the new owners of an airpark west of Phoenix, Arizona, plan to create a flying community with regular activities planned. This airpark has the goal of providing new hangar homes for under $500,000. There are other similar communities, like Pegasus Airpark (6AZ2) in Arizona, which are very popular among pilots.
Hangar homes in the most exclusive airparks will cost more. Homes and hangars in Sky Ranch at Carefree, in my opinion the nicest airpark in the country, start at $3 million dollars.
Q: Are there any additional fees or costs a buyer should expect?
A: Airparks with a functioning HOA/POA typically have maintenance and dues well-managed. However, if this is not the case, it could be a significant concern. When purchasing a property at an airpark, it’s essential to proceed with due diligence, similar to buying a company. You want to ensure the community has a well-organized system in place to handle its operations effectively.
Q: What other advice would you offer a potential buyer?
A: Buying and selling aviation real estate is truly unique. Consider this question: Would you hire an appliance repair person to fix your aircraft? No, you would not. Then why would you consider hiring a real estate agent that has never sold aviation real estate?
Please reach out to me or one of our Aviation Real Estate Specialists. Not hiring an aviation real estate specialist could cost you a pile of money.
Airpark residents live with their airplanes close at hand.
Q: Is there anything else you would like to tell our readers?
A: Buyers need to allow time to find their ideal aviation real estate. If you are serious about purchasing aviation real estate in any location, make contact with my team. They should avoid “lead diversion” websites. To learn more, visit: https://www.aviationrealestate.com/post/aviation-real-estate-buyernotam-lead-diversion-websites
Sellers should avoid hiring real estate professionals that misspell the word “hangar” and ask questions like: “Can a 747 land at this airport?” Aviation real estate has extra value not normally understood by real estate agents, brokers, and appraisers.
Q: What are the biggest perks to living in a fly-in community?
A: For those that love aviation and live the aviation lifestyle this question is simple. We love to fly, hear aircraft noises, smell aircraft smells, talk about aircraft, watch aircraft takeoff, and talk to other pilots about aircraft.
Erik McCormick holds his PPC with a multi-engine rating and has logged the most time in a 500 Shrike Commander. He is a second generation pilot, the son of Jack McCormick, aka Baja 1, Baja Bush Pilots. In addition to being a licensed realtor (Arizona), he is the founder and owner of Aviation Real Estate Specialists, Aviation Real Estate Digital Magazine, HangarFAST.com , and AirparkMap.com
By Scott “Sky” Smith
Airport Insurance REQUIREMENTS Navigating the Unknown
Ithought it would be easy to relate a few of the requests we have had lately. Not surprisingly, airports are increasing the insurance requirements of pilots who hangar their planes at their location.
But before we get into that, let’s do a little review. As I have said before, unlike auto insurance, there is not a nationwide requirement for minimum aviation insurance. Only 12 states require some sort of financial responsibility (bonds, cash, or insurance are a few of the ways to meet the requirements). On the last internet search I did, those states appear to be California, Connecticut, Hawaii, Indiana, Maryland, Massachusetts, Minnesota, North Dakota, Oregon, Rhode Island, Utah, and Virginia.
That means that unless you have a bank loan with insurance requirements or an airport with requirements, you might not need to buy any insurance. Of course, that also depends on your personal risk assessment. Remember, it’s always best to talk to legal and financial advisors before you decide whether to buy or not buy insurance.
Airports Have Insurance Needs
Most airports have some sort of insurance based on the ownership of the airport. It might be an insurance policy bought by the municipality or it is self-insured by the community. It can even be a combination. The reality is the airport requires protection from accidents and losses just like any homeowner would.
The number of airports that are requiring some sort of insurance coverage is increasing. Why? The local airport owner (city/county/municipality) is worried about being protected if someone (you the aircraft owner and hangar lessee/owner) were found liable for something.
The airport wants extra protection from your policy. The requirements used to be to just have the airport listed as an additional insured. Being listed as an additional insured, in very simple terms, says your policy will cover the airport owner as an insured on the policy. Pretty simple.
Naming an additional insured on the policy does “dilute” your coverage slightly because you are now protecting another party.
Photo by Cynthiastock.adobe.com
This requirement is usually not an extra cost to the policy as long as it’s a municipality, county, city, etc. Private airport owners might be a different story.
Additionally, more airports are asking for a “Waiver of Subrogation” or WOS. This waiver basically says that if there is a claim and the insurance company settles the claim, the insurance company “waives its right to subrogate”. Or in simpler terms, the insurance company won’t “go after the airport owner” for repayment. The idea is that the airport owner doesn’t want the insurance to come back to them and say you owe us money because it was your (the airport owner’s) fault this claim happened. Some companies charge for a “WOS” and some don’t. This WOS can cost $150 on up.
Insurance Conundrums
But lately the requests have been expanded to include requests for additional named insured, higher limits, and requirements for hull coverage.
In the case of one customer, the local airport has requested that he provide proof of liability insurance. He has not purchased insurance (although he has tried) and must make the decision to move the aircraft or sell the aircraft. In his case there is only one company that will provide coverage for the type of aircraft he owns, but they do not provide coverage in his state. This is important to note because, if there are requirements, or no one wants to insure the airplane, you probably shouldn’t buy or build the airplane. Many people have neglected to research the insurance aspect prior to the purchase and after they have spent their hard-earned airplane dollars, they are forced to purchase something they decided they didn’t want or can’t get.
In another recent request, the airport is privately owned, and the owners have requested that the insured list the two different companies that the airport owner “owns,” his personal name and his family members. In addition, the airport owner’s advisor has told him that he should request at least 2 million dollars in liability. In this case, the first part of listing all the different companies and names is hard enough. Most underwriters will list one maybe two additional, but four to five they balk at. After that was resolved, the next hurdle was a 2 million dollar liability limit. Most aviation underwriters will not offer those limits for a factory aircraft let alone a custom-built aircraft as in this case. The underwriter, after he got done laughing, informed me that the airport owner’s advisor really doesn’t know the aviation industry and that he doesn’t understand how the aviation insurance world works.
The underwriter refused the higher limits but agreed to the additional insureds. The customer had to go to the airport owner and tell him the sad truth that the two-million-dollar liability requirement was not possible, but he could get additional named insureds added. Apparently, this was not the only case. Others hangared at the same field had the same results and the requirements were lowered to a more reasonable limit. Sometimes the market drives what the requirements are.
We had another request from a customer that his local airport wanted him to buy hull coverage for his aircraft. He was not interested, but the airport stated that they would make it a requirement. They, as the owners of the hangars, did not want him to go after them for damage to his aircraft from the hangar.
The idea is that the airport owner doesn’t want the insurance to come back to them and say you owe us money because it was your (the airport owner’s) fault this claim happened.
Again, I think the airport (or the airport’s advisors) don’t understand the process. If the hangar were to collapse on the aircraft (and the aircraft owner had hull insurance) there would probably be coverage from the aircraft owner’s insurance company.
But, if the insurance company found that the airport was responsible and liable for the collapse (poor maintenance, bad construction, etc.) the insurance company would probably initiate a suit (against the airport) to recover the payments made to the insured. Remember the Waiver of Subrogation? The airport would be better off having a WOS. These requirements have made the insurance companies start rethinking their premiums. Each time the insurance company adds or changes the policy they incur some cost. It would not be a surprise to see the rates increase to cover this cost or for companies to start charging the insured for the difference.
Final Thoughts
If you are shopping for an aircraft, make sure you locate the airport you are going to base it at and find out their requirements. Then if you need insurance (airport requirement, bank loan, or personal risk decision) contact an aircraft insurance broker and get an insurance quote that meets your requirements. If that’s not possible, consider changing airports or aircraft.
Scott “Sky” Smith is a nationally recognized writer and speaker. He is the author of “How to Buy a Single-Engine Airplane,” “How to Buy a Skymaster,” “Ultimate Boat Maintenance Projects,” and “How to Build a Hot Tuner,” (published by Motorbooks International). Smith’s background includes: aircraft and avionics sales, boat dealership, and fiberglass manufacturer. He is a single and multi-engine pilot with over 30 years’ experience. Smith is also owner of Sky Smith Insurance Agency, a nationally recognized specialty insurance agency, insuring boats, custom vehicles, and aircraft since 1985.
A Day in the Life of a
Professional Pilot
By Joel Turpin, ATP/CFII/FAA Master Pilot
INTRODUCTION
I realize that my readership consists mostly of airplane owners who fly for fun and recreation. But did you ever wonder what it would be like to get paid to fly a multi-million-dollar, turbine-powered airplane? In this article, I will give my loyal audience a glimpse of what the professional pilot does, and the challenges he or she may face.
There are many differences between flying for recreation and flying for a living. The most obvious difference is the type of airplanes we fly. A more subtle difference is what your boss expects from you as a pilot. There is no such thing as personal minimums in the arena of the professional pilot. Your boss expects you to be able to hand fly to the minimums on the approach chart and to the limitations set forth in the airplane flight manual. There is another more subtle difference and that is in risk management.
Flying to another airport for the hundred-dollar hamburger on a Sunday afternoon is not mission critical, but getting your boss back to home base in his 5-million-dollar airplane that he pays you to fly is mission critical. And this is where the difference in risk management (ADM) comes into play. The mindset for the hamburger flight is to look for any reason not to fly, such as crosswinds, low ceilings, rain, etc. The professional pilot looks for ways to fly while managing the risk. This difference is clearly illustrated in the description of a flight I made on March 16, 2025, flying the single engine, turbine powered Pilatus PC12NG from Key West, Florida, KEYW, to Mount Pocono, Pennsylvania, KMPO. It would be a flight of 1,111 nm, or 1,278 sm.
FLIGHT PLANNING
I began flight planning by going on ForeFlight the day before and again on the departure date. I checked the weather forecast for Key West, Mount Pocono, and my planned alternate, Allentown, PA, KABE. I also checked for SIGMETS, AIRMETS, NOTAMS and more. The only NOTAM of significance was higher approach minimums for Runway 24 at Allentown, our filed alternate.
Photo by
Joel with the Pilatus PC-12NG that he flies professionally.
I then went on FltPlan.com to find the best route, optimum flight level, and what my fuel burn would be. I always file the route I am most likely to get rather than the one I want. Getting a route completely different than the one filed may result in not having the legal amount of fuel to make the flight. On FltPlan.com I selected the route I have always gotten in the past, thus almost assuring I would hear, “Cleared as Filed” from Key West Ground Control. There were four choices offered for flight levels, and I chose FL250 as a compromise between flight time and fuel burn. I filed that route and altitude, then recorded what the fuel burn would be. Next, I composed a fuel plan to go along with my flight plan to assure I would have the minimum legal fuel and adequate reserves not only at my destination, but also at my alternate as well.
Above: The route Joel filed and flew.
Turbine engine fuel consumption is based on pounds per hour instead of gallons per hour, as with piston powered airplanes. My Pilatus burns on average 500 lbs per hour, or about 75 gallons per hour, with jet fuel weighing 6.75 lbs/gallon. With full fuel tanks, I departed Key West with 2,600 lbs of fuel, or about 5.5 hours endurance. Flight time was 3 hours and 57 minutes. On this flight, we will have a significant tailwind all the way to Mount Pocono which will allow for a little over 1.5 hours reserve at the destination.
Wilco holds the Concorde Battery STC for Cessna Singles, Twins, Conquests and Citations. Also holds the STC to install Whelen lights on Cessna singles built in 1972 and after, up to the restarts (but we have replacement LED lights for them too). We also distribute for Lamar, LP Aero, PM Research, and Rapco. Large inventory for all of the above. Same day shipping in most cases.
Above: The fuel plan Joel created. Note the minimum FAR fuel required is just after the fuel on board for takeoff, so that the two can be easily compared.
The next step in flight planning was to conduct a weight and balance check which showed we would be under max gross and well within the CG limits.
THE WEATHER
The weather at Mount Pocono, KMPO, upon our departure from Key West, was a ceiling of zero and a visibility of less than 1/8th mile. The forecast was suggested to remain below approach minimums all day. This meant an almost certain divert to Allentown, our alternate. So, we made mental plans for my boss and his family to take an Uber from KABE to KMPO and that I would stay in KABE until the weather rose above minimums, then fly the plane home solo.
THE FLIGHT
There was a significant low pressure system just to the west of our planned route. This was good news and bad news. The good news was that it created a strong southerly flow and a subsequent tail wind at FL250 all the way to KMPO.
The bad news was those strong winds aloft meant turbulence, which we ended up being in for the entire flight.
THE APPROACH AND LANDING
Naturally, we checked the KMPO weather many times along our journey north. However, just 25 minutes south of KMPO, the weather miraculously rose to 700 OVC, with a visibility of 2 miles in rain with the surface winds from 170 degrees at 25, gusting to 35 knots.
Our only choice for an approach was the RNAV to Runway 13. This meant an instrument approach and landing with a significant crosswind in heavy turbulence.
MY FLYING SKILLS GET TESTED!
We were working with Wilkes-Barre Approach Control for our approach to the uncontrolled KMPO. At 4,000 feet we were flying in moderate turbulence when we got cleared for the RNAV/GPS RWY 13 approach. In fact, the turbulence was so bad I decided to let the autopilot fly the approach, something I usually do not do. My decision was based on the fact that the autopilot would fly the plane more smoothly in turbulence than if I hand flew the approach.
We intercepted the final approach course and the LPV glidepath at 4,000 feet and started inbound with the airplane and its occupants being assaulted by the turbulence. Over the final approach fix, I noted the winds aloft at 3,400 feet MSL (1,480 feet AGL) were out of the south at 55 knots! I also noted that the autopilot was using a 30 degree right crab angle to remain on the LNAV course, at an indicated airspeed of 130 knots. At about 600 feet AGL and about 2 miles from the runway threshold, my boss, who was in the right seat, and I saw the runway through the rain. It was now time to disconnect the autopilot and see if I had the skills to land in those conditions.
Crossing the threshold with the airplane a little out of control due to the turbulence, I did my best to set up for a crosswind landing. During the flare, I only had partial control but just enough so that I could make the crosswind landing. After clearing the runway, the wind gusts snapped the control wheel from my hands and slammed it from stop to stop. This required us to install the gust lock during taxi, thus ending a typical day in the life of the professional pilot.
Feel free to contact me with comments or questions at jturpin782@aol.com .
Joel Turpin began flying in 1966 by soloing in a J-3 Cub at 16. He later earned his CFI as a 19-year-old college student. He later became the chief pilot for a commuter airline where he flew the DC-3, Beech 18, and the Beech 99. In 1978 he became the Director of Training for FlightSafety’s King Air Division. He was hired by a major airline in 1986 where he flew the B-727, 737, 757, and 767 in both domestic and international operations retiring at age 65 in 2015. He currently flies a PC-12NG, is a current and active flight instructor for the past 54 plus years, while also teaching instrument flying in a variety of airplanes. In 2016, Turpin was honored by the FAA with the Master Pilot Award for 50 years of flying accident free and has nearly 30,000 hours in his logbook.
Above: The Pilot Flight Display screen showing a 90-knot tailwind component at FL250. At one point, we had a 107-knot tailwind.
By Bob Hart - www.AvionixHelp.com
AOA Revisited
The FAA Says You Need It!
The FAA issued a SAIB (Special Airworthiness Information Bulletin) at the end of 2024, strongly encouraging aircraft owners to consider adding angle of attack (AOA) technology, to their panels. They went a step further by suggesting that aircraft manufacturers start adding AOA capability to the new aircraft they build and sell. AOA may be catching on in the GA community but if you think that monitoring angle of attack is a relatively new concept, consider this quote:
“At this very moment, thousands of men, trying to learn to fly, are wasting tens of thousands of flight hours simply because they really don’t understand how an airplane flies; because they don’t see the one fact that explains just about every single thing they are doing; because they lack the one key that with one click unlocks most of the secrets of the art of flying. In the textbooks, this is discussed under the name of Angle of Attack. The story of Angle of Attack is, in a way, the theory of flight.”
—Excerpted from Wolfgang Langewiesche’s book: Stick and Rudder, 1944.
When I last spoke of AOA, I commented that when I learned to fly in 1972, the subject of angle of attack was never mentioned in my flight training – I suggested that it’s not likely getting much discussion in training cockpits today. I hope I am wrong but without AOA equipment in the aircraft, there isn’t much to talk about. The FAA wants this to change. So, prompted by the FAA’s push for AOA, let’s discuss the principles behind it and visit the options available to add AOA to your panel.
Aerodynamics and Angle of Attack
In aerodynamics, angle of attack specifies the angle between the chord line of the wing of a fixed-wing aircraft and the vector representing the aircraft’s relative motion. The lift coefficient of a fixed-wing varies with the angle of attack. Simply stated, increasing the angle of attack increases lift up to a certain point and, like all things, you eventually reach a point of diminishing returns, the maximum lift coefficient.
As we all know, this can happen very quickly in an airplane and the results can be unnerving or worse. This is known as the “critical angle of attack” (or “stall angle of attack”). Below this critical angle, lift increases. Conversely, above it, airflow over the wing is disturbed. The smooth airflow over the wing begins to separate from the upper surface and lift dissipates. You would think your airspeed indicator and stall warning indicator are all you’d need to avoid this situation, but the facts speak otherwise.
The FAA, in the SAIB, mentions the Colgan Air crash of a Bombardier DHC-8-400 in NY in 2009. In their report, they mention a number of failings on the part of the pilot and copilot that lead to the crash, including the inappropriate response to the activation of the stick shaker, failure to monitor airspeed, and failure to adhere to sterile cockpit procedures. They finally mention inadequate procedures for airspeed selection and management during approaches in “icing conditions.” At the time, I perceived the latter (icing) was the issue, along with pilot fatigue. The pilots were exhausted!
Interesting fact here. The stick shaker in the Dash-8 has a setting for flying into known icing that triggers it to activate 18 knots sooner than in normal conditions. The first officer, who sadly made just $16,000 in her last year in the right seat, set it up for normal conditions. I checked. AOA technology was not available in the Dash-8 in 2009. The stick shaker, pretty much the equivalent of our stall warning in GA, was it.
We have learned over the years that there is rarely just one reason an aircraft crash occurs. It is usually a series of factors. I remember the 1964 movie, “Fate is the Hunter,” that shows a fatal crash and the post-crash investigation. I was likely a fledgling pilot when I saw that movie some years later and it left an impression!
In researching my last article on AOA, I discovered that one in five accidents in Mooney aircraft are related to R-LOC or loss of control on the runway. It seems that the slick wing we find in the Mooney can be a handful, especially when landing with a little extra airspeed. We were taught to add a margin to our landing speed when approaching in windy conditions – not an issue in my Piper Colt, my first aircraft with that fat, Hershey Bar wing. But the Mooney’s wing wants to float. We know the risks of pushing the nose forward in those situations and what can happen when you land on the nosewheel. Frankly, even the Cessnas can be an issue in this environment. It is not that unusual to find a damaged or repaired firewall in a 182 at prepurchase inspection time, as a result of landing on the nosewheel. The same approach flown in a Mooney or Cessna (or Piper!) with an AOA or Lift Reserve Indicator can safely be flown at a lower approach speed and therefore minimize this.
Consider this: a stall can happen at any airspeed. So much for the airspeed indicator; the stall speed of an aircraft is a moving target! The stall speed of a lightly loaded aircraft with only the pilot aboard changes at full gross weight, yet a stall always oc curs at the same exact angle of attack. Stall warnings actually tell you late in the process – sometimes too late. Fact is, a properly installed and calibrated AOA or lift reserve indicator shows you a direct measurement of your available “lift” when you need to know it. Simply stated, that’s better!
AOA/Lift Reserve Options
AOA technology has been around for many years and some of that technology is no longer used. Until a few years ago, we saw two primary approaches to measuring AOA: the pivoting vane and differential pressure. Both systems require a probe or vane of some kind, professional installation, and calibration. Recently, we have added probeless AOA options that are both very economical and do not require calibration which adds to the installation expense. Let’s take a look at your options if you plan to add AOA to your aircraft, starting with the pivoting vane.
Pivoting Vane
The concept is simple: The moving vane rides the rela tive wind and constantly “reports” its position in relation to the cord line of the wing. An indicator in the cockpit inter prets the information and relays this to the pilot. EM Aviation is the only pivoting vane option for GA that I can see.
Sport Air USA/EM Aviation RiteAngle ™ Integrity AOA System at $1,675
Originally designed by EM Aviation, Sport Air USA ( sportair.aero ) is now supplying the AOA vane system, with an FAA-approved option with their RiteAngle “Integrity” AOA System for $1,675. If you think a vane system is best for you, Sport Air USA/ EM Aviation appears to be your only option. Sold by Aircraft Spruce.
Differential Pressure (DP)
This is the more common approach to AOA/reserve lift that we see today. AOA/lift reserve systems that operate this way use a single probe, mounted in clean air – typically under the wing on single-engine aircraft or on the nose of a twin. The probe has two ports and measures differential pressure. It then reports it to the IM (interface module) and to the indicator. The DP approach requires plastic pressure lines to be run between the probe and the processor. A number of manufacturers are now offering DP AOA/Lift Reserve systems for installation in certified aircraft.
Alpha Systems AOA starting at $2,550
Alpha Systems (www.alphasystemsAOA.com) offers DP AOA systems for certified aircraft. They have a system for non-pressurized and pressurized aircraft and a wide variety of display options including a heads-up display (HUD) option. In fact, Alpha Systems has played a significant role in developing display options for AOA. An optional heated probe is also available. Their AOA systems start at $2,550 with three display options and they have a system for two-pilot applications. Alpha sells direct, so you can order from their website.
Left: Alpha Systems Eagle AOA, heads up display option.
with their G3X EFIS system) and a DP probe like the other sys tems above. The standard GI-260 system is $1,595 ($1,695 with heated probe). One display is available with different mounting options. Sold only through Garmin dealers.
Dynon Certified
AOA
Pitot Tubes for HDX System
Dynon AOA (www.dynonavionics.com) is also a differential pressure system, and the software is built into the HDX. You simply add the AOA probe (at $265), and AOA is displayed on the HDX.
Safe Flight Instrument Angle of Attack at $3,450 through Aircraft
Spruce
Safe Flight (www.safeflight.com) offers a different approach on a similar theme. This may be a new name to you but it’s not a new name in the industry. Actually Safe Flight invented the stall warning device back in the late 1940s and these devices have been standard equipment on more than 40,000 aircraft.
Above and Right: Garmin GI-260 AOA System
Above: Dynon’s Skyview HDX
Right: Safe Flight’s Lift Transducer
Safe Flight’s Lift Transducer moves in both directions and precisely measures the “stagnation point” and flow field of the wing. Their SCc AOA system sells for $3,450 and you order directly from Aircraft Spruce. The list of compatible aircraft is limited to aircraft that already have the Safe Flight stall warning system factory-mounted on the aircraft.
Probeless AOA
A number of EFIS manufacturers have come to market with probeless AOA systems, as a standard feature or an option with their EFIS systems. Probeless AOA is software-based and calculates AOA by combining information from air data, AHRS and GPS, or by comparing the aircraft’s pitch, flight path, and G-loading as in the uAvionix AV’s. There are no external sensors required.
uAvionix AOA
The uAvionix AV-30 and AV-20S ( www. uavionix.com ) includes probeless AOA at no additional charge! The AV-30-C electronic flight instrument or AV-20-S backup instrument provides built in AOA and is calculated by comparing the aircraft’s pitch, flight path, and G-loading. AOA is included in the AV30-C AI at $1,995 or the AV-20-S backup instrument for $895.
Aspen
AOA at $995 (unlock capability for $995)
Aspen (www.aspenavionics. com) was the first to introduce probeless AOA as an option for their EFD-1000 in 2016. Aspen’s Evolution AOA indicator calculates angle of attack from the flight envelope data received from the air data computer, attitude heading reference system (AHRS), and a certified GPS. It does not require additional hardware, nor does it require any external aircraft modifications or sensors. The cost to unlock AOA capability in your Aspen EFD-1000 or MAX PFD or MFD is $995.
Installation/Calibration
Probeless AOA requires no installation. The pivoting vane and differential pressure systems require the installation of a vane or probe in clean air, which is often at the leading edge of the wing. I discussed this with a shop experienced in the installation of vane or probe systems, and they indicated it should take less
than 20 hours to install. However, vane and DP systems require calibration flights that can add hours to the project and require two in the aircraft to safely complete it. No question, probeless AOA is where the value is but there are compromises in all these systems, so do your homework. Since the system’s role is to help you at reduced airspeeds, often with extended flaps, it is recommended to calibrate the AOA in this configuration.
Conclusion
An autopilot is certainly one of the best safety improvements you can make to your aircraft, but it is a significant investment. The investment in AOA also makes sense and you can get into it for as little as $1,400 (uAvionix AV-20-S installed). If you already have EFIS technology in your aircraft without AOA, you can likely add it for even less. The more you know about angle of attack, the more you’ll want to have it.
Thanks for Reading!
Until next time … Safe and Happy Flying!
Bob Hart purchased his first airplane in 1971 at age 21. He’s owned five others since. As a Senior Avionics Consultant at Eastern Avionics, Bob has personally sold over $20 million in Avionics. Bob now offers avionics advice through many online forums and consults avionics clients through his website www.AvionixHelp.com. He is semi-retired. After living in Colombia, South America, for a few years, he is now back in sunny Florida.
Editor’s Note: Bob Hart is a regular participant on the Cessna Owner Organization’s forums and is available to answer your avionics-related questions. To contact him, visit www.CessnaOwner.org, click the Forums tab, and scroll down to the “Avionics” forum. COO membership is required.
Above: EFD-1000 ProMax
Above: uAvionix AV-20S AOA Display
By Kevin Duggan, Jet Shades
Is Your Cockpit a Tanning Bed? Protect Yourself from UV Exposure
It’s a fact – research shows that UV intensity measured at ground level increases with altitude. Pilots are exposed to higher than ground level UV radiation every time they fly regardless of altitude, and while clouds do absorb some UV before it reaches the ground, they can also reflect and scatter UV back into the environment, increasing exposure.
If you’re an airline pilot flying at 30,000 feet your levels of exposure are significantly higher. Why? The higher the altitude, the thinner the atmosphere, and the less natural UV protection. Whether you fly General Aviation (GA) at lower altitudes or as an airline pilot (or perhaps both), UV exposure is a serious concern.
High levels of UV exposure have been shown to increase the risk of melanoma and skin cancer. Recent research indicates that pilots face a higher risk of skin cancer compared with the general population. While UV exposure is a concern in other professions, pilots can receive a higher dose due to a lack of effective UV protection in most cockpit windows.
The Hidden Risks of UV Exposure
Beyond the long-term risk of melanoma, UV exposure presents immediate challenges in the cockpit, including eye
damage, pilot fatigue, and dehydration. The FAA reports solar energy, in general, can cause glare, eye strain, and reduced visibility. All of these have a negative impact on one of the most critical skills every pilot needs: situational awareness.
Aircraft windows, particularly those in general aviation aircraft, provide little protection against UV rays. Most are made from clear acrylic, which does not inherently block UV unless specifically treated and identified as UV blocking. Unlike commercial airliners, which have begun incorporating UV-blocking acrylic, most general aviation aircraft windows lack built-in sun protection.
Understanding UVA & UVB Radiation
• UVA Rays (320-400 nm): Penetrate deep into the skin, increasing the risk of melanoma and premature aging.
• UVB Rays (290-320 nm): Cause sunburn and contribute to skin cancer.
Prolonged exposure to solar energy affects not only pilots but also the aircraft itself. UV radiation can fade and degrade the interior, avionics, reduce air conditioning efficiency, and cause uneven cockpit temperatures, leading to additional discomfort for both pilots and passengers.
Sun Protection Options for Pilots
As pilots, we all know the importance of taking basic sun protection measures, such as wearing UV-blocking sunglasses, applying sunscreen, and opting for long-sleeved clothing. While these steps provide some defense, they don’t address the bigger challenges of cockpit UV exposure, glare, and heat that can impact comfort and safety during flight.
What Not to Do:
FAA Restrictions on Window Modifications
You should not tint your aircraft windows. Yes, it’s been done, and window tinting kits have been sold, yet it is a clear violation of FAA regulations. Why? Window films use adhesives, and you cannot modify a certified aircraft (and this is a window modification) without an STC (Supplementary Type Certificate) for each aircraft model and type. The window film itself would require a PMA (Part Manufacturing Authorization), in addition to a logbook entry from a certified aircraft mechanic.
Static cling films may help block some light, but they do not provide UV and heat blocking. Be careful! Leaving a static cling film on a window while parked with a foil guard behind it can crack a cockpit window within a day.
Beware of suction cups and micro suction tape as well. The ‘ring’ that forms when a suction cup is left in place is an indicator of the acrylic moving, and micro suction tape simply falls off as pressure and temperature changes in the aircraft. If holding a shade, it could fall right on top of a pilot during a crucial phase of flight.
Bottom line: Solutions that are not approved by the FAA can ground your aircraft , be a nightmare to remove, crack your windows, cause it to fail a pre-buy inspection, or even worse — have a shade device fall on top of the pilot during takeoff or landing.
FAA-Compliant Sun Protection Options
One option for mitigating cockpit heat and glare is replacement aircraft windows with built-in UV and infrared (IR) heat reduction capabilities. CoolView windows, for example, block 99.9% UV and 73% IR heat, significantly reducing cockpit temperatures and improving in-flight comfort. These windows require professional installation and represent a long-term investment for pilots seeking a permanent solution to heat buildup.
Another option is removable sun-blocking panels, which offer protection from UV radiation, heat, and glare without requiring modifications to the aircraft. Jet Shades, for instance, block 99.9% of UV rays, 58-78% of heat, and 80% glare, providing comprehensive sun protection. These panels are custom-fit to individual aircraft models and can be installed by the pilot without requiring an STC. They offer the flexibility of being used both in-flight and while parked on the ramp to maintain a cooler cabin and protect the aircraft interior.
Pilots should carefully assess their specific needs when selecting a sun protection method. Regardless of the approach, any dermatologist would advise pilots to take precautions – whether through proper eyewear, protective clothing, or FAA-compliant window sun protection.
Final Thoughts: Fly Smart, Stay Protected
UV exposure in the cockpit is unavoidable, but proactive steps can make flying safer and more comfortable. From aviation-rated sunglasses to cockpit window sun protection, pilots have multiple ways to defend against UV damage. Choosing the right combination of solutions ensures not just comfort, but also long-term health and cockpit safety.
Kevin J. Duggan is a commercial rated, 3,000 hour, GA piston and jet pilot. He is also a global consultant on Operational Excellence, an author of four books on Operational Excellence, and the inventor of Jet Shades, jet-shades.com
Destination
Gaston’s White River Resort
Airstrip on Premises (K3M0)
Lakeview, Arkansas
Website: www.gastons.com
Hours: Closed for month of January.
February-December: Daily: 6:30 a.m.-8:00 p.m.
Gaston’s White River Resort has an airstrip which gives fly-in visitors access to outstanding fishing on the White River Flowage (they have boats available), lodging, food and other amenities.
What Our Pilots Are Saying:
“Beautiful setting along the White River with 79 fishing cabins and a first-class restaurant with two chefs and a unique salad ‘boat’ bar.” Never had a bad meal in all the years I’ve been flying
there. Prices are very reasonable, too. White River is a noted trout river. The associated grass strip at the resort is 3200 feet long. The folks are very friendly and go out of their way to help you. It’s not as pretentious as a ‘resort’ name would imply. Call 870-431-5202 to check on field conditions.”
Chris Bron Springfield, Illinois
“The food is great and the setting is amazing. Nestled along the White River in the Ozark Mountains. With a very well-maintained grass runway. Please note specific approach/ departure instructions!”
Archie Stanphill Lonoke, Arkansas
Gaston, Arkansas is awesome. Great food with the best salad bar you’ll ever find. The restaurant is very cool inside with a view that’s worth the trip. And the landing strip is cool to fly into.
Steve Baldwin Lawson, Missouri
Left: Rolf enjoying his stay at Gaston’s. Photo courtesy of Chris Bron and Rolf.
Gaston’s landing strip. Photo provided by Chris Bron.
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Ball Swage Needed
QUpon removing the parking brake conduit from my C182A, it broke at the bottom bracket’s attachment.
Part availability? I didn’t even try. A cutoff of the ball stop is the only way to remove the hardware and allow a die to rethread it. So, I did.
Now, it’s time to swage the ball stop onto the cable. It’s a type 316 on a 1/16” cable.
I am having trouble finding someone who has the proper swagging equipment to do it. The local mechanics and even the local EAA Chapter can’t help me.
I could probably swage anything onto it, as it’s just a parking brake (and how many times do we use it anyway). But that’s not correct.
So, I am hoping that someone here knows where I can send this assembly to have this done right. Thanks much.
— Cavu2usf
ATo swage a ball or terminal end on regular aircraft cable requires specialty equipment that 90% of the shops are not going to have. You’re going to have to find a repair station or the other options. eBay has a nice supply of whole assemblies. Don’t try to engineer something — last thing you need is to have the parking brake drop off when you don’t want it to, like at high power.
One more thing, if there are no repair stations in your area try to contact one that has the equipment and you can send the whole thing to them and have them swage it.
— Carl Ziegler,
A&P/IA
AAYes indeed, I’m finding this out. All I need is an able shop and their address.
— Cavu2usf
Find the source guide here on the site, if you don’t have it at home. All the contacts should be there or do the Google thing for aircraft repair stations. You may have better luck with larger corporate type facilities, but you may find some smaller shops that have the equipment. I tried bidding on a set, got outbid.
— Carl Ziegler, A&P/IA
ANo luck on finding a swage service, so I tried this. Spent 50 bucks on a hydraulic swage tool.
Wiring Failures
QI did the Whelan LED landing and taxi lights on my 82 Skyhawk a few weeks ago. Now that it is down for annual, I am finally putting in the uAvionix AV Mag while the wings are open and all. Went to pull fish wires back through the wing and used the landing light power wire inboard of the opening. Found this when I did.
I never had a breaker pop and I didn’t notice it when doing the swap. It looks like it had been like that for a while. It was in the curve of the wire behind the landing light, but I couldn’t find where it had grounded. The wires weren’t supported well back there, by the way.
— merenforth
AGood find I have a gut feeling that’s not the original wiring as Cessna and Piper never used any color-coded wire that I can recall. Given that, it might actually be worth testing your circuit breaker and make sure it does work.
— Carl Ziegler, A&P/IA
C172 Avionics Stack Cooling Fan
QI have removed the ram air hoses and flat plenums with holes on both sides of the radio rack on the advice of a long-time avionics installer. This gets rid of moist air coming into the stack and the newer radios do not need the same degree of cooling as the older radios.
While I was cleaning the underside of the glare shield, it seemed like a computer 80 mm or 120 mm fan would fit nicely right under the rectangular opening that vents the avionics stack. I was wondering if a fan like that, which only draws 1.2 watts or less, could be used as an exhaust fan. Perhaps the natural air circulation with heat rising is enough.
My only consideration would be if the fan would affect the whisky compass which is right next to the grill opening. Has anyone tried a cooling fan like this?
76Hawk
AThere is very little room for convection cooling in a radio stack. Yes, the vacuum tube days are over and we may no longer need the cool outside air, but even modern electronics are subject to degradation over time with high internal temperatures. In looking for a cooling solution, there are fans specifically approved and made for installation in normally certificated aircraft.
—Mike Jones, COO Aviation Director
AThanks for the reply. I was hoping someone might have already come up with a solution like I proposed. I have a 5-tube cooling fan in my own plane. I was just thinking aloud about the ventillation opening and if it might be logical to place a fan there. Sometimes thoughts lead to other people figuring out a way to do it.
With the radios stacked so closely together, I imagine the heat goes mostly out the forward end of the tray from radio cooling fans (like my Garmin GNS480) if they have a fan. I don’t think any of the radios in our club plane’s stack have a fan, so the heat can only radiate out of the cases or the heat sinks on the back of the trays. Seems like whichever unit is on the top of the stack would be the hottest, doesn’t it?
— 76Hawk
AFor what it’s worth, I had a crazy octopus looking cooling fan in my 84 P from the factory. Two things: First, when it was running it sounded like a J-79 on burner. No seriously, you could hear it over the engine. Second, when I got behind the panel, the crappy black tubes weren’t attached to anything anyway. Replaced it with a 5-tube Sandia cooling the 430W, 2 KX155s, etc. I instantly noted the hot air coming out of the front of the stack and the 430 doesn’t overheat anymore. I made a tray to mount it behind the right-side panel where I guess the ADF had been years ago and used the 5/8” cyclone tubing.
Like it so much, I closed off the NACA scoops on my 337’s for same installation.
— merenforth
Send Us Your Maintenance Questions
Names in this section are forum usernames. If you have a question that you and/or your A&P can’t answer or if you’re looking for a second opinion, take advantage of your membership. Contact us at tech@cessnaowner.org to get help from our staff or post your question at forums.cessnaowner.org.
Although we provide help to our members with maintenance questions, every plane problem is unique. According to 14 CFR section 91.403(a), the responsibility for airworthiness rests with the owner/operator. We therefore advise you to also consult your A&P/IA, and the manufacturers directly, when researching answers to your questions.
“Keep up the
I love your products! I fly a Ryan PT22 w/ a handheld radio as my one and only com. Your products greatly help updating my D.C. Headsets to make this possible. Your Hush kits, MicMuffs, Ear Seals all add to clearer, more comfortable Headsets and communications. Noise cancellation headsets just don’t work in an open cockpit aircraft. Every db I can eliminate is greatly appreciated.”
Commodore Aerospace Corp. 6221 Commodore Lane Oklahoma City, OK 73162 email: nieser.02.337parts@juno.com www.02337parts.com
Simple, Accurate Carbon Monoxide Detection
Radiant Technology has just released a new carbon monoxide detector and alarm that makes monitoring CO detection easier than ever.
The CO-USB Carbon Monoxide Alarm can be powered from any USB port, Android or late-model iPhone (15 or later) and consumes very little power. It reliably indicates CO levels and, per FAA guidelines, flashes bright red at 41 PPM if unsafe levels are detected. It is designed not to be deceived by interference from other gasses. Just plug it in, give it a few minutes to warm up, and it will begin giving accurate CO level readings.
The best part? This new device comes with a 5-year warranty and a price that won’t cause sticker shock. The introductory price is $29.95 per unit, a small price to pay for an added measure of safety.
You can find more information about this device, including ordering information, at www.radiantinstruments.com
