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Article Archive (396)

ENGINE Model: Cont. C-85-12 No. Cylinders: 4 HP: 85  WEIGHTS AND CAPACITIES Takeoff/Landing Weight: 1,450 pounds (Utility Category) Standard Empty Weight: 785 pounds Max. Useful Load: 665 pounds (Utility Category)  PERFORMANCE Max Speed: 123 mph Cruise Speed: 106 mph Climb Best Rate: 640 fpm Service Ceiling: 15,500 feet
Tuesday, 22 March 2016 14:36

Garden City, Capital City: Victoria, B.C.

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December 2015 Mere miles away from the US mainland, Victoria, BC is a worthy destination and constitutes international travel to boot! Situated on the southern tip of Canada’s Vancouver Island, only the Strait of Juan de Fuca separates the city from Port Angeles to the south, and the Haro Strait and San Juan Islands from Bellingham and Seattle to the east. But even so, reaching the city and its island requires travel by either boat or plane, as there are no bridges connecting to the mainland. Vancouver Island is the largest Pacific Island east of New Zealand clocking in at an impressive 290 miles long and 50 miles wide at its largest point. Most of the sparse population can be found on the southern end in and near Victoria. The capital of British Columbia, Victoria is known as ‘The Garden City’ thanks to it having the mildest climate in Canada allowing greenery and flowers almost year round. Couple that with the innate courtesy and friendliness that marks Canadians and you have an ideal place to test out your overwater flying skills, your abilities to manage the logistics of international GA travel, and a really wonderful place to spend some time!…
Tuesday, 22 March 2016 13:39

The Early Bird: Installing ADS-B In

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December 2015 It’s been nine months now since I started my ADS-B installation project. Along the way I’ve sold most of my old avionics, researched and purchased new avionics, and babysat the installation processes. In addition, I’ve had a complex annual inspection that found corrosion needing repair and have installed auxiliary fuel tanks. I’d like to repaint my airplane too, as the paint is original from 1977—but my checkbook is empty. Maybe my guardian angel will come and help me. (I’ve heard it said that when you hear a bell ring, an angel is painting an airplane... I can only hope!) My plane is now out of the shop and I’ve done some flying, but I really can’t handle another task this year. I don’t want to write any more checks. I just want to fly. Since I’ve had a lot of time to ponder this whole project while I watched the work move forward one inch at a time, I’ve come to some conclusions about ADS-B.   Multiple optionsWe aircraft owners have multiple ADS-B routes we can take. For ADS-B Out, the options are to install either: (a) a Mode S/ES transponder with WAAS GPS position source; or (b)…
December 2015 Transitioning to a tailwheel airplane can be an enjoyable, satisfying challenge. But it can also be so frustrating you might wish to take up canoeing rather than continue with the training. In the end it will be worth the frustration and the challenge as you’ll become a much smoother, more coordinated and accomplished pilot. Your future passengers will appreciate it, too.   Foot position and taxi techniquesIn part one (“Tailwheel Fundamentals.” November 2015), I discussed the importance of proper placement of a pilot’s feet on the rudder pedals as the first step in mastering the tailwheel airplane. Proper foot placement (in most low horsepower single-engine tailwheel airplanes) involves resting your heels on the floor so that the upper ball portion of your foot makes contact with the rudder pedals. This will allow smooth rudder inputs by pivoting at your ankle rather than having to move your entire leg each time rudder input is required. Also discussed in part one, the proper and safest method when taxiing is to perform shallow “S” turns while in motion. As you begin moving away from the hangar proceeding to the runway, make gentle “S” turns, turning approximately 10 to 20 degrees. While…
Tuesday, 22 March 2016 13:00

Deserving of Respect and Praise: Cessna's 421C

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December 2015 Throughout this year I have written articles for Cessna Flyer, and members who are familiar with my writing know that I do not focus on the “how high, how fast and how far” data; that information is easily obtained from many internet sources. Instead, I try to answer questions. I’ve shared my knowledge and experiences with the Cessna 340A, 414/414A Chancellor and the 425 Conquest I. (Refer to “‘Big Airplane’ Safety: A Cessna 340/340A buyer’s guide” in our March 2015 issue; “Bigger, Faster, Better: The Cessna 425 Conquest I” in June; and “Less Gets More: The Cessna 414A Chancellor” in August. —Ed.) I am now pleased to present information on the Cessna 421C Golden Eagle. I’ll focus on the standard 421C manufactured from 1976 to 1985, and where appropriate, I will mention the 1967–1975 421A/B and the 421C with RAM engine conversions. Not a single 421C was made in 1983, and only a few were produced in 1984 and 1985. Yet altogether, 863 of the 421C models were built. This number has been reduced to approximately 500 by original and subsequent exporting, insurance-totaled aircraft and other actions.   Comparing a 421C with other CessnasI am often asked to…
Tuesday, 22 March 2016 02:24

Affirmative Attitude; Important Life Lessons

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December 2015 Life as we know it is a series of lessons, and from the day we are born until we take our final breath, we never stop learning. We are constantly challenged by distractions, temptations and pressures, and the earlier a person can develop the mental fortitude required to meet these roadblocks head-on and fight through them, the better off they’ll be. Life lessons that teach right from wrong and how to make smart decisions are things that all parents try to teach their teenaged children, but sometimes the teens need to get involved in something they truly love to confirm for themselves the importance of possessing solid character. As Michael Zidziunas and the Lakeland Aero Club are demonstrating, there might be no better place for teenagers and young adults to learn important life lessons than in a hangar with a tool in your hand, working on your airplane—or better yet, at the controls of that same airplane. Zidziunas is an A&P/IA with over 3,000 hours, including 1,200 in tailwheel airplanes. He’s built four experimental airplanes, restored a couple of vintage light planes and currently owns and flies a 1939 Taylorcraft BL-65. Zidziunas has flown 13 trips to the…
Tuesday, 22 March 2016 02:00

The High and the Writey

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December 2015 We pilots in the United States are woefully ignorant when it comes to Canada and Canadian aviation history. For example, can any of you tell me the historic Canadian aviation event that took place in a town called Chief back in the 1950s? You’re really pulling a blank on that one, aren’t you? That is probably because there is no town named Chief in Canada. There is one in Algeria and probably a lot of other countries, but not in Canada. Like I said, we know very little about the aviation history or anything else about that big friendly country to our north. Please, don’t panic. It is embarrassing to us all that you are so ill-informed about our northern buddies, but on the odd chance that anybody in Canada ever invites you to a fly-in or gets you tickets to their national sport, (no, not hockey—lacrosse) you should know a few key phrases to use so you won’t look like a hoser *1. If you find yourself in the presence of a Canadian, you could lead the conversation by saying: “Hey, how about that Punch Dickins, eh?*2” Every Canadian aviation enthusiast knows all about Punch Dickins. He…
Tuesday, 22 March 2016 01:45

Changing the Routing of the Prop Control Cable

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December 2015 Q: Hi Steve, I’m the proud second owner of a 1978 Cessna R182. I bought it from the guy in the next hangar. He was very proud of his airplane and had spent many an hour down at the airport washing and polishing it. Unfortunately for him—but fortunately for me—he only flew it on days with perfect weather. The sky had to be absolutely cloud-free and the wind speeds had to be below five knots. Total time on the airframe and engine is 1,322 hours which averages out to 36 hours a year. During my first annual, my mechanic suggested that I install a mod that changes the routing of the prop governor control cable. He said the original routing is dangerous. I took a look, but can’t figure out what he’s concerned about. Can you explain? —Retractable Rob   A: Hi Rob, Your mechanic is correct. Cessna routed the prop control cable on the 1978 and 1979 R and TR 182s under the cylinders on the left side of the engine before securing the outer housing to the forward side of the cylinder baffle on number-two cylinder. That baffle has a tendency to crack. If the cracks…
Tuesday, 22 March 2016 01:45

Changing the Routing of the Prop Control Cable

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December 2015 Q: Hi Steve, I’m the proud second owner of a 1978 Cessna R182. I bought it from the guy in the next hangar. He was very proud of his airplane and had spent many an hour down at the airport washing and polishing it. Unfortunately for him—but fortunately for me—he only flew it on days with perfect weather. The sky had to be absolutely cloud-free and the wind speeds had to be below five knots. Total time on the airframe and engine is 1,322 hours which averages out to 36 hours a year. During my first annual, my mechanic suggested that I install a mod that changes the routing of the prop governor control cable. He said the original routing is dangerous. I took a look, but can’t figure out what he’s concerned about. Can you explain? —Retractable Rob   A: Hi Rob, Your mechanic is correct. Cessna routed the prop control cable on the 1978 and 1979 R and TR 182s under the cylinders on the left side of the engine before securing the outer housing to the forward side of the cylinder baffle on number-two cylinder. That baffle has a tendency to crack. If the cracks…
Tuesday, 22 March 2016 01:45

Changing the Routing of the Prop Control Cable

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December 2015 Q: Hi Steve, I’m the proud second owner of a 1978 Cessna R182. I bought it from the guy in the next hangar. He was very proud of his airplane and had spent many an hour down at the airport washing and polishing it. Unfortunately for him—but fortunately for me—he only flew it on days with perfect weather. The sky had to be absolutely cloud-free and the wind speeds had to be below five knots. Total time on the airframe and engine is 1,322 hours which averages out to 36 hours a year. During my first annual, my mechanic suggested that I install a mod that changes the routing of the prop governor control cable. He said the original routing is dangerous. I took a look, but can’t figure out what he’s concerned about. Can you explain? —Retractable Rob   A: Hi Rob, Your mechanic is correct. Cessna routed the prop control cable on the 1978 and 1979 R and TR 182s under the cylinders on the left side of the engine before securing the outer housing to the forward side of the cylinder baffle on number-two cylinder. That baffle has a tendency to crack. If the cracks…
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