- Apr 28
- May 20
- Jun 03Aircraft Spruce Canada, 27 York Road, Brantford Municipal Airport, Brantford, ON N3T-6H2 1 attendee
- Jul 22
- Oct 07
I just joined CFA!
I have recently purchased a share of a 1978 Cessna 182.
It has an old KNS80.
I want to update the avionics with GPS and ADSB.
I'm overwhelmed with the choices and am looking for advice and recommendations from the CFA team.
The Cessna Maintenance Manual for my 1956 172 says that the Elevator Trim Tab Travel is 28* Up and 13* Down.
Is this Aircraft Nose Up... and Nose Down ?
Is it Trailing Edge of Trim Tab Up and Trailing Edge of Trim Tab Down ?
I know it seems crazy.... but it doesn't seem clear
I've attached a link below to the pdf for Iskra starter maintenance.
File Attachment:File Name: IskraStarterMxManual.pdf
File Size: 532 KB
The Iskra starters were installed by Continental Motors on engines such as yours. They are no longer installed by Continental on its new engines because they had a habit of damaging the starter adapter assemblies. The Iskra starter consists of a small electric motor that spins fast and a planetary-type reduction gear. In order for the starter adapter to work correctly, the starter has to "release" after the engine started. I believe the problem boiled down to the planetary gear system/electric motor combination was difficult to turn and since it wouldn't, the friction spring inside the adapter would stay engaged on the starter shaft. This caused bad starting performance since the spring was no longer capable of fully gripping the knurled portion of the starter shaft. These starters caused so many stater adapter problems that most owners that knew about the problems replaced them with either a SkyTec starter or one of the older model starters.
I did find an old manual at: www.tcmlink.com/pdf2/MaintenanceManuals/STR-01/STR-01.pdf. It's an inactive publication but I believe it addresses the maintenance procedures for an Iskra starter. Since it has the red warning across it, you will have to re-type it.
If I were you, I would take the Iskra off your engine and replace it with a SkyTec starter that's approved for your airplane. You can find more information on the SkyTec starters at: www.skytecair.com.
Let me know what you find.
Hi, You can get a new composite spinner from TCB Composites (www.tcbcomposite.com) . This company has been building composite spinners for a long time and I've never heard any negative feedback.
Both Hartzell and McCauley publish printed guidelines that prohibit any repairs on spinners and spinner backing plates I found a couple of shops that claim to have FAA approval to do weld repairs. These include Aero Support Engineering Inc (www.spinner-repairs.com and www.spinnerrepairs.com) and K and K Precision Welding (www.precision-welding.com).
Happy Flying, and let me know what you decide to do and how it worked out.
having an Iskra starter pn 655566F24V on my Cessna T210 since 2008 I need now under request of Germany to show them a document with the scheduled maintenance for that device.I gathered info and found different data: check brushes periodically or no maintenance just change it.Iskra do not deliver anymore the maintenance manual.
Can anybody help me ?
My aircraft is in annual inspection and we found a crack in the spinner bulkhead (part# 0752637-17). Does anyone know of a repair facility that can fix it? Or does anyone know of a person or place that may have a serviceable used one for sale.
Thanks in advance for any help you can give.
Hi Chris; I wrote the following in answer to a similar question.
I believe an AOA indicator is a very good complement to the airspeed indicator in your Seneca since a wing can stall at any airspeed, but only ONE angle of attack, regardless of bank angle, aircraft weight, g-load, or density altitude.
The FAA didn’t like the number of GA accidents and after studying the problem realized that airplane loss of control (LOC) showed up often in GA accidents.
The FAA issued a Memorandum (AIR100-14-110-PM01) titled, “Approval of Non-Required Angle of Attack (AOA) Indicator Systems, in 2014 that opened the door for GA owners to install AOA systems by categorizing these as “minor installations.” Installing systems that didn’t have the conventional installation approval (TSO, PMA, or STC) was OKed by this memorandum. In addition the FAA issued an Information for Operators (inFO 14010) doc dated 7/15/2014 that address AOA systems.
The FAA also created a video that illustrated AOA indictor displays in action here: www.youtube.com/watch?v=8JcjWnAJGKQ&feature=youtu.be.
There’re a lot of studies that support the installation of an AOA indicator. As I understand there are a couple of different types. One type by Safe Air uses a sensor that looks very similar to the stall warning vane installed on the majority of GA aircraft. Another type uses a probe that samples ram air pressures at two points. As the AOA changes the air pressures vary and change the position of a needle on an analog style display. Another probe-type runs the varying air pressures through an electronic box that compares the two pressures and sends the calculation through wires to a display. The third type consists of a pivoting vane that sends signals to a LED display. The vane is mounted on a post that must be installed below the wing.
Things to consider are cost, whether you need a heated probe for IFR flight, ease of installation and size of display. For instance, the wing on my airplane only has two inspection panels so installing hardware such as electronic boxes or running tubes inside the wing is a real consideration for me.
If you already have a glass panel EFIS installed, companies such as Aspen, Avidyne and Dynon have add-ons to bring an AOA depiction onto its display screen.
Unlike every other system, the Aspen AOA system does not require the installation of an external probe as it derives the needed data from existing Aspen software.
There are several AOA systems on the market. Displays range from a moving needle across a dial face to a single line of LEDs. Since I’m a low budget owner I like the CYA 100 by General Technics for the following reasons. It’s relatively inexpensive at $625. The kit includes a pivoting vane mounted on a small mast that’s mounted on the bottom of the wing. The display is tiny (2 inches by 1.25 inches by 0.375 inches) and installation is simple since the interface between the vane and display consists of three wires. There’s also an audio output warning that can be connected to the audio panel or the pilot’s headset.
Whichever one you choose, you’ll have to calibrate it and learn how to use it.
Precise Flight is excited to announce the debut of our new Boom Cannula lineup! The X3 Demand Boom Cannula and A5 Boom Cannula are designed to provide ultimate comfort and performance. Pilot tested and approved, Precise Flight's new boom cannulas are backed with our premium lifetime warranty.
We're excited to offer a 50% discount on our new Boom Cannulas with every purchase over $300 through the month of April. Simply call us at 1-800-547-2558 and ask for Kenny to take advantage of this discount.
Learn more about our boom cannula lineup at https://www.preciseflight.com/general-aviation/shop/oxygen-equipment-general-aviation/products/masks-cannula/.
Thank you again for trusting Precise Flight. We're honored to be your trusted source for aviation safety equipment.
Thank-you so much for your help, I have ordered the part and hpoe it works
All the best and again thanks for helping me out !
Paul ( French Cessna pilot)
Got this some years ago and it may explain the Connie O300 engine oil system.
Continental was opposed to external oil lines on their engines, and the "C"-series of engines was designed without them. Although an oil cooler design was produced by TCM (Continental Motors Corporation), Cessna was opposed to using it, probably for price considerations. So the C145/O300 installed in a Cessna runs hotter than the same engine in a Fairchild/Stinson/etc.. It also runs cooler in a Swift due to the updraft cooling.
Why would updraft cooling help? For one reason, the oil sump gets a nice first-chance at the cool air. But another major reason is because the pushrod tubes, being sheet-metal, and because the Cont. engines pump relatively high quantities of oil to the rocker boxes (much more than the Lycomings because of the better hydraulic lifters that Cont. uses) that subsequently runs back down those tubes to the sump, ...those pushrod tubes act as oil coolers and on the updraft cooling systems they also get a first-shot at the cooling air.
On a downdraft cooling system such as on our airplanes, the pushrods aren't in such a good position, as they sit downstream of those nice warm cylinders. Nonetheless, they still perform a function of cooling. And that's the problem.
If your exhaust flange gaskets leak, or if your exhaust riser clamps leak and spray hot exhaust onto your pushrods, a surprisingly large increase in oil temperature will result. So look for signs of exhaust blowing on your pushrod tubes.
There is not too many reasons for a 170 engine (C145/O300) to suddenly start running much hotter than 210-220 F. The most common reason for a sudden change is a faulty gauge. The next most common reason is a leaking exhaust flange. The third reason is faulty cooling baffles. The fourth reason is a broken or stuck piston ring, which can be detected with a compression test and subsequent blow-by into the crankcase.
Even a C145/O300 engine that has run all it's life with oil temps at or near redline will make TBO as often as other engines that run much cooler. The high oil temp does not seem to hurt the C145/O300 as much as it does some other engines. One reason for that is due to the location of the oil temp probe. Our oil temp probes are located at the oil inlet to the engine (at the oil screen.) Most other engines measure their oil temps at the outlet of the oil cooler. That's why they commonly indicate oil temps in the 180 degree range. Therefore it's not appropriate to compare the C145/O300 engine oil temp indications to other engines. If you'd measure the oil temps of most other engines at the inlet of their oil coolers their temp readings would be frightening.
So,...run SAE 50 wt oil in warm weather (above 40 degrees F) and SAE 30 in cooler weather (below 40 degrees F) order to take advantage of the higher 240 degree oil temp redline. (I've never seen SAE 30 aircraft oil, personally. Interestingly, SAE 40 oil is never approved for 240 degrees in our engines, apparently because it's not approved for use below 40 degrees F.)
Jason Moorefield from Freedom Avionics was able to provide an answer:
The 2002 T206H has a 2 or 3 pin connector in the center console that provides 12 volt power only. (The rest of the aircraft is a 24 volt system.) You plug in this adapter to the center console port and it has a standard round power point that you can run a handheld GPS or charge a Phone with on the output side. These are typically lost as aircraft change hands because it can be unplugged. Cessna really should have just put a standard 12 volt power point on the panel and not this non standard plug. I hope this helps and makes sense.
The part number is D02-0042 Retail Price $22.94. . Cessna says they have about 20 in stock. They can be purchased from us or any other Cessna Service Center. The Cessna Technician also said that he thought these were available from Aircraft Spruce but he did not know their part number.
Jason K. Moorefield
Freedom Aviation / Virginia Aviation
Dear Steve, I suspect the outlet has been modified by a previous owner, as it really doesn't seem to fit any normal installation.
Thank-you for your help in case.
Further reading for "Accumulating Knowledge: De-Ice Boots" by Kristin Winter
1. NASA SP-2002-4226, "We Freeze to Please” - A History of NASA’s Icing Research Tunnel and the Quest for Flight Safety by William M. Leary. NASA History Office, 2002.
2. FAA-H-8083-31, AMT Airframe Handbook Volume 2, Chapter 15: Ice and Rain Protection. U.S. Department of Transportation Federal Aviation Administration Flight Standards Service, 2012.
Hi I'm trying to locate the plug in the parts manual but It would help if I knew exactly where it's located in the cabin. Are you able to post a photo of the plug from a little further away??
Thanks Sam for taking the time to answer.