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CFO Digest Sample #2
(Note: email addresses and phone numbers have been removed to
protect the privacy of the members in this sample.)
Subject: CFO Digest 12-08-1999, #853
Cardinal Flyers Online Fly-ins...
Ray Greene is arranging a fly-in for California
City... Saturday January 22nd. Details to come; we'll have a go/no go
update online here after 6AM that morning! (Rain date January 29)
And who's next?
--------------------------------------------------
Table of Contents:
Stiff Control Cable Operation
cowling nose bowl
Turbo Oil Return
Radio Lock Bar
Matt Raymond's '73 for sale
airbox intake modifications
Tuned exhaust for Cardinal almost STC'ed
Transition Troubles
Real Cessna Door Handles
bevel gear lube
Broken rings?
owner performed annuals, Bay Area
Rocky Mountain Instruments
fuel injection service bulletin
gear & brake hoses, stab brackets
Glideslope
Air filter mod
CHT Gauge Replacement.
microENCODER looks great!
Terminal Boards on the parking brake support
mud plugged fuel drains
1973 RG for sale
Cardinals, we got Cardinals...
Mark 12D's wanted!
Bevel gear lube.
Other airframe lubricants.
Air intake mods.
Cessna interior door handles.
paint
panel tilt
WAAS signal
List Frequency
1968 Cardinal for sale
--------------------------------------------------------
From: Arnold Betbeze
Subject: Stiff Control Cable Operation
I would like to testify to the success I have had using a similar procedure
to that Wayne Scott suggested. My method is as follows: 1.Remove the end of
the cable from the engine end and suspend it or prop it up as high as
possible. Slip a piece of rubber or plastic tubing over this end and fill
with light oil SAE 10W-30 or ATF or whatever you have. Let stand overnight.
Instead of tubing you can fabricate a small funnel from a bit of plastic
from a 2 liter beverage container and tape. Place a container under the
operating end as the oil could leak out. If you must use penetrating oil
follow it up with a better lubricant as above. This method has been used by
motorcyclists for years. Anyone in the Southeast have a nice 177B FG that
you wish to sell. I want one. Arnold Betbeze
--------------------------------------------------------
From: Don Finley
Subject: cowling nose bowl > .........
> I paid $1,000 for the entire nosebowl, and the UPPER halves are a dime a
dozen... it's the lower ones that are rare and worth big bucks.
I would like to purchase six of the UPPER half nosebowls. Where do I send
my nickel? (Just couldn't resist )
Don Finley
[OK, Don... but the shipping and handling is going to KILL you! :-) Paul]
--------------------------------------------------------
From: "Larry S. Wokral"
Subject: Turbo Oil Return
Paul and Vince,
If you guys decide on a day to get together to compare turbo and oil line
installations, let me know too. I could also make it to Oakland (?) for the
comparisons. That is as long as I get my magnetos rebuilt and reinstalled
by then (lost one while in Mexico this last weekend and had to make it back
with a Band-Aid repair.)
Larry Wokral
[It won't be right away, Larry... what are you doing the Sunday after
Christmas? :-) Paul, traveling mode]
--------------------------------------------------------
From: Keith Peterson
Subject: Radio Lock Bar
>I had the pleasure of ordering one of the first Radio Lock Bars from
Richard Bielawa in California. It arrived last month and I must say that it
is a quality piece of equipment.
As a further testimonial to Richard and his Radio Lock Bar, let me point
out that he is a CFO sponsor. So we know his heart is in the right place!
:-)
Check them out at this page:
http://http://www.cardinalflyers.com/pub/sponsors/radbar.htm
Keith Peterson, CFO Webmaster
--------------------------------------------------------
From: Keith Peterson
Subject: Matt Raymond's '73 for sale
1973 Cardinal RG (N1964Q) Matt Raymond
1050 SMOH 1050 SPOH 5650 TT 60 Gallon Tanks
Avionics KMA20 Audio Panel KX170B with GS KX170B with LOC KR86 ADF Apollo
618C Loran KT76 Transponder King digital DME (KI266) 4 Place Intercom
Cessna 300 A/P with heading bug. Davtron digital clock Dual PTT Dual
Avionics Master switches Hobbs meter IFR Certification due July 2000
Exterior: 7.5/10 White with burgundy and gray metallic trim (Imron)
Interior: 8.5/10 (completely refurbished in 1999) New ivory leather seats
and side panels All new seat foam All seat frames and hardware bead
blasted, repaired as needed, and re-painted New burgundy carpets and floor
mats New ivory seatbelts and shoulder harnesses Headliner covered with
Ultraleather New Kinzie interior plastic
Logs: Complete
Damage History: Yes, history of gear up. Properly repaired with Cessna
parts. Powerpack overhauled in '94.
Annual Inspection: Completed April 1999
Miscellaneous: Parts and Service manuals, spin-on oil filter adapter, extra
filters, extra freshly overhauled manifold pressure/fuel flow gauge, new
Condor main gear tire, SS brake discs, and other parts included with sale.
--------------------------------------------------------
From: "Kauffman, Jeff"
Subject: airbox intake modifications
Hi Tom,
I think Roy and I have both played with airbox intake mods. I think the
best set-up power wise would be to have a pitot inlet with a ram-air door
that we could open that forced air directly into the throttle body ala
older Mooney designs but with more of a pitot shape to increase the ram
pressure. I have not actually tried this because I don't want to cut up my
airbox. I have tried sealing and making the intake more of a ram - this may
be the best way to go from a simplicity perspective and it can certainly
give you back at least an inch of MP (I believe Roy has seen even more that
1").
On a separate but related topic we have also looked at cooling air inlet
mods. I believe this is what Mark was speaking of in his last entry. I
would do both of these mods at the same time since they both require a new
nosebowl.
I would also love to see the PowerFlow exhaust on the RG but it is going to
be a very tight fit - I sent some dimensions and pictures to Robin back in
the spring timeframe while I was pulling my engine off. If they do an RG
version I would suggest the modification include closing the existing
cowling hole and exiting through a modified cowl-flap to help with cooling
(sans fairing) and reduce drag.
..Jeff Kauffman, '75 RG, N2662V
--------------------------------------------------------
From: "Jeffrey D. Wells"
Subject: Tuned exhaust for Cardinal almost STC'ed
Paul, I would like to thank you for your support in your wonderful medium
of cyberspace. The Cardinal List has been a great informational source for
myself and Power Flow Systems.
[Our pleasure, Jeffrey! Paul]
Power Flow Tuned Exhaust for the C177 O-320 will be granted STC soon. We
met with the FAA ACO concerning the status of our STC applications and made
significant process. Being a subscriber to the list and an employee of
Power Flow Systems, I know Cardinal owners have been waiting for a tuned
exhaust. We are estimating STC approval for the C177 O-320 in Jan-Feb 2000.
Due to overwhelming interest from Cardinal owners, we want to have stocked
Cardinal O-320 units shipped as soon as we receive the STC. To guarantee
shipment upon STC approval and a scheduled price increase (Jan 15th) within
the estimated STC approval time period, we are (for the first time)
allowing Cardinal owners to place deposits to lock in the lower price.
Our current pricing for the C177 O-320 model is $2795 plus shipping, but
after Jan 15th the new price will be $2975 plus shipping. Call toll free
1-877-693-7356 or e-mail me to lock in
the current price and insure quick shipment, we will take $1000 deposits
(which are fully refundable at your request).
Smooth Skies, Jeffrey D. Wells
--------------------------------------------------------
From: MJ Watson
Subject: Transition Troubles
Made the move from Virginia Beach to Iowa last week, with rather strong
headwinds a good part of the way. The attitude indicator I've been having
trouble with since trying to get it overhauled in February gave up the
ghost over Roanoke, VA just before crossing the mountains, but it was VFR.
Stopped in Muncie, IN (KMIE) to fuel up, nice place with a restaurant on
the field. The FBO folks were real nice, especially in helping me with a
non-engaging starter, we pulled the cowling and the mechanic showed me how
to pull the starter gear out and spray some WD-40 on the shaft. Even though
it was quitting time, he waited until I'd started up OK before taking off,
and wouldn't take any payment. The FBO is Muncie Aviation Company.
[Yeah, they are nice folks... I took a nap there one night waiting for the
t-storms to move through.]
While it started OK and everything seemed normal, about two minutes into my
climb out there was a sudden noise, like a rifle shot going off. After
peeling myself off the ceiling, and getting ready to turn around, I
couldn't find anything wrong with the feel of the plane or the instrument
indications. My guess is the starter chose that moment to actually
disengage itself, because on landing there was no sign of obvious damage to
the airframe.
Weirder still, the starter turned the engine over, my guess was that it had
been ruined. However, I didn't start it, as I was getting ready to pull the
AI...and we were in the hangar.
I'm going to try and start the engine and then shut it right down (as much
as I hate to do that) and see if the starter has disengaged or not. Any
suggestions on what to lube the shaft with? Also, I need to remember to
check the ring gear for damage, too, don't I?
[Hmmm... doesn't sound like a starter hanging up, but then, who knows. The
overhauled starters come with a sticker advising that you should lube them
with silicone spray at every oil change (every 50 hours). Paul]
The Gyro House did the last overhaul of the AI, and while they did get it
to work for a while, they are still giving me full credit against an
exchange for a factory overhauled AI. They've been very professional in the
few times I've dealt with them. The guy I talked to said that the AI is
probably original to the plane...probably a good guess.
Anyway, the trip was otherwise rather uneventful, but long. Now, it's time
to learn another set of weather patterns!
Michael N20300 1977 177B @ KGGI
[Welcome to God's country Michael (you know the rest of that phrase!)
Paul]
--------------------------------------------------------
From: Vincent Endter
Subject: Real Cessna Door Handles
> From: "Craig S. Steele"
> Subject: Real Cessna Door Handles
>
> The fabulous new real Cessna handles have a splined steel insert pressed
into the bored-out center of the old pot metal handle and a comparably
fabulous price. It looks like it will outlast every other part on the
aircraft, which still doesn't make the price less embarrassing to pay.
Hmmm. $174.80, I would rather spend that on new hydraulic hoses than a door
handle. I think I have a greater chance of a gear problem than a
fire/broken door handle/ground incident. Cessna took care of that problem
with two doors, something Mooney is still trying to figure out ;-) The new
part number for the fabulous handles appears to be 0517039-2.
Vince N4NV
--------------------------------------------------------
From: Vincent Endter
Subject: bevel gear lube
> So, what do you use to lube your bevel gears?
I use the same grease I use on the rest of the landing gear.
Vince N4NV
--------------------------------------------------------
From: Vincent Endter
Subject: Broken rings?
> I've been told that you can see a broken ring in the effect it has on the
cylinder walls: a shiny vertical line or two where the break is.
Unless you had both a broken ring and it was stuck, it would not leave a
line. When I had a broken ring, the only sign was a sudden increase in oil
consumption. I have chrome cylinders. The compression was still the same.
Vince N4NV
--------------------------------------------------------
From: Vincent Endter
Subject: owner performed annuals, Bay Area
> (2) Vern Miller Aviation (408-729-4330), who Alan Craig and I have been
working with for years, and are now "training" as a 177RG expert.
Gee, I have been working with him for 14 years, I thought I had him trained
;-)
Vince N4NV (Hangar row 3, hanger 4)
[I hope you guys are whipsawing him back and forth... do it this way, no,
do it THIS way! Paul]
--------------------------------------------------------
From: Vincent Endter
Subject: Re: Rocky Mountain Instruments
> Dare I ask, are they STC'd for 177RGs? They do sound too good to be true,
engine-instrument-wise.
The folks at Rocky Mountain Instruments say that most people replace their
VSI with their instrument for two reasons. Their instrument has a VSI
function and the original VSI is not a required instrument.
Vince N4NV
[Hmmm... does the FG or RG equipment list show the VSI as optional? Paul]
--------------------------------------------------------
From: "Joyce E. Clarke"
Subject: fuel injection service bulletin
>Why's that service bulletin important, Joyce? Paul
That's the part that loosened and killed the engine on my takeoff. Probably
one of the reasons Lycoming wants a 12-year overhaul.
Joyce E. Clarke
--------------------------------------------------------
From: "KARaney"
Subject: gear & brake hoses, stab brackets
My annual is not do until May and there are several things that I have been
deferring that I just am not comfortable waiting until May to take care of.
I am going to replace all of my gear and brake flex hoses as a preventative
measure. I can't find any reference in my logbooks to any of these ever
being replaced. I don't want to risk a gear up landing on 25 year old
hoses.
My question is: does anyone know of a good source for ordering these parts.
I checked Cessna parts.com today and came up with something like $500 !*#$%
for just four gear hoses. Is there a special "hose kit" or package deal for
ordering all of the hoses?
I am also going to do the stabilator bracket S/B. Would CPA be able to help
me get a copy of the S/B or does anyone here have a copy of the S/B for the
stab. bracket replacement that they could email me? Any leads on the least
expensive source for the brackets?
Item three is the replacement of my main landing gear actuator rod end. I
cant' find any log book entry indicating that this has been replaced. Any
leads on where to go for this part?
Thanks!
Kent Raney N1564H '75RG
[I'm looking forward to the collected wisdom on those issues too, Kent!
Paul]
--------------------------------------------------------
From: Richard Paoli
Subject: Glideslope
I'm taking instrument training and just discovered that my glideslope is
not working! The needle does respond to frequency switching but it is dead
on the glideslope. The localizer is OK.
Does anyone have any bright ideas what the problem might be and/or where to
look for a gremlin?
Richard
1975 FG
[Give us something to work with here, Richard... what kind of radios do you
have? If ARC, I believe the G/S receiver is a separate box... are all the
connections still tight? Paul, easy stuff first mode]
--------------------------------------------------------
From: phacowie
Subject: Air filter mod
Paul, I don't have a scanner, but I will see if a neighbor will help out.
No I don't bend the foam filter. I made a plate that bolts to the front of
the Bracket air filter. To this is attached another in the shape of a
triangle that the foam fits into. This part pivots at the upper right
corner, when you pull the cable this part moves over the filter exposing
the intake tube. I have a 337 for this mod. Roy should have pictures of it.
Howard N18529
[I'm looking forward to seeing those pictures, Howard! Paul]
--------------------------------------------------------
From: Russ Boteilho
Subject: CHT Gauge Replacement.
FWIW, replacing the existing CHT gauge requires that its replacement be
certified by the manufacturer that it is usable as a "primary" replacement
item [IOW, TSO'd, right?]. For example the GEM is stated by its
manufacturer that it is a supplemental indicator and is not a primary
replacement.
Further, the EI C1 doesn't qualify. What's needed is the EI
C1P which includes an overtemp warning (set to a specified value when it's
ordered) and a sticker on the front of the instrument that gives the
redline value. I just went through the hoops on this and both FSDo's I
talked to confirmed the requirement despite its being illogical when one
has the multiprobe CHT/EGT GEM installed.
This is one case where the paper requirement reigns supreme. Can you
imagine that the airplane is deemed not "airworthy" without a fully
functional primary CHT instrument because that's the way Cessna certified
the airplane?
--------------------------------------------------------
From: "Carr, Richard"
Subject: microENCODER looks great!
I checked out the Rocky Mountain Instruments web site; the microENCODER and
microMONITOR look like great Christmas presents for my bird! What do I have
to go through besides ordering and paying for them? (I guess I learned a
long time ago that something that seems to good to be true usually is.)
[You have to get your IA to either install them as a minor modification,
with a logbook entry, or if he feels they merit major modification status,
find a FSDO that's comfortable with supplemental equipment for the purpose
of safety...]
I could easily replace my two-function clock with the microENCODER and
retain all my standard instruments; would this simplify signoffs?
[The uEncoder is a 3.25" diameter instrument... do you have room for that
where your clock comes from?]
Since it combines, among other things, airspeed and altitude, the
microENCODER must require some reworking of the pitot/static system. Is it
practical to feed the standard altimeter and a second instrument from the
one pitot?
[Your standard altimeter doesn't connect to the pitot tube. But there's no
problem paralleling the uEncoder with the Air Speed Indicator.]
Richard Carr N34969 '76 Turbo RG
--------------------------------------------------------
From: "jgreer
Subject: Terminal Boards on the parking brake support
I have a '76 FG. On the parking brake support bar there are three terminal
blocks. The first one that is closest to the firewall has three #4 screw
connection and is used to provide power to the map light. The second
terminal board has two 'spade' connections. The first spade connector
provides power to the map light terminal board. The second series of spades
is the connection for the nav lights. Moving aft is another terminal board
with the first series of spade connectors providing power for the
engine-radio instrument lights.
My question is what are the connections on the last two sets of spade
connectors?
--------------------------------------------------------
From: KSmed
Subject: mud plugged fuel drains
Concerning the problem of plugged or inoperative fuel drains, I has one
that was inop also at last annual. Upon removal and disassembly, we
discovered that it was full of mud -- a result of a hornet activity. So
besides the cable check for mud.
Kevin Smedley 1977 C77R based in Culpeper Virginia
[Thanks for the pilot report, Kevin! Paul]
--------------------------------------------------------
From: Matt Raymond
Subject: 1973 RG for sale
My 1973 RG is on the market. 5700 TT, 1050 SMOH. KMA20, KX170B x 2, GS,
DME, KR86, KT76, Apollo 618 Loran, 300 A/P with hdg hold, 4 pl intercom,
dual push to talks, Davtron clock, hobbes. Ext: overall white with metallic
grey and maroon stripe -- beautiful. Int: New ivory leather seats and side
panels. New ultraleather headliner. New maroon carpet. All new ivory Kinzie
plastic -- exceptional. All logs. Tennessee.
Matt Raymond
--------------------------------------------------------
From: Precision Aerial Photo
Subject: Cardinals, we got Cardinals...
Keith & Paul,
Ever since my ad looking for airplanes, I've been getting a bunch of
calls. Here are two more I got today; if Paul wants to put them in the
Digest, this might be a good thing for the readership; if Keith has any
use for them, God Bless. Anyhow, here they are:
[Thanks for passing the info along, Mark. Paul]
'71 RG in good condition. Call me if you're interested. (That's all the
information he left on my answering machine). Call Ed Koonz(sp?)
The second one was:
Hi Mark;
We met at the Cessna Pilot's Association Cardinal Systems course in
Cincinnati a couple of years ago.
So, if you have enough "cash in hand", you could buy my 1976 Cardinal RG.
It has 1360 TTSN and 225 SMOH by G & N in Indiana (Good name shop). This
plane has all original P&I in excellent condition. It has always been
hangared and has no damage history or corrosion. It has factory leather and
is King IFR equipped. It has been flown regularly since I bought it, but
not many hours unfortunately. There have only been 2 previous owners, both
used it for personal flying. One in North Carolina, the other in Sturgis,
MI.
It will take $90,000 to pry it from my grasp, but it is worth much more
when direct performance comparisons are made with the new Cessnas at twice
that price. Oh yeah, you already know that, don't you.
Anyway, I am serious if you are. Send me back an email if you are
interested or call me I live in the Dallas area. By the
way, I would really like to get a (soft) copy of the RG on the cover of the
last newsletter belonging to Keith Peterson. It looks like it is the same
color and year as N34208.
Regards, Jim Kent
(I sent him the e-mail pics of Keith's plane and a promise to forward them
to you two. Mark)
--------------------------------------------------------
From: Roy Trillia
Subject: Mark 12D's wanted!
To Cory Trapp
I am interested in your Mk12D radios, if you still have them let me know.
Thanks Roy
--------------------------------------------------------
From: "Sid Sangal"
Subject: Bevel gear lube.
Paul asked: So, what do you use to lube your bevel gears?
I'm glad Paul brought up the question of where to procure the Electrofilm
Lubri-Bond for lubricating the bevel gears. I've been wondering about that
myself.
When I bought the airplane in '91, the bevel gears had so much general
purpose grease on them that every year all I do is remove some of the
excess grease. Strange, it should be the other way around!
In the absence of ELB, I guess plain old grease will do the trick...
Sid Sangal, '78 RG.
[As long as you don't find gear facing in that removed grease, I guess
you're OK, Sid! Paul]
--------------------------------------------------------
From: "Sid Sangal"
Subject: Other airframe lubricants.
While we're on the subject of airframe lubes, what is a good source for the
following lubricants called out in the service manual:
1. High and Low Temperature Grease: Used in the vicinity of the flap screw
jack threads (not very clear in the manual - Paul?) and the wing attach
bushings.
2. No. 10 wt. Non-detergent Oil: Used on the flap screw jack threads. I
suspect 10W30 engine oil will not be appropriate.
3. Aircraft and Instrument Grease: Figure 2-3 does not seem to show an
application for this, although it is included in the list on Sheet 1 of
Figure 2-3.
Sid Sangal, '78 RG.
--------------------------------------------------------
From: "Sid Sangal"
Subject: Air intake mods.
Howard,
Could you provide some pictures and a more detailed description of your
first mod (boxing the Brackett filter and extending the baffle above it) as
well?
What paperwork was involved?
Thanks!
Sid Sangal, '78 RG.
--------------------------------------------------------
From: "Sid Sangal"
Subject: Cessna interior door handles.
Craig mentioned: 'The fabulous new real Cessna handles have a splined steel
insert pressed into the bored-out center of the old pot metal handle and a
comparably fabulous price.'
Craig, since you are paying the big bucks make sure you have the latest
handles. The original part number is 0517006-2 (S. No. 0283 and on). This
number has been superceded twice. The first time, it was because the
splines would wear out and the handle would spin. The problem was partially
solved by having the splined steel insert that you mentioned. However, it
was quickly found that the steel insert itself was prone to spinning.
Cessna issued a service bulletin that involved drilling a hole through the
handle and steel insert and installing a roll pin to prevent the steel
insert from spinning.
Enter the third version of the handle with a part number of 0517039-2. This
is basically the same handle with the steel insert but with the roll pin
installed at the factory. And as you observed, this handle has the
potential to outlast the rest of the aircraft.
I mention this bit of history because I bought an original Cessna handle
eight years ago for $25. When I paid close to $200 for the 'same' part last
winter, my curiosity was piqued. I found that I had paid for Version 3 but
received Version 1. I was able to convince the dealer of the error, and he
shipped me the latest handle with the steel insert and roll pin. The part
numbers for all three handles by the way are current (or were last winter).
[Darn, you must be VERY convincing!! With pictures of the various handle
details, we have the makings of a web page here! Paul]
For anyone contemplating the Cessna interior handle, make sure you order
the latest part number (0517039-2) and when you receive the handle make
sure it has the splined steel insert and pre-installed roll pin.
Regards,
Sid Sangal, '78 RG.
[Thanks, Sid! Paul]
--------------------------------------------------------
From: tc
Subject: paint
After reading of some poor soul's experience with a corroded wing support
beam, I pulled all the trim and headliner out of my '68 to replace the CAT
and fix the trim. There was minor corrosion, so I ordered a gallon of
Corrosion X, planning to dab it onto in the roof and later spray it into
the wings and tail cone. My A&P thought Scotchbrite and zinc chromate
primer was the better route. He also enticed me with some well priced,
approved, self adhesive 1" foam insulation, which wouldn't stick if I used
the Corrosion X.
I rounded up 1.5 rattle cans of zinc chromate from the FBO - all they had -
Scotchbrighted the metal to where I should make a good safe-cracker, masked
off the cockpit and painted. And ran out of paint after the FBO was closed.
I finally found more at NAPA,.
What is so special about Zinc Chromate? Does it impart corrosion resistance
to aluminum that other coatings don't/can't, or does it just stick better?
[Zinc chromate (note the spelling!) forms a sacrificial layer... the zinc
is supposed to corrode preferentially, sacrificing itself to save the
aluminum. If we had a set of electropotential tables here, you'd see why.
Paul]
Does anyone have thoughts about roof insulation? I cannot find a
manufacturer's name on the foam material my AP gave me, but it does not
appear to be closed cell, so I am concerned that it will hold moisture and
promote corrosion, versus Fiberglas, which might dry out faster.
A note here: The metal in the roof had a galvanized appearance. Same in the
tail cone. The metal on the sides is bright and shiny. Before I bought the
plane, it lived on the ramp and had a water leak. Water vapor apparently
condensed above the headliner and in the tail. The rock hard and
disintegrating CAT tubing concentrated its efforts in relatively harmless
areas. I was lucky.
[That galvanized appearance is corrosion. I'd ask Dennis Wolter at AirMod
in Cincinnati for a recommendation on insulation materials... he does it
for a living, and is very giving of what he knows and has learned the hard
way. Paul]
With the roof stripped, I thought this was the perfect time to put in a set
of BAS seat belts. The hardest part will be cutting the rock hard foam
headliner. Too bad I can't use one of the holes I've punched with my head!
Does anyone have a recommended repair procedure for the foam headliner? I
need a glue that doesn't melt the foam, and a compatible fabric - perhaps
fiberglas mat applied to the non-finished side, over my ejection seat
marks.
Finally, has anyone come up with a way of modifying the headliner to
increase head room?
[I believe Steve Conners did that with a heat gun... careful! Paul]
Tom Connor
--------------------------------------------------------
From: tc
Subject: panel tilt
Instrument panel tilt: What is the purpose?
My '68 has a shock mounted sub-panel with a tilt. When I replaced the
Attitude indicator, the vendor said the tilt would be marked on the old
one. there was nothing, so they sent one with zero tilt.
The instrument works fine, but it shows almost exactly a 5d climb on the
ground, which so far only tells me that the plane taxies nose higher than
it flies.
Can anyone enlighten me here?
[Isn't the little airplane adjustable in your AI? I believe the tilt was
designed in to improve viewability of the panel... the stock subpanel (and
mounting bracket for the T&B) correct the tilt back to neutral, so you did
right to buy the zero tilt instruments. This becomes an issue for those of
us that replace the stock panel with an all metal one, with no correcting
subpanels... then the gyros must be shimmed, internally or externally, to
achieve zero tilt. Paul]
Tom Connor
--------------------------------------------------------
From: Mark Lister
Subject: WAAS signal
Nope, za-land won't fall within the proposed coverage area - However there
are indications that coverage may be extended in the future... (ZA is
Internet speak for South Africa CFOers)
Mark Lister '75RG
[Thanks, Mark... any relation to the famous Hungarian for whom Listerine is
named? Paul]
--------------------------------------------------------
From: Elon Ormsby
Subject: List Frequency
Why not compromise. Instead of every other day just do the list Monday -
Friday? That will give you the weekends off and cut back just a little.
-Elon
[Thanks for the suggestion, Elon! Paul]
--------------------------------------------------------
From: "RS Designs"
Subject: 1968 Cardinal for sale
1968 Cardinal for sale / TTSN 2230 / engine 106 SMOH / all speed mods /148
MPH +/- 3 at standard temp and pressure / all Cessna mods done including
fuel caps, seat belts, stab brackets, etc. Full IFR radio package digital
Narco. Interior and exterior the closest to 10 out 10 I have seen. Always
hangared.
Call Roy Sobchuk for more details 204 xxx-xxxx
or email me your phone #and I will call you back.
8Dec99
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