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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
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.
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:


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 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?


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?


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.


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?


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.


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.


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