X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 30 Oct 2010 08:35:14 -0400 Message-ID: X-Original-Return-Path: Received: from web81806.mail.mud.yahoo.com ([68.142.207.171] verified) by logan.com (CommuniGate Pro SMTP 5.3.10) with SMTP id 4546568 for lml@lancaironline.net; Fri, 29 Oct 2010 00:18:11 -0400 Received-SPF: none receiver=logan.com; client-ip=68.142.207.171; envelope-from=jcollins@snet.net Received: (qmail 16761 invoked by uid 60001); 29 Oct 2010 04:17:35 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=snet.net; h=Message-ID:X-YMail-OSG:Received:X-Mailer:Date:From:Subject:To:MIME-Version:Content-Type; b=qNfZxEcMK81p3i73iJvcd9KrdQLKBfVuIqzMkZ29mZXXyS7stxBu0URuJ9hr9E23RoKSIKSp/EOhTcrWbGZhaVTtbM7KDqsiw0xM05S1UkntAyEDsb6KncLsxJ7tN2mIyaILDmh3dktAbycfSjdgX/+SOVcNFcoCnAth6MgZwDk=; X-Original-Message-ID: <509902.15870.qm@web81806.mail.mud.yahoo.com> X-YMail-OSG: r6ZgJjAVM1n7mbrx4cV.rTwNqoxKz2x2wWwogKrdPezjn4e ll72BW9EYlZg4ENWQI9Xd0VELRpl2.hHDdgkIZVWx8NYvtIpTIy_YEgYBl5s Jt6t0.oWoPSdHfFQLsGkc0zMQ2Z_8EXLs65R7lNIUbm8u2rXjZR7OhyGDH3k TOvclK6CIWtciIeDDP3s4As8r5i2TSgde2oTjDkNNqzlBlcjT_qNNbWxVQ7V Tp5Q6UjL.VxsRAu1KA2mYGOU_889W6PKtyxH5eBhE0ZRl4ynuQ4vXFu7lrxH ERsfn5Edwl6jY1u3NOyPbNm3sW3JstepxYjo5MohR4gt8eXivCjLpGyg_8Nd PUJ11HdDexbE1iYsKUu.8 Received: from [204.239.250.1] by web81806.mail.mud.yahoo.com via HTTP; Thu, 28 Oct 2010 21:17:35 PDT X-Mailer: YahooMailRC/504.5 YahooMailWebService/0.8.107.284920 X-Original-Date: Thu, 28 Oct 2010 21:17:35 -0700 (PDT) From: JAMES COLLINS Subject: Fw: CFO 10-21-2010, #3895 X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="0-1102132792-1288325855=:15870" --0-1102132792-1288325855=:15870 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Look for the comment on the iPad. Make sure you get the charger from Apple.= =0A=0A=0A=0A----- Forwarded Message ----=0AFrom: CFO Digest =0ATo: "jcollins@snet.net" =0ASent: Fri, Oct= ober 22, 2010 6:04:19 PM=0ASubject: CFO 10-21-2010, #3895=0A=0A=0A=0A=0AWe = are consolidating data files and must have a name attached to=0Aeach email = address in the digest list. Please help us with this =0Aone small data entr= y. You must do this to assure that your =0Adigest will continue to arrive. = Please go to the below =0Aweb page (click or copy to a browser)to update:= =0Ahttp://www.cardinalflyers.com/m.php?E=3Djcollins@snet.net=0A=0A=0A=0AYou= are getting this message because you have still not entered =0Ayour name i= nto our system. This really is important, in the future =0Ayou will stop ge= tting the CFO digest because you have not acted. =0APlease go NOW to the be= low web page to enter your name: =0A(click or copy the below line to a brow= ser)=0Ahttp://www.cardinalflyers.com/m.php?E=3Djcollins@snet.net=0A=0A=0A= =0A=0A=0A=0ASubject: CFO 10-21-2010, #3895=0A------------------------------= --------------------------=0A=0A-------------------------------------------= -------------=0A=0A=C2=A0 =C2=A0 =C2=A0 =C2=A0 Welcome to Cardinal Flyers O= nline=0A=C2=A0 =C2=A0 The world's largest Cardinal organization!=0A=0ATo se= nd email to this list mailto:digest@cardinalflyers.com=0A=0ATo **join** Car= dinal Flyers Online - go to this url:=0A=C2=A0 =C2=A0 =C2=A0 http://www.car= dinalflyers.com/join.htm=0A=0A=0A------------------------------------------= --------------=0A=0ACFO Fly-ins:=C2=A0 Details at end of digest.=0A=0A-----= ---------------------------------------------------=0A=0ATable of Contents:= =0A=0A=C2=A0 GRASS RUNWAY LENGTH=0A=C2=A0 Carburetor Airbox Assembly=0A=C2= =A0 Amazing Digest=0A=C2=A0 iPad=0A=C2=A0 CFO Member's Help Page: Juho Kuik= ko=0A=C2=A0 CFO New Member=0A=C2=A0 Sparkplugs=0A=C2=A0 Change Engine Dash = Numbers=0A=C2=A0 AD oil for Turbo Engine Break-in=0A=C2=A0 calendar time si= nce overhaul=0A=C2=A0 Plastic Interiors - replacement parts for the UK=0A= =0AMisc & Various messages:=0A=0A=C2=A0 UFO: You are invited=0A=0A---------= -----------------------------------------------=0A=0AFrom: Mark Arness =0ASubject: GRASS RUNWAY LENGTH=0A=0A>> What length would you = fly in and out of on a regular basis in a 200 =0AHP RG, assuming a smooth c= ut, level grass runway with clean approach and =0Adeparture, 1000 ft elevat= ion?=0A=0A>> [Insufficient data! Fully loaded or you and half fuel? OAT of = 60 F =0Aor 100 F? Wind? Grass length (smooth can still be pretty long!) 200= 0' =0Arunways don't require as much thought; Any length is probably OK as l= ong =0Aas you impose the right conditions on your operations. Paul]=0A=0AWe= ll, I wouldn't say 'any length is OK...'=C2=A0 I do a lot of flying into = =0Aunimproved strips out West and high-altitude fields like Johnson Creek = =0A@5k' MSL. You have to give yourself a Wide Margin for Error in operating= =0Aout of these kind of fields! Getting off from a soft field on a hot =0A= summer day with all your fishing, hunting and camping gear and a couple =0A= of hung-over buddies in the back rack could well be a one-way ticket to =0A= ride to your point of impact.=0A=0A[Seems like you skipped over the =E2=80= =9Cas long as you impose the right =0Aconditions=E2=80=9D part of that stat= ement, eh?=C2=A0 Paul]=0A=0ASearch this Digest for a report of departure cr= ash back East last year =0Aon a Cardinal operating out of a short field...o= n most days he probably =0Acould have gotten out fine but on that day he wa= s a hair too slow, =0Arotated a yard too long and clipped the tops off the = trees (there are =0AALWAYS trees at the departure end of these soft/short f= ields!). He had =0Ano margin for error... afterwards he reported that he fe= lt a power loss =0Ain the ground roll and saw RPM fall off... that's a Red = Light and should =0Atrigger an immediate =E2=80=9CAbort Takeoff Checklist.= =E2=80=9D=0A=0AI personally am not at all comfortable in any soft field < 3= 000' because =0Ayou need, according to book 15%, but in my experience, up t= o 30% more =0Aground roll, and if your field is at any kind of elevation ju= st add 50% =0Ato your ground roll...and even more if your density altitude = is over 6k' =0AMSL you ought to think hard about how you're getting out.=0A= =0AMy ground roll goes up to 1600' at 8k' DA on a grass strip... nearly =0A= double book value. I've seen guys take off from Johnson Creek when its =0A9= 5 degrees and the DA is 9K' MSL.=C2=A0 Two years ago I met a fellow in a = =0ABonanza who went around the field asking, "Do you think I can make it = =0Aout Okay now?=E2=80=9D=0A=0A[Bonanza pilots can be like that.]=0A=0AAt 3= pm when it was 102 F, every pilot on the field told that guy =E2=80=9CNO = =0Away, Man! Don't chance it!" So of course an hour later, he jumped in the= =0ABeech and put the hammer down...I watched him whip needles off the tree= =0Atops on his way out, it was damn scary... I thought sure he would plant= =0Ait in the Creek but he got it up, and apparently was so enthusiastic = =0Aabout his 'superior piloting skills' that the next year he came back and= =0Aused the same poor judgment, resulting in total loss of the Beech in = =0Athat icy cold very rocky creek... you don't want to go there.=0A=0A"The = mark of a superior pilot is use of their good judgment in =0Apreventing sit= uations requiring the emergency use of their superb =0Apiloting skills."=0A= =0AJohnson creek is 3300' long and it's barely enough for a loaded =0ACardi= nal. My ground roll is typically half the field length! If I don't =0Aachie= ve rotation by the middle marker stone, I pull the power and stomp =0Aon br= akes, it's just barely long enough to abort a takeoff. I have =0Agotten it = stopped right at the edge of the runway dropoff where the =0Agravelly slide= falls into the rocky creek bed. You can 'feel' when =0Asomething is off, i= f you're not developing best power you just 'know' it =0Aand you can't just= 'hope it gets up ok,' you must elect to abort before =0Apassing the point = of commitment.=C2=A0 If your field is too short, the point =0Aat which you'= re committed is very likely the departure end of your soft, =0Ashort runway= .=0A=0AProper leaning is critical in getting best power (NOT full power... = you =0Anever get that at 5K' MSL!), if you're off a hair or the engine oil = is =0Anot warm enough, it will hesitate and ditch you. No margin for error.= ..=0A=0AI also fly into sea level short strips, there's a lovely beach park= =0Acampground at Manzanita Bay, OR which is just 2200' long and it's enoug= h =0Ato get out safely because it's sea level and paved, there are no trees= =0Aat the south departure end and you can take off over water using ground= =0Aeffect to accelerate. So yes, I for once agree that safe length =0Aabso= lutely depends on conditions.=C2=A0 A long wordy answer, maybe Paul's was = =0Abetter; "It depends." Lol...=0A=0ABe careful...be a superior pilot...get= home safe!=0A=0AMark Arness N2637V=0A=0A----------------------------------= ----------------------=0A=0AFrom: Jeff & Ginger Champion =0ASubject: Carburetor Airbox Assembly=0A=0APaul, Keith, and fellow ow= ners,=0A=0AMy 1975 Cardinal N35278 is getting its annual. Most everything i= s OK. =0AHowever, the "carburetor airbox assembly" needs some serious rebui= lding =0Aor replacement.=0A=0AAny and all suggestions on what we can do wil= l be appreciated. The shop =0Adoing the annual has looked for used airboxes= for Cardinals with no luck =0Aso far. The present airbox has already been = rebuilt many times and is =0Ajust getting worn out.=0A=0AThanks for any hel= p. Jeff Champion=0A=0A[Jeff, we've shared in past digests the names of folk= s who rebuild =0Aairboxes.=C2=A0 Remember, as long as they use one rivet fr= om the original, =0Ait's still a rebuild, not an owner manufactured part.= =C2=A0 Of course, new =0Aones are available from Cessna sources, either in = stock or with given =0Await times.=C2=A0 I'm not aware of a third party sou= rce.=C2=A0 Keep in mind there =0Aare at least three different designs, not = necessarily interchangeable. =0APaul]=0A=0A--------------------------------= ------------------------=0A=0AFrom: "Gayle Daisy" =0ASubject: Amazing Digest=0A=0AHello Digest,=0A=0AWhat's goin= g on?=0A=0AI just read about you on the web; is it possible we could get to= know =0Amore about each other? About me if you want to know, I just like h= onest =0Apeople and I am a very loving girl=0A=0APlease mail me so I can se= nd you my pictures.=C2=A0 I hope you like them, =0Aplease reply me back at = susannechorltoniyhs@hotmail.com=0A=0A[So nice to hear from enthusiastic Dig= est readers... I think?=C2=A0 Paul]=0A=0A----------------------------------= ----------------------=0A=0AFrom: Michael Schmidt =0ASubjec= t: iPad=0A=0AI have now flown two long cross country flights with my iPad w= ith =0AForeflight charts/plates. I flew round trip Orlando - Detroit (15 ho= urs) =0Aand Orlando -Wichita (16 hours). I am a huge fan of both products! = The =0Abest part was not having to manage a cockpit full of charts and plat= es, =0Ajust a perfect sized iPad on my lap or co-pilot seat.=0A=0AThe 3g ve= rsion iPad has GPS, allowing Foreflight charts to show your =0Aposition on = Sectionals and IFR High and Low charts, but not approach =0Aplates.=0A=0A[Y= et!]=0A=0AUsing iPad's pinch feature, I could easily zoom in to full size c= hart or =0Azoom out to full US, and any size in between. I could also move = the =0Ascreen ahead to view my planned route, then tap the centering icon a= nd =0Athe chart would center on my current position. The approach plates ar= e =0Adisplayed full size at smallest, but allow you to zoom in further. The= =0AAFD allows you to find airport info & services quickly and easily.=0A= =0AI have the microfiber iPad case, and it seems to hold firmly on any =0Ac= loth surface, even in turbulence. Most of the time I kept it on one leg =0A= with my lapboard on the other.=0A=0AThe only bits of criticism I have inclu= de:=0A- the screen has quite a bit of glare in bright sunlight=0A- at full = dim, the screen is a little too bright for night operations=0A- most 12v ou= tlet USB chargers won't charge the iPad, it requires a high =0Apower USB ch= arger=0A=0AAt medium brightness, which is fine for daylight operations, the= battery =0Alasts over 8 hours. On my flight to Detroit, I discovered my ph= one USB =0Acharger wouldn't charge it, so after the battery went below 50%,= I only =0Aturned it on occasionally to make sure I didn't run it completel= y down.=0A=0A[I've been told it will charge, but only if turned off.=C2=A0 = I haven=E2=80=99t =0Averified that.]=0A=0AI have since found a 12 volt USB = charger at Target that is specifically =0Adesigned for the iPad. With the 1= 2v charger, I no longer have to worry =0Aabout the battery on long cross co= untry flights.=0A=0A[I believe Apple has one two.=C2=A0 I had an aftermarke= t iPhone charger that =0Acaught on fire in my car; that's a bad thing.]=0A= =0AI originally thought I would try several iPad chart apps, but am so =0As= atisfied with Foreflight, I have no desire to purchase others to =0Acompare= their features. I'm sure I'll look at others at Sun =E2=80=98n Fun next = =0Ayear, to see how they compare, but won't purchase any unless they =0Adem= onstrate features beyond what I now have with Foreflight.=0A=0AI paid $75/y= r for all US IFR, VFR, and approach charts, and simply =0Adownload updates = every 28 days.=0A=0A[That seems to be a launch at bedtime, let it run sever= al hours process, =0Aeh?]=0A=0AI can select how much or little I want to do= wnload, and it takes less =0Athan 1 hour via my home WiFi.=0A=0A[Ah!=C2=A0 = The entire US took several hours on my WiFi.]=0A=0AI don't use the AT&T 3G = service, but for as little as $15/mo with no =0Along term contracts, it wou= ld be easy for most people to justify. You =0Acan activate and deactivate t= he service monthly, right from the iPad.=0A=0AI've never used Apple product= s before, and am amazed with the iPad as an =0AEFB. It doesn't completely r= eplace my laptop PC, but has replaced it for =0Amost email and Internet sur= fing.=0A=0AMichael Schmidt KORL N52152 '77 177RG Sent from my iPad=0A=0A---= -----------------------------------------------------=0A=0AFrom: (CFO Web S= ite)=0ASubject: CFO Member's Help Page: Juho Kuikko=0A=0AJuho Kuikko from T= ampere, Finland has added an entry to the CFO Members =0AHelping Members Pa= ge.=0A=0ATo see this entry or add your own entry, go to =0Ahttp://www.cardi= nalflyers.com/x/mhm.htm=0A=0A[Tervetuloa, which as we all know, means welco= me, in Finnish.]=0A=0A-----------------------------------------------------= ---=0A=0AFrom: "Steklenski, Phil" =0ASubject: CF= O New Member=0A=0APaul,=0A=0AThanks for the note. I am based at KONO in Ont= ario, Oregon. Hopefully, =0Amost of my Cardinal aviating is in front of me.= I flew a 1976 FG =0ACardinal in Minnesota as part of a club. Since moving = out west 6 years =0Aago, most of my flying is low and slow. I am part of a = small group that =0Aowns a Hatz (plans built biplane). Lots of fun to fly a= nd great for =0Astress relief, but difficult for going very far or fast.=0A= =0AAlso, the pain/pleasure threshold is about 55 degrees which limits =0Afl= ying for about half of the year here.=0A=0AThe company I work for has a P21= 0 that I am in the process of getting =0Achecked out in. I currently have a= bout 30 hours and need 50 for =0Ainsurance. It is a great way to travel for= work in the west. For =0Apersonal flying, I am starting to come to the con= clusion that a 177 RG =0Ais a great fit for me. A nice mix of economy, spee= d, and capability. I =0Aam still in the research phase, but hope to buy one= in the next 3 or 4 =0Amonths. The CFO organization has really tipped the s= cales to the =0ACardinal for me. It is a fabulous resource. It is very impr= essive what =0Ayou have helped build.=0A=0AIf you have any advice for a pot= ential RG buyer, beyond what is on the =0Awebsite, please drop me a note or= give me a call. Thanks again for the CFO!=0A=0APhil Steklenski 208-514-946= 1=0A=0A--------------------------------------------------------=0A=0AFrom: = Paul McBride AskPaul@GeneralAviationNews.com=0ASubject: Sparkplugs=0A=0AAsk= Paul: Are these spark plugs approved for my plane?=0A=0AQ: Could you pleas= e help my pretty blonde wife and myself with our spark =0Aplug problem? We = are desperate! Our mechanic is going to put the new =0Afine wire plugs we j= ust bought into our 1976 Cessna Cardinal RG, but we =0Ahave conflicting inf= ormation on the proper plug.=0A=0AWe bought some SR83P plugs from a dealer = at Sun 'n Fun, who assured us =0Athat the plugs were the same as the Champi= on fine wire plugs that fit =0Aour Lycoming IO-360-A1B6 engine, and that th= ey cross-referenced just fine.=0A=0A*JIMMY & SANDY HONEYCUTT*=0A=0AA: After= doing some research of Lycoming Service Instruction 1042Y dated =0ASept. 1= , 2009, which covers all "Approved Spark Plugs" for all Lycoming =0Aengines= , I was afraid you may have a problem because there is no SR83P =0Alisted. = I had a strange feeling about this, so I did some further =0Achecking with = an old friend from the industry, Frank Gurko, who spent =0Anearly a lifetim= e with Champion Spark Plug Co., then started his own =0Acompany, PlugGuy.co= m , after retiring. He confirmed the SR83P spark =0Aplugs you bought are ap= proved for your IO-360-A1B6 in your Cessna =0ACardinal RG and will work fin= e to replace your present REM38S plugs.=0A=0AIt would appear that there was= an oversight by Lycoming during its last =0Arevision to SI 1042Y from earl= ier versions. As a matter of fact, the =0ASR83P was shown as approved for y= our engine in SI 1042X, which I believe =0Awas dated in 2002. I discussed t= his with Lycoming and they will address =0Athis oversight when SI 1042 is n= ext revised. So Jimmy, it looks like =0Ayou're good to go with the SR83P sp= ark plugs for your engine.=0A=0AI really appreciate you sending in your que= stion because it reminded me =0Aof something I've been meaning to address. = I'd like to make certain all =0Areaders understand that the outcome for Jim= my could have been much =0Adifferent had these spark plugs been the incorre= ct type for his engine. =0AIf incorrect plugs had been installed, there is = the possibility that =0Aseveral nasty things could have happened and none y= ou'd like very much. =0AAs we all know, fine wire spark plugs are very expe= nsive, but when you =0Aput your money down and later learn they are not app= roved for your =0Aengine, it really gives you a sick feeling in the pit of = your stomach, =0Anot to mention a dent in the pocketbook.=0A=0AI'd like eve= ryone to do one simple thing that may save you some money in =0Athe future = --- and, besides, it's just a commonsense thing to do if you =0Aare an airc= raft owner. Before you do anything else, sit down and make a =0Ashort list = that you can carry in your wallet with information about your =0Aaircraft. = Most important would be the specific engine model and its =0Aserial number.= You should also list the spark plug part number currently =0Ainstalled and= the oil filter part number. These are probably the two =0Amost likely item= s you may be tempted to buy when attending events such =0Aas AirVenture and= Sun 'n Fun, where quite often various vendors will =0Aoffer "show specials= " at attractive prices.=0A=0AIf you are not armed with the basic informatio= n and "you think" you're =0Abuying the correct part number and find out onc= e you return home that =0Awas not the case, then you've got the hassle of e= ither returning them to =0Athe vendor and possibly paying a restocking char= ge, in addition to =0Ashipping costs, or trying to find someone to sell the= m to. So, ask =0Ayourself, was the "show special" price really worth it? If= you've got =0Ayour list, you may avoid this type of situation and come hom= e having =0Asaved a few bucks.=0A=0AI hope everyone would consider making a= list, so spread the word when =0Ayou're sitting around "hangar flying" or = at your EAA Chapter meeting, or =0Ajust having coffee with other flyers. Ma= ybe someday someone will be glad =0Athey made their list, especially when i= t saves them from spending money =0Aon an incorrect part.=0A=0A------------= --------------------------------------------=0A=0AFrom: Paul McBride=0ASubj= ect: Change Engine Dash Numbers=0A=0AIs it possible to convert my engine?= =0A=0AQ: I have a Lycoming O-360-A1F6D that was originally installed in a = =0ACessna Cardinal. This engine has since been used in an Van's RV-6 and I = =0Awill be installing it into a Van's RV-8. It does not have a magneto with= =0Ait as the previous owner used electronic ignition. I have not settled o= n =0Aan ignition source but do not want to go back to the Bendix D4LN-2021 = =0Adual mag.=0A=0AI recently noted in a General Aviation News article that = Teledyne (TCM), =0Anow the owner of the Bendix mags, has stopped support fo= r the dual mag. =0AIs it possible to remove the "D" on this engine configur= ation by =0Achanging accessory housing and gears? Maybe it's possible but n= ot =0Aeconomical?=0A=0ADAVE PARADIS, Hubbard, Ore.=0A=0AA: I really wish yo= u had asked me a different question because I'm =0Aafraid my answer to this= one is not going to make you a happy camper. =0AUnfortunately, the cost to= convert an O-360-A1F6D to an O-360-A1F6 would =0Ajust be unreal in the fie= ld.=0A=0A[Paul is being a bit too Lycoming-centric here.=C2=A0 He's assumin= g the =0Aremoved D engine parts have no value.=C2=A0 But of course, several= shops do =0Aaccomplish this change in the field, and it's even less expens= ive, =0Ahistorically, than Lycoming's upcharge.=C2=A0 Mattituck is one such= shop, =0Aironically, perhaps, owned by Lycoming's competitor, Continental.= =C2=A0 Since =0Athe removed D engine parts have value as spares, the field = swap is not =0Aterribly onerous.=C2=A0 Paul]=0A=0AJust for starters, the cr= ankcase, the crankshaft and counterweight =0Aassemblies, in addition to the= accessory housing, are all different from =0Aone model to the other. I've = probably already ruined your day just by =0Atelling you this much, but let'= s see if I can offer a way out for you.=0A=0AThere is an option offered by = the Lycoming factory that may interest you =0Aand move you away from the du= al magneto situation. The factory offers an =0Aexchange O-360-A1F6 (using t= wo individual magnetos). It will normally =0Aaccept an O-360-A1F6D in excha= nge for the aforementioned model with some =0Apricing variances. As an exam= ple, the list price of a factory overhauled =0AO-360-A1F6D versus that of a= n O-360-A1F6 is roughly about $2,500 higher.=0A=0A[I pulled the $300 over f= actory invoice prices from =0Awww.factoryengines.com below; not sure I got = the exact correct ENPL =0Anumber for the Cardinal (there are variants of ev= en the O360A1F6, and =0Ayou want the Cardinal specific one), but this is il= lustrative. =0AInterestingly, I thought, Factory Engines offers 7.99% finan= cing with a =0A10 year amortization.=C2=A0 Should be 12 years based on Lyco= ming's calendar =0Atime between overhauls, eh?=C2=A0 :-)=C2=A0 Paul]=0A=0AO= VERHAULED=C2=A0 REBUILT=0AO-360-A1F6D Lycoming=0A$22,505=C2=A0 =C2=A0 $25,5= 05=0AO-360-A1F6 Lycoming=0A$20,661=C2=A0 =C2=A0 $23,661=0A(Financed$251/Mo.= $287/Mo)=0A=0AThere is a $3,500 charge anytime you exchange unlike models (= which you =0Awould be doing).=0A=0A[In my experience, this upcharge amount = is negotiable.=C2=A0 It depends on =0Ahow hungry Lycoming is for the busine= ss at any given time.]=0A=0AIf you do the math, you'll see that you can exc= hange your A1F6D model =0Afor what you really want for somewhere around $1,= 000, which I feel is a =0Apretty good deal. I guess I can make that stateme= nt safely since it's =0Anot my money being spent!=0A=0ARealistically, I don= 't think you could have your engine converted in the =0Afield for this kind= of money considering the major components that would =0Ahave to be changed= to complete the conversion. And don't forget, the =0Afactory engine also c= omes with all brand new cylinder assemblies and a =0Agreat warranty, among = other things that you may not get elsewhere.=0A=0AGood luck.=0A=0A---------= -----------------------------------------------=0A=0AFrom: Paul McBride=0AS= ubject: AD oil for Turbo Engine Break-in=0A=0AKeep in mind that all turboch= arged Lycoming engines must be broken-in on =0Aashless dispersant oil only.= =0A=0A[Hi Paul, I've seen that in the Lycoming literature... but why is it = true?=0A=0AMy engine overhaul shop, Central Cylinder in Omaha NE, insists, = in =0Awriting, that for their warranty to be valid, I must break my turbo'd= =0AIO360 in on mineral oil.=0A=0AI can certainly understand that given the= intracylinder pressure =0Adeveloped in the turbo engine, a pure mineral oi= l isn't required, since =0Athe pressures are going to sufficiently pressure= the rings to break =0Athrough most any lubricant layer.=C2=A0 Is there tha= t much concern on turbo =0Asystem deposits from just a few hours of straigh= t oil operation?=C2=A0 Paul]=0A=0A-----------------------------------------= ---------------=0A=0AFrom: Paul McBride=0ASubject: calendar time since over= haul=0A=0AQ: I am considering buying a plane with a Lycoming factory rebuil= t =0Aengine. TSOH is 50 hours. The problem is the engine was installed five= =0Ayears ago with a new turbo and the owner has not flown it much since, = =0Aalthough it has flown a few hours recently.=0A=0AThere is a lot of chatt= er about unflown engines rusting inside and not =0Amaking it to TBO. I don'= t need to make it to TBO, but I don't want it to =0Ago south within the fir= st year or two after purchase. How much of this =0Achatter is exaggerated? = Is an engine that sat like that such a huge =0Aproblem that it should be av= oided? Is it possible that a low-time =0Afactory rebuilt can be rendered us= eless that easily?=0A=0AR. GASTON=0A=0AA: Here we go with one of those deal= s that look good up front, but may =0Anot turn out so good in the end. I ad= mire you for being sharp enough to =0Aask questions before taking the leap,= but just in case you already put =0Ayour money on the table, let's look at= a few things that may help save =0Athe bacon.=0A=0AThe "chatter" you hear = regarding engines rusting inside and not reaching =0ATBO is closer to fact = than fiction. While it certainly doesn't mean this =0Aengine should be avoi= ded, there are certain things that should be done =0Aprior to any final dec= ision. Yes, it is possible that a factory rebuilt =0Aengine, or any engine = as far as that goes, could be rendered unairworthy =0Afrom improper storage= or lack of use. Inactivity in anything, including =0Aour own bodies, works= against us. As the old saying goes: "Use it or =0Alose it."=0A=0AWhen an e= ngine has been exposed to long periods of inactivity, whether =0Ait be inst= alled on an aircraft or stored on a hangar floor, we need to =0Atake a clos= e look at it before putting it back into service. This =0Aparticular case, = where the engine had been overhauled and flown for a =0Afew hours, then sat= idle for some period, then flown again recently, =0Amakes me nervous becau= se we don't know what, if anything, was done to =0Atry to preserve the engi= ne prior to its extended period of inactivity.=0A=0ALet's assume nothing wa= s done and then, after some period of time, the =0Aengine was flown for a f= ew hours. The first thing I'd do is remove the =0Aoil filter, cut it and in= spect it for any debris that may indicate =0Ainternal corrosion. If you are= n't familiar with the proper way to do =0Athis, I'd suggest you refer to a = copy of the Champion Aviation Service =0AManual AV6-R. You can check out th= is procedure by going to the Champion =0Awebsite and click on Products, the= n Oil Filters, then AV6-R, page 25.=0A=0ARegardless of your findings, I'd g= o a farther to satisfy myself that we =0Adidn't have an internal corrosion = issue. A good borescope inspection =0Awould tell us quickly if there was an= y corrosion in the cylinders. If =0Acorrosion is observed in any or all cyl= inders, that will tell us what =0Aour next step will be. Let's say we only = notice a slight discoloration =0Aon a couple of the cylinders. It's this ty= pe of situation that requires =0Asomeone with experience using the borescop= e because, if there is only =0Aslight discoloration, you may be able to con= tinue the engine in service =0Awith no further concern after changing the o= il and installing a new oil =0Afilter. However, if there is a possibility t= he corrosion has caused =0Apitting on the cylinder wall, then the decision = has been made for you. =0AThe cylinder must be removed and honed to remove = the pitting.=0A=0AIf there is any doubt about the internal condition of the= cylinder or =0Acylinders, then removal should take place. Even though this= may seem =0Ainconvenient, it affords the opportunity of taking a close loo= k at the =0Ainternal engine parts. Using a flashlight and a good inspection= mirror, =0Ayou can closely inspect the condition of the cam lobes and corr= esponding =0Atappet bodies for indications of corrosion. Any corrosion in t= hese areas =0Awill determine whether the engine must be taken out of servic= e for major =0Arepair.=0A=0ALet's assume there is no problem in this area a= nd we can get back to our =0Acorrective action on the cylinders. Cylinders = may be sent to a good =0Aoverhaul shop for proper honing. Typically, cylind= ers that have =0Acorrosion can be cleaned up by honing no more than .001 to= .003 from the =0Acylinder bore. If they were new factory cylinders, this a= mount being =0Aremoved would still keep them in new cylinder dimensional to= lerance. =0AOnce the cylinders are honed, new piston rings should be instal= led and =0Athe normal engine break-in procedure followed. You mentioned tha= t a new =0Aturbo had been installed, so please keep in mind that all turboc= harged =0ALycoming engines must be broken-in on ashless dispersant oil only= .=0A=0AI wish there were a more basic or simple answer regarding an engine = of =0Athis type, but there are just too many circumstances surrounding engi= nes =0Athat end up in a condition like this. An engine could be in a hot hu= mid =0Aclimate, which makes matters worse when compared to an engine in a c= old, =0Adry climate, so you can understand why each engine has to be taken = on a =0Acase-by-case basis.=0A=0AGood luck and remember, regardless of what= you decide, whenever you =0Afinally get something flying, be sure to fly i= t frequently. After all, =0Aisn't that why we buy an aircraft in the first = place?=0A=0APaul McBride, an expert on engines, retired after almost 40 yea= rs with =0ALycoming.=0A=0A-------------------------------------------------= -------=0A=0AFrom: "Rod Wheeler" =0ASubject: Plast= ic Interiors - replacement parts for the UK=0A=0AHi to all Members,=0A=0AOu= r venerable G-TOTO a 1972 C177RG serial number 0049 is due a paint job =0Aa= nd at the same time we are planning to tidy up the interior (re cover =0Ath= e seats, carpet and clean and paint the plastic trim). We have an =0Aexcell= ent shop here in the UK who did the work 10 years ago and are =0Aplanning t= o re-use them=0A=0AWe would really appreciate advice on 2 areas;=0A=0A1) Ho= w to get hold of the correct replacement plastic trim parts.=C2=A0 We =0Aon= ly need a couple of pieces and believe the options are to go to Cessna =0Ad= irect in the US or purchase through www.planeplastics.com - which would =0A= you recommend and how to make sure we order the correct items?=0A=0A[Cessna= availability is a bit spotty; PlanePlastics has an online =0Acatalog to sh= ow you what their parts look like, which is an aid to =0Agetting the right = part!=C2=A0 You can also send them photos of YOUR part, for =0Acomparison.]= =0A=0A2) Doors - our P2 side door has a poor seal around the front top whic= h =0Ameans a drafty ride for passengers! From the outside the door appears = to =0Abe flush with the fuselage but it is easy to open a crack with your = =0Afingers since there is no locking mechanism at the front top. The =0Aori= ginal door seal is still in place and in good shape but it seems =0Alikely = that the door itself is no longer the correct shape? We have =0Atried addin= g additional rubber strips to the inside sill but this does =0Anot last lon= g and we suspect is only helping to force the door outwards. =0AIs it possi= ble to get the door "bent" inwards (without popping the =0Aglass?!). Have r= e-read the wealth of ideas and advice on the Digest - =0Aseems like a new s= et of seals from LLC (this is the same company as =0Aplaneplastics?) will d= o the trick?=0A=0A[I'd definitely recommend the Cessna seal material.=C2=A0= It appears to be =0Asuperior to the aftermarket alternatives.=C2=A0 You mi= ght also want to remove =0Athe headliner, since you'll be doing that anyway= it seems, and go =0Aflying.=C2=A0 Is the air REALLY coming around the door= , or is it coming from =0Athe wing root fairing, or someplace else?=C2=A0 F= ingertips are very sensitive =0Adraft detectors.=C2=A0 Paul]=0A=0ALoving fl= ying G-TOTO - after several hundred hours in PA-28 and Aztecs I =0Aam a fir= m convert to the high wing fraternity!=0A=0ACFO website is incredible - kee= p up the good work=0A=0ARod Wheeler London, (UK!)=0A=0A[If all else fails, = I'll just have to come look at your plane myself! =0AEmail me the e-ticket,= eh?=C2=A0 :-)=C2=A0 Paul]=0A----------------------------------------------= ----------=0AMisc & Various messages:=0A-----------------------------------= ---------------------=0A=0AFrom: DonMNewman@aol.com=0ASubject: UFO: You are= invited=0A=0ADear Paul Millner,=0A=0AThe United Flying Octogenarians (UFO)= are holding their Annual Meeting =0Aon Thursday, November 11, 2010 at the = Convention Center, 300 E. Ocean =0ABlvd., Long Beach, California in the Sho= reline Room AB at 12:00.=0A=0AThe UFO is a group of pilots who have acted a= s Pilot in Command on a =0Aflight on or after their 80th Birthday. All kind= s of experiences are =0Arepresented: former military pilots, former airline= pilots, flight =0Ainstructors, general aviation pilots and even some fresh= ly minted =0Apilots. Some of us have flown for over 50 years.=0A=0AThere ar= e more than 600 UFO members in the United States. We use a =0Aquarterly pub= lication to communicate our activities.=0A=0AThe Annual Meeting will start = with lunch; have a brief business meeting; =0Aand then open it up to short = presentations from the members who will =0Ashare experiences of interest to= the group.=0A=0AFor further information please contact:=0APresident Alan B= lair, MD Ablair1920@cox.net=0A=0A[Thanks Alan!=C2=A0 I've got it on my cale= ndar for 23 years from now!=C2=A0 Paul]=0A=0A=0A=0A------------------------= --------------------------------=0ACFO Fly-in details:=0A------------------= --------------------------------------=0A=0A=C2=A0 CFO at AOPA Long Beach S= ummit!=0A=C2=A0 Saturday November 13 =E2=80=93 11AM=0A=C2=A0 See AOPA Annou= ncements for meeting site =E2=80=93 then adjourn to lunch=0A=0ATo create a = virtual digest, containing historic items relevant to your =0Aspecific conc= ern, see http://www.cardinalflyers.com/x/vdigest.htm=0A=0AFor other Cardina= l info, see the Cardinal Flyers website at =0Ahttp://www.cardinalflyers.com= =0A=0APlease visit our sponsors at this address:=0Ahttp://www.cardinalflyer= s.com/x/sponsors.htm=0A=0ARegardless of any advice that may be exchanged he= re, your own certified =0Aflight instructor, your own appropriately license= d mechanic, the Federal =0AAviation Regulations, the pilots operating handb= ook, and various =0Atransmittals from the FAA, the manufacturers, and compo= nent suppliers =0Ashould be considered as the ultimate authorities.=C2=A0 A= ny opinions or =0Asuggestions expressed here are solely those of the writer= (s).=C2=A0 You must =0Aassume the entire responsibility for reliance upon t= hem.=0A=0ATo *subscribe* to this digest, visit =0Ahttp://www.cardinalflyers= .com/x/digest.htm=0A=0ATo *unsubscribe* from this digest, visit =0Ahttp://w= ww.cardinalflyers.com/x/digestu.htm=0A=0AChanging your email address? Visit= =0Ahttp://www.cardinalflyers.com/x/digestc.htm=0A=0AFor explanation of abbr= eviations commonly used here, see=0Ahttp://www.cardinalflyers.com/x/digacro= .htm=0A=0AFor guidelines on use of the digest, see=0Ahttp://www.cardinalfly= ers.com/x/digrules.htm=0A=0ATo contact the list administrator, send an emai= l to=0Apaul@cardinalflyers.com [or contact Keith Peterson=0Aat keith@cardin= alflyers.com]=0A=0ACompilation copyright retained by Paul Millner, 2010=0A(= This digest was sent to jcollins#snet.net)=0APlease go to this link to upda= te your data:=0Awww.cardinalflyers.com/l.cgi?bin/cfomail/memdata.php?Email= =3Djcollins@snet.net=0A --0-1102132792-1288325855=:15870 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Look for the comment on the iPad. Make sure you get th= e charger from Apple.
=0A

=0A
----- Forwarded Message ----
From: CFO Digest <digest@cardinalflyers.com>
<= B>To: "jcollins@snet.net" <= jcollins@snet.net>
Sent:<= /B> Fri, October 22, 2010 6:04:19 PM
http://www.cardinalflyers.com/m.php?E=3Djcollins@snet.net<= /A>



You are getting this message because you have still not = entered
your name into our system. This really is important, in the fut= ure
you will stop getting the CFO digest because you have not acted. Please go NOW to the below web page to enter your name:
(click or cop= y the below line to a browser)
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Subject: CFO 10-= 21-2010, #3895
--------------------------------------------------------<= BR>
--------------------------------------------------------

&nbs= p;       Welcome to Cardinal Flyers Online
    = The world's largest Cardinal organization!

To send email to this lis= t mailto:digest@cardinalflyers.com=

To **join** Cardinal Flyers Online - go to this url:
  &nbs= p;   http://www.cardinalflyers.com/join.htm


-------------------= -------------------------------------

CFO Fly-ins:  Details at = end of digest.

-----------------------------------------------------= ---

Table of Contents:

  GRASS RUNWAY LENGTH
  C= arburetor Airbox Assembly
  Amazing Digest
  iPad
 = CFO Member's Help Page: Juho Kuikko
  CFO New Member
  Spa= rkplugs
  Change Engine Dash Numbers
  AD oil for Turbo Eng= ine Break-in
  calendar time since overhaul
  Plastic Inter= iors - replacement parts for the UK

Misc & Various messages:
=
  UFO: You are invited

--------------------------------------------------------
From: Mark Arness <marness@pol.net>
Subject: GRASS RUNWAY LENG= TH

>> What length would you fly in and out of on a regular bas= is in a 200
HP RG, assuming a smooth cut, level grass runway with clean= approach and
departure, 1000 ft elevation?

>> [Insufficie= nt data! Fully loaded or you and half fuel? OAT of 60 F
or 100 F? Wind?= Grass length (smooth can still be pretty long!) 2000'
runways don't re= quire as much thought; Any length is probably OK as long
as you impose = the right conditions on your operations. Paul]

Well, I wouldn't say = 'any length is OK...'  I do a lot of flying into
unimproved strips= out West and high-altitude fields like Johnson Creek
@5k' MSL. You hav= e to give yourself a Wide Margin for Error in operating
out of these kind of fields! Getting off from a soft field on a hot
summer day with= all your fishing, hunting and camping gear and a couple
of hung-over b= uddies in the back rack could well be a one-way ticket to
ride to your = point of impact.

[Seems like you skipped over the =E2=80=9Cas long a= s you impose the right
conditions=E2=80=9D part of that statement, eh?&= nbsp; Paul]

Search this Digest for a report of departure crash back = East last year
on a Cardinal operating out of a short field...on most d= ays he probably
could have gotten out fine but on that day he was a hai= r too slow,
rotated a yard too long and clipped the tops off the trees = (there are
ALWAYS trees at the departure end of these soft/short fields= !). He had
no margin for error... afterwards he reported that he felt a= power loss
in the ground roll and saw RPM fall off... that's a Red Lig= ht and should
trigger an immediate =E2=80=9CAbort Takeoff Checklist.=E2= =80=9D

I personally am not at all comfortable in any soft field < 3000' because =
you need, according to book 15%, but in my experience, up to 30% more <= BR>ground roll, and if your field is at any kind of elevation just add 50% =
to your ground roll...and even more if your density altitude is over 6k= '
MSL you ought to think hard about how you're getting out.

My g= round roll goes up to 1600' at 8k' DA on a grass strip... nearly
double= book value. I've seen guys take off from Johnson Creek when its
95 deg= rees and the DA is 9K' MSL.  Two years ago I met a fellow in a
Bon= anza who went around the field asking, "Do you think I can make it
out = Okay now?=E2=80=9D

[Bonanza pilots can be like that.]

At 3pm = when it was 102 F, every pilot on the field told that guy =E2=80=9CNO
w= ay, Man! Don't chance it!" So of course an hour later, he jumped in the Beech and put the hammer down...I watched him whip needles off the tree
tops on his way out, it was damn scary... I thought sure he would plan= t
it in the Creek but he got it up, and apparently was so enthusiastic =
about his 'superior piloting skills' that the next year he came back an= d
used the same poor judgment, resulting in total loss of the Beech in =
that icy cold very rocky creek... you don't want to go there.

"T= he mark of a superior pilot is use of their good judgment in
preventing= situations requiring the emergency use of their superb
piloting skills= ."

Johnson creek is 3300' long and it's barely enough for a loaded <= BR>Cardinal. My ground roll is typically half the field length! If I don't =
achieve rotation by the middle marker stone, I pull the power and stomp=
on brakes, it's just barely long enough to abort a takeoff. I have gotten it stopped right at the edge of the runway dropoff where the
gr= avelly slide falls into the rocky creek bed. You can 'feel' when
something is off, if you're not developing best power you just 'know' = it
and you can't just 'hope it gets up ok,' you must elect to abort bef= ore
passing the point of commitment.  If your field is too short, = the point
at which you're committed is very likely the departure end of= your soft,
short runway.

Proper leaning is critical in getting = best power (NOT full power... you
never get that at 5K' MSL!), if you'r= e off a hair or the engine oil is
not warm enough, it will hesitate and= ditch you. No margin for error...

I also fly into sea level short s= trips, there's a lovely beach park
campground at Manzanita Bay, OR whic= h is just 2200' long and it's enough
to get out safely because it's sea= level and paved, there are no trees
at the south departure end and you= can take off over water using ground
effect to accelerate. So yes, I f= or once agree that safe length
absolutely depends on conditions.  A long wordy answer, maybe Paul's was
better; "It de= pends." Lol...

Be careful...be a superior pilot...get home safe!
=
Mark Arness N2637V

---------------------------------------------= -----------

From: Jeff & Ginger Champion <mason31@sbcg= lobal.net>
Subject: Carburetor Airbox Assembly

Paul, Keith= , and fellow owners,

My 1975 Cardinal N35278 is getting its annual. = Most everything is OK.
However, the "carburetor airbox assembly" needs = some serious rebuilding
or replacement.

Any and all suggestions = on what we can do will be appreciated. The shop
doing the annual has lo= oked for used airboxes for Cardinals with no luck
so far. The present a= irbox has already been rebuilt many times and is
just getting worn out.=

Thanks for any help. Jeff Champion

[Jeff, we've shared in past digests the names of folks who rebuild
airboxes.  Remember, = as long as they use one rivet from the original,
it's still a rebuild, = not an owner manufactured part.  Of course, new
ones are available= from Cessna sources, either in stock or with given
wait times.  I= 'm not aware of a third party source.  Keep in mind there
are at l= east three different designs, not necessarily interchangeable.
Paul]
--------------------------------------------------------

From: = "Gayle Daisy" <synchronizedxf690@ri= pcurl-europe.com>
Subject: Amazing Digest

Hello Digest,
What's going on?

I just read about you on the web; is it possib= le we could get to know
more about each other? About me if you want to = know, I just like honest
people and I am a very loving girl

Please mail me so I can send you my pictures.  I hope you= like them,
please reply me back at susannec= horltoniyhs@hotmail.com

[So nice to hear from enthusiastic Diges= t readers... I think?  Paul]

----------------------------------= ----------------------

From: Michael Schmidt <mdinos@aol.com>
= Subject: iPad

I have now flown two long cross country flights with m= y iPad with
Foreflight charts/plates. I flew round trip Orlando - Detro= it (15 hours)
and Orlando -Wichita (16 hours). I am a huge fan of both = products! The
best part was not having to manage a cockpit full of char= ts and plates,
just a perfect sized iPad on my lap or co-pilot seat.
The 3g version iPad has GPS, allowing Foreflight charts to show your
position on Sectionals and IFR High and Low charts, but not approach <= BR>plates.

[Yet!]

Using iPad's pinch feature, I could easily = zoom in to full size chart or
zoom out to full US, and any size in betw= een. I could also move the
screen ahead to view my planned route, then = tap the centering icon and
the chart would center on my current positio= n. The approach plates are
displayed full size at smallest, but allow y= ou to zoom in further. The
AFD allows you to find airport info & se= rvices quickly and easily.

I have the microfiber iPad case, and it s= eems to hold firmly on any
cloth surface, even in turbulence. Most of t= he time I kept it on one leg
with my lapboard on the other.

The = only bits of criticism I have include:
- the screen has quite a bit of g= lare in bright sunlight
- at full dim, the screen is a little too bright= for night operations
- most 12v outlet USB chargers won't charge the iPad, it requires a high
power USB charger

At medium bright= ness, which is fine for daylight operations, the battery
lasts over 8 h= ours. On my flight to Detroit, I discovered my phone USB
charger wouldn= 't charge it, so after the battery went below 50%, I only
turned it on = occasionally to make sure I didn't run it completely down.

[I've bee= n told it will charge, but only if turned off.  I haven=E2=80=99t
= verified that.]

I have since found a 12 volt USB charger at Target t= hat is specifically
designed for the iPad. With the 12v charger, I no l= onger have to worry
about the battery on long cross country flights.
[I believe Apple has one two.  I had an aftermarket iPhone charge= r that
caught on fire in my car; that's a bad thing.]

I original= ly thought I would try several iPad chart apps, but am so
satisfied wit= h Foreflight, I have no desire to purchase others to
compare their features. I'm sure I'll look at others at Sun =E2=80=98n Fun next
year= , to see how they compare, but won't purchase any unless they
demonstra= te features beyond what I now have with Foreflight.

I paid $75/yr fo= r all US IFR, VFR, and approach charts, and simply
download updates eve= ry 28 days.

[That seems to be a launch at bedtime, let it run severa= l hours process,
eh?]

I can select how much or little I want to = download, and it takes less
than 1 hour via my home WiFi.

[Ah!&n= bsp; The entire US took several hours on my WiFi.]

I don't use the A= T&T 3G service, but for as little as $15/mo with no
long term contr= acts, it would be easy for most people to justify. You
can activate and= deactivate the service monthly, right from the iPad.

I've never use= d Apple products before, and am amazed with the iPad as an
EFB. It does= n't completely replace my laptop PC, but has replaced it for
most email and Internet surfing.

Michael Schmidt KORL N52152 '77 177RG S= ent from my iPad

---------------------------------------------------= -----

From: (CFO Web Site)
Subject: CFO Member's Help Page: Juho = Kuikko

Juho Kuikko from Tampere, Finland has added an entry to the C= FO Members
Helping Members Page.

To see this entry or add your o= wn entry, go to
http://www.cardinalflyers.com/x/mhm.htm

[Tervetuloa= , which as we all know, means welcome, in Finnish.]

----------------= ----------------------------------------

From: "Steklenski, Phil" &l= t;psteklenski@woodgrain.com>
Subject: CFO New Memb= er

Paul,

Thanks for the note. I am based at KONO in Ontario, = Oregon. Hopefully,
most of my Cardinal aviating is in front of me. I flew a 1976 FG
Cardinal in Minnesota as part of a club. Since moving o= ut west 6 years
ago, most of my flying is low and slow. I am part of a = small group that
owns a Hatz (plans built biplane). Lots of fun to fly = and great for
stress relief, but difficult for going very far or fast.<= BR>
Also, the pain/pleasure threshold is about 55 degrees which limits <= BR>flying for about half of the year here.

The company I work for ha= s a P210 that I am in the process of getting
checked out in. I currentl= y have about 30 hours and need 50 for
insurance. It is a great way to t= ravel for work in the west. For
personal flying, I am starting to come = to the conclusion that a 177 RG
is a great fit for me. A nice mix of ec= onomy, speed, and capability. I
am still in the research phase, but hop= e to buy one in the next 3 or 4
months. The CFO organization has really= tipped the scales to the
Cardinal for me. It is a fabulous resource. It is very impressive what
you have helped build.

If = you have any advice for a potential RG buyer, beyond what is on the
web= site, please drop me a note or give me a call. Thanks again for the CFO!
Phil Steklenski 208-514-9461

----------------------------------= ----------------------

From: Paul McBride AskPaul@GeneralAviationNews.com
Subject: Sparkplugs

Ask Paul= : Are these spark plugs approved for my plane?

Q: Could you please h= elp my pretty blonde wife and myself with our spark
plug problem? We ar= e desperate! Our mechanic is going to put the new
fine wire plugs we ju= st bought into our 1976 Cessna Cardinal RG, but we
have conflicting inf= ormation on the proper plug.

We bought some SR83P plugs from a deale= r at Sun 'n Fun, who assured us
that the plugs were the same as the Champion fine wire plugs that fit
our Lycoming IO-360-A1B6 engine, and= that they cross-referenced just fine.

*JIMMY & SANDY HONEYCUTT*=

A: After doing some research of Lycoming Service Instruction 1042Y = dated
Sept. 1, 2009, which covers all "Approved Spark Plugs" for all Ly= coming
engines, I was afraid you may have a problem because there is no= SR83P
listed. I had a strange feeling about this, so I did some furthe= r
checking with an old friend from the industry, Frank Gurko, who spent=
nearly a lifetime with Champion Spark Plug Co., then started his own <= BR>company, PlugGuy.com , after retiring. He confirmed the SR83P spark
= plugs you bought are approved for your IO-360-A1B6 in your Cessna
Cardi= nal RG and will work fine to replace your present REM38S plugs.

It w= ould appear that there was an oversight by Lycoming during its last
rev= ision to SI 1042Y from earlier versions. As a matter of fact, the
SR83P was shown as approved for your engine in SI 1042X, which I belie= ve
was dated in 2002. I discussed this with Lycoming and they will addr= ess
this oversight when SI 1042 is next revised. So Jimmy, it looks lik= e
you're good to go with the SR83P spark plugs for your engine.

= I really appreciate you sending in your question because it reminded me of something I've been meaning to address. I'd like to make certain all readers understand that the outcome for Jimmy could have been much
di= fferent had these spark plugs been the incorrect type for his engine.
I= f incorrect plugs had been installed, there is the possibility that
sev= eral nasty things could have happened and none you'd like very much.
As= we all know, fine wire spark plugs are very expensive, but when you
pu= t your money down and later learn they are not approved for your
engine= , it really gives you a sick feeling in the pit of your stomach,
not to mention a dent in the pocketbook.

I'd like everyone to d= o one simple thing that may save you some money in
the future --- and, = besides, it's just a commonsense thing to do if you
are an aircraft own= er. Before you do anything else, sit down and make a
short list that yo= u can carry in your wallet with information about your
aircraft. Most i= mportant would be the specific engine model and its
serial number. You = should also list the spark plug part number currently
installed and the= oil filter part number. These are probably the two
most likely items y= ou may be tempted to buy when attending events such
as AirVenture and S= un 'n Fun, where quite often various vendors will
offer "show specials"= at attractive prices.

If you are not armed with the basic informati= on and "you think" you're
buying the correct part number and find out o= nce you return home that
was not the case, then you've got the hassle of either returning them to
the vendor and possibly paying a re= stocking charge, in addition to
shipping costs, or trying to find someo= ne to sell them to. So, ask
yourself, was the "show special" price real= ly worth it? If you've got
your list, you may avoid this type of situat= ion and come home having
saved a few bucks.

I hope everyone woul= d consider making a list, so spread the word when
you're sitting around= "hangar flying" or at your EAA Chapter meeting, or
just having coffee = with other flyers. Maybe someday someone will be glad
they made their l= ist, especially when it saves them from spending money
on an incorrect = part.

--------------------------------------------------------
From: Paul McBride
Subject: Change Engine Dash Numbers

Is it po= ssible to convert my engine?

Q: I have a Lycoming O-360-A1F6D that w= as originally installed in a
Cessna Cardinal. This engine has since been used in an Van's RV-6 and I
will be installing it into a Va= n's RV-8. It does not have a magneto with
it as the previous owner used= electronic ignition. I have not settled on
an ignition source but do n= ot want to go back to the Bendix D4LN-2021
dual mag.

I recently = noted in a General Aviation News article that Teledyne (TCM),
now the o= wner of the Bendix mags, has stopped support for the dual mag.
Is it po= ssible to remove the "D" on this engine configuration by
changing acces= sory housing and gears? Maybe it's possible but not
economical?

= DAVE PARADIS, Hubbard, Ore.

A: I really wish you had asked me a diff= erent question because I'm
afraid my answer to this one is not going to= make you a happy camper.
Unfortunately, the cost to convert an O-360-A= 1F6D to an O-360-A1F6 would
just be unreal in the field.

[Paul i= s being a bit too Lycoming-centric here.  He's assuming the
removed D engine parts have no value.  But of course, several sho= ps do
accomplish this change in the field, and it's even less expensive= ,
historically, than Lycoming's upcharge.  Mattituck is one such s= hop,
ironically, perhaps, owned by Lycoming's competitor, Continental.&= nbsp; Since
the removed D engine parts have value as spares, the field = swap is not
terribly onerous.  Paul]

Just for starters, the= crankcase, the crankshaft and counterweight
assemblies, in addition to= the accessory housing, are all different from
one model to the other. = I've probably already ruined your day just by
telling you this much, bu= t let's see if I can offer a way out for you.

There is an option off= ered by the Lycoming factory that may interest you
and move you away fr= om the dual magneto situation. The factory offers an
exchange O-360-A1F= 6 (using two individual magnetos). It will normally
accept an O-360-A1F6D in exchange for the aforementioned model with some
pricing= variances. As an example, the list price of a factory overhauled
O-360= -A1F6D versus that of an O-360-A1F6 is roughly about $2,500 higher.

= [I pulled the $300 over factory invoice prices from
www.factoryengines.= com below; not sure I got the exact correct ENPL
number for the Cardina= l (there are variants of even the O360A1F6, and
you want the Cardinal s= pecific one), but this is illustrative.
Interestingly, I thought, Facto= ry Engines offers 7.99% financing with a
10 year amortization.  Sh= ould be 12 years based on Lycoming's calendar
time between overhauls, e= h?  :-)  Paul]

OVERHAULED  REBUILT
O-360-A1F6D Lyc= oming
$22,505    $25,505
O-360-A1F6 Lycoming
$20,661&nbs= p;   $23,661
(Financed$251/Mo.$287/Mo)

There is a $3,500 cha= rge anytime you exchange unlike models (which you
would be doing).

[In my experience, this upcharge amount is negotiable. = ; It depends on
how hungry Lycoming is for the business at any given ti= me.]

If you do the math, you'll see that you can exchange your A1F6D= model
for what you really want for somewhere around $1,000, which I fe= el is a
pretty good deal. I guess I can make that statement safely sinc= e it's
not my money being spent!

Realistically, I don't think yo= u could have your engine converted in the
field for this kind of money = considering the major components that would
have to be changed to compl= ete the conversion. And don't forget, the
factory engine also comes wit= h all brand new cylinder assemblies and a
great warranty, among other t= hings that you may not get elsewhere.

Good luck.

------------= --------------------------------------------

From: Paul McBride
S= ubject: AD oil for Turbo Engine Break-in

Keep in mind that all turbocharged Lycoming engines must be broken-in on
ashless dispers= ant oil only.

[Hi Paul, I've seen that in the Lycoming literature...= but why is it true?

My engine overhaul shop, Central Cylinder in Om= aha NE, insists, in
writing, that for their warranty to be valid, I mus= t break my turbo'd
IO360 in on mineral oil.

I can certainly unde= rstand that given the intracylinder pressure
developed in the turbo eng= ine, a pure mineral oil isn't required, since
the pressures are going t= o sufficiently pressure the rings to break
through most any lubricant l= ayer.  Is there that much concern on turbo
system deposits from ju= st a few hours of straight oil operation?  Paul]

--------------= ------------------------------------------

From: Paul McBride
Sub= ject: calendar time since overhaul

Q: I am considering buying a plan= e with a Lycoming factory rebuilt
engine. TSOH is 50 hours. The problem is the engine was installed five
years ago with a new turbo an= d the owner has not flown it much since,
although it has flown a few ho= urs recently.

There is a lot of chatter about unflown engines rustin= g inside and not
making it to TBO. I don't need to make it to TBO, but = I don't want it to
go south within the first year or two after purchase= . How much of this
chatter is exaggerated? Is an engine that sat like t= hat such a huge
problem that it should be avoided? Is it possible that = a low-time
factory rebuilt can be rendered useless that easily?

= R. GASTON

A: Here we go with one of those deals that look good up fr= ont, but may
not turn out so good in the end. I admire you for being sh= arp enough to
ask questions before taking the leap, but just in case yo= u already put
your money on the table, let's look at a few things that = may help save
the bacon.

The "chatter" you hear regarding engines rusting inside and not reaching
TBO is closer to fact than fic= tion. While it certainly doesn't mean this
engine should be avoided, th= ere are certain things that should be done
prior to any final decision.= Yes, it is possible that a factory rebuilt
engine, or any engine as fa= r as that goes, could be rendered unairworthy
from improper storage or = lack of use. Inactivity in anything, including
our own bodies, works ag= ainst us. As the old saying goes: "Use it or
lose it."

When an e= ngine has been exposed to long periods of inactivity, whether
it be ins= talled on an aircraft or stored on a hangar floor, we need to
take a cl= ose look at it before putting it back into service. This
particular cas= e, where the engine had been overhauled and flown for a
few hours, then= sat idle for some period, then flown again recently,
makes me nervous = because we don't know what, if anything, was done to
try to preserve the engine prior to its extended period of inactivity.

Let= 's assume nothing was done and then, after some period of time, the
eng= ine was flown for a few hours. The first thing I'd do is remove the
oil= filter, cut it and inspect it for any debris that may indicate
interna= l corrosion. If you aren't familiar with the proper way to do
this, I'd= suggest you refer to a copy of the Champion Aviation Service
Manual AV= 6-R. You can check out this procedure by going to the Champion
website = and click on Products, then Oil Filters, then AV6-R, page 25.

Regard= less of your findings, I'd go a farther to satisfy myself that we
didn'= t have an internal corrosion issue. A good borescope inspection
would t= ell us quickly if there was any corrosion in the cylinders. If
corrosio= n is observed in any or all cylinders, that will tell us what
our next = step will be. Let's say we only notice a slight discoloration
on a couple of the cylinders. It's this type of situation that requires
s= omeone with experience using the borescope because, if there is only
sl= ight discoloration, you may be able to continue the engine in service
w= ith no further concern after changing the oil and installing a new oil
= filter. However, if there is a possibility the corrosion has caused
pit= ting on the cylinder wall, then the decision has been made for you.
The= cylinder must be removed and honed to remove the pitting.

If there = is any doubt about the internal condition of the cylinder or
cylinders,= then removal should take place. Even though this may seem
inconvenient= , it affords the opportunity of taking a close look at the
internal eng= ine parts. Using a flashlight and a good inspection mirror,
you can clo= sely inspect the condition of the cam lobes and corresponding
tappet bo= dies for indications of corrosion. Any corrosion in these areas
will determine whether the engine must be taken out of service for maj= or
repair.

Let's assume there is no problem in this area and we = can get back to our
corrective action on the cylinders. Cylinders may b= e sent to a good
overhaul shop for proper honing. Typically, cylinders = that have
corrosion can be cleaned up by honing no more than .001 to .0= 03 from the
cylinder bore. If they were new factory cylinders, this amo= unt being
removed would still keep them in new cylinder dimensional tol= erance.
Once the cylinders are honed, new piston rings should be instal= led and
the normal engine break-in procedure followed. You mentioned th= at a new
turbo had been installed, so please keep in mind that all turb= ocharged
Lycoming engines must be broken-in on ashless dispersant oil o= nly.

I wish there were a more basic or simple answer regarding an en= gine of
this type, but there are just too many circumstances surrounding engines
that end up in a condition like this. An engine co= uld be in a hot humid
climate, which makes matters worse when compared = to an engine in a cold,
dry climate, so you can understand why each eng= ine has to be taken on a
case-by-case basis.

Good luck and remem= ber, regardless of what you decide, whenever you
finally get something = flying, be sure to fly it frequently. After all,
isn't that why we buy = an aircraft in the first place?

Paul McBride, an expert on engines, = retired after almost 40 years with
Lycoming.

-------------------= -------------------------------------

From: "Rod Wheeler" <rw314.lf7965@virgin.net>
Subject: Plastic Interiors - replac= ement parts for the UK

Hi to all Members,

Our venerable G-TOT= O a 1972 C177RG serial number 0049 is due a paint job
and at the same time we are planning to tidy up the interior (re cover
the seats,= carpet and clean and paint the plastic trim). We have an
excellent sho= p here in the UK who did the work 10 years ago and are
planning to re-u= se them

We would really appreciate advice on 2 areas;

1) How = to get hold of the correct replacement plastic trim parts.  We
onl= y need a couple of pieces and believe the options are to go to Cessna
d= irect in the US or purchase through www.planeplastics.com - which would you recommend and how to make sure we order the correct items?

[Ces= sna availability is a bit spotty; PlanePlastics has an online
catalog t= o show you what their parts look like, which is an aid to
getting the r= ight part!  You can also send them photos of YOUR part, for
compar= ison.]

2) Doors - our P2 side door has a poor seal around the front = top which
means a drafty ride for passengers! From the outside the door appears to
be flush with the fuselage but it is easy to open = a crack with your
fingers since there is no locking mechanism at the fr= ont top. The
original door seal is still in place and in good shape but= it seems
likely that the door itself is no longer the correct shape? W= e have
tried adding additional rubber strips to the inside sill but thi= s does
not last long and we suspect is only helping to force the door o= utwards.
Is it possible to get the door "bent" inwards (without popping= the
glass?!). Have re-read the wealth of ideas and advice on the Diges= t -
seems like a new set of seals from LLC (this is the same company as=
planeplastics?) will do the trick?

[I'd definitely recommend th= e Cessna seal material.  It appears to be
superior to the aftermar= ket alternatives.  You might also want to remove
the headliner, si= nce you'll be doing that anyway it seems, and go
flying.  Is the air REALLY coming around the door, or is it coming from
the win= g root fairing, or someplace else?  Fingertips are very sensitive
= draft detectors.  Paul]

Loving flying G-TOTO - after several hu= ndred hours in PA-28 and Aztecs I
am a firm convert to the high wing fr= aternity!

CFO website is incredible - keep up the good work

R= od Wheeler London, (UK!)

[If all else fails, I'll just have to come = look at your plane myself!
Email me the e-ticket, eh?  :-)  P= aul]
--------------------------------------------------------
Misc &a= mp; Various messages:
--------------------------------------------------= ------

From: DonMNewman@aol.com
Subject: UFO: You are invite= d

Dear Paul Millner,

The United Flying Octogenarians (UFO) ar= e holding their Annual Meeting
on Thursday, November 11, 2010 at the Convention Center, 300 E. Ocean
Blvd., Long Beach, California in the S= horeline Room AB at 12:00.

The UFO is a group of pilots who have act= ed as Pilot in Command on a
flight on or after their 80th Birthday. All= kinds of experiences are
represented: former military pilots, former a= irline pilots, flight
instructors, general aviation pilots and even som= e freshly minted
pilots. Some of us have flown for over 50 years.
There are more than 600 UFO members in the United States. We use a
qu= arterly publication to communicate our activities.

The Annual Meetin= g will start with lunch; have a brief business meeting;
and then open i= t up to short presentations from the members who will
share experiences= of interest to the group.

For further information please contact:President Alan Blair, MD Ablair1920@cox.net

[Thanks Alan!  I've got it on my calendar for 23 years from now!  Paul]<= BR>


--------------------------------------------------------
= CFO Fly-in details:
----------------------------------------------------= ----

  CFO at AOPA Long Beach Summit!
  Saturday Novemb= er 13 =E2=80=93 11AM
  See AOPA Announcements for meeting site =E2= =80=93 then adjourn to lunch

To create a virtual digest, containing = historic items relevant to your
specific concern, see http://www.cardinalf= lyers.com/x/vdigest.htm

For other Cardinal info, see the Cardina= l Flyers website at
http://www.cardinalflyers.com

Please visit our sponsor= s at this address:
http://www.cardinalflyers.com/x/sponsors.htm
Regardless of any advice that may be exchanged here, your own certified
flight instructo= r, your own appropriately licensed mechanic, the Federal
Aviation Regul= ations, the pilots operating handbook, and various
transmittals from th= e FAA, the manufacturers, and component suppliers
should be considered = as the ultimate authorities.  Any opinions or
suggestions expresse= d here are solely those of the writer(s).  You must
assume the ent= ire responsibility for reliance upon them.

To *subscribe* to this di= gest, visit
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For guidelines on use of the digest, see<= BR>http://www.cardinalflyers.com/x/digrules.htm

To contact the lis= t administrator, send an email to
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at keith@cardinalflyers.com= ]

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