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BREATHING LIFE BACK INTO A TIRED ENGINE, PART 2 p.26
September 2021 • cessnaflyer.org
THE PARADOX OF CHOICE:
AIRPLANE EDITION p.38
Comment Strategy,
Part 2 Managing CHTs
p.24
p.18
Barometric Altimetry Engine Preheating
p.48 p.52
2 • Cessna Flyer / September 2021
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Vol.18 • Issue 9 • September 2021
The Official Magazine of
The Cessna Flyer Association
PRESIDENT
Jennifer Dellenbusch
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1969 PIPER CHEROKEE 6/300 • N8950N 1946 PIPER J-3 CUB/PA-11 • N71081 Cessna Flyer is published monthly by Aviation Group Limited, 1042
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4 • Cessna Flyer / September 2021
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September 2021 / Cessna Flyer • 5
September 2021 • Volume 18 • Issue 9
At age 9, to have Prop & Cowling
a friend to talk 8 THE VIEW from HERE •
about flying Jennifer Dellenbusch
with—even 8 LETTERS to the EDITOR
though neither 10 CESSNA FLYER EVENTS
one of us knew
anything about 14 THE HIGH and the WRITEY •
Kevin Garrison
the subject
—was great.
18 QUESTIONS & ANSWERS • Steve Ells
24 REGULATORY CIVICS • Joseph Corrao
Cockpit & Fuselage
26 REATHING LIFE BACK INTO A TIRED ENGINE, PART 2 •
B
David Williams
38 THE PARADOX OF CHOICE: AIRPLANE EDITION • Scott Kinney
48 BAROMETRIC ALTIMETRY • Kevin Garrison
52 ENGINE PREHEATING • Dale Smith
Tail & Rudder
60 NEWS
72 ADVERTISER INDEX
74 BACK WHEN: VINTAGE CESSNA
ADVERTISING AND MARKETING
COVER: Cessna 177RG Cardinal RG.
Photo by Jim Lawrence.
6 • Cessna Flyer / September 2021
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The View from Here Letters to the Editor
By JENNIFER DELLENBUSCH Send your letters to
editor@cessnaflyer.org
Memories “Destination:
Minter Field”
By Steve Ells
I’M BACK IN THE OFFICE after a week away to help run the Gathering at Waupaca,
August 2021
and then spending a couple of days working the Cessna Flyer Association booth at
EAA AirVenture Oshkosh 2021. Going back to these events each year always elicits
To Steve Ells and Jennifer
a lot of reminiscing. This year, after the year off in 2020, was particularly poignant.
Dellenbusch,
I lived in Wisconsin for 20 years, so going there is always a little bit like going
I personally—and all the members
home. And while I do not miss the winters, I do love to see the green fields, red
of Minter Field Air Museum—want to
barns, and clear skies (when it’s not raining and hailing!) of Wisconsin.
thank Steve Ells for putting together
We’ve been holding the Gathering in Waupaca for 16 out of the last 17 years. I’ve
such a great story about Minter Field
met so many wonderful people over the years. It’s always a pleasure to welcome
and Minter Field Air Museum.
them back. It’s equally rewarding to meet new people each year. Many of the attend-
We also want to thank you, Jennifer,
ees form enduring friendships, and the Gathering is the place where they renew
for the opportunity to be in two great
those friendships each year.
aviation magazines.
Sadly, some of our former attendees have flown west, and being back at that
Minter Field Air Museum wants to
venue brings back good memories of them. Memorables include Kirk Fordice, the
thank the two of you for the opportu-
former governor of Mississippi, who could be sharp with his criticism but was also
nity to tell the history of Minter Field
always generous with praise and laughter, and Daryl Murphy, our long-time edito-
and what the Museum is trying to
rial contributor and friend who once staged an “Aviation Opera” at the Gathering.
preserve.
This year’s Gathering was our best to date, and we’ll have more on that in an
Thank you again,
upcoming issue.
Ronald Pierce
After the Gathering comes the opening day of AirVenture. While the grounds
Board Chairman
and facilities have been improved over the years (bathrooms with flush toilets and
Minter Field Air Museum
running water—thank you, EAA!), the feel of arriving at the show is still the same.
There’s the sense of growing excitement as we near the grounds—is that a warbird
in the pattern? Why, yes…several! Then there’s the somewhat less-uplifting drive
from the entrance to parking. Then it’s on to entering the grounds.
The early morning hours are highlighted by ultralights buzzing around and
PILOTS
vendors hurrying in to get their booths set up for the day. You get your first whiff
of what I like to call Eau de AirVenture—a scent that’s a mixture of wet grass, hot
tarmac, and Jet-A.
As you cross under the arch, you enter a realm where talking about airplanes is
not an anomaly; everyone does it. Acronyms like TBO, TTAF, and CHT are spoken HAVE
OPINIONS.
and understood. Most people will know what you mean when you talk about a 172 or
a taildragger. And those that don’t are eager to learn. It’s a welcoming group.
As tired as I may be after the events are over and as happy as I am to be home,
LET'S
it’s also a bit of a letdown to get back to the solitary work of writing, editing, and
shuffling paperwork after being immersed in aviation hubbub for a week.
Well, “God willing, and the creek don’t rise,” we’ll be able to meet up again next
year and make more memories.
Blue Skies, HEAR
YOURS.
Send your letters to
editor@cessnaflyer.org
8 • Cessna Flyer / September 2021
Events
CFA Event Kids 12 and under are admitted free. $5 fee to exhibit
vehicles. Free parking. Shuttles provided by Whispering
JULY 23 - JULY 24, 2022 — THE 18TH ANNUAL GATHERING Pines Tree Farm and Kobussen Busing. Visit ocontocounty.
AT WAUPACA. org or call (920) 373-6948 for more information.
Save the date! Watch this space. Members, check your
email for updates. SEPT. 26, 2021 — SIMSBURY, CT. SIMSBURY AIRPORT (4B9).
41ST SIMSBURY FLY-IN, CAR SHOW, AND FOOD TRUCK
Featured Events FESTIVAL.
Visit the largest fly-in in the Northeastern U.S. from 8 a.m.
SEPT. 18, 2021 — OCONTO, WI. OCONTO BAKE MUNICIPAL to 5 p.m. at 94 Wolcott Road. The event features the fly-in,
AIRPORT (KOCQ). a huge car show, and a major food truck festival, all in one
OCONTO ELKS FLY-IN 2021. great event. Antique, vintage, unusual, and older aircraft are
Come celebrate 75 years for the Oconto J. Douglas Bake especially welcome! The show will feature displays of 700
Municipal Airport from 9 a.m. to 4 p.m. Flyovers will beautiful airplanes and cars, amazing things to eat from 25
take place all day and planes of all types will be on static food trucks, and many exciting activities for the entire family.
display. Activities include classes for pilots, vendors, the There will be plenty of activities, including live music, judging
Car and Tractor Show, and a military encampment display. and trophies, aerial demos, free seminars, new airplane and
The Northern Aces RC group will have their planes on car dealers, 150 participating businesses including local
display and flying throughout the day. Automobiles and craftspersons, and amazing things to eat.
tractors will be on display all day. Dash plaques given to Here are just some of the great attractions planned for
the first 200 vehicles. Sunday, with more to be added closer to the show date:
Enjoy music, great food, and shopping at all the craft • Craftspersons and local businesses displaying their wares
vendors. There will be something for everyone in the family. • AT-6 World War II Training Plane Rides
continued on Page 12
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• Cessna Flyer / September 2021 1 4/29/21 3:31 PM
Client: Gulf Coast AvionicsSeptember 2021 / Cessna Flyer • 11
Events
Continued from Page 10
NOVEMBER 13, 2021 — SHAFTER, CA.
• Helicopter Rides (Two helos
SHAFTER AIRPORT-MINTER FIELD
available)
(KMIT), MINTER FIELD AIR MUSEUM.
• New Car/New Airplane Dealers
FOURTH ANNUAL WINGS 'N' WHEELS.
• Kaman KMAX Helicopter Fire
Mark your calendars! Come spend
Fighting Demo
the day at Minter Field Air Museum
• Live Music
for the fabulous Wings 'N' Wheels
• Hartford Hospital Lifestar Helicopter
event on November 13. Hundreds
• Yankee Clippers Formation Flying
of airplanes will be on display, from
Team
WWI to modern jets. You can see
• Free Seminars for Cars and Airplane
WWII-vintage V12s and vintage
Fans
radial aircraft engines throughout
• Banner Tow Pickup Demonstration
the day. Visitors will also get to view
• GyroPlane Display and Flight
hundreds of cars from the 1930s
• Radio Control Model Airplane
to the present, along with endless
Aerobatics
displays of military equipment.
No admission fee is required but
Attendees can listen and dance
donations are gratefully accepted.
to live big-band music from the
Car parking is $10 to benefit the Boy
1940s and enjoy food, drink, and
Scouts. Pets on leashes welcome and
souvenirs. Open from 9 a.m. to
watering stations are provided. FAA
4 p.m., the event is located at
arrival procedures will be in effect.
201 Aviation Street. Please visit
For full details, please see
minterfieldairmuseum.com or
simsburyflyin.com or contact Bill
mfamwingsnwheels.com for more
Thomas at wdthomas421@gmail.com.
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12 • Cessna Flyer / September 2021The High & The Writey
By KEVIN GARRISON
My Fellow Aviators
Over the years, I've come to the conclusion that aviation friends are the best kind of friends.
I
bought a small antique aircraft (a Cessna 140) without having grade. We loved airplanes. We drew them, made models of them,
a pre-buy done by a mechanic. After all, I was a retired airline and talked about them constantly. Bill and I were such a constant
captain and I thought I knew quite a bit, and the airplane was aviation-talking duo that our teacher gave us an entire wall in the
inexpensive. I did not believe in paying over a tenth of the air- classroom to decorate with the drawings of airplanes.
plane’s value for something I already knew—that the aircraft was At age 9, to have a friend to talk about flying with—even
perfect in every way. though neither one of us knew anything about the subject—was
It was shiny, and I wanted it. great. Our talks centered around flying North American F-86
It flew a little funny; yawing when it was not supposed to. It Sabres against communists and riding in our Gemini capsule
was rolling into banks uncommanded. I mentally wrote these together into space.
problems off. I had not flown this model since I instructed in it We drifted apart by about 1,600 nm when my family moved
during the 1970s, and I thought that years of flying heavy metal from Charlotte, Michigan, to Lakeland, Florida. I have not seen
with yaw dampers, multifunction displays, and flight directors had him since I left, and I hope he remembers our time together and
eroded my stick and rudder skills. our huge art project with a smile.
The airplane’s first annual inspection began a few months
after I bought it, and ended a little over three years later. This Strange northern kid finds a home
machine was seriously flawed. I’ll save a description of just Lakeland was an excellent place for a kid with a bicycle
how flawed it was for another article, but I will say that the list in the 1960s. Being the new kid in Florida, combined with the
fact that I was a little weird, led me away from making many
new friends in school. My love of airplanes steered me to many
long and hot bike rides about 6 miles away to Lakeland Drane
With non-aviators, no amount of
Field. (This airport is now Lakeland Linder International Airport,
KLAL. —Ed.)
description could tell the story Lakeland’s airport held tons of friends for me. The first ones
were not people. The very hot cockpits of the airplanes adorning
well enough for them to feel what the ramp and the hangars that I would sit in for sweaty hours on
end, dreaming of flying them, were my buddies. My most signifi-
it is like to divert on one engine at cant human friends were old men; John Roberts and Les Roberts,
who owned Roberts Flying Service.
night to Keflavik, Iceland, with a I have no idea why they did not run off that pesky kid always
hanging around and getting in the way, but they put up with me.
stomach full of acidic coffee and a Later, when I was 15, they made my presence official and gave me
my first aviation job as a lineboy.
tired mind full of worry. It turned out that there were lots of other people at the
airport that would become my friends. I spent hundreds, perhaps
thousands, of hours talking with them as we worked together in
the Florida humidity and heat dragging airplanes in and out of the
began with the fact the left wing was in such bad shape it had hangar and doing other exciting professional aviation functions
to be replaced. like cleaning the toilets and mowing the grass.
My tale today is not about poor maintenance or terrible pur- Our friendship wasn’t just talking. We flew together as well.
chase decision-making. I will leave out how dumb I felt and still After closing, it wasn’t uncommon for us to fire up two or three
feel about entering blindly into buying an airplane. Today, I want of the FBO’s trainers and do a very sloppy job of flying formation
to write about friends. over the cow-covered wilds of Central Florida.
These friends have also faded into the same misty memory as
Flying friends from the third grade Bill Fisher. Like all the other aviation friends I have had, I am sure
I have had many friends who were also pilots during my long that if and when we ever do run into each other, we will pick up
life in aviation. The first was Bill Fisher, my best friend in third where we left off, joking around and talking about flying.
14 • Cessna Flyer / September 2021follow us
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September 2021 / Cessna Flyer • 15consider to be my buddies. I missed them when I retired from the
At age 9, to have a friend to talk airline and could not hang out with them anymore.
My local acquaintances were OK, I guess, but I could not talk
about flying with—even though “airline” with them. It was like knowing a foreign language and
suddenly having nobody to converse with. How can I explain a
neither one of us knew anything rough ocean crossing in the Boeing 777 to a person who has not
been responsible for keeping 300 people healthy and happy as
about the subject—was great. they traverse a cold and stormy sea at night?
With my airline friends, a word or two and a shrug could tell
the whole story. With non-aviators, no amount of description
could tell the story well enough for them to feel what it is like to
divert on one engine at night to Keflavik, Iceland, with a stomach
Nobody would believe what we did, so I won’t tell you full of acidic coffee and a tired mind full of worry.
My biggest adventures in aviation friendship came when I There is no beer like a beer sipped with your co-pilot after a
was living in Tallahassee, Florida. I was going to college and also tough 13-hour duty day. It was not a feeling of elitism that made
flying. Talk about adventure! My friends and I got to do things in those friendships work. It was a feeling of shared experience that
and around airplanes that you would probably think were from a others would never fully understand.
made-up adventure story. Our experiences were exciting and true,
and I am glad we survived them. If people who fly together share a Broken airplane, new friends
special bond, my friends from that group are the closest to me. Meanwhile, back in the recent past, when my airplane lay
Of course, life and careers helped us to drift apart like my broken, I had no idea what to do about it. It turned out that I had
other aviation friends. The airline world and raising a family was friends—the best kind of friends—right here in Kentucky. People
calling me over the horizon from Tallahassee to Atlanta. I knew earlier at my local airport only with a nod and a quick
“hi” became interested in me and my sad airplane predicament.
There is no friend like an airline crew friend My airplane had languished in the back of the hangar of a
I made new friends almost every week when I flew for the local shop for over a year while well-meaning mechanics dith-
airline. On the Boeing 727, with its three-person crew, two other ered and would not tell me the truth. The truth was that my
people were part of every flying day and every layover. Some were
not my cup of tea, but most were kindred spirits that I will always continued on Page 71
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©2021 RAM Aircraft, LP CF080321Questions & Answers
By STEVE ELLS
Managing CHTs
My recommendation would be to simply
give it more time. Normally we see CHT temps
go down somewhere between 50–100-hour
mark. If you want to have some maintenance
checks performed there are two options.
The first would be to have the baffling
inspected, a hole the size of ¼ of an inch can
create a low-pressure zone causing uneven
airflow over the engine.
The second would be to perform a fuel flow
test, this would ensure even fuel flow to each
cylinder, fuel plays a major role in cooling the
cylinders, which is why the engine runs a little
rich while idling.
Since none of your temps are out of
limits, as I stated before, I would recom-
mend waiting and putting more hours on
the engine. As far as how much difference
there can be between each cylinder, there is
no limit. If you have any questions feel free
to ask.
Q
Lycoming Customer Support
I have a Cessna 182S Skylane. Last year, a cylinder lost I’ve flown 30 engine hours, and the new engine has had its
a ring, and to cut a long story short, I opted to put in a first oil change at 27 hours. My mechanic checked the baffles
Lycoming factory-rebuilt engine with a two-year warranty. and he told me they are perfect. I have to run the plane with the
At the same time, I put in a Garmin G3X and a few other cowl flaps fully open if I want to lean it down. However, I cannot
bits. I now live off bread and water! lean it down to the fuel flows in the POH, as the temps rise. A
While the plane was away, I decided to educate myself typical setting is:
on the best way of operating the engine so I might get 2,000 4,500 feet msl, 70 F oat
hours out of it before I will have to sell my children to pay for 22 inches map / 2,300 rpm
another engine. Fuel flow 14.6 gph
The basics I learned are that it’s a good idea to try and Cowl flaps open and my CHTs are 348 F to 379 F.
keep the CHT temps to 380 F or less. So, with that in mind, I’m miles away from what the book says—and this could be
I got my plane back and started flying. It was winter and the because the engine is new—but I have not seen a significant
OAT was cold. drop in my CHTs over the last 30-odd hours.
I found that while breaking in the engine with 2,400 rpm I also need to mention that on takeoff—and this is with a
and 24 inches map, full rich mixture, and cowl flaps fully open, climb-out at 100 knots—my CHTs get up to 400 F to 410 F, and
I could keep it between 350 F and 380 F, but on takeoff, the this freaks me out.
cylinders would get to 410 F. At this point, the engine time was If you look at the picture (above left), you will see that the
20 hours and there was no oil consumption. hottest cylinder is No. 2, and the coldest is No. 5. I asked my
This did seem to be a bit hot, so I emailed Lycoming and mechanics to verify the probes are in the right cylinder, and
their answer was as follows: they confirm they are!
Hello Marc, So, my questions are:
My understanding is that the Cessna 182S typically has the 1. Am I being too analytical and spending too much time
IO-540-AB1A5 installed. Per the operations manual for your engine trying to get the right CHTs on my plane, rather than just
“For maximum service life, cylinder head temperatures should be flying?
maintained below 435°F (224°C) during high performance cruise 2. Is the 182S rubbish at cooling, and it’s just problem that I
operation and below 400°F (205°C) for economy cruise powers.” have to live with?
18 • Cessna Flyer / September 2021For Piston quotes: Justin Houser or Chrystal Gates 1• Cessna Flyer / November 2020 September 2021 / Cessna Flyer • 19
Questions & Answers
3. Will my CHT drop with more time?
4. A
re my limits of 380 F crazy and I
should not be overly sensitive to that
magic number, and be OK with run-
ning hotter (Lycoming’s numbers)?
However, if I lean to book and close
my cowls I will be running very, very hot,
and I fear I will be buying a new $50,000
engine if I run it to Lycoming’s stated
limits.
Thanks,
Marc
A
In my opinion, the installation of
precise engine monitors has raised
the stress level of more pilots than
has the rising cost of Avgas. I may be
over-simplifying this matter, but in my
opinion, this is a classic case of too much An engine monitor like this one from Garmin,
information (TMI). can be a great tool, but beware of TMI.
As I understand it, Mike Busch (who
I’ve known for over 25 years from when
we were both writing for another mag-
azine) is the first author to write about the importance of diverts from the normally stable parameter.
keeping CHT numbers below 400 F. Personally, I think your engine is fine.
Mike had consulted with a materials engineer who showed Let me know if this answers your question, and what you
Mike how aluminum alloys (cylinder heads) are adversely find during the fuel system setup check.
affected as temperatures rose above 400 F. Happy flying,
Based on that conversation, Mike started writing that 400 F Steve
(as I remember the article) was the “magic number.”
Mike’s advice has rippled through the industry. I, like Mike, Follow-up Q:
believe that CHTs are the most important numbers displayed The injectors are new from Lycoming and are factory-set.
on an engine monitor, but the 400 F value, which some people I did ask about GAMI injectors and they say it could invalidate
regard as a never-exceed number, has caused lots of unwar- the factory warranty! Getting GAMI may be my only hope. My
ranted hand-wringing. CHT spread is 35 to 40 F; and again I’m not sure if that’s good
If your engine was continually showing high CHTs during or bad.
cruise, that’s a concern, but when it goes to 410 F during full- Marc
power climb, my opinion is you have nothing to worry about.
I do agree with Lycoming that you need to verify that the Editor’s note: We asked the Lycoming representatives at
fuel system is set up correctly to deliver the appropriate fuel AirVenture whether a warranty could be voided by the installation
flow at full takeoff rpm. This step is done by attaching a pres- of GAMI injectors and were told that, yes, it could. They referred us
sure gauge to the fuel injection spider. to their warranty. Here’s a relevant section:
According to numbers in the POH, the max fuel pressure
delivered to the “inlet to the fuel injector” is 45 psi. "Repairs and alterations which use or incorporate parts and
Lycoming tech support told me you should be seeing 19 gph components other than genuine Lycoming parts or parts approved
at 100% power. by Lycoming for direct acquisition from sources other than Lycoming
Since there’s no provision to sample fuel pressure at the in- itself are not warranted by Lycoming, and this warranty shall be
jector, I sample this pressure at the fuel manifold (spider) on top void to the extent that such repairs and alterations, in Lycoming’s
of the engine. If the fuel flow is low, that will affect the amount of sole judgment, affect the durability, safety, or reliability of the engine
fuel delivered to the injector. or any part thereof, or damage genuine Lycoming or Lycoming-
If the fuel pressure at the spider is low, you’ll need to remove approved parts"
the fuel servo and send it to a facility for adjustment.
A few questions for you: How does your engine feel? Does it Follow-up A:
start easily? Does it answer the throttle? Does it seem like it’s It’s unheard of to get CHTs identically “married” due to
strong? Does it feel smooth? Does it idle well? differences in airflow over the cylinders, baffle design, etc. Your
As I have written often, I believe one of the most effective 35-to-40-degree split is very good.
settings on an engine monitor after setting cruise power is the GAMIjectors were designed to marry the fuel flows to each
“normalization” setting. It will serve as an alert if a CHT or EGT cylinder. The GAMIjectors were developed to make flying with
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September 2021 / Cessna Flyer • 21Questions & Answers
the fuel/air mixtures lean of peak (LOP) safe. They were devel- STEVE ELLS has been an A&P/IA for 45 years. He is a
oped initially for use in Continental engines. commercial pilot with instrument and multi-engine ratings
In order to safely fly LOP, GAMI recommends that the fuel and loves utility and bush-style airplanes and operations. Ells
flows to the individual cylinders be within 0.2 of a gallon across served as associate editor for AOPA Pilot until 2008. He owns
the range of cylinders from the first to peak EGT to the last to Ells Aviation and lives in Templeton, California. Send questions
peak EGT. and comments to editor@cessnaflyer.org.
Peak EGT is the point in the air/fuel mixture where all the
air and all the fuel are consumed. It’s the hottest mixture. It’s
approximately 13.7 pounds of air to 1 pound of fuel.
RESOURCES
I suggest you go to the GAMI website, click on the CFA SUPPORTER
GAMIjectors tab, then download the “LEAN TEST”
information. GENERAL AVIATION MODIFICATIONS INC.
When you perform this test (always at 65% power or less), gami.com
you will find the fuel flow split between the first cylinder to peak
and the last cylinder to peak. Is the split a big deal?
When the EGTs are very close together, all six cylinders are
producing the same power. Once that’s reached, any split in the
CHTs is due to the reasons mentioned above. Have a technical question or want some
Happy flying,
Steve help with troubleshooting a mechanical
IMPORTANT: This article describes work that may need to be
problem? Go to the Cessna Flyer
performed/supervised by a certificated aviation maintenance Forums and post your question or email
technician. Know your FAR/AIM and check with your
mechanic before starting any work. kent@aviationgroupltd.com
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September 2021 / Cessna Flyer • 23Regulatory Civics
By JOSEPH CORRAO
Comment Strategy, Part 2
Three life lessons for garnering success when negotiating with others.
I
n the third installment of this series, “Comment Basics,” Aviation Rulemaking Committee.
which ran in the May 2021 issue of Cessna Flyer, we urged Bill Boisture, then president of Gulfstream, attended one
participants in the regulatory process to avoid angry words, of the first meetings of the committee. Charter operators and
emotionalism, and speculation. fractional fleet operators were locked in opposition. Charter
As satisfying as it may be to SHOUT IN CAPITAL operators accused fractionals of evading Part 135 requirements
LETTERS, use multiple exclamation points!!!!!!!, call the by operating charter-like missions under Part 91’s personal
members of the FAA or Transport Canada “a bunch of idiots,” aviation standards.
wax eloquent about how irritated you are by their proposal, Fractional operators pointed out they were safely within the
and reveal that you KNOW (oops; did I write that too loud?) regulations to do so, since, unlike charters, fractional “passen-
they’re secretly trying to advance a devious, malicious agenda, gers” are technically owners and their guests, making fractional
those tactics undermine credibility and set a tone that reflects missions personal Part 91 missions, not commercial Part 135
negatively on you, the commenter. missions. Fractionals accused charter operators of seeking com-
As a result, the good points you make and the facts you pro- petitive advantage through regulation.
vide to support them get lost in the noise; your comment will be Both tribes were represented by capable attorneys, one of
discredited, and its value lost to you and the agency. whom took the floor to announce that his side would never give
Taking an uncompromising position against a proposal in to the other side’s demands. He mentioned, by way of exam-
also strains credibility. ple, the “balanced field length” rule, 14 CFR 135.385(b), which
prohibits charters in large turbine airplanes like Gulfstreams
operating under Part 135 from using many airports at which
There’s a good chance many Gulfstreams can safely operate under Part 91, as fractionals
then did.
of the other participants are Tempers rose and faces visibly hardened as the attorney’s
confrontational statements flowed. Finally, Boisture had heard
mature, thoughtful, successful enough. He rose to his feet, quietly asked the attorney, who
was still speaking, to sit down—which he did, Boisture having
adults like you, in which command presence—and Boisture addressed the charter and
fractional operators on the committee.
case bullying won’t work and Was there anyone in the room, Boisture asked, who did
not comply with the balanced field length rule when operating
will likely end in the bully’s a large turbine airplane? No hands were raised. That meant,
Boisture observed, that this was a point on which fractional
embarrassment. operators and charter operators could agree.
Boisture chided the attorney for taking an unnecessarily
hard line, thereby doing a disservice to the committee, to the
Finding common ground FAA, and ultimately to the attorney’s clients, whose interests
In many, perhaps most instances, however, agency proposals were best served by finding points of agreement and mutually
contain granules of wisdom, truth, occasionally even a kind of acceptable workarounds for points of contention, rather than by
regulatory beauty mixed with the dross. To set the best tone maintaining an unyielding and belligerent posture.
for your comment, thereby enhancing your credibility in the Boisture’s statement had several salutary effects. First, in
reader’s eyes, work hard to find those granules and support criticizing the attorney for assuming an unnecessarily combat-
them when you can. ive posture, Boisture, a man of stature in the industry, threw
This advice suggests a corollary worth drawing out: considerable shade on that approach. As a result, the commit-
Compromise is not always an obscenity. Sometimes, putting tee’s deliberations quickly and enduringly became more civil
thoughtfully selected concessions on the table helps cata- and constructive.
lyze positive results. I was privileged to see this dramatically Second, Boisture’s focus on the balanced field length rule
demonstrated as a member of the FAA’s Fractional Ownership changed the focus of discussion. The attorney had couched his
24 • Cessna Flyer / September 2021comments in terms of charter operations versus fractional op- successful adults like you, in which case bullying won’t work and
erations, Part 135 versus Part 91. At that level of generality, with will likely end in the bully’s embarrassment. If you open with a
charter operators and fractional operators already at logger- reasonable tone, others will probably follow suit and, because
heads, common ground was simply not in view. most people would rather not fight if they can avoid it, the
By seizing on the example of one rule, Boisture brought the reasonable approach you model will often come to characterize
committee’s attention down a notch from the general to the spe- the conversation.
cific, quickly and decisively establishing that common ground No. 2: Your mind is a zoom lens, not just a swivel mount.
did, in fact, exist at the level of individual regulations. Early contributors tend to establish a frame of reference for the
Finally, Boisture role-modeled reasonableness and courage. discussion. If the first person to address the issues does so at
At that time, fractional fleet operators were growing rapidly, a high level of generality or a high level of specificity, the next
buying Gulfstreams and other large turbine airplanes literally person will likely stay at or close to that level.
by the dozens. The largest charter operators were scrambling In a frame of reference, participants typically pan back
to keep pace. and forth across the subject matter landscape looking for high
Some argued then (and would doubtless argue now) that it ground to occupy. Discussions quickly become zero-sum exer-
would have been prudent for Boisture to remain silent rather cises in which one side must lose for another to win.
than risk alienating two of his most significant market seg- Zero-sum discussions rarely yield lasting progress. Lasting
ments. Instead, Boisture spoke, an act I saw then and do today progress is more likely to be found at some other level of
as one of great integrity. focus. In the debate between charter and fractional operators,
His example opened the way for others on the committee to Boisture found common ground at the level of individual rules;
act reasonably and courageously, too, qualities that are neces- it was not apparent in the more general debate about which
sary to bridge divides and find ways to fairly reconcile compet- Part of the regulations should apply to which kind of operation.
ing interests. No. 3: Finally, write and speak with integrity and courage.
Keep your end goal clearly in view. If you can move toward it by
Lessons to learn offering tactical concessions, offer them. It is an unalloyed good
There are at least three lessons here for everyone engaged when you leave the discussion with what you need and others
in regulatory activities: who opposed you leave with what they need too.
No. 1: Set a positive, reasonable tone. There’s a good
chance many of the other participants are mature, thoughtful, continued on Page 70
September 2021 / Cessna Flyer • 25DAVID WILLIAMS, president of Airmark Overhaul, follows
an engine through the overhaul process.
Airmark’s test cell. Note the “club”
and the wiring for sensors.
26 • Cessna Flyer / September 2021September 2021 / Cessna Flyer • 27
The crankshaft and counterweights
are placed on the buildup stand.
L
ast month, I described the disas-
sembly and inspection of Airmark
client Sal Staiano’s Continental
O-470-L engine. Despite being
some 800 hours over TBO, with
the last overhaul in 1970, the engine’s
reusable components were in good shape.
This month, I will detail the process of
reassembling the engine, testing it, and
returning it to the customer.
Like Picasso at his canvas, an Airmark
technician assigned to the task must pre-
pare for the assembly process. The parts
and sub-assemblies are directed back to
the master engine work order cart, where
the technician’s competent hands begin
the creation and new life for Staiano’s
Continental O-470-L engine.
During assembly, the “one engine,
one technician” philosophy comes into
play. Unlike factory assembly lines,
Airmark designates one technician as
responsible for the product. He or she
will painstakingly create a work of art,
with pride and expertise.
28 • Cessna Flyer / September 2021Before assembling the crankcase halves, the technician
must ensure that the correct bearings are used.
Assembly process to certain early engines with flanged
The assembly process begins by bearings, like this O-470-L engine.
placing the crankshaft and counter- Compliance with this bulletin is required
weights onto the buildup stand. These to ensure that there is even loading of the
have already been magnetic particle thrust bearing, and to ensure that failure
inspected, ultrasonically inspected, does not occur from breakage of the
polished, re-bushed, assembled, and thrust face from the bearing.
dynamically balanced. Once the crankcase halves have been
From there, the connecting rods are prepared, the crankshaft assembly is
assembled and torqued to the crank- lowered into the crankcase half. Proper Unlike factory
shaft. The connecting rods have previ- sealants and procedures must be fol-
ously been magnetic particle inspected, lowed in accordance with the Continental assembly lines,
checked for twist and bend, re-bushed,
and statically balanced. The connecting
M-0 manual. It is very important to know
where not to place string and sealants. Airmark designates
rods must be re-bushed in accordance
with Continental Critical Service Bulletin
Use of sealants in prohibited areas can
cause loss of preload and lead to future
one technician as
07-01A to prevent failure of the parts. problems, including failure of the engine. responsible for the
The technician will then begin assem- A new camshaft, new camshaft
bly of the crankcase. The crankcase has gear, and a new crankshaft gear were product.
been cleaned, inspected with liquid pen- needed for this particular installation.
etrant, and painted. Special attention is New through studs are inserted and the
given to the cleanliness of the oil galleys. process of pulling the crankcase halves
The technician verifies that the bear- together begins. Continental requires
ings ordered comply with Continental new hardware to be installed and prohib-
Service Bulletin M97-5, which applies its the use of cadmium-plated hardware.
September 2021 / Cessna Flyer • 29New cylinders from Superior Air Parts
await installation.
Once these steps are complete, the exhaust port walls that have become the proper bleed down inspection of
cylinders are prepped for installation. thinner from erosion, and thus are more lifters is accomplished to ensure proper
Staiano ordered new Superior Air Parts susceptible to cracking, setting up future dry tappet valve lash once the remaining
cylinders with matching piston weights. problems. valve train parts are assembled. The
This is a very good choice, and not only Also, if a barrel plating process is ac- valve covers are then installed.
for the performance of the cylinders. complished, this can weaken the threads Now, the technician prepares for as-
There is also a bonus of cost savings. between the head and barrel. Installing sembly of the intake system and accesso-
On the 470-series engines, there overhauled cylinders is only a last-resort ries. This engine had Bendix/CMI mag-
is about a $1,600 savings from using option, such as when there is an availabil- netos, and these were sent to Airmark’s
Superior cylinders, compared to ity issue. accessory division. They were overhauled
Continental OEM cylinders. Cost savings Airmark will verify that there is no in-house by Airmark, and both magnetos
and improved performance is a winning leakage past the valves and seats, the were converted to the new-style short-
combination. ring gaps and ring alignment are prop- cover configuration.
Here at Airmark, we do not recom- erly maintained, and the pistons have
mend overhauled cylinders, because if a the required skirt-to-barrel clearance. Stress test
facility overhauls the cylinders correctly, Special attention is given to the proper When the engine is directed to
the cost to perform the overhaul to the cylinder base nut torque patterns that the test cell, it always reminds me of
cylinders comes close to the cost of the are required to prevent future crankcase the doctor ordering a stress test. The
new Superior cylinders. damage from cracking and fretting. engine, just like our bodies during a
With overhauled cylinders, you have New lifter bodies are installed and stress test, is put through the rigors
30 • Cessna Flyer / September 2021The engine on the buildup stand,
before installation of accessories.
September 2021 / Cessna Flyer • 31After completion of the test cell run, the engine is ready for crating. Here at Airmark, we do not recommend overhauled cylinders, because if a facility overhauls the cylinders correctly, the cost to perform the overhaul to the cylinders comes close to the cost of the new Superior cylinders. 32 • Cessna Flyer / September 2021
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