cessna owners magazine

CELEBRATING 36 YEARS

4 CESSNA OWNER OCTOBER 2010

CESSNAOW

NERmagazine(ISSN

0745-3523)istheofficialpublicationoftheCessnaOwnerOrganization.CESSNAOW

NERmagazineis

publishedmonthlybytheAircraftOwnersGroup,P.O.Box5000,N7450AanstadRd.,Iola,W

I54945.PeriodicalspostagepaidatIola,W

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NERmagazine,P.O.Box5000,Iola,WI54945.

OCTOBER 2010

CESSNAOWNER

Features14 The Restoration of N6462V

1981 Cessna 172RG Cutlass II

By Shaun vanBergen

22 GTO and AirVentureA Winning Combination!

By Keith Mathiowetz

24 Cessna Turbo SkylaneBusiness Turbo for the Family Man

By Bill Cox

36 2010 AirVenture Was a Pleasure!Remembering EAA’s Annual

Aeronautical Extravaganza

By Keith Mathiowetz

Opinions & Advice6 Editor’s Letter

Quality Time at GTO

By Keith Mathiowetz

12 Close CallsThe Centennial Odyssey

By Anthony Nalli

32 Under the Cowling12 Tips for Do-It-Yourself Paint Jobs

By Jacqueline Shipe

42 Lessons from the LogbookCross-Country Log: Dodging the Tornados

By Bill Cox

Departments8 On Approach

Aviation News, Products & Updates

48 Flight Market

50 Ad Index

Digital40A Expanded 2010 AirVenture coverage

CONTENTS

36

VOL. 36 • ISSUE 10

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24

On the Front CoverReady for takeoff is this month’s featured

airplane, a Cessna Turbo Skylane. The

aircraft, which has roots going back to the

mid 1950s, is a favorite among today’s

General Aviation pilots. Jim Lawrence

Long before I joined this terrific organization back in May, I had heard many won-

derful comments and stories about the Aircraft Owners Group’s (AOG) annual

Gateway to Oshkosh (GTO) event. I’ve been a resident of this little community for

nearly 10 years, so it was only natural to hear about significant local happenings — and

GTO is certainly one of those important events — while shopping for groceries, dining

at a café, or going for walks or bicycle rides near our beautiful lakes and streams. Now,

after being officially initiated into the club during the 2010 GTO, I can say, with absolute

certainty, that all of the personal accounts I have heard all those years are true. Further,

I discovered that GTO is more than just a convenient and cost-effective way for a group

of pilots and guests to enjoy EAA’s AirVenture; it’s a true family reunion!

The first GTO activity this year, a barbeque picnic at a scenic nearby park, brought all

of the registered GTO participants and AOG staff members together on Saturday, July

24. Because so many of the group were members who have been to previous GTO ac-

tivities, no ice needed to be broken to get joyous conversations started. By meal’s end,

the good fellowship of this reuniting was in full force, and it continued for the remainder

of the weeklong GTO/AirVenture celebration.

For me, the entire week was a party and a great opportunity to know AOG members

personally. Sure, I communicate with people through phone calls and e-mails here at the

office, but that can’t compare with the face-to-face conversations I had with smiling pi-

lots at the Saturday barbeque, Sunday pancake breakfast, daily bus rides to and from Air-

Venture, and AOG booth. Each day brought me closer to the great people I serve, and

the visits gave me a keen insight to what members desire in this monthly publication. More

important, however, was the fact that, in only a few days, I made many new friends, and,

as we all know, one can never have enough of those.

As the week of GTO and AirVenture progressed, the number of new friends for me to

visit with became less and less, because several of them departed for home each day. The

bus rides became quieter, and the booth, without the cheerful visits of GTO members,

seemed, well, lonely. By Friday, there were only two left, and the goodbyes expressed at

sunset meant that it would be another year until we all came together again. The love of

flying and aircraft is the reason why AOG members go to AirVenture each year, but I’m

convinced that it is the friendships that keep them coming back to GTO. See you next year!

Yours in flight,

Keith Mathiowetz

Editor

[email protected]


Quality TimeBy Keith Mathiowetz�

Editor’s Letter

THE FINE PRINT:Memberships, advertising orders, copy and correspondence should be ad-dressed to P.O. Box 5000, Iola, WI 54945. Annual Dues: $49.95 per yearin the USA. Canada/Mexico please add $20 per year. Overseas orders,please add $30 per year. Eighty percent (80%) of annual dues is desig-nated for your magazine subscription. Publications Agreement No.40049720. Address Changes & Subscription Questions: When contactingus with an address change, please include your mailing label. The infor-mation presented in CESSNA OWNER magazine is from many sources forwhich there can be no warranty or responsibility by the publisher as to ac-curacy, originality or completeness. The magazine is sold with the under-standing that the publisher is not engaged in rendering productendorsements or providing instruction as a substitute for appropriate train-ing by qualified sources. CESSNA OWNERmagazine and Jones Publishingwill not assume responsibility for any actions arising from any informationpublished in CESSNA OWNER magazine. We invite comments and wel-come any report of inferior products obtained through our advertising, socorrective action may be taken.

The Official Publication of theCessna Owner Organization

Vol. 36• No. 10

EXECUTIVE DIRECTORDaniel Weiler

[email protected] • Ext. 116

PUBLISHERJoe Jones

[email protected] • Ext.117

EXECUTIVE PUBLISHERRyan Jones


EDITORKeith Mathiowetz


TECHNICAL DIRECTORTom Randel

[email protected] • Ext. 118Canada/Mexico (800) 331-0038 • Ext. 118

ART DIRECTORClay Miller

SENIOR CONTRIBUTING EDITORJim Cavanagh

SENIOR CONTRIBUTING WRITERSJim Cavanagh, Bill Cox

CONTRIBUTING WRITERSAnthony Nalli, Jacqueline Shipe

DIRECTOR OF AVIATION AD SALESDaniel Weiler


ADVERTISING COORDINATORBarb Borski


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Hartzell Offers DHi’sPhotoluminescent PaintHartzell Propeller, Inc. of Piqua, Ohio, has

concluded a distributorship agreement

with Defense Holdings, Inc. (DHi) of Ar-

lington, Va., to use DHi’s AfterGlo photo-

luminescent (PL) aviation safety paint on

Hartzell aircraft propellers. AfterGlo safety

paint is used as a safety marking to im-

prove the visibility of aircraft propellers in

low-light situations. Sherwin-Williams

Aerospace Coatings formulates the paint

for DHi.

Under the agreement, Hartzell becomes

the exclusive worldwide distributor for ap-

plication of AfterGlo safety paint on con-

stant-speed aircraft propellers installed on

engines from 150 shp up to 1,800 shp.

Hartzell will offer DHi’s AfterGlo safety

paint as an option on new Hartzell pro-

pellers from its factory. In addition, Hartzell

will obtain certification for use of Hartzell

Propeller, Inc. part number A-6741-233-1

PL Paint Kit on existing Hartzell propellers

through its network of propeller repair sta-

tions and military maintenance depots.

The introductory list price of the Hartzell

PL Paint Kit, which can cover approxi-

mately 20 blade tips, is $1,369. Hartzell

also becomes a non-exclusive worldwide

distributor of DHi’s AfterGlo safety paint

under the agreement on a not-to-interfere

basis with DHi’s current markets.

Mike Disbrow, Hartzell’s senior vice

president of marketing and customer serv-

ices, said, “We collaborated with DHi to

develop and test the application of its PL

paint system on our propellers so that our

customers could gain access to technology

that will greatly improve the safety of their

aircraft operations and airport personnel

who work at night and under low-light

conditions. As a company focused on the

safety of our products, we’re delighted to

be able to offer this impressive technology

exclusively to our customers.”

Rich Martin, DHi’s president and CEO,

stated “Defense Holdings, Inc. is excited

to be working with Hartzell Propeller to

gain type approval for use of our AfterGlo

photoluminescent safety paint on other

types of Hartzell propellers. Hartzell pro-

pellers are used on a wide range of piston-

and turboprop-powered aircraft, including

many of the world’s trainer aircraft. In ad-

dition to being used on the Korea Aero-

space KT-1, Hartzell propellers are used

on a variety of trainer aircraft from Em-

braer, Hawker Beechcraft, Pilatus, and

many others. Where better to be able to

offer enhanced safety than in the world’s

flight training commands?”

Potentially distracted by noisy, high-

tempo flight operations, ground and flight

personnel are inadvertently struck each

year by propeller blades and helicopter

main and tail rotors with inevitably tragic

consequences. DHi’s solution combines a

revolutionary, long-lasting, ultra-bright,

non-radioactive PL material with a high-

quality aerospace coating and offers the

option of adding an equally effective retro-

reflective material to dramatically improve

propeller-blade visibility under all lighting

conditions. The application maximizes vis-

ibility, material adhesion, durability, wear

resistance, and ease of installation without

compromising propeller/rotor aerody-

namic performance or aircraft detection.

Preserve the Life of Your BatteryConcorde Battery recently issued Techni-

cal Bulletin No. 10 “Parasitic Drain” in re-

sponse to questions throughout the

aviation community about the effect of

parasitic drain on battery state of charge.

A parasitic drain is an electrical load that

takes power from the battery even when

the master switch or battery switch is off.

Examples of loads that cause parasitic

drain include clocks, lights, relays, current

sensors, and power-monitoring circuits. If

an aircraft is inactive for a length of time,

depending on the magnitude of the load,

the battery may be depleted within weeks

or even days.

Skip Koss, vice president of market-

ing, said, “When an aircraft is not in

service, a parasitic drain will deplete the


On Approach

Aviation News, Products & Updates

CESSNAOWNER.ORG CESSNA OWNER 9

battery’s state of charge, unless the drain

is disconnected.” Mr. Koss explained, “I

am concerned about the increasing num-

ber of aircraft affected by parasitic drain,

which can diminish emergency capacity

reserves and compromise the safety of

pilots and passengers.”

Parasitic loads are present in most mod-

ern-day aircraft. They are generally low in

amperage, but, because they are continu-

ously present, if an aircraft is inactive for

an extended period of time, they can de-

plete the battery’s capacity and cause the

plates to sulfate. Sulfated plates make the

battery harder to recharge and, over time,

can lead to a battery that is no longer air-

worthy and, ultimately, premature failure.

One of the inherent dangers is that a bat-

tery without enough emergency power re-

serve can often still start the engine(s). A

battery that is no longer airworthy also

can cause an AOG event, with unexpected

expenditures for obtaining an urgent re-

placement, freight, installation, and possi-

bly costs for transportation back and forth

to a hotel for overnight accommodations.

To preserve the life of your battery,

Concorde recommends measuring the

parasitic drain, which can be accom-

plished easily by using a standard digital

multimeter equipped with both 10 amp

and milliamp jacks for test leads. Details

for this procedure and a formula for cal-

culating the depletion rate can be found

in Technical Bulletin No. 10 “Parasitic

Drain” on the Literature, Manuals &

Technical Information page at www.con-

cordebattery.com. In some aircraft, mod-

ifications can be made to reduce or

eliminate the parasitic drain; however,

the airframe manufacturer should be

contacted for information on this subject.

The best practice to protect an inactive

aircraft battery from parasitic drain is to

disconnect it, if possible.

2H Innovations’ Red Prop PilotStore Has Store-Backed Guarantee2H Innovations, parent of the innovative

ArmBoard system for pilots, has launched

the Red Prop Pilot Store, and it has an im-

portant difference: a full 12-month guar-

antee on all merchandise, backed by the

store itself.

“We’ll fix or replace anything defective,

and we’ll assume the battle,” promises

Hussein Aboul-Ezz, founder and president.

“We know our customers are busy, and we

know the manufacturers are busy. We be-

lieve that, as the ‘middleman,’ we can

make both our suppliers and our cus-

tomers better off by offering this guaran-

tee. There are no hassles for customers;

they get immediate turnaround, and their

problem is gone!”

Of course, the fact that Red Prop han-

dles only top-quality merchandise makes

the job easier; but any product can de-

velop a problem. “We just don’t think that

those problems should be our customers’

problems,” Aboul-Ezz said.

Building on the success of its innovative

ArmBoard (introduced in the fall of 2008),

the new on-line pilot store offers high-qual-

ity aviation products, pilot and aircraft

supplies, and training materials.

The on-line store, www.redproppilot-

store.com, offers quick navigation with a

vibrant and seamless zoom to aviation

products. The on-line store serves a wide

range of aviation enthusiasts, from student

to professional pilots, as well as satisfying

the general public’s interest in aviation-re-

lated gear.


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2H Innovations is family owned and op-

erated and is located in Orlando, Fla. The

company was initially formed to market the

innovative ArmBoard, developed under the

belief that the constrictiveness and space re-

quirements of a traditional knee board make

it uncomfortable and inconvenient. (The

ArmBoard delivers everything a traditional

knee board does, minus the space require-

ments and the discomfort; it continues to be

a best seller in the new Red Prop Pilot Store.)

For more information, visit http://www.red-

proppilotstore.com, call (866) 735-9276, or

e-mail [email protected]. CO

We do custom interiors

It was a year ago, in the summer of 2009.

We flew a total of almost 6,000 miles —

from the Toronto area to the shores of the

Pacific Ocean then all the way across to the

Atlantic before turning back and heading for

home. And, oh, what I’ve learned from that

once-in-a-lifetime experience of the Cross

Canada Century Flight. Though there was a

lot of it, it wasn’t just about the flying. As the

journey progressed, it became more about

the people, the places, and the awesome

wonder of this incredible country.

It is easy to become regionalized in such a

vast nation. But, after having experienced the

warm hospitality of Canadians from across

the country, I have learned that I need to try

harder to think about Canada as more than

just what I know from within my own re-

gional “silo.”

As aviators, we were consistently greeted

as heroes by hundreds, sometimes thou-

sands, along with waving flags and bands

playing. We were not heroes, but, rather, par-

ticipants, like those who welcomed us, in a

cross-country tribute to those who, with their

courage and ambition, gave us aviation as we

know it today. All who sacrificed before us,

risking their lives to make flying safer, even

possible at all, are the heroes. And, our jour-

ney was in honor of them.

A countdown of almost two years finally

reached zero when, on the morning of July

17, 2009, good ol’ Cessna Foxtrot Lima

Romeo India, our 206, fired up and became

the first to launch from Boundary Bay,

British Columbia. It was only 18 hours ear-

lier that we were in the midst of our west-

bound crossing of the Rockies, a first for

everyone on board, to arrive at the opening

ceremonies of the Century Flight. The next

morning, we were on our way over the

colossal and wondrous mountain range

again. Flying at the height of some of the

peaks of the mammoth Rockies is truly the

definition of the word “awesome!”

The approximately 80 aircraft that de-

parted British Columbia were joined by oth-

ers in Calgary, Alberta, taking the count to

close to 100 heading into Brandon, Mani-

toba. Engine troubles befell one aircraft, but it

rejoined the flight a little later after a quick

cylinder replacement. But, it was upon our

entry into Ontario that the weather gods

stopped smiling.

A series of systems north of Lake Supe-

rior scattered the flight to various diversion

points. Some were lucky enough to beat the

weather, but most waited for openings as one

system passed just ahead of the next one.

Some simply couldn’t get out. In fact, much

of the latter group was forced to stay put for

several days, ending the journey for many of

those participants.

It was onward to Marathon, then Sault Ste.

Marie, where weather once again delayed our

arrival into Brampton, Ontario, my stomping

grounds. It seemed it was no sooner we fi-

nally got into Brampton that we were already

planning our departure ahead of — you

guessed it — more weather!

Into Quebec and over Maine, our numbers

dwindled a little more as weather diversions

became necessary with increasing regularity

— some brief, some extended. Over the

course of our stay in Fredericton, New

Brunswick, we regained several of our strag-

glers, but weather continued to challenge the

flight as it narrowed the departure window to

Sydney, Nova Scotia, resulting in a some-

what smaller contingent than expected at the

official airport renaming ceremony that was

planned to coincide with the arrival of the

Century Flight.

Determined, those who were held back

continued on when able, leading to an im-

pressive presence at the closing ceremonies

held at the Alexander Graham Bell Museum

in Baddeck, Nova Scotia, overlooking the site

of the first flight in Canadian history.

The odyssey completed, we said our

warm goodbyes and dispersed. Some

chose to extend their East Coast stay, a few

headed to Oshkosh, and others returned to

their homes near and far. The long-planned

journey, despite some unavoidable chal-

lenges, had concluded successfully — and,

more importantly, safely.

Fly safe(r). CO

“Close Calls” is a column detailing the

“close call” experiences of fellow pilots. If

you have experienced any situation where,

as a pilot, you suddenly found yourself in

a potentially dangerous situation and

would like to anonymously share your

story, contact Anthony Nalli at Close-

[email protected] or call (888) PCAS-123

(722-7123) or from the greater Toronto

area at (416) 225-9266. Confidentiality

will be assured and your name and aircraft

identification will not be used without your

permission.

Anthony Nalli is the executive producer

of the new television series “The Avia-

tors” (www.TheAviators.TV) and also a

staunch collision avoidance advocate. He

operates the site www.PCAS.ca, which is

dedicated to the implementation of af-

fordable collision avoidance devices in

General Aviation, with the mission to

eliminate mid-air collisions and dramati-

cally reduce close calls.


The Centennial Odyssey

Close CallsBy Anthony Nalli�

Allwho sacrificedbefore us, riskingtheir lives to

make flying safer,evenpossible at all,are the heroes.


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In July of 2005, I purchased a 1981

Cessna 172RG Cutlass II (N6462V)

from the FBO at the Princeton, New

Jersey, airport. When I bought it, the

former pipeline patrol airplane had a his-

tory of lots of hours, but it seemed to

have been well taken care of during the

first 24 years of its life. According to the

log books, this 10,500-hour TT aircraft

received wonderful care by its previous

owner, Mobil Oil. Fortunately for me,

Mobil did a great job of maintaining this

airplane by replacing the main gear trun-

nions per the ADs; the company didn’t

just do the inspections that it could have

just done to satisfy the compliance

requirements. The company also went to

the expense of installing the center-hung

seatbelt systems for the front seats;

adding wingtip landing lights, complete

with alternating flashers; and installing

the backup vacuum system.

When 62V arrived with the ferry pilot

late that July, I got my first look at an air-

plane that was going to need some care if

it was going to last me for some time to

come. Part of my plan included putting

62V on leaseback with my home field,

Springfield Robertson County Airport

(M91), McCauley Aviation. Then, while

the airplane was on leaseback, the

planned improvements would begin.

Panel andWindowUpgradesAfter flying 62V for the first month, I

started having problems with the original

Cessna RT359 transponder failing. After

replacing the unit five times with a differ-

ent unit every couple of weeks, we de-

cided it would be best to just bite the

bullet and make the first upgrade with a

Garmin 327 transponder. While talking

with the local avionics shop owner, I

managed to work a deal on a King KLN-

89B, KI209A CDI, and an enunciator for

$800, plus installation. I bought the unit

while saving for the installation that took

place in the spring of 2006, allowing me

to remove the Northstar Loran.


The Restoration of N6462V1981 Cessna 172RG Cutlass II

By Shaun vanBergen

Posing with 62V prior to its makeover.

During this same time, I also went

through my very first annual inspection.

For many new owners, this can be a hor-

rifying event. However, I did approach this

with an open mind. I talked with my me-

chanics William and Russ, the A&I on the

field, and they allowed me to approach

this as an owner-assisted annual. This was

one of the best learning experiences for a

new pilot/owner, since I was able to learn

more about my airplane. We found several

items during the annual that needed re-

placement and or repair.

Following this $5,000 annual inspec-

tion, I started looking at what I wanted to

do with 62V and identified needs on the

panel, replacement of the windows and

interior, and application of new paint,

which was the big hurdle. My first area of

focus was the panel. Because I was train-

ing to get my instrument rating, a GPS

unit was installed. Another year and an-

other $5,000 annual passed, but, during

the second annual, the carburetor tem-

perature gauge was replaced with an

Electronics International CHT/OAT, and

the EGT was replaced.


When purchased, the Cessna was agood airplane, but it needed panel andcosmetic upgrades.

Previous repairs had to be corrected.

A view of the panel before the newinstruments were installed.

In July of 2007, I started purchasing

new, dark, tinted quarter and rear win-

dows and a new tinted windshield. Then,

in September, I stumbled upon a deal for

a Garmin GNS 430, antenna, and a

G106A CDI. In October of 2007, the

work on the panel and windows took

place. The Cessna RT385A nav/comm,

Cessna ARC 300 ADF and indicator,

David Clark intercom, and Cessna factory

audio panel were removed from the panel.

Installed into the panel were a Garmin 340

audio panel, 430 GPS nav/comm, and

G106A CDI. While the panel was being

reworked, we pulled all the windows, and,

while at it, I made the decision to replace

the glare shield with a carbon-fiber re-

placement with brow lighting. At the end

of October, 62V took to the air with a new

look and refreshed panel.

Fitting the CarpetIn May of 2008, we completed our first good

low-dollar annual and installed an Airwolf

air/oil separator and started looking at addi-

tional upgrades. This is also the point when

I made the decision to wax 62V for the first

time, to see what would be the effect of some

extra care. The result was outstanding, and

the airplane looked 200 percent better than

it had after many washes. The result is that

we got more rentals.

Early that summer, we decided to replace

the worn Airtex carpet kit with carpet pro-

vided by Vantage Plane Plastics and cut

and bound by Clarksville Auto Upholstery.


Two views of the upgraded panel.

On a blistering 95-plus-degree day, we in-

stalled the carpet and did the final cut and

installation. This was an interesting

process that one never thinks about when

doing an annual, as it gets routine to pull

out the carpet during an inspection, and

reinstalling it just takes a couple of minutes

for those who have practice. However,

when you are fitting that new carpet and

getting holes located for bolts, you need to

be aware of the process taking longer, and

that is where I went wrong, thinking it

would be a quick two-hour job. In reality, it

took six hours.

A Slight SetbackA spur-of-the-moment purchase was made

for 62V. I came across a GNS 430 on

eBay for $3,400 from an estate sale. I

made an offer of $3,000 and closed down

the computer for the night. In the morn-

ing, I found that I was the proud owner of

a second GNS 430 for 62V. After a week

of waiting, the 430 arrived.

This is where the problems began. The

430 looked like it had been exposed to

water, and the back screw head was

sheared off, leaving only one screw hold-

ing it closed. I decided to take a look in-

side, and this is when the discovery was

made. The amount of damage from cor-

rosion was obvious, with metal damaged

by salt. After cleaning out the salt with air,

I put the unit back together and took it out

to the field to verify function, just in case.

As expected, the screen lit up, and then

nothing happened. The other telltale dam-

age was that the large knobs wouldn’t turn

and the power switch was inoperative.

Arrangements were made for Cumber-

land Avionics to send it into Garmin for re-

pair, with the entire price being $895.

(Make sure to ask about water damage on

all avionics purchases on eBay). Garmin

said that the 430 was beyond economic

repair and un-repairable; Garmin sent the

unit back. Through my avionics shop, they

started looking for another used 430 at a

reasonable price.

Interior ItemsIn the spring of 2009, I completed my in-

strument rating, and it was time to get the

annual completed, the refreshed interior

installed, and the second GNS 430 in-

stalled (yes, I got one); with that, 62V has

XM weather on both 430s. We started

with the annual, which came out great.



New seat upholstery and door panels makethe cabin an inviting space.

The original upholstery and carpet.

At the rear of the cabin were stained trimand worn material.

The interior work began with my acquir-

ing five hides from Breuttens Village

Leather for $100 each and then sending

them to Professional Flight Solutions for the

retardant treatment and fire certification to

23.850 FAR requirements. I then worked

with a local upholstery professional, Randy

Burnett, to put together the interior to my

satisfaction. We started with the installation

of a bone-colored Airtex precut headliner,

and then we reworked the seats, removing

plastics and improving the pocket design.

During the process of replacing the in-

terior plastic panels and upholstery, I de-

signed and made the replacement

armrest supports for both front and back

seating positions. As you can see in the

photographs, the new interior is a big

change from the previous interior.

Prepping, Painting, and DeliveryBack in August of 2008, I settled on a

paint design that I liked for the airplane

and began saving money for the paint

work to occur in the fall of 2009. I decided

to have burgundy wrapping under the tail,

metal-flake gold in the place of the yellow

separating line, and three-dimension num-

ber shadowing. I wanted the gold to split

the rear control surfaces and the bottom,

the wings, and the roof of the cabin to be

white, with the exception of the wingtips.

Getting ready for the paint work to

begin, with the assistance of my A&P,

we removed all of the plastics on the tail

and the wing struts and replaced them.

This project took about four days of

time, and it was a learning process; I

drilled out rivets, inserted rivnuts in place

of the holes, and located the holes on

the new plastics so that the tips could be

installed with screws.

For those considering this same project,

the plastics need to be formed a little. On

the vertical stabilizer cover, it had to be


After years of planning, hard work, and investing money, 62V is everything I had hoped. It looks spectacular and flies beautifully.

Cleaned and ready for the new paint. The blades of the prop are prepped for the“Cutlass RG II” detail paint.

Stripping of the old paint was a messyprocess, but necessary.

squeezed to the proper thickness. In order

to accomplish this, I heated the ABS in boil-

ing water over a grill and used a 2x4 piece

of wood that was the same width of the sta-

bilizer. Once the part was shaped, the holes

were located, and the part was installed.

In early December of 2009, the Cessna

went to Mena, Ark., but, unfortunately,

without me, because our soon-to-be-

arriving daughter was due any day. I spent

the next several days getting told by my

friends who shuttled 62V to Mena about

the absolutely perfect weather conditions

that existed that day.

On December 7, I talked with Ronda at

Mena Aircraft Painting to discuss the paint

design and to ensure that some of the small

hardware was received. During that week,

the process of stripping, prepping, and re-

painting 62V started. A month later, the

airplane was completed. 62V was ready to

be picked up from Mena, but there was an

issue of making the weather work to get the

Cessna home. The weekend of January 9,

2010, did not work, due to scheduling con-

flicts with a friend’s airplane, and the week-

end of January 16 was scheduled, only to

be weathered out. I finally decided, due to

work conflicts and the weather again being

an obstacle, to have a friend ferry the

Cessna back to me on a work day. Unfor-

tunately, I got to miss the flight to and from

Mena again, but I finally had the freshened

172RG back in my possession.

AcknowledgementsI thank everyone involved for making

N6462V the wonderful airplane that it is.

The companies and people are McCauley

Aviation (David Bliss and William Wag-

goner), Randy Burnett Upholstery, Breut-

tens Village Leather, Professional Flight

Solutions, Aircraft Salvage of Dallas (GNS

430), Cumberland Avionics, and Mena

Aircraft Painting of Mena, Ark. CO


Nearing the end of the painting process.

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For years, the Aircraft Owners

Group’s (AOG) Gateway to Oshkosh

(GTO) social events and

lodging/travel benefits have been popular

with those Cessna Owner Organization

(COO) members attending the annual

EAA AirVenture celebration in Oshkosh,

Wis. This year, the good words really

spread among the Cessna community, as

GTO participation during the July 24-31

activities was up 50 percent over 2009’s

mark, making 2010 a banner year. Guests

came from all points of the compass (some

came from as far away as Calgary, Canada)

to enjoy camaraderie, great food, fun, re-

laxation, and a cornucopia of prizes.

Early arrivals began filling the Stevens

Point (Wisconsin) Municipal Airport (STE)

on Friday, July 23, but most of the regis-

tered pilots, their family, and friends came

on Saturday afternoon. Several new GTO

attendees signed up at the airport after

seeing the value GTO offers and after

being rerouted to the Stevens Point Munic-

ipal Airport after the Oshkosh airport was

closed down, due to wet conditions for

parking aircraft. In Stevens Point, guests

were greeted by a member of the AOG

staff and transported to the local Comfort

Inn and Hampton Inn hotels. As always,

the Stevens Point Municipal Airport work-

ers did a fantastic job of helping the pilots

secure their airplanes for the week.

After checking into their hotels, guests

were treated to a barbeque picnic in

nearby Worzella Pines Park, which is

within walking distance of the host hotels

and home to the Wisconsin Korean War

Veterans Memorial on a small island in

Lake Pacawa. The meal, which felt like a

warm family reunion, brought together

many regular GTO participants, as well as

COO members who made 2010 their first

year of enjoying GTO. Everyone enjoyed

the brats, hot dogs, potato salad, fruit

salad, beans, fresh corn on the cob, and

brownies. Following the good food and

fellowship, several in the group populated

a local bar to relax and reacquaint them-

selves. Naturally, flying, AirVenture, and

the poor local weather were the popular

topics of conversation for the remainder of

the evening. GTO attendees also pored

over the catalog that detailed the prizes

that would be awarded to GTO partici-

pants on the bus ride to AirVenture.

As in the past, members visited Central

County Airport (68C) near Iola, Wis., on

Sunday for a pancake breakfast and spe-

cial presentation. After all of the GTO at-

tendees finished dining, they were given

their welcome bags, which included gifts

from aviation businesses, and GTO

T-shirts. The after-meal program was

given by Rick Gardner and Pia Hilbert of

Caribbean Sky Tours. The presentation

detailed the COO-sponsored trip to The

Bahamas that took place earlier this year

and then went on to explain the planned

trip for 2011. To learn about the detailed

plans for 2011, see the Caribbean Sky

Tours advertisement in this issue.

On Monday, the guests of GTO gath-

ered in the hotel lobbies for breakfast and

the luxury bus ride to AirVenture. Because

of the enjoyable conversation among par-

ticipants and the awarding of prizes, the

bus ride went quickly, and, before the at-

tendees knew it, they were at the EAA

grounds ready to enjoy their first day at


GTO and AirVentureAWinning Combination!

By Keith Mathiowetz

GTOmembers relax and visit in Worzella Pines Park prior to the Saturday evening barbeque. Keith Mathiowetz

Attendees check out the numerous prizesduring the Sunday morning pancake break-fast at Central County Airport. Mark Hurt

AOG staff members Barb Borski, Ryan Jones,and Jean Barth keep GTO participants smil-ing by serving up pancakes, sausage, andscrambled eggs. Mark Hurt

AirVenture. The AOG staff reminded them

to stop by the AOG booth for refresh-

ments and to drop off any packages they

did not want to lug through the EAA

grounds during the day. Many took ad-

vantage of this benefit; it helped the GTO

attendees enjoy AirVenture displays and

activities a little better and save a few dol-

lars. After a day of viewing the latest avi-

ation technology and enjoying hours of

sky-filled stunts, several of the GTO guests

decided to attend the Chicago concert that

night, which was held in the central area of

the EAA grounds. For everyone, the first

day was a great success.

The bus departed the hotels on Tuesday

at the same time, and the day was high-

lighted by the awarding of more than

$12,000 in prizes to the GTO attendees

on the bus ride to AirVenture. The grand-

prize winners were Larry and Pam Hall;

they took home more than $1,300 in

prizes. No one left empty-handed, as there

were enough prizes for everyone on the

bus. There were even a couple of extra

prizes that were handed out after some

trivia questions were answered; a prize

was earned when a GTO attendee knew

the answer to a trivia question.

Wednesday was the last day of attendance

of both GTO and the 2010 EAA AirVenture

for many of the GTO attendees. The day

was spent looking at displays and additional

airplanes that may have been missed during

the first two days of strolling, as well as pur-

chasing some last-minute items. Another

thrilling air show delighted the guests before

the bus’s departure that evening. On the ride

back to the hotels, everyone had a chance

to share their day’s adventure and more time

to enjoy the local Wisconsin beverages. The

day concluded with dinner at Christian’s

Bistro, which serves some of the best local

food in Stevens Point.

GTO concluded later that week with the

AOG staff providing transportation to the

Stevens Point Municipal Airport so that the

guests could load their aircraft with all of

their new purchases from AirVenture and

return home. All of the GTO attendees had

a great time and expressed their desire to

come back next year. In fact, one person

was heard to say, “GTO is the way to see

Oshkosh; it’s reasonable and relaxing.”

Thank you to all the members who at-

tended GTO and EAA AirVenture with us.

You helped make the time memorable.

See you next year! CO


Guests enjoy their breakfast outdoors on awarm, sunny Sunday morning. Mark Hurt

CESSNA OWNER contributor Jim Cavanagh(center) and COO Technical Director TomRandel (right) staff the AOG booth onMonday at EAA AirVenture. Mark Hurt

Like many of you, I’ve logged my share

of hours in C-182s of one description

or another, fixed-gear and retractable,

normally aspirated and turbocharged. By any

measure, Skylanes are almost universally re-

garded as wonderful machines, blessed with

docile handling, reasonable performance,

good reliability, and (in some cases) full-fuel,

four-place capability.

These days, creature comforts are gen-

erally excellent, regardless of the size of

your creatures, the avionics suite is noth-

ing short of amazing, and the airplane

continues to carry a phenomenal pay-

load. Still, position an old and a new Sky-

lane side by side in bare-aluminum trim,

and you might be hard-pressed to tell the

difference. Despite the basic model’s age,

the Skylane and Turbo Skylane continue

to represent the state of the art from the

Independence, Kan., manufacturer.

Just as the Piper Cub was regarded as

the generic airplane of the 1930s and

1940s, and the butterfly-tail Beech Bo-

nanza dominated the 1950s and 1960s,

the Skylane has come to be regarded as

the definitive General Aviation design of

the 1970s and 1980s. Discontinued with

all other Cessna piston singles in 1986,

the revived Skylane has evolved into a

handsome package that continues to en-

dear itself and give the competition a run

for the money, specifically because the

basic design remains true to the original.

The new generation of Skylanes fea-

tures the Garmin G1000 glass cockpit. It’s

hard to imagine a communication and

navigation system with more talent. I’ve

expounded on the virtues of the G1000

before, so I won’t belabor the point here,

but the G1000 brings essentially all the

tricks of airline cockpits to the ranks of

General Aviation.

If the basic airplane’s comparative lack

of innovation and aerodynamic improve-

ment seem almost anachronistic in this

age of composite construction, NLF air-

foils, ballistic parachutes, and innovative

fuselage design, that’s not necessarily such

a bad thing, assuming you got it right the

first time. Cessna did. Like the DC-3 and


Cessna Turbo SkylaneBy Bill Cox Photographs by Jim LawrenceBusiness Turbo for the Family Man

Boeing Stearman in other General Avia-

tion markets, the venerable Skylane is far

from perfect, but a half-century after its in-

troduction, it continues to offer perhaps

the best combination of simplicity, per-

formance, comfort, economy, and payload

in the industry.

If you accept the premise that the Sky-

lane is one of the world’s definitive singles,

the Turbo Skylane represents, perhaps,

the best of the best. In Western skies,

where runways often perch a mile or more

above the sea, the trend is definitely to-

ward turbos. Combine a 90-degree day

with the field elevation of Albuquerque or

Denver, and many normally aspirated air-

planes simply need not apply.

Cessna uses essentially the same 540-

cubic inch Lycoming engine in both the

normally aspirated and turbocharged Sky-

lanes, but the sloped controller in the

heavy-breathing Lycoming TIO-540-

AK1A Turbo Skylane maintains full rated

power (235 hp) all the way to the airplane’s

maximum operating altitude of 20,000

feet. High-density altitudes are less of a

challenge with such power on tap.

The Cessna store in my neck of the

woods is Pacific Air Center, one of the

world’s largest piston Cessna dealers.

Sales manager Rich Manor put me in

touch with Mike Bastien, owner of a late-

model Turbo Skylane. Bastien also owns

Universal Flooring Systems, a commercial

flooring company with contracts up and

down the West Coast and as far east as

Phoenix. Bastien purchased his Skylane

specifically to service his company’s inter-

ests. “It’s truly a marvelous airplane,” says

Bastien. “For me, the Skylane was the

perfect follow-on to my Skyhawk XP.”

Bastien was first licensed in 1977, and

the flooring executive wanted a stable IFR

platform to service his projects in San

Francisco, San Diego, and other locations

in the West. “I use the airplane probably

90 percent for business, 10 percent for

family transport, and it’s ideal for opera-

tion in the mountains. Once you’re trained

in the use of the G1000 in the Skylane, the

combination of gentle handling and simple,

straight-forward avionics makes IFR flying

almost intuitive,” Bastien explains.

Today’s basic Skylane includes a list of

accoutrements that the old Skylane could

only dream of. Perhaps the most innova-

tive safety improvement is the AmSafe Avi-

ation Inflatable Restraint (inevitably AIR), a



� Specifications & Performance

All specs and performance numbers are drawn fromofficial sources, often the aircraft flight manual or themanufacturer’s web site. On used aircraft, a commonsource of information is Jane’s All the World’s Aircraft.

SPECIFICATIONSEngine make/model: Lycoming

TIO-540-AK1A

Horsepower on takeoff: 235

TBO - hours: 2,000

Fuel type: 100/100LL

Propeller: McCauley CS

Landing gear type: Tri/Fixed

Max TO weight (lbs): 3,100

Standard empty weight (lbs): 2,017

Useful load – standard (lbs): 1,083

Usable fuel – standard (gal/lbs): 87/522

Payload – full standard fuel (lbs): 561

Wingspan: 36’

Overall length: 29’

Height: 9’ 4”

Wing area (sq ft): 174

Wing loading (lbs/sq ft): 17.8

Power loading (lbs/hp): 13.2

Wheel size: 6.00 x 6

Seating capacity: 4

Cabin doors: 2

Cabin width (in): 44

Cabin height (in): 48.5

PERFORMANCECruise speed (kts - Max Crs): 158 (@ 12,000’)

Fuel consumption (gph - Max Crs): 14

Best rate of climb, SL (fpm): 1,040

Max operating altitude (ft): 20,000

TO ground roll (ft): 775

TO over 50 ft (ft): 1,385

Landing ground roll (ft): 590

Landing over 50 ft (ft): 1,350

Cessna Turbo Skylane

system of seat-belt-mounted airbags de-

signed to inflate within milliseconds of de-

tecting a 16-G impact. Automotive-style

airbags were out of the question because

of weight, airframe, and certification con-

siderations, so Cessna contracted with

AmSafe to create a simpler, but similarly ef-

fective, method of restraint.

Aircraft speeds can translate to impact

G loads that far outstrip anything you

might experience in an automobile, so you

probably shouldn’t expect to walk away

after driving head-on into a mountain at

cruise, but the AmSafe system will improve

survivability in most more-reasonable im-

pacts. Yes, the thick belts are a little clum-

sier to use, with bulky, decompressed

airbags tightly packed across your waist,

but it’s comforting to know you have some

protection in the event of a minor impact.

Other nice touches inside the Turbo

Skylane include a 14-volt power outlet;

Rosen visors; a classy, floor-mounted,

chart-and-cup-holder console between the

front buckets; and a dramatically improved

air-circulation system that doesn’t short-

change the folks in back.

Any pilot who has flown a 182 knows

it’s essentially a 172 with a hormone prob-

lem, and for that very reason, the secret

to the Skylane’s personality is trim. At its

full gross weight of 3,100 pounds, the

Skylane is 550 pounds heavier than the

old Skyhawk SP, and the additional weight

manifests itself primarily in pitch. The air-

plane’s elevator is notably heavier than

that of the ’Hawk, demanding immediate

re-trimming for any sudden attitude

change, such as a go-around.

The roll rate isn’t dramatic, but you

wouldn’t expect it to be, considering the

airplane’s mission. As with most current-

generation Cessnas, adverse yaw is virtu-

ally non-existent, making rudder

coordination unnecessary in banks shal-

lower than 35 degrees.

The key to the T182’s personality is the

turbo itself. An obvious primary benefit of

turbocharging is that, most of the time, the

effects of temperature and field elevation

aren’t such limiting factors during takeoff

and initial climb. The Turbo Skylane will

turn in a 1,000-fpm ascent or more at

practically all heights to 10,000 feet, then


750-800 fpm on up to the airplane’s max-

imum operating height of 20,000 feet.

A turbo also expedites high-altitude

cruise for those pilots who don’t mind

sucking on supplemental oxygen. A built-

in, four-position oxygen system is standard

on the T-Skylane, and the new generation

of cannulas makes oxygen use more toler-

able than the old, full-face masks. The gas

still dries out your throat and sinuses, but

it does facilitate travel four miles above the

Earth for those pilots who are so inclined.

There are even some oxygen systems

available that attach an oxygen dispenser

to a headset microphone stalk, blowing

oxygen directly into the pilot’s nostrils and

making the process of oxygen delivery al-

most totally transparent. If you fly regularly

with a skittish non-pilot, these can be a

valuable option.

A turbo offers the benefit of better

speed at all heights above about 9,000

feet, but higher altitude also provides bet-

ter VHF radio range, reduced traffic con-

gestion, less turbulence, and better

weather. Use of oxygen does increase op-

erating cost somewhat, (roughly $4/pas-

senger/hour), but for many pilots, the

benefits outweigh the costs.

Fortunately, the definition of high alti-

tude doesn’t have to involve the flight lev-

els. The Turbo Skylane can realize

significant performance benefits at non-

oxygen altitudes. The Lycoming is so se-

verely de-rated that max cruise power is

listed as 88 percent. If you’re flying at

12,000 feet with power at the limit, you

can expect 158-160 knots, depending

upon weight. That’s easily equal to or bet-

ter than the best efforts of some retracta-

bles, the old Commander 114, SOCATA

Trinidad, and the Piper Turbo Arrow.

For those who don’t mind the incon-

venience and are willing to strap on a

mask and climb to 18,000 feet or higher,

the Turbo Skylane will turn an extra 15

knots of cruise, and it will scoot across

country at 175 knots. With 87 gallons in

the tanks and a typical burn of 17 gph at

high cruise, plan on 600 nautical miles

(nm) plus reserve between fuel stops. For

those pilots with long-range bladders who

can endure eight-hour legs, a dramatically

reduced power setting can extend range

to nearly 1,000 nm.

The turbocharging and associated

plumbing does inflict a 100-pound penalty

on payload, and the result is the airplane

will no longer lift four folks and full fuel. It’s

more of a three-place machine with both

tanks topped. If you fly with half fuel, how-

ever, you’ll have allowance for the fourth

soul plus a little baggage, and you can still

endure for two hours plus IFR reserves.

It wasn’t so many years ago that pilots

were scared of turbos, and with good rea-


son. Time between overhaul (TBO) was

lower, turbocharged engines ran hotter,

fuel burn was high, maintenance cost

more, and pilots were justifiably concerned

about reliability.

A turbo does add complexity, but blower

manufacturers have refined and improved

their systems so much that turbo TBOs are

often the same as on the normally aspi-

rated models, the overheating problem is

no longer a factor, maintenance isn’t a sig-

nificant headache on modern turbocharg-

ers, and reliability is pretty much the same

as on a normally aspirated Skylane.

The airplane also returns to Earth with

similar reliability, demanding minimum pi-

loting skill. Stalls are gentle and forgiving,

and easily recoverable. That contributes to

excellent manners in the pattern. Takeoff

and landing runway requirements are min-

imal, if not exactly in the STOL class.

The Skylane’s leaf-sprung steel main

gear allows it to land in places where other

airplanes would fear to roll a tread. Just re-

member to remove the wheel pants if you

fly off-airport. The Turbo Skylane’s bul-

bous, composite wheel fairings won’t tol-

erate truly rough strips.

To some extent, at least, the Skylane’s

turbo defines the airplane. If you fly Out

West where the Earth demands airplanes

to match its mountains, a Turbo Skylane

may offer exactly the right combination

of ingredients. Combine excellent relia-

bility, plentiful performance, and reason-

able comfort, and you have the formula

that has made the 182 a winner for a

half-century. CO


Bahama Out Island AdventurePresented by Cessna Owner Organization,Piper Owner Society and Caribbean Sky Tours

Step away from the normaltourist attractions and enjoy theBahamas like only a pilot can

March 14-18, 20112nd annual Cessna OwnerOrganization and Piper OwnerSociety Flying adventure

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overlooking the Atlantic Ocean and surrounded bybeautiful tropical gardens

• Dinner included

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lunch at one of the local restaurants• Visit the less traveled parts of the Bahamas and

experience the true charm of the Out Islands• Breakfast and Dinner included

Day 3• Leave Stella Maris for a flight to Staniel

Cay in the Exumas• Enjoy lunch at Staniel Cay Yacht Club• Boat tour of the famous Thunderball

Grotto for snorkeling and viewing of the swimming pigs• Relax in the local marina• Continue to New Bight on Cat Island

for a two nights stay at Fernandez Bay Village• Breakfast and dinner included

Day 4• Enjoy the beautiful, tranquil beach and turquoise

water of Fernandez Bay• Take advantage of the resort’s complimentary kayaks

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atop Mount Alvernia and enjoy a beautiful view ofCat Island

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There is nothing that improves the

appearance of an airplane more

than a new paint job. New paint

makes an old airplane look new and

makes passengers feel more secure. Addi-

tionally, picking out the colors and de-

signing the paint scheme can be exciting.

But, the job has to be done right in order

to achieve the desired results. The follow-

ing tips will help you complete a profes-

sional and beautiful paint job. Please note

that the subject airplane for this article is

a Piper Cherokee Six, but the listed tips

are applicable to Cessna types, as well.

Tip No. 1: Choose the rightremoval methodThe first task involved in repainting an air-

plane is the removal of the old paint. Old

paint finishes that are chipped and

cracked in several places need to be

stripped. Paint coatings that are not

cracked and are still bonded well to the

metal can be sanded.

Tip No. 2: Be careful of rivetsIf an airplane is to be sanded, it is very im-

portant to be sure not to sand the rivet

heads. Most airplanes have rivets with a re-

cessed dot in the top, and most of these are

AN470AD rivets which have a raised head

called a universal head. A rivet is no longer

airworthy if enough of the rivet head has

been sanded off to remove the dot. If a

power sander is used, it takes only a sec-

ond or two to shave off a rivet head com-

pletely. Countersunk rivet heads also should

not be over-sanded. Generally, I use 220-

grit sandpaper to sand the original paint

coating. This is rough enough to get the

subsequent coats to stick well, but not so

rough that it leaves scratches that are visi-

ble in the new paint. On vertical surfaces, I


Under the CowlingBy Jacqueline Shipe�

12Do-It-YourselfTips for

Paint Jobs

This airplane is taped up for layered painting. The lower base colorhas already been sprayed.

The airplane is taped up in preparation for the final color of stripes.

have used 180 grit to get the surface a lit-

tle rougher and help prevent runs and sags

in the new finish.

Tip No. 3: Use aircraftpaint remover instead ofautomotive paint removerIt is best to strip an airplane down to the

bare metal with a chemical stripper if the

old finish is in pretty bad shape. Most auto-

parts stores sell paint remover. Tal-Strip

makes aircraft grade and automotive grade

paint removers. The aircraft grade is a little

more expensive, but it’s worth it, because it

gets “hotter” and removes the paint more

quickly than the automotive grade.

Tip No. 4: Protect windowsand plastic partsAll of the windows need to be covered in a

thick plastic sheet and taped over the top

with aluminum tape to prevent the paint re-

mover from coming into contact with them.

Plastic fairings and tips need to be removed

or covered to protect them, as well.

Tip No. 5: Be patient andpersistent when removing paintOnce the paint remover has been applied,

the paint will begin to bubble up and lift

off the surface. A plastic scraper is then

used to scrape off the old paint. It gener-

ally takes two or three coats applied and

removed in stages to completely remove

all of the old finish. Scrubbing the surface

with Scotch-Brite pads helps to loosen and

remove the areas of old paint that don’t

come off with the scraper. The surface can

then be rinsed.

Tip No. 6: Remove corrosionbefore repaintingOnce the airplane has a clean, bare metal

surface, the next step is to perform an acid

etch and alodine treatment on the metal.

The acid and alodine are made for the

treatment of aluminum and can be pur-

chased from most automotive paint stores.

The acid, which is sprayed on, cleans the

metal and removes light surface corrosion.

Corroded sections which don’t come clean

with the spray alone can be scrubbed with

a Scotch-Brite pad as the acid is applied.

All surface corrosion should be completely

removed. Once this step is complete, the

metal needs to be rinsed and allowed to dry

before application of the alodine. The alo-

dine solution is sprayed or brushed on and

then rinsed. This produces a thin coating

which is blue-green or copper colored. This

coating helps prevent corrosion from form-

ing and also increases paint adhesion.

TipNo. 7:Makenecessary repairsand replacementsbefore repaintingOnce paint and corrosion removal is com-

plete, the airplane is almost ready for the

application of a primer coat of paint. Be-

fore moving on, any cracked fairings or tips

should be repaired or replaced. Also, any

windows that are crazed or milky should

be replaced before the new paint is ap-

plied. Replacement of these items later on

will damage the new paint job, especially if

rivets have to be drilled out for installation.

Tip No. 8: Chose the right paintThe type of paint that is used is important.

There is so much labor involved in a paint

job that it would be a waste to have the

new paint fade or peel off after only a cou-

ple of years. I generally use a high-quality,

self-etching primer for the first coat. This

is followed by a coat of primer-sealer,

which is white. (Using a sealer that is close

to the same color as the base paint makes

covering the sealer easier.) This is followed

by two coats of polyurethane paint. I add

the additional colors for the stripes and

numbers last.

Tip No. 9: Paint inspectioncovers separatelyIt is best to paint the airplane with the in-

spection covers removed. Paint these


The completed paint job makes this airplane look brand new!

Here, a tail number template is being linedup and placed correctly.

The tail number template has the shadowedsections removed for painting.

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separately and allow them to dry before

installation. This keeps the new paint fin-

ish from being cracked when the panels

are removed for inspection.

Tip No. 10: Reinstall covers with stainless hardware Reinstalling the covers with stainless hard-

ware gives a professional appearance, as it

prevents using screws with chipped paint

on them.

Tip No. 11: Determine if youshould paint in sections Generally, the airplane is painted in sec-

tions if there is only one painter. It is hard

for one person to cover a large area with

paint and complete it before the paint that

was sprayed first begins to dry. If a section

does begin to dry before the spraying is

done, the paint being sprayed settles on

the dried section as overspray and pro-

duces a rough finish. Large paint shops

that are set up to paint all the time have

two or three painters spraying different

sections of the airplane at the same time

to prevent this from happening. Painting

one section (such as a wing) at a time

gives good results with a single painter.

This process takes a while longer, because

the painted section has to completely dry

for a day or two and then be covered in

plastic before painting the next section.

Tip No. 12: Use a customized template to save time Once the base color is on and the air-

plane is dry, the paint scheme can be laid

out and taped off to prepare for spraying

a color. Tail numbers can take a long time

to lay out, especially if they are slanted,

off-set, or shadowed. Several companies

make templates that are customized and

made-to-order for a particular tail num-

ber. These have adhesive backing, and

once the template is lined up correctly,

the backing is peeled off, and the whole

thing sticks to the side of the airplane.

Different sections can be removed to

allow each color to be sprayed. This pro-

duces good results, and the time saved

from not having to stencil it out more

than pays for the template. It is a lot of

fun to remove all the layers of plastic and

tape once the painting is done and see

the completed paint job on the airplane

for the first time. It can feel as if a per-

son has a brand-new airplane! CO


2010B

ecause Wisconsin’s unusual sum-

mer weather dumped enormous

amounts of rain in late July, the

EAA’s 2010 AirVenture celebration in

Oshkosh, Wis., began on a very soggy

note. Water everywhere meant that or-

ganizers had to make a few changes to the

original plan. To the disappointment of

many pilots who make the yearly trek to

Oshkosh, some air traffic just prior to the

show was diverted to local airports, and

the result was clearly noticeable to those

who have attended the annual show for

many years. Grassy fields that normally

held airplanes parked wingtip to wingtip

during previous events were filled this year

with standing water and a fraction of the

normal number of airplanes. Fortunately,


AirVentureRemembering EAA’s AnnualAeronautical Extravaganza

By Keith Mathiowetz

A large banner, proclaiming “World’s BusiestControl Tower,” surrounded the upper sectionof AirVenture’s nerve center for everyone to see.

This plaza and sign, known as the Brown Arch, welcomedeveryone having a fascination with aviation.

Pleasure!Was a

the storms and rain didn’t ruin this famous

gathering, and, after a soaked start, the re-

mainder of the show went on as sched-

uled, albeit less populated.

The grand event began on Monday, July

26, and, for nearly a week, aviation en-

thusiasts from around the world came to

check out the latest in aviation technology;

new experimental aircraft; warbirds, in-

cluding several P-38s; a large gathering of

DC-3s, celebrating the 75th anniversary

of the model; demonstrations; forums;

workshops; air shows; vintage airplanes;

the Fly Market, where attendees could pur-

chase collectible items and parts for their

projects; and much more. One also could

take a ride in a Ford Tri-Motor, experience

new flying simulators, walk through vin-

tage airliners, and examine the new air-

planes from Cessna, to name a few

popular activities.

Although airplanes were the most visi-

ble attractions at AirVenture, the hangars

that held the booths populated by vendors

selling aeronautical products and services

were constantly buzzing with aviators

searching for the right gadget or part to

make their flying experience safer and


There’s nothing like toy pedal airplanes tokeep the kids happy.

The EAA Sheet Metal Workshop and forumsattracted those interested in learning howto fabricate metal.


Gleaming in the sunshine was a 1959 Cessna 182C.This 1967 Cessna Skywagon came from Colorado to be part of thisyear’s AirVenture Show Plane Area.

A 2007 Classic Grand Champion, this 1950 170A still looked great this year.

Camping under the wing of a 1959 Cessna 172.

more enjoyable. The latest offerings in

avionics attracted a large amount of at-

tention, as did the companies that offered

engine-rebuilding services and aircraft re-

furbishment. Displayed, too, were model

airplanes, tires, propellers, jewelry, and,

interestingly, flagpoles. Everything associ-

ated with flying was in and around the four

large hangars.

For Cessna fans, the Show Plane Area

was the place to see beautifully restored

examples of vintage Cessna aircraft. With

seemingly endless rows of airplanes, spec-

tators were able to enjoy viewing airplanes

of nearly every type and color, from a va-

riety of eras. Spotted were a 150B, 210K,

172, 140, 182C, and a 170A, to list just

a few. The pilots brought their beauties

from points far and near, including Texas,

Missouri, Indiana, Kansas, Colorado, and,

of course, Wisconsin.

Over in the Warbirds Area, visitors

crowded the field to see a plethora of

fighting flying machines, including several

P-38s, a B-17, a B-25, and a Nakajima

Zero A6M2 Model 21, among so many

others. United States Army, Air Force,

and Navy aircraft dominated the display,

but there were several from other coun-

tries, as well. Older veterans reminisced

about the World War II experiences, while


Beautifully presented with its copiousamounts of polished aluminum, this 1947140was one of the older Cessnas on the field.

“Ruff Stuff” was one of several P-38s in theWarbirds Area. These rare airplanes nevercease to amaze World War II aviation buffs.

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general spectators simply stood in awe at

how military airplanes evolved over time.

The Warbirds Area is always an annual

crowd favorite, and, this year, it continued

to draw plenty of people to it.

The Fly Market, on the southwest cor-

ner of the grounds, was a terrific place to

check out and purchase items old and

new. From collectible model airplane kits

to used aircraft components to new tools

and hardware, there was something for

everybody. Book and literature vendors at-

tracted a steady stream of customers, and

apparel booths were popular with those

looking for special shirts and jackets.

Throughout the week, many highly prized

treasures were being carried away by their

smiling new owners.

EAA’s AirVenture is like no other show

in the aviation world, and, once again, it

lived up to its billing as “The World’s

Greatest Aviation Celebration.” If you

weren’t able to attend this year’s event,

make plans now to be there in 2011. The

show dates are July 25-31. CO


Large and busy was the Cessna tent andexhibit. The tent occupied the center ofan area that displayed many of Cessna’slatest offerings.

For those looking to build a genuine vintageflying model of a 170, this kit could havebeen purchased in the Fly Market.

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There are worse jobs in aviation.

I was attending the last two days

of a Sun ’n Fun when I got the call

from Tom Jacobson of Tom’s Aircraft in

Long Beach. “Why sure,” I said. “I’d be

happy to deliver a new Turbo Skylane. It

might even be fun.”

That Sun ’n Fun show had been sur-

prisingly upbeat, despite some scaling

back by several of the exhibitors. The air-

show was excellent, especially the Friday-

night performance, the displays were well

organized, and the Sun ’n Fun folks could-

n’t have been more friendly.

I’d used mileage for my trip, so returning

in a new Skylane would be a pure treat, far

better than a business-class seat on Amer-

ican, if not quite as quick. Okay, so the Sky-

lane wasn’t a Jetprop to Australia; the

G1000 Skylane was still about as comfort-

able a piston Cessna as you could imagine.

The Garmin G1000 integrated flight

display made instrument flight rules (IFR)

almost silly simple, the G700 autopilot is

perhaps the most sophisticated General

Aviation system on the market, and the air-

plane had the added benefit of being a 182,

arguably the best of the Cessna singles.

Photographer Jim Lawrence and I had

somehow crammed seven pilot reports

into three busy days. We had everything,

from a Cessna Mustang jet and Piper

Meridian turboprop to a Cessna T206 and

a Gobosh 8000 LSA. Contrary to what

you might imagine, that’s a lot of work, but

again, not the toughest job in aviation.


Cross-Country Log:Dodging the Tornados

Lessons from the LogbookBy Bill Cox�

“Oh, by the way, could you drive a new T182 back from Lakeland, Fla., to Long Beach, Calif.?”


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Mike Barker of Air Chart Systems vol-

unteered one of his full-U.S. IFR books,

plus a package of approach plates, for the

return flight to California. I tried to re-

member everything I’d learned about the

Garmin G1000 do-everything glass panel,

and I finally launched from Lakeland the

day after the show.

Inevitably, I got off late on my first leg

west, and the winds were waiting at the

top of Florida to push back at the Sky-

lane’s big McCauley prop. I knew from the

preflight briefing that there were severe

thunderstorms in the lower Midwest,

though the forecast for my first 600-nauti-

cal mile (nm) leg was good and actually im-

proving as I flew further toward Texas. I

was hoping the CBs would move north

and allow me some peaceful coexistence

on the 1,900-nm trip west.

With no life vests or raft aboard, I’d need

to forego the direct route across the Gulf of

Mexico, preferring the safer flight over Cross

City and along the northern Gulf beaches.

I’d filed for 12,000 feet above Tyndall Air

Force Base and Naval Air Station Pensacola,

and I settled in for a four-hour hop to

Lafayette, La., hard by the Texas border and

allegedly still on the east side of the weather.

The late-April clouds topped at about

9,500 feet north of Lakeland, leaving me

cruising in smooth, clear air and sunshine

well above the chop.

As I flew northwest, however, the

clouds began to climb until the tops were

only 500 feet below me. Listening on JAX

center frequency, I heard everyone asking

for higher, except for one pilot.

“JAX center, Saratoga 3274 Bravo at

12,000, requesting lower.” Short pause,

then, “Roger, 74B; we’ll have lower for

you in about five miles.” Short pause.

“Yeah, the dogs are definitely not liking

this altitude,” said the pilot.

I couldn’t resist. “Saratoga 74 Bravo.

Say type dogs.” Without hesitation, the

pilot replied, “One Chihuahua and one

Sheltie.” Short pause. “How can you tell

they don’t like the altitude?” I asked.

“They begin to pant very fast,” he said. A

minute or two later, JAX came back with,

“74 Bravo, you and your dogs are cleared

out of 12,000 for 6,000.”

The forecast proved fairly accurate. As I

drifted west over Gulfport and Lake

Pontchartrain north of New Orleans, the

clouds began to clear for my descent into

Lafayette, though winds aloft were still

strong on the nose. The winds were howl-

ing on the ground, as well, but the ap-

proach and landing were uneventful.

Odyssey Aviation refueled my Skylane

while I checked on the latest weather. The

forecast was not good. Fifty miles ahead,

the weather was atrocious and becoming

more dangerous by the hour. The line of

severe thunderstorms and tornadic condi-

tions now stretched practically from Galve-

ston all the way north to Chicago, solid red

returns on the computer-generated image.

The briefer at 1-800-WXBRIEF verified

he’d rarely seen such a classic develop-

ment of tornado weather, almost a perfect

storm of low pressure and thunderstorms.

The weather was assaulting most of east

Texas, Oklahoma, Kansas, Missouri, and

Indiana. It was only early afternoon, but it

was obvious I wasn’t going any further

west that day.

The next morning, the northeast/south-

west line of severe weather had slid slightly

north, and the intensity was less gnarly

over Houston and points west. Tornados

had chewed on northeast Texas and Okla-

homa during the night, but they’d spared

western Louisiana. I knew I’d need to de-

viate slightly south of a direct track to get



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around the southern tip of the thunder-

storms, but I wasn’t the only one looking

for a route west.

Jennie Mitchell, West Coast regional

manager of Mooney, had also flown out

of Lakeland the day before and been

stuck in Lafayette overnight. Jennie was

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Level at 12,000 one more time, I was

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NEXRAD painted a very different picture

from the day before. Those angry red

splotches had drifted out of my path, and,

ATC willing, I was able to assume a more-

or-less direct course from over Hobby Air-

port to Fort Stockton, Texas. Winds aloft

had shifted out of the south, rescuing me

from the direct headwinds I’d been facing

for the last 600 nm.

I shot the GPS approach into Fort

Stockton, refueled, attended to some bi-

ological functions, and was back in the

air within a half hour. As I flew across

the bottom of the low, the wind shifted

again to strong northerlies, a near-direct,

right crosswind.

El Paso drifted by below, then Las

Cruces and Deming, N.M. The clouds

dissipated to severe clear, fairly typical

for New Mexico and Arizona in late

spring. No matter how many times I fly

the Southwest, I’m always impressed by

the uninhabited expanses of desert; the

long, straight sections of highway; the

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I dropped into Casa Grande, Ariz., one

last time for fuel before lofting to 10,500

feet for the final leg to Long Beach. Fi-

nally, after 1,600 miles of head and cross-

winds, the breeze shifted to tailwinds,

pushing me along at 170 knots. I watched

the sun set straight ahead as I passed Palm

Springs and landed at Long Beach a half

hour later.

Despite the realities of tornados in

east Texas, it was a day and a half of in-

teresting flying in a perfect example of

an old friend. Yes, there are worse jobs

in aviation. CO


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P.O. Box 2119 • Priest River, Idaho 83856

(208) 448-0400 • Fax (208) 448-1644

Accelerated Flight & Instrument Training ....www.afit-info.com ..................................45Aero Comfort ................................................www.aerocomfort.com ..........................44Aero Tech Services ........................................www.aerotechservicesinc.com ................30Aero Technologies, LLC. ..............................www.pcu5000.com ................................34Aerocet, Inc. ..................................................www.aerocet.com ..................................50Aerospace Logic, Inc. ....................................www.aerospacelogic.com ......................33Aerox Aviation Oxygen Systems ..................www.aerox.com ......................................48Air Capitol Dial, Inc. ....................................www.aircapitoldial.com ........................35Air-Parts of Lock Haven................................www.airpartsoflockhaven.com ..................10Aircraft Belts, Inc. ........................................www.aircraftbelts.com ..........................25Aircraft Glareshield ......................................www.aircraftglareshield.com ................40Aircraft Parts Express ....................................www.apex-inc.biz ..................................43Aircraft Quality Instruments, Inc...................www.flyaqi.com......................................41Aircraft Security &Alert Systems ................www.aircraftsecurityalert.com..................50Aircraft Spruce & Specialty Co.....................www.aircraft-spruce.com ........................2Airforms, Inc. ................................................www.enginesbaffles.com ........................48Airplane Things ............................................www.airplanethings.com........................48Airtex Products ..............................................www.airtexinteriors.com........................13Alaskan Bushwheel ......................................www.akbushwheel.com ..........................11AOPA ............................................................www.aopa.org ........................................47Avemco Insurance Company ........................www.avemco.com ..................................17Aviation Creations, LLC. ..............................www.aviationscreations.com..................11Aviation Fabricators ......................................www.avfab.com ......................................48Aviation Insurance Resources........................www.air-pros.com ..................................48Aviation Laboratories ....................................www.avlab.com ......................................48Aviation Safety Products ..............................www.aircraftseatbelts.com ....................13Aviation Unlimited Agency ..........................www.auaonline.com ..............................15B/E Aerospace ..............................................www.beaerospace.com ..........................16Baumann Floats ............................................www.baumannfloats.com ......................21Bruce’s Custom Covers ................................www.aircraftcovers.com ........................23Caribbean Sky Tours......................................www.caribbeanskytours.com ................31Cessna Aircraft Company..............................www.cessna.com ......................................5Commodore Aerospace Corp ........................www.02337parts.com ........................................48Consolidated Aircraft Supply ........................www.consulac.com ................................47Desser Tire & Rubber Co. Inc. ......................www.desser.com ....................................37Electronics International................................www.buy-ei.com ....................................15F & M Enterprises ........................................www.fm-enterprises.com........................40Flight Resource, LLC ....................................www.Flight-Resource.com ......................9Flint Aero ......................................................www.flintaero.com ..................................9Floats & Fuel Cells ........................................www.ffcfuelcells.com..............................17Gibson Aviation ............................................gibsonaviation@msn.com......................39Ground Tech, Inc. ..........................................www.planecover.com..............................16

Jacobs Instrument Service ............................................................................................48John Jewell Aircraft ......................................www.johnjewellaircraft.com ..................17JP Instruments................................................www.jpinstruments.com ........................52KatsCooler.com ............................................www.katscoolers.com ............................48Knots 2U Ltd ................................................www.knots2u.com ..................................37Mac-Mor Ltd ................................................www.macmorltd.com..............................11Maple Leaf Aviation Ltd................................www.aircraftspeedmods.ca ....................11MotoCam ......................................................www.themotocam.com ..........................49Mountain High Oxygen Systems ..................www.mhoxygen.com ..............................39National Air Parts ..........................................www.nationalairparts.com ....................45Niagara Air Parts, Inc. ..................................www.niagaraairparts.com ....................30O&N Aircraft Modifications ........................www.onaircraft.com ..............................49Parts Exchange ..............................................www.aircraftexhaust.com ......................49Poplar Grove Airmotive, Inc. ........................www.poplargroveairmotive.com ................35Professional Insurance Management ..............www.pimi.com........................................46R & M Steel Company ..................................www.aviationbuildingsystem.com..........21RMDAircraft Lighting, Inc...........................www.rmdaircraft.com ............................41Rocky Mountain Propellers, Inc. ..................www.rockyprop.com ..............................41Schweiss Bi-Fold Doors ................................www.bifold.com......................................18Seaplanes West, Inc. ......................................www.seaplaneswest.com ........................39Selkirk Aviation, Inc. ....................................www.selkirk-aviation.com......................50SkyOx Ltd......................................................www.skyox.com ......................................49Soloy Aviation Solutions ..............................www.soloy.com ......................................42Sporty’s Pilot Shop ........................................www.sportys.com ..................................49Stay Sealed, Inc. ............................................www.staysealed.com ..............................29Stene Aviation................................................www.steneaviation.com..........................41Survival Products Inc.....................................www.survivalproductsinc.com ..............40TASAviation..................................................www.tas-aviation.com..............................9Texas Skyways ..............................................www.txskyways.com ................................3The Air Store ................................................www.airstore.biz ....................................49Tornado Alley Turbo......................................www.taturbo.com ..................................10Tsuniah Lake Lodge ......................................www.tsuniahlakelodge.com....................49Univair Aircraft Corp ....................................www.univair.com....................................43Van Bortel Aircraft, Inc. ................................www.vanbortel.com................................18Vantage Plane Plastics, Ltd. ..........................www.planeplastics.com..........................19Visual Instruments ........................................www.visualinstruments.com ..................49Vitatoe Aviation ............................................www.vitatoe.com ....................................42Warren Gregoire &Assoc. ............................www.warrengregoire.com ......................49Wilco Inc. ......................................................www.wilcoaircraftparts.com/AboutU ....46Wingx Stol Conversion..................................www.wingxstol.com................................19Wipaire Inc. ..................................................www.wipaire.com ..................................25Yingling Aviation Inc. ..................................www.yinglingaviation.com ......................45ZD Publishing, Inc.........................................www.zdpublishing.com ..........................41

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