Podcasts about cessna cardinal

From the seemingly benign--what tire ply to use--to the extreme--hitting 500 degrees on a cylinder--Mike, Paul, and Colleen face it all this month. And we mean all, like Ron's 172 that produces a loud bang exactly two minutes after shutting down. Submit your questions to podcasts@aopa.org Full notes below: Larry has a turbonormalized Beechcraft Bonanza. When it came time to replace his tires he decided to go to with 8 ply, but he later researched and found the type certificate specified 6 ply. The Goodyear spec sheet seemed to indicate he would be over the weight limit on 6 ply. Paul said the older lighter Cessna 210s were 6 ply, but were upped to 8 ply later on. He suggests it's ok to go up in ply if the dimensions are the same. Colleen also admitted she went from 4 to 6 ply on her Cardinal at the last tire change. Mike says if Larry is in violation by using a higher play, then he is as well. He mentioned a recent tire supply problem that prompted him to go up in ply. Randy bought an engine without logbooks that was intended for a Cirrus SR20 in Guatemala City. He's wondering if he can put it in a Cessna 175 or Skymaster. Colleen brings up the lack of AD compliance data. Some ADs are for internal engine parts that can only be verified with paperwork or by opening up the engine. Ultimately Paul said it's up to the mechanic who has to hang the engine and whether he or she is comfortable with its AD compliance status. Mike said from a safety standpoint he would want to pull the lifters and look at the camshaft. And he would pre-lubricate everything, including the cam while the lifters are out. If it's not making metal within 100 hours, you've dodged a bullet. Tom is wondering how to tell if his engine with a constant speed propeller is producing full power. At sea level he has 29 inches of manifold pressure with an ambient pressure of around 30 inches. All the hosts agree that this sounds about right, given that you'll lose some pressure through the intake and other areas. Jeff has a Cessna Cardinal with a recently installed electronic engine monitor. He saw on climb-out near El Paso that the cylinder head temperature on the third cylinder topped out around 500 degrees. Now he's wondering what to do. Compressions are excellent and the oil analysis is good. He also fixed the baffles, which fixed the problem. Mike suggests borescoping the piston. Failure points would be corner melting or the pockmarked appearance of detonation. If the piston looks ok, you're probably fine, he says. Ron has a 172 that has an unusual problem. Every time the fuel level is below half, and two minutes after engine shut-down, there's a loud bang. It sounds like someone hit the top of the wing with a bat, he said. Paul thinks it's possible the tank is being overpressurized, and the reason it takes two minutes is because the weep hole is so small that it takes that long for the tank to equalize. He suggests quickly depressurizing after landing by taking off a fuel cap and seeing if air rushes by. If the tank vent tube is in the wrong position it can cause the overpressurization. Robert has a Cherokee 140 that is burning about a quart of oil per hour. Mike said oil consumption is always a cylinder problem, but not always a problem with all cylinders. Borescoping the cylinders may help identify oil pooled in one particular cylinder. Oil consumption comes from three sources--crankcase compression, which will show as oil out the breather tube. Burning oil will show as soot on the airplane. Or there could be a leak. Paul suggests a ring wash to further identify the problem cylinder, and potentially solve the issue. A detailed explanation is available at bit.ly/solventflush

On this episode of the podcast we first head to The Prescott Soaring Club in Coyote Springs Arizona, just north east of Prescott Valley as we speak with glider pilot and instructor Peter Steinmetz. Peter is a research neurologist and computational neuroscientist. He was fascinated by flight and space from an early age but a busy career deferred his pilot training until 2015. Since then he has completed his instrument rating and is a certified flight instructor in both gliders and single engine airplanes, as well as an advanced ground instructor. He purchased a 1969 Cessna Cardinal prior to his solo and enjoys flying it over the wild spaces of Arizona. He currently flies with the Prescott Soaring Association and at Estrella Sailport. He lives in Tempe, AZ with his wife, son, and 4 cats. Peter will share his soaring adventures and what its like being winch launched and landing out in the desert. (36:45) Later on the podcast, author and glider pilot and author Dale Masters joins us for another Short story on "Soaring Tales with Dale" this one is titled "Don't Back Down, Back up!" (39:00) For our Tips & Technics segment we catch up with Glider pilot and author of the blog Chess in the air Clemens Ceipek to find out if 2020 was a pandemic write off? Clemens shares with us his transition to flapped gliders in his new Ventus 2cx T which also has a sustainer and he will explain the benefits of having that. He also talks about his adventures soaring in Nephi Utah with Bruno Vassel as well as doing more soaring over the rocky mountains in Colorado. We will also see how he did this year in the OLC speed league and find out how your club can compete in that league. (1:15:15) To finish our episode it's our Soaring Safety segment as we get some great advice from Czech National Women's gliding team member Hana Treslova as she talks about the importance of learning from our mistakes as well as others. All of this now on episode 83 of soaring the sky.   www.prescottsoaring.com www.soaringthesky.com https://www.youtube.com/channel/UCzq-jHW8EupBpGaDgapsDvw/videos www.chessintheair.com  www.patreon.com/soaringthesky @hanickatreslova on instagram        

Master Certified Flight Instructor, DPE and general aviation icon Doug Stewart joins us to talk about an incident he had in a 1974 Cessna Cardinal at a small New Hampshire airport. While departing the 1,900 foot strip, Doug experienced a loss of power following takeoff, with trees at the end of the runway quickly approaching.

What is one major design feature of the Cessna Cardinal and most 210’s that set it apart from all other Cessna singles? If you said the elimination of the wing strut, you’d be right. Now we’re not going to get into all of the features and benefits of these airplanes as we’ve already covered them in detail in past episodes. However, in a nutshell, the absence of a wing strut means that the wing structure found in these airplanes must be much beefier than those found in say a Cessna 182. That’s because the wing spar itself must withstand a lot more aerodynamic load and stress that would otherwise be absorbed by the strut. This sort of wing design is known as a cantilever wing, where the carry-thru spar, ribs, and stringer take the stress.You may recall that certification standards for airplanes with a standard airworthiness certificate in the normal category are required to withstand loads of +3.8 g and -1.52g, meaning the wings must be able to withstand loads 3.8 times the weight of the airplane before structural failure occurs. Unfortunately, that wasn’t the case for a Cessna 210 that broke apart in flight back in May of this year. The cause of the accident was found to be fatigue cracking in the carry-thru spar.As a result, Textron Aviation issued a mandatory service bulletin SE-57-06 for the Cessna 210G thru T210R –the cantilever Cessna 210s, as well as SE-57-07 for all Cessna 177 Cardinals. According to Cessna, the reason for the mandatory service bulletin is because the carry-thru spar can develop corrosion and cracks. A crack in the carry-thru spar can develop to a point that the carry-thru spar can have structural failure that can result in the subsequent loss of the airplane and/or wing separation. Non-compliance with this service letter may result in undetected cracks. The service letter provides instructions to do a detailed visual inspection and an eddy-current inspection of the lower surface of the carry-thru spar.

Episode 80 show notes Topic of the Show: An interview with Max Trescott, author of Max Trescott's G1000 Glass Cockpit Handbook, 2008 CFI Of The Year, and a Cirrus Platinum CSIP.  We discuss general aviation flying in the San Francisco Bay Area and VFR vs IFR practice approaches.  Afterwards, AG and RH get to some more listener feedback and answer your questions! Aviation News Talk podcast episodes mentioned in the interview. Epiosde 087: Night IFR Electrical Failure: ATC And A Cell Phone Save A Doctor – Interview With Controller Phil Enis. On Super Bowl Sunday, Dr. Peter Edenhoffer was flying IFR at night in a Cessna Cardinal when he lost his electrical system. He’d already texted his son to say goodbye. Then he received a text message from Fort Worth Center, which gave him hope for surviving when he realized he wasn’t alone. Max interviews NATCA’S Archie League Medal Of Safety President’s Award winner controller Phil Enis about this save. To hear more about this story, listen to this episode, and watch more here (about 4:30 in to the video) or here (to see details of the ATC ineraction). Thank you, Max!  We had a blast with this interview and appreciate all you do in promoting aviation safety! Have a great week and thanks for listening!  Visit our website at OpposingBases.com You can now support our show using Patreon or visiting our support page on the website. Keep the feedback coming, it drives the show! Don’t be shy, use the “Send Audio to AG and RH” button on the website and record an audio message. Or you can send us comments or questions to feedback@opposingbases.com. Find us on twitter @opposing_bases.  Music by audionautix.com. Legal Notice The hosts of Opposing Bases Air Traffic Talk podcast are speaking on behalf of Opposing Bases, LLC.  Opposing Bases, LLC does not represent the Federal Aviation Administration, Department of Transportation, or the National Air Traffic Controllers Association.  All opinions expressed in the show are for entertainment purposes only.  There is no nexus between Opposing Bases, LLC and the FAA or NATCA.  All episodes are the property of Opposing Bases, LLC and shall not be recorded or transcribed without express written consent.  For official guidance on laws and regulations, refer to your local Flight Standards District Office or Certified Flight Instructor.  Opposing Bases, LLC offers this podcast to promote aviation safety and enhance the knowledge of its listeners but makes no guarantees to listeners regarding accuracy or legal applications. Support the show

Sometimes, airplanes have some out-of-the-ordinary maintenance and servicing requirements.  I discovered one of those items yesterday while talking with Kyle Jones, owner of a really nice, fixed gear Cessna Cardinal.  We talk about that in today’s episode.  It’s a very specific procedure for servicing the shimmy dampener on that airplane.  These are items you might […]

87 Night IFR Electrical Failure: ATC and a Cell Phone Save a Doctor – Interview with Controller Phil Enis Your Cirrus Specialist. Call me if you're thinking of buying a new Cirrus SR20 or SR22. Call 1-650-967-2500 for Cirrus purchase and training assistance. Send us an email - http://www.sjflight.com/Forms/inquiry.htm If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Summary On Super Bowl Sunday, Dr. Peter Edenhoffer was flying IFR at night in a Cessna Cardinal when he lost his electrical system. He’d already texted his son to say goodbye. Then he received a text message from Fort Worth Center which gave him hope for surviving when he realized he wasn’t alone. Max interviews NATCA’s Archie League Medal of Safety President’s Award winner controller Phil Enis about this save. Watch the NATCA video to hear more of the ATC radio transmissions and see more of the text messages from this save. It also includes a link where to where you can watch Dr. Peter Edenhoffer talk about what was going through his mind as he was alone in the dark. Here are some ideas you should consider on future IFR flights including: 1. Include a cell phone or satellite phone number in the Remarks section of your IFR flight, so that controllers can attempt to reach you by phone or text, if they lose radio communications with you. 2. Bring a handheld radio when you fly. Set it up and test it ahead of time so that you know that it works. Handheld radios in metal airplanes receive OK, but often don't transmit well because they're essentially inside a shielded cage (the airplane!). Installing an external antenna on your airplane will greatly improve the transmit capability of a handheld radio. 3. If you have an electrical failure, use an EFB app like ForeFlight to navigate to an airport with better weather. 4. If you have cell phone service, consider calling 911 and have them pass along  your cellphone number to an air traffic controller. If you love the show and want more, visit my Patreon page to see fun videos, breaking news, and other posts in the Posts section. And if you decide to make a small donation each month,  you can get some goodies! Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do.  Check out our recommended Aviation Headsets, and order one for yourself! Get the Free Aviation News Talk app for iOS or Android. Please Take our 2018 Listener Survey. I'd love to get your feedback and ideas for improving this podcast. Mentioned in the Show NATCA Who Was Archie League? Social Media Follow Max on Instagram Follow Max on Twitter Follow Max on YouTube

This week, we hear from our friend Arthur Billingsley to continue our conversation about the Cessna Cardinal. Art tells us what it was like to own, fly and maintain a Cessna 177RG, and why he chose the Cardinal over competing aircraft such as the Mooney 201 and Piper Arrow.

Access the Show Notes here