Search Results for: Cessna 172

Some time ago there was an Internet debate on running a tank dry. Each side had some valid arguments and thought the opposing view was absurd. Debates are like that. One side was convinced airplanes would be falling out of the sky if pilots starting running tanks dry, then switching to one with fuel in it. The other side felt that airplanes would be falling out of the sky if pilots didnt run a tank dry, if for no other reason than to verify capacity. As such arguments go, both sides were right. And wrong. But both sides agreed on a central point: Theres no substitute for thorough knowledge and understanding of your airplanes fuel system. With that goal in mind, lets set aside the other arguments for a moment, take a look at what goes into fuel systems and what we as pilots should know about them.

Upon investigating a loose rudder pedal, the controls were disassembled. We found the shaft had been double-drilled with the holes overlapping. This aircraft is a relatively new aircraft, having been certificated in January 2002. Pilots rudder pedal assembly: p/n 002-524040. Left rudder pedal shaft: p/n 002-524016-5.

We always thought my dad wanted his ashes spread over Cherry Hill, the family farm and B&B in the Catskill Mountains where he grew up. But my mother vetoed our plans to airdrop his ashes from my Cardinal and said he had expressed a desire to be buried at Arlington National Cemetery. And so he […]

During an annual inspection, the IA found black fretting corrosion below the center two, l/h aft engine mount bolts. The bolts were loose in the mount even though their nuts were tight. Investigation revealed the bolts are a little too long and the nuts were running out of threads. The solution was to add another washer below the nuts, then re-torque back to specifications.

Almost by definition, pilots generally are self-reliant, often preferring to depend on their own talent and experience instead of someone elses. At the end of the day, choosing to fly a personal airplane is, well, personal. Sharing with others our enjoyment of aviation often is a trait among pilots, of course, but the take charge, Type A personality seems more prevalent. In the early years of commercial aviation, the lone pilot shepherding his or her flock of passengers across the country took on mythical proportion. Later, professionalism crept in, replacing “seat of the pants” flying with hard data. Soon, multiple pilots were added to the flight deck, becoming a crew, despite what some of the more hardened pilots may have wanted.

After sitting idle on a ramp for at least 10 months, the airplane underwent maintenance. A strong fuel odor was observed in the cabin; an exterior inspection failed to detect anomalies. The odor subsided. Once the engines were started and the fuel selector placed in crossfeed, the odor returned. After removing the floorboards, a heater duct running perpendicular to the crossfeed lines was observed to be in contact, causing corrosion. Pinhole leaks had developed in both lines, p/n 5300108-53 and -54.

“Show me how to start the engine, and I can fly anything,” is a boast I’ve heard from several pilots, and not all of whom I’d consider the best “stick” at the aerodrome. ‘Course, if you can’t start it, you can’t fly it. I once rented a Cessna 150 for a flight with my sister, […]

As a single-engine airplane flight instructor serving members of my home airports flying clubs, Ive learned there are many ways to safely bring an airplane back to earth, though some are more elegant than others. But the one maneuver that shows me for certain whether an individual is ready for his or her first solo or is worthy of a flight review endorsement is the go-around, or aborted landing.

The l/h main landing gear failed to extend, but trailed. The pilot was able to rock it into the down and locked position and make a safe landing. Inspection revealed the (p/n 1281001-3) actuator body had cracked clear through the forward attach hole and half-way through the aft attach hole.

If youre reading this article, chances are you are not the kind of pilot who would intentionally cut off someone off on final. You probably wouldnt attempt to verbally bully a nervous solo student into rushing her pre-takeoff checklist because your IFR clearance void time is ticking away. But what can you do if you find yourself wingtip to wingtip with such a self-absorbed and potentially dangerous individual?