Ferreira Aviation's Stanley Schimper writes: Roelie is an avid pilot who is one of our busiest private owners, flying his much loved Cessna 182 for business and pleasure. Having known Roelie for many years, it was not strange to receive a phone call from him about eight years ago, enquiring about changing the Continental 0-470-U engine in his 1980 Cessna 182R from a carburettor to fuel injection.
ROELIE'S MAIN MOTIVATION for the upgrade was the uneven operating temperatures he was seeing after having installed a digital engine monitoring system on his 182. The cost of the upgrade was however so high, that the urge soon passed.
Knowing Roelie, we knew he wasn't going to leave it there. Sure enough, soon he started asking about an upgrade to a Continental O-520 or even to the injected IO-550 engine. At the time we were not very open to the idea as a similar project to fit a 182 with the O-520 did not yield the advertised results and ended up being a disappointment to the owners.
However Roelie doggedly persevered with his vision to have a 300HP 182. He continually weighed the options and crunched the numbers around his big dream. And then he came across an article on a IO-550 conversion in a Cessna Flyer magazine from 2016. He made contact with a US company called Air Planes, located in Kansas.
With referrals from Air Planes, he contacted customers that had done the conversion. They all confirmed that the numbers published by Air Planes were correct - something uncommon for many aftermarket STCS sold around the world. Most seem to end up with less than advertised.
A large part of the consideration was the speed gain vs. the fuel consumption. Flying around 300hrs per year, Roelie came to the conclusion that he would gain around one year's worth of additional flying over the life of the engine with the same costs.
هذه القصة مأخوذة من طبعة September 2022 من SA Flyer Magazine.
ابدأ النسخة التجريبية المجانية من Magzter GOLD لمدة 7 أيام للوصول إلى آلاف القصص المتميزة المنسقة وأكثر من 9,000 مجلة وصحيفة.
بالفعل مشترك ? تسجيل الدخول
هذه القصة مأخوذة من طبعة September 2022 من SA Flyer Magazine.
ابدأ النسخة التجريبية المجانية من Magzter GOLD لمدة 7 أيام للوصول إلى آلاف القصص المتميزة المنسقة وأكثر من 9,000 مجلة وصحيفة.
بالفعل مشترك? تسجيل الدخول
LIVING THE DREAM Part 2: Planning and Pax
Part 2: Planning and Pax
QUEEN AIR TALES
In the early seventies Esquire Airways acquired a pre-owned Beechcraft Queen Air. This top of the range 8,800 lb MAUW model had nine forward facing commuter seats and I flew it as a single pilot operation for several months.
HELICOPTER PILOTS SHOULD UNIONISE
Helicopter pilots are stuck in a 12-month flying cycle. While they will have periods of rest and active rest (performing ground-based tasks and planning ventures) within their work source campaigns, it's not a good situation. They need programmed periods to catch their breath.
AFTERMATH of the Engine Fire
Iris McCallum continues her stories about her early years with Air Kenya. This month she tells us about the immediate aftermath of her dramatic engine fire and crash, and her subsequent 'getting back onto the saddle'.
LARGEST EVER RHINO RELOCATION
Specialist air cargo operator ACS mobilised all its skills to successfully complete a very challenging project – the translocation of 39 White Rhino from Namibia to the USA.
NOVEMBER 2024
November sees strong growth in aircraft registrations with 16 additions, but 10 aircraft are cancelled as exported. The Type Certified additions are a mixed bag.
TWINCO FUEL
AIRCRAFT ACCIDENT REPORT
RON WHEELDON'S HUNTERS
RON WHEELDON is a Johannesburg based trademark and IP attorney. He writes, \"My love affair with Hawker Hunter jet fighters started in approximately 1963 when the Rhodesian parliament opening was marked by a fly-by of nine recently acquired Hawker Hunters in diamond formation.
FLYING THE HAWKER HUNTER
Flying a Hunter starts hours before actually walking out to the aircraft. This machine is a legend, but it is first of all about the highest performance machine that it is feasible for a civilian to fly. Flying it is not to be taken lightly.
RIGHT SEAT RULES NO. 25 SLOW FLIGHT
Most of us feel a bit edgy when the ASI creeps down within 10 KIAS of the stall. Jim Davis has some hints on how to be comfortable and in control - even when the airspeed is 20 KIAS below the stall.
