by Pete Schoeninger
© Copyright 2022. All rights reserved!
Published in Midwest Flyer Magazine August/September 2022 Digital Issue
Q) My 1976 Cessna 182P with a 230 hp Continental 0-470 engine needs an overhaul. My mechanic is suggesting I consider a possible upgrade to a larger HP engine that would include fuel injection. But it sounds awfully expensive. What do you think?
A) There are many questions only you can answer. Do you need more than the 230 hp you currently have? If you’re happy with your current engine, consider sticking with it.
The first possible upgrade to a fuel-injected engine would be to the 260 hp Continental IO-470. Fuel injection eliminates the problem of carburetor ice and provides a significant fuel savings of perhaps 1–1 ½ gallon per hour. At current gas prices, that’s at least $10.00 an hour. If you save $10.00 an hour over a 1500-hour engine run, you pay for much of the additional cost of the engine upgrade.
The next possible upgrade would be to one of the many versions of the Continental 520 engine. Some have carbs and some are fuel injected. All offer significant increases in performance.
Things to think about if upgrading: 1) Do you operate out of remote strips frequently? Be aware that many fuel-injected engines need an electric powered primer to start, and sometimes fuel injected engines (especially when hot) may be difficult to start. In my experience, as six-cylinder engines go, the carb equipped 0-470 can be hand-started relatively easily if you have been given good instruction in that task. These issues mean you may want to consider carrying a backup battery or other starting aide not available at remote sites. Also, some upgrades may require a change to a different prop, a major expense.
Q) An old-timer once told me “Rag Bags” can be expensive to maintain. I am new to aviation and did not want to show my ignorance. What is a “Rag Bag,” and why are they expensive?
A) Rag Bag is a somewhat derogatory nickname given to airplanes covered with fabric. Unlike aluminum-covered aircraft, fabric on airplanes needs to be changed every 20-30 years or so, at a cost of perhaps $25,000 – $35,000.
Q) A friend has a Stinson which has been “metalized.” What does that mean?
A) Stinsons, and many other airplanes from the 1940s, were originally covered with Grade A cotton or Irish Linen fabric, which had a lifespan of 5 – 10 years. When the airplanes needed recovering, some owners opted to have the airplanes partially or completely covered with aluminum. Newer fabric (usually some type of Dacron) lasts longer than original Cotton or Irish Linen, so converting to aluminum is not as attractive as it once was.
Q) What do you see of the current airplane market? What do you think inflation and rising gas prices will do to prices?
A) From what I see and hear (mid-June), the market is still strong, although prices are perhaps leveling off a little. The summer 2022 Aircraft Bluebook lists Cessna 172RGs up $10,000.00 and Cessna 182RGs up a whopping $30,000.00 in value. Perhaps this is because these airplanes have the good characteristics of their fixed-winged brothers but are faster with about the same fuel burn per hour. I am smart enough to know I am too dumb to predict future aviation price trends given recent interest rate rises and numerous other variables.
Q) I saw a guy hand-propping what looked like a Cessna 140. Later I talked to him, and he said he hand-propped the airplane because it had no electric system, thus no starter. Is that possible?
A) You were probably looking at a Cessna 120, which was the economy version of the Cessna 140. The C120 has the same 85 hp Continental engine, but no flaps and no electrical system and no rear window. Most, but not all, Cessna 120s have since been converted to an electrical system. Without an electrical system and flaps, the Cessna 120 is about 35-40 pounds lighter than the Cessna 140.
Q) I have seen what appear to be clones of Piper J-3 Cubs with EXPERIMENTAL on the door and panel. It appears they were NOT made by Piper, but rather, built by individuals. They also seem to sell for a little less money than the “real” thing. Comments please.
A) Quality of construction by individuals can vary quite a bit, so a good pre-purchase inspection is in order if you are looking to buy any non-manufactured aircraft. Any aircraft for that matter. Experimentally licensed airplanes cannot be used for commercial purposes. An advantage of owning an experimental airplane is that the regulations are not as tight as far as replacement parts and modifications. Generally, but not always, they bring a little less money than the manufactured versions they copied.
Q) My son is nearing the end of his 4-year college degree program and has an interest in becoming an airline pilot. Neither he, nor his mother or me, are wealthy. The cost of learning to fly and accumulate enough hours to get a good job in aviation appears almost unobtainable to us. A friend of ours suggested he look at military flight training.
A) Lots of airline pilots learned to fly in the military, and many are still flying for their local Air National Guard or Reserve unit when not flying their airline job. Uncle Sam may require a 10-year service obligation for teaching your son to fly, but here’s the good part: Uncle Sam PAYS him to learn to fly and provides an airplane and instructor. If he has serious interest, I suggest he or you contact a local military recruiter for each branch of service, as obligations and requirements vary between them and change frequently.
Q) You have adamantly stressed that an airplane buyer should have a prepurchase inspection performed by a competent mechanic, preferably by the mechanic that will maintain the new purchase. But putting that contingent in written offers has lost me two nice airplanes because other buyers did not insist on the inspection. What peril do I face buying an airplane without a prepurchase inspection?
A) One of many would be the crankshaft in the engine. SOME, but not all, Continental and Lycoming engines, have had issues with crankshafts. In some cases, applicable engines are identified by specific serial number, not by visual inspection. In some cases, there is some help from the engine manufacturer, but this may be time limited. It is possible that you could be in for a $10,000.00 surprise if you buy an airplane with this situation. Do an internet search “Continental aircraft engine VAR crankshaft” and “Lycoming 0-540 crankshaft ADs.”
Q) My 1975 Skylane has been a good mount for me for many years. But now, as I age, I have the itch, and almost enough money, to get a new one. Are the new ones worth that huge price difference? What late model single-engine airplanes could I get for $400 – $500K?
A) The answer depends on your desire for a good warranty, brand new high-tech avionics, and new airplane smell, versus how big your wallet is. Other options would be to upgrade to a used Bonanza, Cessna 206, or Piper Saratoga.
EDITOR’S NOTE: Pete Schoeninger is a 40-year general aviation veteran, starting out as a line technician as a teenager, advancing through the ranks to become the co-owner and manager of a fixed base operation, and manager of an airport in a major metropolitan community. He welcomes questions and comments about aircraft ownership via email at PeterSchoeningerLLC@gmail.com.
