On the 2nd of February 1977, Mr. John C. Stahl of Harvard, Illinois sent a letter to the Aircraft Registration Branch of the FAA. It asked that Registration Number N631S be assigned to a 1977 Cessna Skylane scheduled to be delivered on the 12th of March. The requested number was derived from the combination of Mr. Stahl's month and year of birth (June 1931) and his surname initial. Within two weeks the FAA informed the Cessna Aircraft Company that the requested assignment had been made and in due course, on 16th March (a few days later than originally anticipated) Cessna applied for issuance of an Airworthiness Certificate under Type Certificate 3A13 Rev 32 for a 1977 Cessna Model 182Q, serial number 18265554, to be registered as N631S.
N631S flew for the first time on 18th March 1977, with Cessna Production Test Pilot Jim Ballard at the controls. The initial flight, from Wichita's Mid-Continent Airport (ICT), lasted 1.3 hours. Born on the plains of Kansas, N631S would remain a Midwest denizen for the next 27 ½ years. With a satisfactory test flight logged, a Standard Airworthiness Certificate in the Normal Category was issued and N631S was sent on its way. John Stahl took delivery of his airplane on or about 15th April. In addition to his home in Harvard (in Northern Illinois near Rockford) John had a "summer camp" on a lake in central Wisconsin. He made frequent trips in N631S, both with his family and solo, between these homes.
1977 was the first production year for the "Q" model Skylane, and during that first year a couple of electrical problems arose that were addressed by the FAA with Airworthiness Directives (AD). In November 1977, to comply with an AD, Howard Legg - a mechanic with Galt Flying Service of Ringwood, IL - "secured both ends of ELT antenna with clamps and screws."
In April of 1978 when the airplane was a year old it underwent for the first time a ritual that would mark the passage of many years to come - the Annual Inspection. Howard Legg certified N631S's continued airworthiness on the 4th of April 1978 . At that time the airplane had flown 90 hours.
John flew N631S extensively for the rest of 1978, logging another 55 hours by mid-November. But then the airplane saw little use over the winter. Its second Annual Inspection was certified early in May 1979 with 150 hours recorded. Two significant AD's were accomplished - the ELT was removed and the cigar lighter was rendered inoperative. Both had proven to be fire risks.
John Stahl's business interests were making heavy
demands on his resources at this time. He was flying less and he
had good uses for cash and so he decided to part with his
airplane. In mid August 1979 he sold it to another Harvard-based
business, Erect-A-Tube, Inc. John had owned N631S for the first 2
years, 4 months and 2 days of its life and he'd flown it for
about 200 hours. Now, N631S was going to work for a
living.
Erect-A-Tube, Inc. was in 1979, as it is today, a leading supplier of hangars for general aviation aircraft. The company acquired N631S in furtherance of their business and proceeded to make good and extensive use of the aircraft.
Shortly after acquiring N631S they made two improvements to its equipment. They added a push-to-talk switch for the co-pilot position and installed a carburetor ice detection system. The latter device, manufactured by ARP Industries of Shoreham, NY, used an optical sensor to detect the early stages of ice formation in the venturi section of the carburetor air inlet. This was installed, no doubt, out of respect for the formidable ice accretion tendencies of the Continental O-470 engine. With its carburetor located below the engine block and standing off a considerable distance from it, the O-470 is configured to make ice readily in many situations. Many operators consider a warning device of some sort to be required equipment.
The airplane flew nearly 200 additional hours by May of 1980, when its next annual inspection was accomplished. The hard working aircraft was accruing about 20 hours per month. At the annual, the original altimeter was replaced with a serviceable unit from an instrument supplier.
In the succeeding year, N631S flew about 265 hours - roughly 22 hours per month. During that year it proved necessary to replace the voltage regulator, the starter and starter cable and the left magneto. The original vacuum pump was replaced after 669 hours, at the April 1981 annual inspection.
Somewhat oddly, this inspection was accomplished at Kupper Airport in Manville, NJ. Then, three months and 90 hours later another annual inspection was accomplished in Illinois. From that inspection through the end of 1981 the airplane flew an additional 150 hours.
The right magneto was changed in March of 1982, shortly after the airplane's fifth anniversary. The tachometer recorded 1,000 hours some time in June of '82 and in July another annual inspection was performed. At this time, in addition to an assortment of routine maintenance items, a bird's nest was removed from the tail.
From July of 1982 to August of 1983 the tach time increased by 300 hours. During this busy year the only notable maintenance issue involved the turn coordinator. Late in April '82 the original turn coordinator was replaced by a serviceable replacement unit. However, 40 hours later this unit was removed for repair (a loaner being installed). The repaired unit was reinstalled two weeks later.
Shortly after completion of the 1983 annual inspection,
Erect-A-Tube Inc. sold N631S to Mr. Arlin R. Dewey of Rockford,
IL. Erect-A-Tube had owned the airplane for 4 years, 1 month and
12 days and had flown it for almost 1200 hours.
Arlin Dewey was owner of N631S for a fairly brief period but he took a number of actions of considerable significance to the airplane's history. On July 30, 1984 at just under 1500 hours total time, Harwood Aviation removed the engine and sent it to Schneck Aviation for field overhaul. The aircraft was painted by "B" Cap, Inc. of Maquoketa, IA. Anderson Propellor of W. Chicago, IL overhauled the propeller. Upon completion of these actions, Harwood Aviation reinstalled the overhauled engine, using new Lord engine mounts, and new bonding straps and hoses. The overhauled propeller and governor were reinstalled and an annual inspection performed. Total time was 1,498 hours (consistent with the Time Between Overhauls (TBO) recommended by Teledyne Continental Motors for the O-470U at the time - 1,500 hours).
Less than one month later - on September 24th, 1984, Mr. Dewey sold N631S to Mr. Gary R. Ladwig (doing business as Ladwig & Associates) of Rockford, IL. Arlin Dewey had owned the aircraft for eleven months and 18 days, and had added about 100 hours to its total time.
Gary Ladwig continued to have N631S maintained by Harwood Aviation. In late November 1984, with the cold Midwest winter approaching, they replaced the main gear tires and installed a Tanis TAS-100 electrical pre-heater system.
The following May (1985) The Avionics Place installed a King KN-64 DME receiver. They also relocated the ADF receiver to the position above the glove compartment and installed an avionics master switch. A few days later, in early June, they replaced the turn coordinator.
In September, with 1,650 hours on the recording tachometer, Harwood accomplished the annual inspection and replaced the voltage regulator. About 25 tach hours later, in October, the vacuum pump (having been in service for about 1,000 hours) was replaced with a serviceable unit. The following May, with only another 20 hours recorded, the over-voltage sensor was replaced.
On July 22nd of 1986, Gary Ladwig sold N631S to Mr. Mark S. Bonavia, also of Rockford, IL. Gary Ladwig had owned the aircraft for two days short of 22 months and had logged about 200 hours in it.
About two weeks after Mark Bonavia acquired the airplane, Harwood Aviation replaced the voltage regulator again. The previous regulator had lasted 11 months and 50 tach hours - not a good record! Soon thereafter (in early September) Harwood accomplished the Annual Inspection.
In mid-December, with about 1,750 hours recorded, an unusual incident accompanied an oil change. The log notes that Harwood dropped the oil pan in order to "see if broken dip-stick was in pan". One assumes that the dipstick was replaced contemporaneously, though the log is silent on this point.
In January of 1987, Harwood moved the power source for the beacon from the avionics bus to the main bus so that it would illuminate whenever the master switch was turned on. The Avionics Place installed an SpA 400 intercom (with co-pilot's headset jacks) in April of 1987.
On July 16th, 1987 N631S was purchased from Mark Bonavia by B J & S Aviation, Inc. of Rockford, IL. Mr. Greg A. Cheney was the President of B J & S. As of this date, Mark Bonavia had owned N631S for about six days short of a full year. He had logged about 90 hours.
The three short-term owners - Dewey, Ladwig and Bonavia - had owned N631S for a collective 45½ months and logged about 290 hours. Throughout this period, the aircraft was maintained by Harwood Aviation. The fact that one shop provided the maintenance over the course of three ownerships probably helped to avoid potential problems that can often arise when an airplane changes hands frequently.
N631S had just passed its tenth birthday when it was acquired by B J & S Aviation. Greg Cheney, the President of B J & S, was an employment attorney practicing in the city of Rockford, IL.
The airplane flew about 150 hours in the following year and in August of 1988 a major upgrade of the avionics was implemented. A Form 337 dated August 11th discloses that Elliot Flying Service of Moline, IL removed the original Cessna ARC audio panel, transponder, nav/com transceivers and indicators and installed in their places a full suite of modern King avionics. The package included a KA134 audio panel, a KT76A Mode "C" transponder, a pair of KX155 nav/coms (one with glide slope reception capability), KI208 and KI209 CDI's, a TCI D120-P2-T altitude encoder, a Northstar M1A LORAN receiver and a KA33 avionics cooling fan. This array of top-flight avionics immediately rendered N631S a serious IFR-capable airplane.
Shortly thereafter (in October 1988) General Aviation Corp. accomplished the 1988 annual inspection, which included replacement of the pilot's side seat rails. Tach time was 1,958 hours.
The directional gyroscope (DG) began to cause trouble soon after the annual. It was repaired by Midwest Aircraft Instruments early in November 1988, but was removed and replaced with an overhauled unit in December.
Little of note occurred until the occasion of the 1989 annual inspection. In November, N631S had flown about an additional 200 hours and Alpine Aviation of Rockford did the job. In addition to the normal inspection, Alpine replaced the "killer caps" on the fuel tanks and replaced both fuel bladders. The first set of bladders had lasted 12 years and eight months.
In the succeeding year N631S flew only about 100 hours. Again, little that was noteworthy occurred prior to the annual inspection, . In January the ignition switch and door locks were replaced and in December the nose gear fairing was replaced. The annual inspection date for 1990 slipped into December and immediately after it was signed off (at 2248 hours) by General Aviation, another visit to Elliot Flying Service in Moline saw another significant upgrade. The Cessna 300 autopilot was removed along with the KI209 #1 CDI and in their places a Century NSD-360-15 unslaved HSI (with a King KN72 VOR/LOC converter) and an S-TEC System 50 two axis autopilot with altitude-hold capability were installed. The autopilot included the electric trim option.
A month later - in January 1991 - the airplane was back at Elliot for installation of a Bose headset adapter on the pilot's side. Then, in April the ADF indicator and the left magneto were replaced (the latter with a Slick 6210).
In August 1991, with 2347 hours accrued, the O-470's starter adapter and starter drive shaft support bearing had to be replaced. Thereafter, only routine preventive maintenance occurred until General Aviation certified the annual inspection on 7 January 1992 at 2383 hours. N631S had flown only 35 hours in the preceding year.
Despite good compression test results at the annual, it was necessary to replace the #5 cylinder five months and 17 engine operating hours later - in May 1992. A repaired serviceable cylinder assembly from Gibson Aviation was installed. At that time, a Brackett air filter was installed under STC. It is not known whether these actions were related.
On 1 February 1993 an annual inspection was signed off by General Aviation, the airplane having flown 84 hours in the preceding year. Total time was 2467 hours.
As of June 1993 the airplane had logged another 20 hours, whereupon an oil change was accomplished. No other maintenance was logged until July 1994 (four months after the next annual inspection was due) during which time another 41 hours were logged.
As of the July 1994 annual inspection N631S had flown 2529 hours. Three months later, on October 20th, 1994 the aircraft was purchased from B J & S Aviation, Inc. by Mr. Richard H. Foringer of LaGrange, IL. As of this date, B J & S had owned N631S for a few days more than seven years and three months. During B J & S's ownership, N631S had logged about 750 hours.
The first significant maintenance activity to be accomplished after Richard Foringer acquired N631S in October 1994 was the removal and repair of the carburetor. This was done by Luminaire, Inc. at Aurora Municipal Airport. Several lower cowl repairs, including replacement of both cowl flap hinges, were accomplished at this time. Total time was 2584 hours; Mr. Foringer had logged about 50 hours at this point.
In June of 1995, Whirlwind Propellor Services of Lyons, WI overhauled the propeller. And on July 1, the annual inspection was signed by Brice Abell, A&P. At this annual the #4 cylinder was replaced "due to low compression". Total time was 2593 hours.
Late in 1995, it appears that problems were arising relative to fuel feed (a common issue for Cessna 182's). On December 21st of that year, Gary Cody of Luminaire indicated in the aircraft's maintenance log that he had repositioned the fuel vent behind the left wing strut, checked the fuel caps for proper venting, leveled the aircraft and adjusted the attitude indicator and the turn coordinator for level attitude. This apparently was not sufficient to resolve the problem because a month later - in January 1996 - an unsigned log entry states that someone (perhaps Gary Cody?) opened the left fuel tank, checked the vent lines and hoses, repositioned the check valve and replaced both covers with new gaskets. As this entry is the last concerning fuel level issues, the work described presumably resolved the problem.
In April 1996 David Wright of The Avionics Place removed the Cessna 300 series ADF indicator and replaced it with an exchange overhauled unit.
By summer, N631S had accumulated a total of 2,671.5 flight hours. The Annual was due in June. At this time, for reasons not clear from the logs, Mr. Foringer opted to have the engine overhauled. The Schneck-overhauled engine (which had been reinstalled in August 1984 at 1497.9 hours) had accumulated 1,173.6 hours and was well short of its 1,500 hour suggested TBO. However it had accumulated 12 years in service and Teledyne-Continental Motors (TCM) recommends overhaul after that period. This suggestion seems to be adhered to rarely but was perhaps a factor in deciding on an overhaul in 1996.
In any event, the engine was overhauled by G&N Aircraft, Inc. of Griffith, IN. The overhaul included new OEM cylinders, high flow lifters and oil filter. These items are recognized by TCM as allowing an increase in TBO to 2,000 hours. G&N supplied overhauled magnetos, carburetor, starter and vacuum pump. The overhaul work was certified by G&N on 17 June 1996.
Brice Abell reinstalled the newly overhauled powerplant. An Annual Inspection was signed off on August 4th, 1996. During the same maintenance period, the aircraft also received an Insight Instruments GEM 602 engine analyzer, a Shadin Miniflo-L fuel totalizer and STC'd flap gap seals.
If the aircraft logs are to be believed, nothing happened until May of 1997, when The Avionics Place removed the Northstar M1 LORAN and its antenna and substituted a Northstar GPS-60 VFR GPS unit (with antenna). (One wonders about oil changes.)
On October 1, 1997 Annual Inspections of the airframe, engine and propeller were certified by Brice Abell, A&P/IA. The tachometer showed 2,730.5 hours; with 59 hours on the newly overhauled engine, compressions of 74/69/69/66/75/73 were recorded.
The next log entry records an annual inspection on November 17, 1998 at 2,801.1 hours - 70.6 hours later. Again, no intervening entry discloses an oil change. These inspections were accomplished by Midwest Flight Check and certified by James D. Woodlock.
It is interesting to note that the log records removal and reinstallation of the propeller! No reason for this action is recorded. Compressions of 66/60/60/61/70/68 were recorded - down quite a bit from a year earlier. At this point the overhauled engine had run for 129.6 hours. Other notable work accomplished at this time included replacement of a cracked oil filter adapter and installation of new strut/fuselage fairings (STC'd by Aircraft Development Co.).
18.9 hours later - on April 10, 1999 - an unsigned log entry records an oil change.
The next annual inspection was certified on November 27, 1999 at 2,848.7 tach hours - 47.6 hours after the previous annual inspection and 177.2 hours after installation of the overhauled engine. In about three months the airplane had flown only 13.5 hours. At this time all cylinders were removed "due to bad exhaust valve clearances". The cylinder assemblies were sent to Poplar Grove Airmotive where new exhaust valve guides were installed, valve seats were ground and lapped, the bores were rigid and flex honed and new rings were fitted. The cylinders were assembled and tested and then reinstalled.
22.5 hours and a bit more than six months later - on June 12, 2000 - an unsigned log entry records an oil change.
The last annual inspection under the ownership of Mr. Foringer was certified on November 13, 2000 at 2,880.9 tach hours. The aircraft had flown 32.2 hours since the preceding annual and 9.7 hours in the five months since the preceding oil change. Cylinder compressions of 74/74/74/72/72/72 were recorded.
With such minimal use of the aircraft, it is unsurprising (and probably fortunate) that it was sold on June 15, 2001. As of that date Mr. Foringer sold N631S to KSB Aviation LLC of Keokuk, IA. The purchaser was represented by Mr. John F. Bright, President of Keokuk Savings Bank, which institution intended for the aircraft to be used for executive transportation. The aircraft would be based at Lindner Field in Keokuk and cared for by Lindner Aviation. It had flown 2,900 hours. Mr. Richard Foringer had owned N631S for 6 years, 7 months and 26 days and had flown it about 360 hours.
With the move to Keokuk, N631S again became a working airplane. For example, on October 17, 2001 one of the KX-155 nav/com's was removed for repair and reinstalled by Des Moines Flying Service at 3,018.2 tach hours - so from mid-June to mid-October it had logged about 118 hours or roughly 30 hours/month.
On November 2, 2001, the KN-64 DME was reinstalled after repair by Elliot aviation. The tach read 3,035.9 hours - 17.7 hours had been added in two weeks!
On November 26, 2001 Lindner Aviation certified the first annual inspection under the ownership of KSB. The tach read 3,049.9. There were 378.4 hours on the overhauled engine and 201.0 hours on the reworked cylinders. Compressions of 78/70/74/79/74/72 were recorded. An overhauled oil cooler was installed and the pushrod tube seals and rocker cover gaskets were replaced on cylinders #1, #4 and #6. Also, the Invertapak for the instrument panel electroluminescent lighting was replaced.
Soon thereafter, on December 4, 2001 (10 more flight hours) the troublesome DME was removed and a loaner unit from Elliot Aviation was installed.
On February 12, 2002 a new mixture control cable was installed and rigged. The tach read 3,085.7 hours. In about eight months, KSB had put roughly 185 hours on N631S - a fairly robust utilization rate for a 25 year old machine!
The DME came back from Elliot and was reinstalled on April 2, 2002 at 3,097.1 tach hours. This indicates 200 hours of use in 9 ½ months.
Then, on October 1, 2002 the logs indicate that the main gear leg fairings were replaced.
The annual inspection for 2002 was certified on December 6th at 3,165.2 hours. Aside from the usual maintenance items, the right outboard aileron hinge was replaced. In the 16 ½ months since the airplane was acquired by KSB it had flown about 265 hours.
On February 11, 2003 the logs record replacement of the left fuel cell (along with ancillary hoses and fittings). The original fuel cell had been replaced in November 1989 having served 11 years and 8 months; this cell lasted 13 years and 3 months.
Perhaps unsurprisingly, the right fuel cell quickly followed the example of its mate. On July 22, 2003 it was replaced in turn, after 13 years and 8 months in service.
For the first time since the six cylinders were reworked in late November 1999 (after 177.2 hours SMOH) a cylinder problem was dealt with in September 2003. At 3,207.6 tach hours (537.1 hours SMOH and 359.9 hours after the rework) the #6 cylinder was removed. Lindner Aviation ground the exhaust valve and seat, lapped both valves and honed the cylinder. At the same time, an overhauled muffler was installed.
N631S was enduring a period of low utilization. From the time that the #6 cylinder was reworked in April until the next annual inspection was certified on January 16, 2004, the airplane flew only 2.1 hours (at 3,209.7 tach hours)! The log entries associated with this annual are unremarkable. Compression readings of 74/70/76/70/70/70 were recorded.
During 2004, it became clear that N631S had served its purpose for KSB. They began efforts to sell the airplane.
On September 8, 2004 a compression check was accomplished. Readings of 72/74/74/72/76/72 were recorded.
On September 13, 2004 the Morey Airplane Company of Middleton, WI accomplished a pre-purchase inspection. No major airframe items were noted. A prop vibration was detected and prop balancing was therefore recommended. It was also noted that the oil dipstick was mis-marked and gave erroneous oil level readings.
In response to items noted on the pre-purchase inspection (along with additional items authorized by the prospective purchaser), on September 16, 2004 Lindner Aviation accomplished the following: the propeller was dynamically balanced; several interior lighting problems were addressed; a new vacuum pump was installed; the dipstick was re-marked in accordance with TCM SB 81-10; a few other minor discrepencies were addressed; and Corrosion-X treatment was applied to the airframe. The tach read 3,245.0 hours.
On September 27, 2004 the aircraft was purchased from KSB Aviation, LLC by by Victor Hotel Aviation, LLC of Trumbull, CT (represented by Frank Van Haste). As of this date, KSB Aviation had owned N631S for 3 years, 3 months and 12 days and had flown it for about 345 hours.
The new owner (and present writer) relocated N631S to its new home field, Igor I. Sikorsky Memorial Airport in Stratford, CT (KBDR). For the first time in its nearly 30 year life, the airplane was domiciled outside of the Midwest.
About a week after arriving on the east coast, some maintenance items were needed. On October 5, 2004 Three Wing Flying Service installed a new battery and a new roll pin in the pilot's seat height adjusting mechanism, and re-rigged the left cabin door lock.
The first annual inspection under the auspices of VHA, LLC was certified on January 26, 2005 at 3,278.3 tach hours. Among the work items accomplished in connection with the inspection were: Removal, overhaul and reinstallation of the propeller and governor (overhauled by New England Propellor); repaired the cabin heat box duct; installed a new engine carb heat valve; and installed a Westberg carb inlet air temperature gage. Engine compressions of 70/66/72/64/66/68 were recorded. 33.3 tach hours had been flown under VHA, LLC ownership, .
In May of 2005 Penn Avionics, then of Collegeville, PA, accomplished an extensive upgrade of the avionics suite. With the tach reading 3308.2 (63.2 hours under VHA, LLC ownership) the following work was done: the Northstar GPS-60, the #2 KX-155 nav/com and the associated KI-208 indicator were removed; a Garmin GNS-530 IFR approach-rated GPS/nav/com system was installed and interfaced with the existing altitude encoder, the S-TEC System 50 autopilot and the NSD-360 HSI; the #1 KX-155 nav/com with glide slope reception capability was relocated to the #2 position and interfaced with a new KI-209 indicator; a dual glide slope splitter was installed and interfaced with the HSI and the KI-209; the KA-134 audio panel was replaced with a PS Engineering PMA8000 panel; all new headphone jacks were installed; an S-TEC GPSS module was installed and interfaced with the Garmin GNS-530 and the System 50 autopilot; the KT-76A transponder was removed and replaced with a Garmin GTX-330 Mode S transponder with TIS capability; a Precise Flight low vacuum warning sensor with annunciator light was installed; and finally, the attitude indicator was removed and replaced with an overhauled exchange unit. The work package was signed off as complete on May 25.
On June 15, 2005 the PAI vertical card compass was removed (and gleefully destroyed by the writer, to ensure that it could never again be inflicted on an innocent pilot). In its place Three Wing Avionics installed and swung a SIRS Navigator silicone-damped compass.
In September of 2005 the Garmin GNS-530 display exhibited odd behavior, so on the 19th of that month Penn Avionics replaced the unit with a warranty replacement from Garmin. The tach read 3370.9 hours; since VHA, LLC acquired N631S a year had elapsed and about 125 hours had been flown.
In late November, an oil leak became noticeable. On December 1, 2005 Three Wing installed new seals in the camshaft right forward journal plug, the oil temp probe adapter and the oil cooler adapter - and the leak went away.
At this point, with N631S approaching its 29th birthday it was clear that the interior was in desperate need of renewal. The task was given to Air-Mod, Inc. of Batavia, OH (owned by Mr. Dennis Wolter). The airplane was flown to the Cincinnati area late in January - and it experienced a failure of the GNS-530 en route (in VFR conditions).
While in Ohio there would be three work packages to be accomplished: first, Cincinnati Avionics would address the en route GPS failure. Second, Kurt Schimpf of Select Aircraft Service would accomplish the annual inspection. And finally, Air-Mod would renew the interior.
On February 27th, Cincinnati Avionics logged the replacement of a failed GPS coax with new RG142 cable. (This would prove to be fortunate later when the GNS-530 was upgraded to WAAS capability.)
On March 10, 2006, Kurt Schimpf certified the annual inspection. Compressions of 74/66/68/62/68/63 were recorded.
Also on March 10, 2006, Dennis Wolter entered into the logs the record of Air-Mod's work on N631S's interior: At 3398.8 tach hours, fabricate and install new a interior after removal of lead vinyl, glue and light corrosion; chromate and insulate all inner cabin surfaces; replace armrests; install a used Cessna articulating seat in co-pilot position; remove control yokes and reinstall after powder coating; install BAS inertia reel harnesses for front seats; install new lap-belt/harness assemblies for rear seats; install a new Ashby glare shield with lighting; install gooseneck reading lamp on pilot side; install new Wemac fresh air vents for rear seat; install Selkirk extended baggage compartment kit. At this point, VHA, LLC had flown the airplane 153.8 hours in a bit more than 16 months.
In July of 2005, a Garmin GPS-396 portable GPS unit was acquired in order to bring XM Weather data into N631S's cockpit. To complete this job, on July 18, 2005 Three Wing installed an in-line fuse for the cigar lighter in accordance with AD 79-08-03. The cigar lighter had previously been rendered inoperative to comply with the same AD.
Late in September 2006, in honor of N631S's second anniversary with VHA, LLC, the Corrosion-X treatment was repeated. (This is vital in a maritime climate.) Also, the normally routine biennial pitot-static recertification was done - but this time it was not so routine! The altimeter passed after replacement of a worn tee fitting; the static system passed after replacement of minor worn fittings; the transponder passed after replacement of RG58 coaxial cable with low-loss RG400 cable and relocation of the DME antenna to the location of an old unused aft antenna (probably the old LORAN antenna). The now-unused forward antenna was removed to eliminate interference with the transponder. Tach time was 3461.0 hours; VHA, LLC had flown the airplane 216 hours.
At the start of February, 2007 the nose gear oleo strut collapsed at the tie-down! Three Wing repaired the strut. So far as we know, the failed seals were original and had lasted nearly 30 years.
An annual inspection was accomplished and certified on March 9, 2007. This proved to be a costly and painful experience! On the avionics side a couple of minor items were addressed - the cracked DME antenna was replaced with the antenna previously removed (in September); and the display module of the KX-155 (which was dropping pixels) was replaced.
The engine required replacement of the push rod seals for the #4 and #6 cylinders. Compressions of 68/59/66/64/70/64 were recorded (with the minimum acceptable per the applicable TCM SB equal to 49) at 828.6 hours SMOH.
The work on the airframe, while not major, was extensive and expensive (perhaps befitting a 30 year old machine). The work package wound up including: securing the loose glare-shield; repainting the engine mount and fabricating and installing stainless steel heat shields; repainting the main landing gear strut fairings; assorted repairs to the main gear fairings; replace left main gear tire; re-rig the aileron control cables; reposition and re-rig the trim servo control cabling; rebuild and reinstall the fuel strainer; repair smoking rivets at the left elevator counterweight; replace the rudder stop t-clips; and repair the engine cowl oil filler door. The annual inspection was certified on March 9, 2007 at 3500.1 tach hours - 255 hours after the aircraft was acquired by VHA, LLC.
On May 10, 2007 Penn Avionics logged the upgrade of the Garmin GNS-530 to WAAS capability. The unit became a GNS-530W. The log entry notes that the existing GA-56 GPS antenna was replaced with a GA-35 WAAS antenna. The RG142 cable installed by Cincinnati Avionics in February 2006 proved satisfactory. At the same time, Penn Avionics installed a Garmin power/data cable to interface the GPS-396 portable with the GNS-530W. The panel-mount unit now provides both power and flight plan information to the portable.
In June of 2007, the original parking brake mechanism failed when a tube fractured. The writer disassembled the mechanism and replaced the tube with a new one, using the original handle, roll pin and cable. The work was accomplished under the supervision to Tony diNuzzo of Three Wing Aviation and logged on June 9, 2007.
Also in June, the aircraft experienced an in-flight alternator failure. The alternator was original equipment and failed after 30 years and over 3,500 hours. An overhauled alternator was purchased from Aerotech of Louisville Inc. and installed on June 22, 2007.
During practice instrument approaches early in October of 2007 the Century/Edo-Aire NSD-360 HSI began to exhibit excessive inaccuracy and precession. And so the unit was removed from the panel and sent to Mid-Continent Instruments in Wichita, KS for evaluation. The HSI had been installed in December of 1990 (almost 17 years earlier) and had operated for about 1,300 hours. Mid-Continent found the unit to have all meters sticky and all gimbals stiff. They replaced bearings and an internal filter, cleaned and balanced the gimbals, calibrated the capsule, cleaned all of the meter stops and reassembled and tested the instrument. Three Wing Avionics logged the reinstallation on October 11, 2007.
The airplane returned to Three Wing late in November for an oil change and for installation of an upgraded engine analyzer. The installed GEM 602 analog-only unit was removed and a new EDM-700 unit from JP Instruments was installed. This unit offers digital readouts for all CHT's and EGT's as well as data logging and download capability. It features improved leaning algorithms and readouts.
The installed EGT and CHT probes were retained and reused (with the expectation that the CHT probes would be replaced at the forthcoming annual inspection).
While the engine monitor was being replaced, the shop also replaced the original master switch. The old switch had exhibited some intermittant behavior and inspection revealed that at some point a diode had been removed from one of the switch contacts. Three Wing installed a new master switch (with the appropriate diode).
While accomplishing the oil change, the A&P noted that the pilot side yoke was loose. He discovered several mismatched screws and a damaged Helicoil and corrected these conditions.
On 22 December 2007 the writer attempted to start the airplane -- but the prop turned very sluggishly and the voltage meter showed only about 10.5v. A new battery seemed to be in order. So, Three Wing built up a Gill G-35 battery on the 28th and installed it at the tiedown on the 29th of December. The tach read 3574.6. The old battery had been in the aircraft for 3 years, 2 months and 24 days and for 316.8 flight hours.
Late in January 2008 a planned flight had to be aborted when roughness in the #6 cylinder could not be cleared during runup. Three Wing Flying Services removed the plugs from the #6 cylinder and found the lower plug to be badly fouled. The plugs were cleaned, tested and reinstalled and the associated spark plug leads were tested and found good.
In the process of addressing the spark plug issue, it was discovered that the top aft cylinder hold-down stud was broken. The cylinder was removed and the broken stud was replaced (using the old nut, which was retrieved from the lower cowl). The #6 cylinder was visually inspected while it was open and appeared to be in excellent condition.
In the process of addressing the broken stud issue, it was discovered that the left exhaust stack and engine muffler had deteriorated and required repair. These components were removed and sent to Dawley Aviation in Burlington, WI. There, the beaded end of the stack was replaced and the flange resurfaced. Also, the flame tube cones in the muffler were replaced. The repaired components were reinstalled by Three Wing.
While the airplane was at Three Wing to address these issues, the avionics shop applied the latest software upgrade to the GNS-530W. Unfortunately, the unit's display backlight failed when this was done. Garmin sent a loaner unit that was installed while the failed unit was sent back for repair. The manufacturer replaced a photocell and repaired an inverter board, then returned the unit for reinstallation -- which was accomplished on 15 February 2008.
N631S was delivered once again to Three Wing on 24 March 2008 for its annual inspection. This proved far less traumatic than the previous year's event.
In addition to the normal inspection and service items, this annual saw replacement of an intercylinder baffle support, two cowl shock mounts and the nose gear tire and one main gear tire. (The tires were replaced with quality retreads.) All brake linings were replaced, as was the right brake disk. Some additional fiberglass repairs were needed for the nose wheel fairing.
The engine compressions were 64/59/60/63/68/65 (on a day when the minimum accepable value was 48). Since four spark plugs were judged to have reached the end of their service lives, and mindful of the fouling problem experienced in January, the decision was made to replace the six bottom plugs with Autolite URHB32S fine wire plugs. These plugs are widely perceived as being resistant to fouling.
The 2008 Annual Inspection was signed off on 2 April 2008.
After several months of uneventful flying, N631S returned to Three Wing for an oil change and to address some minor issues. The TTSN going into the hangar was 3620.9 hours. The plan was (1) accomplish an oil change; (2) accomplish biennial treatment with CorrosionX; (3) replace the Avionics Bus Cutout Relay (that was identified as having an unacceptably high voltage drop during the most recent annual); (4) determine the necessary corrective actions in response to Unison Service Bulletin SB08-3 reporting excessive carbon brush wear in Slick 6300 series magnetos.
The oil change and CorrosionX treatment were accomplished, and the cutout relay was replaced. At the same time the altimeter, static system, altitude encoder and transponder were given their biennial check per FAR's 91.411 and 91.413. All tests were passed.
In the event, we concluded that the left magneto (which was installed new during the 2006 annual inspection) fell into the range of applicability of the Unison S/B. The mag was removed and disassembled, and some abnormal wear of the brush was noted. The unit was reassembled with a new (PMA'd) contact assembly, brush and spring assembly and capacitor, and reinstalled.
While timing the reinstalled magneto, the IA noticed what he regarded as excessive end play in the propeller blades. Initially the shop thought that it would be necessary to remove the prop and return it to the propeller shop so that the end play could be shimmed out. But, a bit of research disclosed a McCauley service letter that indicated the amount of free play was marginal and that corrective action was not urgent. We decided (after consulting with New England Propeller) to return the airplane to service and to meet the propeller repairman at Goodspeed Airport (42N) so that the shimming could be accomplished in the field.
Accordingly, on 11 September 2008, the writer flew N631S to 42N, where the propeller repairman removed the spinner, re-shimmed the blades, and reinstalled the spinner.
The airplane had a quiet year, from a maintenance perspective, between the 2008 and 2009 annuals. There was a routine oil and filter change on 25 November 2008; and on 11 February 2009 the bulb for the aft navigation light was replaced.
From November 2008 forward, N631S acquired a new home airport. It's owner of record, VHA, LLC, relocated to Alexandria, VA and the airplanes new domecile was Potomac Airfield (KVKX), in Friendly, MD. At this location the airplane gains the benefit of a hangar of its own. However, due to the owner's business interests in Connecticut, N631S is regularly to be found on a tiedown at Sikorsky Memorial (KBDR).
The annual inspection for 2009 was again accomplished by Three Wing Flying Services; it was signed of by the IA, Mike Gavaghan, on 27 March at 3,682.9 tach hours. Among the work items accomplished were replacement of the ELT battery; replacement of one nose wheel bearing; and replacement of the expander boot in the carburator air inlet duct. As required by AD, the seat rails were inspected and the pilot side rails were found to have worn to the point where the reinspection period is now 100 hours or at annual inspection, whichever is first. The copilot side rails continue to require annual inspection.
The engine was at 1,011.4 hours since major overhaul. The oil and filter were changed, with no unusual matter noted in the filter media. The compressions were satisfactory: #1 - 66; #2 - 63; #3 - 66; #4 - 64; #5 - 67; #6 - 68.
The right magneto was past due for its 500 hour inspection so it was removed and torn down. The points, capacitor and impulse coupling were replaced with new parts and the mag was reinstalled and timed.
The propeller was inspected and signed off after minor dressing and paint.
Two items deferred from the Annual were accomplished late in May '09 at Tach = 3720.4. Three Wing installed the auxiliary seat stop provided by Cessna. This modification provides a backup to the normal seat latching mechanism, ensuring that the pilot's seat cannnot slide back in an uncontrolled manner when the aircraft rotates for takeoff. The mod is provided at no cost by Cessna (as SK210-174A), but on N631S it required relocation of the fire extinguisher from the pilot's seat frame to the copilot's seat frame -- at additional cost.
While the seat stop was being installed, some minor corrosion was removed from the exterior fuselage aft bottom skin (near the battery box drain). The area was treated with alumiprep and alodined, primed and painted.
In mid-June an oil change was accomplished at Tach = 3736.1. No foreign matter was found in the oil filter media and the spectrometric analysis of the used oil was unremarkable.
At the end of June at a run-up, the carb heat was noted to be inoperative. Three Wing investigated and found that the carb heat valve was not fixed to its actuation shaft. They repaired the condition. At the same time, based on a squawk noting that the electric trim system yoke switch was sticking, they pulled and collared the breaker for the electric trim and placarded the system "INOP", pending acquisition of a replacement switch. Tach time was 3745.7.
At the end of July '09, with the Tach reading 3769.9, the pilot's push-to-talk (PTT) switch failed. Dave Laborde at Three Wing Avionics disassembled the yoke and found a rat's nest of wiring in dire need of clean-up. He removed a lot of old wiring and installed a new multi-conductor retract cable to service the (new) PTT switch, the autopilot disconnect switches, the electric trim switch and the map light rheostat. The rheostat was replaced at the same time.
In early August a fuel leak caused blue stains on the nose gear fairing. On investigation, the carburatoe float valve was found not to be sealing correctly. So, on August 13th Three Wing removed the carburetor and installed in ti a new float kit. The carb was reassembled and reinstalled.
While the airplane was in the shop for that task, an oil and filter change was accomplished and the pilot side seat rails were inspected. The latter were found to be good for another 100 hours or until the next annual.
In late September a couple of electrical issues needed attention. The landing light switch was behaving unreliably and the battery was weak. So, on September 24th Tony diNuzzo of Three Wing installed new landing light and taxi light switches and a new diode assembly (one of the two paired diodes in the bridge between the landing taxi light switches had failed). And on October 2nd, Pete Meyers of Three Wing installed a new Gill G-35 battery.
12 October 2009 was a very interesting day. Soon after departing KVKX for an IFR flight (in VMC) the vacuum pump failed. After return to base, A&P Mechanic Phil Mclanahan installed a new Rapco RA216CW vacuum pump. The failed pump had been installed in September 2004 and had accumulated about 575 hours in service.
On 31 October 2009 the owner/operator accomplished an oil and filter change.
During preflight inspection on a very cold morning, 18 December 2009,the N631S's nav lights refused to light. And so Skip David of Three Wing installed a new nav light switch.
Nothing additional happened until N631S was entrusted to Three Wing for its 2010 Annual Inspection. Mike Gavaghan would be the IA. In addition to the normal service items (oil change, inspect and re-pack wheel bearings, service tires, etc., etc.) the following issues were addressed:
The annual inspection was signed of by the IA on 1 April 2010, and the aircraft was test flown and returned to service without incident.
As of 5 April 2010, the tach read 3,877.4 hours. VHA, LLC has put 643.6 hours on the aircraft in about 66 months. The engine is at 1,205.9 hours SMOH. There are 1,040.1 hours on the re-worked cylinders (except for #6 which was reworked 681.0 hours ago).
To be continued...
This page last edited: 2/13/2010
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