N13HK Maintenance Items
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N13HK Maintenence Items
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Items to be looked at during annual inspection
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Item #PrioritySquawkDescriptionAdded By:Comments from MembersAction to be taken:
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1Turn Coordinator INOPNeeded for IFRMike O
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2HighCyl #2 / Rough L MagDuring runup left magneto often runs very rough. Cyl #2 EGT falls to zero when this is occurring. Excessive clearing procedures eventually cause it to come good but often only after 15 minutes or so of hard runup. Possibly linked to Item #3? Someone mentioned it could be in the wiring and not the spark plug at all. Recommend wiring lead / harness be looked atMike O
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3Fuel Mixture calibrated too rich?Even at sea level, engine often runs smoother when leaned about a half inch then it does when full rich. Engine seems not willing to idle with carb heat on and mixture full rich. Roughness in traffic pattern often cured by leaning mixture a bit. Also, see Item #2, could be contributing to excessive fowling of plug in Cyl #2. Is it possible Cyl #2 is getting more fuel than the other cylinders and is the sole cause of the roughness?Mike ORead online that it is common for cardinals to need some leaning after takeoff and that by design they are calibrated a bit rich. - Mike O
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Possibly related, but the fuel burn seems to be much higher than it should. My last flight averaged out to about 13 gal/hour!!
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4Transponder intermittant?Members report that transponder sometimes goes intermittant. Possibly not secured in radio stack correctly?Mike OOberhettinger: I've run into this with other planes, and it's commonly a corroded connector to ground.
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5Pilot's windowSmall window detached from crank, cannot be opened/closedMike O
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6Pitot-static inspectionAre we due for one?David O
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7Fuel tanksOn long flights with the fuel selector on Both, the fuel in the left tank appears almost exhaused before it begins to draw from the right tank.David O3 hour flight last weekend, both tanks drained but left drained more. Just read that the fuel tank vents can contribute to this if they are not identical length or if there is any stoppage. Trick is to blow into them during preflight to rid them of any fuel backup and clear them out- Mike O
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If you keep it in both, the tanks will not drain evenly. It's in the POH. It recommends switching tanks. I usually switch every 30 minutes -BryanK
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8Vacuum SystemSuction gauge consistantly reading high on both primary and alternate vacuum. Gauge doesn't have a green arc so need to double check in POH but assuming normal Cessna acceptable vacuum range is 4.5 - 5.5. Both systems have been indicating near 6 on the gauge during runup and falls to nil at idle.Mike O
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9CHTsCHT's get very high on climb, Usually cylinder #4. It shouldn't get much higher than 400. Shallower cliimbs, less power and full mixture helps keep it lower during this stage of flight.Bryan KOberhettinger: This is a known Cardinal problem. Improvements made to the 3HK baffles in 2014 have brought some improvement.
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10Mixture Control sticks at ICOSeems like excessive force is requried to move the mixture control from ICO to rich before engine start.Mike OConcur. Mixture knob needs looking at. BryanK
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11LowInteriorIs there anything no-cost / low cost we could do to spruce up the interior? Namely crumbling plastic panels etc.Mike ONo/low cost in aviation? :) That said, I have looked into it. There is a website, planeplastics.com, that sells plastic airplane parts. Would love to address this in the future. -BryanK
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12LowWindow clarityIs it possible some type of self-appiled compound could clear up the side & rear windows at all?Mike ORear window needs replacing. http://www.glapinc.com/Cessna/c-177.htm. Again, would love to address this in the future. -BryanK

Oberhettinger: I used the Sylvania kit to remove the haze from my Infiniti headlamps; worked like a charm, but Jim Deas warned that on 3HK it might weaken the rear window. He said that there may be a procedure that an A&P could perform though.
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