To ease the strain of starting an engine in frigid tempera- tures, I do a few things. First, I invested in the best engine preheating system money could buy, utilizing my rule that if the cost to upgrade from the cheapest to the best prod- uct available is three figures or less, I just do it. Like most systems, my Reiff preheater has a heating element on the oil pan…but it also has a metal band mounted around each cylinder to heat the entire engine evenly. This also prevents the introduction of piping-hot oil into ice-cold cylinders during start-up. Similarly, I make a point of storing quarts of oil at home in a warm kitchen cabinet. This way, you’re adding nice warm oil into the engine if you need to add a quart. If your significant other complains about 20W-50 next to the corn flakes, simply put the situation into perspective by point- ing out how you could be building an entire experimental aircraft at home but choose instead to hangar a prebuilt ex- ample at the airport for their convenience. On the evening before each winter flight, I’ll drive out to the airport to plug in the preheater. Yes, there are de- vices to remotely activate such systems via a cellphone or Wi-Fi signal, but I take the opportunity to inspect both the airplane and runway. More than once, I’ve discovered an abysmal snow plowing job, mechanical issue, or some other problem that would have resulted in a canceled flight the following morning. With a properly cared for and warmed-up engine, my next concern is my proficiency, particularly as a relatively new tailwheel pilot. Just as it’s bad to let your engine sit un- used for extended periods, the same goes for your skills. With a typical Monday through Friday 9-to-5 schedule, the lack of daylight in the northern states this time of year ef- fectively limits flying to only Saturday and Sunday. From there, low ceilings or high winds only have to occur a few times to thoroughly ruin a month of flying. It’s a balancing act. On one hand, you want to respect your personal limits when you’re beginning to get rusty. On the other hand, pushing your limits a bit on a less-than- perfect day might give you the mental reset you need to sharpen your skills and regain some confidence. This will better prepare you to get through the next long period of
poor weather and no flying. It’s always good to go up with an instructor from time to time. If faced with a marginal day with, for example, winds outside of your personal limits, it might be a great oppor- tunity to go up for a lesson, giving you the mental and me- chanical reboot necessary to get through another few weeks on the ground. Jason Mcdowell is a private pilot and Cessna 170 owner based in Madison, Wisconsin. He enjoys researching obscure aviation history and serves a. He can be found on Instagram as @cessnateur.
I make a point of storing quarts of oil at home in a warm kitchen cabinet.
6 Aircraft For Sale | March 2024
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