SOLD

C-GEYQ , previously owned by YOW Aviation
Visitors:

Hello. Until 2005 we owned C-GEYQ - a 1976 Cessna 177B Cardinal (as of July 02, 2005, 3322.5 TT, 930.9 SMOH (July 10 1998), 1801.9 SPOH (April15, 1997)), and a CYRP hangar

We had C-GEYQ equipped quite well:
IFR certified, Garmin GNS430 GPS (Sept 26 2000), King KX170B, Dual ILS, Garmin GTX327 digital transponder (October 1, 2004), 4-place intercom, KMA20 audio panel, King KR85 ADF

Aircraft Interior redone (June 02, 2002), Paint 8/10, Tanis Heater for Winter preheat,

This aircraft had $30,000 in state-of-the-art avionics replacements, $8000 in new interior refurbishing, and $3500 in new instruments and lighting since 2000. It was fllown by a COPA pilot and TC inspectors on several occasions, A better Cardinal did not exist in the Ottawa area.

Aircraft Photos:

Exterior photo (jpeg) Interior photo (jpeg) Wide access doors (jpeg) Baggage Compartment (jpeg) Avionics (jpeg) Panel (jpeg)

Additional Photos (Trips & Miscellaneous):

C-GEYQ at Danville (jpeg) C-GEYQ from COPA C182 (jpeg) JQ with C-GEYQ (jpeg) Winter scene Ron and JQ (jpeg)

Tiedowns for aircraft (jpeg), Trailer Hitch Towbar for towing the aircraft (jpeg), Ladder (for wing fuel inspection) (jpeg), Maintenance kit (jpeg)

Extra Equipment :

Installed in the panel was an Electric horizon - belonged to JQ, (one of the four aircraft partners). Installed for about $2500 in the year 2000. This horizon was installed because single engine aircraft of this vintage have only one vacuum source, and an electric horizon is the best insurance for IFR without an installed autopilot. Note that vacuum pumps fail about once every 400 hours I am told.

Electric Horizon (jpeg)

The GNS430 GPS requires a GPS update every 28 days to remain certified for IFR. This is the data writer that John used to keep the GNS430 current.

Jeppesen Skybound USB data writer (jpeg)

Hangar that was owned was:

Unit #11 at Carp (CYRP) T-Hangar #2
This hangar is a T-cell hangar purchased in August 2003 with a 20-year transferable lease:

Hangar Exterior (jpeg) Hangar Interior (jpeg) Hangar Building (jpeg)

The owners of the hangar (YOW Aviation partners), had equipped the hangar with :

The ramp leading up to the hangar is profiled to drain snow and rain away. As anyone knows who has done it, pushing an aircraft uphill (especially in Winter), can be a chore, particularly if the pilot is alone. At first we did what everyone else does, we installed a hand-operated boat-winch, but we soon tired of the winding. Therefore I decided to have a bit of fun and installed a worm-drive winch, driven by my partner's furnace motor, and I have built a relay control box and arranged a photo-electric eye to shut the winch off when the aircraft tail breaks the beam. Perfect positioning every time, and no more cursing at the aircraft while slipping on an icy ramp. It was even equipped with an X10 remote control, which also doubled as the remote for the heater and lighting in the hangar.

Winch for winter and single-pilot movements (jpeg) (Installed cost was around $500)

I was also proud of our phone-in heating system. As operators of air-cooled aircraft engines are aware, the starting of these engines requires preheat when the temperature goes below 0 degrees Celsius (32 Fahrenheit). Normally that would mean a trip out to the hangar a few hours before the anticipated flight, to plug in the aircraft. If the weather craps out in the meantime, you have to go out to the hangar again to unplug the aircraft heater. This could mean a couple hours of driving in the middle of the night (for some early morning departures). The solution I figured, was a phone-in heater control - which I built. (I had the airport install phone lines, when they built the hangar). To keep the cost of the phone-line down as low as possible - I connected 7 other hangars up, and the other aircraft owners help share the cost of the line whch works out to about $9 per month.

The way the system worked is this: When you want to go flying you phone up the hangar, the remote control answers. You enter the password, wait for the acknowledgement, and tell the system which aircraft you want to warm and whether the heater is to go on or off, then hang up It was simple to use and no more extra trips before flying. We just phoned ahead and the aircraft was toasty warm and waiting when we showed up to go flying. If we cancelled flying we would just phone up and shut off the heater again.

Phone-in remote-activated heater control, for winter preheat (jpeg) (Installed cost of the system was about $1000)

About YOW Aviation:

We were a partnership of four people (Terry, John, Ron and Mike) that had as a group -owned the aircraft from 1978-2005. The group members drifted in over the years replacing predecessors - all except for one member. One of the four partners (Terry), was in the partnership since the aircraft was bought from a doctor in 1978 who had bought the aircraft new. Terry can recall the entire history of the aircraft - in detail.
We sold the aircraft because most of us are getting older, one of us gave up flying entirely, one was hankering after a experimental floatplane, one needed to replenish his bank account and the last of the four (Mike), went along with the majority opinion.
All of us have a lot of memories wrapped up in this aircraft - none less so than Terry who owned it the longest. We tried to make it the best GA aircraft that we could afford - and we weren't stingy about equipping it or maintaining it - compared to the average aircraft in Ottawa. Good luck to the new owners!