Pilot Products

Icom IC-A4

Less is often more, and that applies to the IC-A4, Icom's entrant into the miniature handheld transceiver market. It is the primary competitor of Yaesu's new Aviator Pro handheld, which entered the market a few months after the Icom model. Neither radio offers navigation capabilities.

Because Pilot had just reviewed the Yaesu radio (see " Pilot Products: Yaesu VXA-100 handhelds," January Pilot), a comparison with the Aviator Pro is unavoidable. Yaesu has more bells and whistles — a book of preprogrammed frequencies, for example; civilian weather channels; and 50 memory channels, compared to the Icom's 19. The Icom, on the other hand, is simpler to operate, precisely because it has fewer features. Considering that a handheld may stay in the flight bag for weeks or months between uses, intuitive operation becomes more important than a fistful of features, especially when the chips are down requiring the use of a handheld.

Neither radio has a squelch knob — there just isn't room on the case. Both require button pushing to set squelch, but the Icom wins the ease-of-operation test. Hold down the SQL button and push the up or down arrows. You can almost remember that between uses. While on the subject of squelch, the Icom's reception was crystal clear from the beginning of another aircraft's transmission, while the Yaesu sometimes clipped off a portion of the pilot's first word, depending on the power and quality of the aircraft radio calling. The Icom does have a much appreciated BNC antenna connector, making it simple to connect the radio to an aircraft's external antenna, while the Yaesu requires an adapter that is sold separately.

First the radio was handed to a new private pilot, the same one who served as guest reviewer for the Yaesu Aviator Pro. Returning from a weekend flight, she pronounced the Icom IC-A4 "better" because it transmitted and received more clearly.

Then the Icom was given a flight test in a Cessna 172 and got "loud and clear" reports from the local FBO while 15 nautical miles away. But to be fair, the Icom needed the same flight test that the Yaesu model had received in a Bonanza cockpit that is not generous about allowing transmissions to escape. Tests were conducted over the same terrain and at the same altitude. The 3.7-watt Icom transmitter was "loud and clear" from more than 30 nm away from the station, only failing to get through when the distance was increased to 40 nm. The Yaesu had managed only 10 nm with a five-watt transmitter. Both radios have headset adapters, and a headset was used with the Yaesu. But the adapter cable, which comes standard with the IC-A4, somehow got lost during the test, and reception was evaluated over the roar in the cockpit. The general message got through, although a word was missed here and there.

Both radios have backlit displays. Frankly, the Yaesu's lighting system wins as the one we'd most like to be caught with in an electrical failure.

One final note: As handheld radios become lighter and the flight bag becomes easier to carry, the radio antenna becomes more noticeable, since it is longer than the radio itself. That, however, is a problem of physics and wavelength. To be exactly the right frequency, the antenna for an aviation-band radio should actually be 20 to 30 inches long. Instead, that length of wire is coiled inside a smaller case, which is now about as short as it can be without sacrificing quality.

The Icom IC-A4 retails for $299, compared to the more fully featured Yaesu Aviator Pro's $369. But the Yaesu wins the weight contest, coming in just one-tenth of a pound lighter than the Icom. For information, contact Icom America, 2380 116th Avenue Northeast, Bellevue, Washington 98004; telephone 425/450-6088 or 425/454-8155, or visit the Web site ( www.icomamerica.com). — Alton K. Marsh

Those Remarkable Mooneys

Larry Ball is probably best known for his seminal works on Beech products; indeed, Those Incomparable Bonanzas is a veritable touchstone for technical and historical single-marque coverage. Ball has jumped ship with his latest installment to cover the history of Mooney aircraft, in particular the M20.

Ball's work in the industry through the 1970s gives him excellent perspective on market forces and the occasionally good-natured competition among airframe manufacturers. In Those Remarkable Mooneys, Ball takes the design back to Al Mooney's first commercially successful design, the Culver Cadet. This low-wing, two-place taildragger would later help to mold the single-seat M18 Mite and the still-with-us M20.

Ball also weaves an interesting history of the ownership of Mooney Aircraft and its effects on the product. Seems this story never ends, as Mooney changes hands every few years, whether it needs to or not.

But Ball is in something of a Mark McGwire position — how do you follow up one of the best works of its time? Mooneys has little of the tremendously useful year-by-year chronicle that makes Those Incomparable Bonanzas so beneficial to shoppers and historians alike. Perhaps it's because Ball had ready access to the information in Bonanzas rather than having to dig through a convoluted history to find the golden tidbits — hard to tell. Those Remarkable Mooneys spends more time on background and the company structure and less on the airplanes. And yet thanks to Ball's conversational style, it's still a good read. For more information, contact Ball Publications, 7517 Palais Court, Indianapolis, Indiana 46278; 317/872-2586. Price $39.95. — Marc E. Cook

Mattituck overhaul videos

For many aircraft owners, the major engine overhaul is fraught with unanswered questions and unexpected expenses. That's often true, but the actual overhaul of the engine is straightforward — our air-cooled engines are shamelessly simple in nature. This simplicity is adeptly conveyed in a series of videos by Mattituck Aviation mechanics Phil Haponic and Todd Johnson. Along with Skyward Tech, they've completed four 30-minute videos detailing the assembly of aircraft engines during the overhaul. Included in the series are the Lycoming O-320, O-360, and IO-360 engines as well as the Continental O-200.

These videos do not purport to teach you everything that you need to know to overhaul an engine — good thing, because that's a syllabus that would run several videotapes. Instead, the Mattituck rebuilders show you the major components and the basics of reassembly. It's a journey through the major overhaul that'll give you an insight into the workings of your engine.

Builders of experimental airplanes, who are allowed to do their own overhauls and to whom this video appears to be aimed, will come up short on tips and procedures. For example, the video makes mention of lubricating most components prior to buildup but fails to mention with what. Similarly, there are too many places in the film where the mere mention of a torque specification would keep would-be re-builders from going to the engine overhaul manual again and again. Also, in the introduction, the video recommends overhauling the engine at the manufacturer's recommended TBO in hours or calendar time or if it is "consuming oil": that's fine as far as the boilerplate goes, but some engines will safely run past TBO, while others seldom hit that mark without major work.

Perhaps the best use of this series is to make regular aircraft owners more conversant with the engine internals. If you've ever wondered why it cost so much in labor to replace your Lycoming's oil pump gears, for example, the answer will be obvious by the end of the video.

The Mattituck videos are $24.95 each through Aircraft Spruce and Specialty, 225 Airport Circle, Corona, California 91720; 800/824-1930. — MEC

Briefly Noted

Skybolt Aeromotive now offers composite replacement cowls for Cessna 172, 180, 182, and 185 airplanes. The parts manufacturer approved (PMA) carbon-fiber cowls are of the same design, shape, and weight as the original Cessna cowls so any individual piece of the cowling will affix to an existing original part. For pricing and information call 800/223-1963 or e-mail [email protected]. — Peter A. Bedell

Sporty's Pilot Shop now offers two-place portable oxygen systems complete with either two masks or two cannulas, regulator, hoses, fittings, and a padded carrying bag. Cylinder sizes range from six to 24 cubic feet. Prices start at $450. For more information call 800/SPORTYS. — PAB

Knots 2U recently introduced its Slimline Strobe Kit for Beech models 33, 36, 55, 56, and 58 Bonanza and Barons. The Slimline strobe replaces the fairing and rotating beacon used on the top of the vertical stabilizer of these aircraft with a smaller fairing and strobe light. The fairing is made of fiberglass and should not crack as the original plastic parts tend to do. The Slimline Strobe Kit can also relocate the roof-mounted strobe on some Model 33s to the top of the vertical stabilizer where it is more visible. Knots 2U claims that the package is more attractive, provides more light, and reduces drag. The kit comes complete with a choice of strobe lenses and power supplies. Prices start at $425. For more information contact Knots 2U at 414/763-6152; or visit the Web site ( www.knots2u.com). — PAB

AirPlan is a good attempt at rock-bottom flight planning software by Razor's Edge Software. The $49 program lacks most of the bells and whistles of more expensive programs, but new features are constantly in development. Airport updates may depend in part on submissions from customers. To learn more about the program write Razor's Edge Software, Post Office Box 170055, Boise, Idaho 83717, or visit the Web site ( www.razorsedgesoft.com). — AKM

Ordinary baseball caps with buttons on the top can bother pilots who wear headsets for hours on end. To remedy this, Sporty's Pilot Shop is offering custom embroidered baseball caps that have no button on top (below). The cotton hats are offered in various color combinations and can be em-broidered with words, logos, and aircraft silhouettes. Caps list for $17.95 but volume discounts are offered. Call 800/SPORTYS. — PAB

Unless otherwise stated, products listed herein have not been evaluated by AOPA Pilot editors. AOPA assumes no responsibility for products or services listed or for claims or actions by manufacturers or vendors. However, members unable to get satisfaction regarding products listed should advise AOPA. To submit products for evaluation, contact: New Products Editor, AOPA Pilot, 421 Aviation Way, Frederick, Maryland 21701; telephone 301/695-2350.