Davis Aviation Services - We are your aircraft engine repair specialists! We specialize in aircraft engine repairs and overhaul for Cessna Aircraft, Cessna 180, Cessna 182, Cessna 185, Cessna 188, Cessna 206, Cessna T206, Cessna 207, Cessna T207, and Cessna 210. Aviation engines, Lycoming, Teledyne, Continental, Cessna, Beechcraft, RAM, Aviadesign, Berl D'Shannon, Davis Aviation, C&S Industries, GAMI, Atlantic Aero & experimental aircraft engine repair.
Contact Davis Aviation
About Davis Aviation
Press Releases
Cessna 185
Cessna 188
Cessna 206
Cessna T206
Cessna 207
Cessna T207
Cessna 210
Engine Mounts
Prop Only Conversions
Distribution And Installations
STC Engineering And Production Services
Aircraft For Sale
Aircraft Gallery
Home  >>  Testimonials 
Testimonials Testimonials
Language Translation


On this page you will find testimonials from just a few of Davis Aviation Services, Inc's, many satisfied customers from locations all over the world.

Our customer testimonials are scanned copies of the actual letters that we have received on our products or services. Our customer testimonails have been formatted in Adobe Acrobat's PDF format. You will need the Adobe Acrobat Reader, provided by Adobe free of charge, to view our customer testimonials. You can download Adobe's Acrobat Reader by clicking HERE.


Get Acrobat Reader!


Please select from the aircraft model below to view the testimonials for that specific aircraft model.

At the present time, all testimonials are in the english language.

Cessna 185 Testimonials


The following techniques produce the best speed, the lowest fuel flow and coolest operating temperatures in my airplane.  (I had similar results with the original IO520, though speeds were at least 5 mph lower).  I fly wide-open-throttle (WOT) and lean-of-peak (LOP), even for short flights at low altitudes.


At takeoff, use full throttle and full rpm (2700), full rich mixture (should indicate at least 27gph fuel flow).  Cowl flaps wide open.  Maintain during initial climb, about 500’ to 1000’.

After initial climb, establish about 120mph; leave throttle wide open, reduce rpm’s to about 2400, then quickly reduce fuel flow to about 14.5gpm (LOP), close cowl flaps (leave open on warm days, say above 70 degrees).  Again, leave throttle wide open. 

Once at cruise altitude and speed, close cowl flaps and monitor EGT’s and CHT’s.  If EGT’s approach the limits I have established for my plane, lean slightly; if EGT’s and CHT’s are below limits, enrich mixture slightly.  I will say it again, throttle should be wide open.  (I know, I thought the same thing, but it works).

About a minute prior to setting up approach I fully open the cowl flaps to begin cooling the engine.  Then, just prior to reducing throttle, I close the cowl flaps.  I reduce power, leaving rpm’s and mixture at cruise settings until final approach speed is established, then prop control and mixture control go full forward.  This allows the engine to cool slowly, with no “shock cooling”.

EGT limits: I run 50 degrees below peak EGT when LOP (peaks as determined when running the GAMI lean test).  No. 1 cylinder runs the hottest, and peaks at 1420F, so I use 1370F as the EGT limit….all the other EGT’s are well below their limits, the spread is usually 90F according to the UBG-16.  (GAMI suggests no more than 100F spread).

CHT limits:   I use 380F as the limit for CHT’s.  In LOP cruise CHT’s will be about 340F, and 4 cylinders will often be within 1 or 2 degrees of each other; all are within 10F or 15F of each other.  If CHT’s get close to 380F lean a bit and/or open cowl flaps.

EGT’s and CHT’s will rise dramatically if the throttle is reduced, even a little bit, from WOT; I have found this helpful in keeping the CHT’s above 300F during cold winter flying, but I always fly WOT otherwise.

On 3450 floats I cruise at 140-145mph, flow 14.3-14.6gph.

On wheels I cruise at 170mph with the same fuel flow.

Several local friends with 185’s have learned to fly this technique and all have experienced similar results.  GAMI injectors will keep the engine running smooth while running LOP; 6-probe digital EGT and CHT are a must.  I resisted the digital fuel flow for a few years, but now I realize it is also a must for accurate fine tuning (my analog fuel flow gauge reads at least 1 gph high); in addition, I know precisely how much usable fuel I have in the tanks.

About once a year I say to myself “this is too good to be true”; I pull the power back to 24 square, the plane slows about 8mph, I open the cowl flaps to keep temps within limits, and fuel flow goes up 1.5gph.

A good resource for the theory behind LOP operation is available in John Deakin’s articles on “Pelicans Perch”, available through a link on avweb.com (in addition to his tales about flying a Spitfire, how to manage engines on a Super Connie, gear-up landing a 747, FL30 in his Bonanza……).

GAMI will readily answer questions as you gather operating data for your engine.

Cessna 188 Testimonials

Hello Donna and team....
This is the newest Davis Truck now flying in Brazil with a Padle Blade Prop.
This  morning we made delivery to Solag Aviaçao Agricola, this is his second Davis Truck.
Thanks for one more year of business and all the CONTE AERO family would like to say HAPPY NEY YEAR to DAVIS AVIATION.


Cessna 206 Testimonials

Testimonials Not Yet Available On Website.

Please check back as this page will be updated.

Cessna T206 Testimonials

Testimonials Not Yet Available On Website.

Please check back as this page will be updated.

Cessna 207 Testimonials

Testimonials Not Yet Available On Website.

Please check back as this page will be updated.

Cessna T207 Testimonials

Testimonials Not Yet Available On Website.

Please check back as this page will be updated.

Cessna 210 Testimonials

Testimonials Not Yet Available On Website.

Please check back as this page will be updated.

Copyright 2005-2019 Davis Aviation Services Inc., Hough & Wood Technology Group, & Ken Hough All Rights Reserved. Login