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Dalton,

Absolutely yes.

Check with your mechanic regarding application and getting the stuff where it needs to go.

Warmest regards,
Rick

Whatever you say, Fish. Whatever you say.

I live 90 miles from the Atlantic and highly recommend it. Nothing kills a plane like corrosion.

Yes an application of ACF-50 would be highly recommend, especially if you want to follow Cessna's Service Bulletin regarding corrosion. ACF-50 is applied using equipment first designed for Ziebart rust proofing of cars. There is a pressure gun that is supplied with 70 to 80 psi air. There are several interchangeable metal wands that can be attached to the gun. These 6 to 8 foot wands are inserted through the wing tip and used to "fog" the insides spaces. Inspection plates are usually opened and a cloud or mist of material will roll out of the openings. It kind of looks like smoke coming out of the openings. Other applicators consist of shorter wands and flexible tube wands. A 150 will take about 2 quarts of the material. It will creep out of seams and especially the seams on top of your wing. ACF-50 also lubricates your cables. The material gets sprayed throughout interior spaces using specially designed metal wands to produce an atomized or fog of the material. There are several YouTube videos of how to apply the material.

What Barney said.

During the years I flew in Central America, ACF-50 was the gold standard for corrosion prevention, a serious issue there. To an extent it will get rid of some corrosion that already exists, although it's one of those benefits that can happen but you shouldn't necessarily count on.

What is the difference between ACF50 and CorrosionX??

I'll bet that driving in the stakes can be a challenge . . .

Tied down on the coast and having ridden out one superstorm and one small hurricane at KUUU - Newport while tied down outside......

I'm going to beg to differ with Hung and Ron's recommended equipment. IMHO the open ended hooks are a weak point in tying down. If the plane DOES get slightly slack in he ropes there is a chance the hooks can disengage (usually from the ground) as the ropes vibrate in high wind.

Either tie a knot or use closed style carabineer type hooks that if they go slack - cannot disengage.

Nylon cargo straps that have had any time in the sun - no-no when the going gets tough. The stitching is often UV rotted and fails.

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Make sure you control lock the elevators in the dive position. (People who don't have a control lock sometimes use the seat belt which puts the elevators in a climb position.) The dive position makes sure the plane tries to keep her nose down in a headwind and in a tail wind it depresses the tail and stops the wind getting under it and flipping the plane over on its nose. I've seen this happen in near hurricane strength wind. In a tail wind - the elevators went to climb, the load on the tail tie down got too great and the rope failed - the plane was on her nose wheel before a few of us caught it and pulled the tail back down.

For really strong winds you can also tie the nose down - a loop around the crankshaft behind the propeller may not be good for the shaft seal in the long term - but for riding out a hurricane - is the lesser of two evils. To get 4 spots on the ground to tie to - you need to get greedy and straddle the plane across two tie down spots. Or get creative with a taut chain across the wing tie downs and middle the plane over them.

In near hurricane winds - rudder and aileron gust locks are a must to reduce chattering and wear. I've seen bellcrank pivot bolts fail because of chattering.

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Getting the plane turned into wind if at all possible will reduce wracking on the empennage that can twist it if the plane is secure in its ropes. As the wind veers as the front passes - it can take all hands to manhandle the plane into the new wind direction - if you want to try it!

Next time we are rigged for hurricanes at Newport I'll take some pictures!

We had our 150 tied down outside for a few years. I used the double half hitch, rudder gust lock and control wheel lock. I positioned the airplane so the wing tie down rings were slightly "behind" the ground anchors, then used the tail tied down rope to pull the airplane back slightly and slightly tension the wing tie downs. The result was the wing tie downs were slightly angled. We had thunderstorm winds a few times up to 60 mph or so. I am not a big fan of chains or metal ends. I prefer just good nylon rope so the tie downs can give a little. I always ran out to the airport (only 3 miles from home) anytime thunderstorms were forecast to make sure everything was in good shape. I am glad to be in a hangar except when I have to write the rent check every month .

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