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A few testimonials from or past and current customers!

- Donald Chaimberlain


I’ve known Carlus Gann for nearly ten years, he’s done two major engine overhauls and has managed the avionics and A&P needs of my aircraft flawlessly. I initially had a high time Cessna 210-L Centurion. 


While it had “good bones” when a good friend and I purchased it in 2005, it needed a bit of TLC to keep it in the air. Gann Aviation was always accommodating and timely in providing the unexpected special needs of a high time airplane. When it was time to do a major engine overhaul, Gann Aviation was our only choice for what developed into a complete firewall forward overhaul and a complete interior restoration. Five-Six-Xray felt and flew like a new airplane, and Gann Aviation made good on the darn few minor issues thereafter in a more than timely fashion. 


After four years of sharing the Centurion I stepped up to single ownership of a low time A-36 Bonanza. It was a nearly complete airplane that satisfied my personal mission needs and Gann Aviation assisted me in establishing a formal relationship with Darryl White - another Gann Aviation devotee - who counseled me through the dizzying search and purchase process that resulted in the acquisition of Bonanza Three-Five-Four-Bravo-Charle. A 1,600 hour 1989 A-36. My wish listed included a minor panel upgrade (panel mounted Garmin 696) that Gann Aviation completed well under the promised time and exactly on budget. 


Perhaps of more significance, Carlus milked out nearly 300 hours of safe flying before Carlus pulled the IO-550 and did one of his regionally famous firewall forward Gann Aviation "NASCAR modification" major overhaul. Carlus said he needed eight weeks and presented me with a realistic estimate. I spent a lot of time in LaFayette Georgia keeping tract of the progress and never felt as though I was a bother or that I was not welcome. 


While Four-Bravo-Charlie was three months short of needing it’s annual, Rick Cason completed the few requirements not accomplished throughout the overhaul and kept me flying my refreshed Hotrod Bonanza without the anticipated downtime for the annual. The coached me through the break in period and gave me just enough professional advice to insure that my “Bo” would continue to give me many hours of reliable flying. The single nagging problem was a tiny fuel line leak that remained elusive for long time; however, Rick & Carlus stayed on it and when it was ultimately tracked down, it was fixed immediately. 


Gann Aviation continues to exceed my expectations in the quality and timeliness in caring for my Bonanza. I wish I could say that their service has been different since I “stepped” up to a Bonanza, but I cannot. Gann Aviation remains the most approachable, friendly and timely aviation shop I’ve ever worked with. They get it done on time and at prices that I can afford, without surprises. For me and my aircraft, there is no other aviation facility other than Gann Aviation.


Donald H. Chamberlain, M.D.

N721AC (1998 American Champion Super Decathlon)

N354BC (1989 Beechcraft A-36 Bonanza) 

- Rick Geneva


I wanted to give you some feedback on your engine job.  As it turns out the performance mods on my engine are proving to be a bit more than expected.  I'm already at 130 hours since May.


Initially I wasn't super thrilled based on the speed and climb rate gains for the amount I paid. But that was based on initial period of not pushing it too hard, at lower altitudes.  For example at 6000' I only gained about 4 knots, at a cost of burning 1 GPH more.  However, the "book speed" at 75% power says 131 knots. I normally get about 139 now, burning about 10 - 11 gph.  So not too bad.


This engine really shows it's value at higher altitudes.  Today I did a test flight at 16,500 feet.  A B-24R Sierra isn't even supposed to get up that high, according to specs. But I was still climbing 250 fpm.  Not only that but I was getting 138 knots TAS / 135 ground speed.  According to the POH - well, never mind - the POH doesn't go that high.  But I can extrapolate from the charts that a "stock" model should only do like 116 knots, and would stop climbing somewhere around 16,000.  I actually had power to spare, and have no doubt I can make it to 18,000+ if I need to.   


I have been referring your shop to a other Sierra owners. You'll probably get a few inquiries soon. 

- Tim Winters


So, it was a beautiful day to fly here today.  I had nowhere to go but wanted to fly.  The new engine has over 75 hours on it...well broken in by now...and I knew I've been getting better airspeeds than before the OH but had never checked to see exactly how much better.  So I thought I'd go check it out today.


At both of the below listed altitudes the engine was almost WOT (backed off just enough to close the "enrichment function"), leaned until rough, enrichened until smooth.  Density altitude was pretty close to actual this morning.


1958, C182A





23/2300 (73%), 12.5 gph, OAT = 8dC.







TAS = 136





21/2350 (68%), 11.7 gph, OAT = 9dC.







TAS = 134



These speeds are at least 4kts faster than the speeds I saw with my old engine...even after installing the flap gap seals.


The book speeds at these settings are:


5500' = 135kts


7500' = 133.5kts


And we all know that book speeds of this era were produced by the marketing department and not the engineering department.


I'll take 'em!


Timmy likes his new engine with Carlus' attention to detail and Seth's tricked cylinders.  


Thanks guys!


And I'm sure I can squeeze a few more knots out of it by:


1. Repair my "cowl intake to air filter" seal to obtain more "ram air" and thus (hopefully) increasing the MP a bit.  Right now the seal is completely missing.


2. Play with the induction system.  Right now I have about 100dF spread in EGT.  I played with my induction system on the last engine until it was regularly down in the teens...on a good day in the single digits.  Amazing for an O-470.


3. Have the plane re-rigged.  I've been wanting to do this for a few years now.

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