The JULY 2020 TWIN CESSNA Flyer

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sm The Twin Cessna Flyer Wolter, owner of Air Mod Inc., one of the P.O. Box 12453 4 FROM THE EDITOR Charlotte, NC 28220 most experienced and respected interior Phone: 1-877-977-3246 Webinars, seminars, Crusader fly-in, Email: [email protected] Twin Cessna accidents, insurance shops in the nation. Website: www.twincessna.org survey, amazing changes, In this The Twin Cessna Flyer Magazine is the official publication of the The Twin Issue, and more. FLY LIKE A PRO - TEN sm 22 Cessna Flyer owners organization, TIPS P.O. Box 12453 Charlotte, NC 28220. Membership dues are $85 annually THORNTON 310 - YOU- Airline flying is safer than general ($130 international), which includes a 8 free subscription to The Twin Cessna TUBE “310 PILOT” aviation flying by many orders of Flyer magazine. You likely know of Kevin Thornton magnitude. Why is that? Member Jason The Twin Cessna Flyer is not affiliated with or sponsored by Textron as YouTube’s “310 Pilot.” In spite of Beall tells us how he has incorporated Aviation or the Cessna Aircraft Com- standardized professional flying pany. his fame, he’s just one of us with a great 310 that he loves and continues procedures into flying his 310 and why Twin Cessna owners and operators are encouraged to submit articles and to upgrade. The latest upgrade is the he thinks it has made his flying safer. We pictures for publication. Once submit- ted, the articles and pictures become new paint scheme showcased on the all should do the same. the property of The Twin Cessna Flyersm and cannot be returned. The cover. act of making a submission for publica- READERS WRITE tion is an express warranty that the 26 submitted material does not infringe on INTERIOR Wing locker lights, tip tank pumps, the rights or copyrights of others. 14 RENOVATIONS - PT. 1 wing rebuilding, corrosion repair, nose Published articles may include opinions or specific recommendations on aircraft Interior renovations are simple, fenders, brake lines, stall warning horn maintenance or operational practices. adjustment, and more. These opinions and recommendations right? Just rip out the old and put in are solely those of the article author the new. If only it were so. There is and not necessarily those of The Twin Cessna Flyersm. The Twin Cessna Flyersm much more to replacing the interior CLASSIFIED ADS does not endorse any practice that 32 would be in violation of FAA regulations of a Twin Cessna, especially given or the aircraft POH/AFM. the age of our fleet. This is the first 36 UPCOMING SEMINAR Nothing appearing in The Twin INFORMATION Cessna Flyersm may be reproduced article in a series written by Dennis or distributed without the express permission of the publisher.

The twin cessna flyer advisory GROUP Larry A. Ball - New Haven, IN Anthony R. Saxton - Defiance, OH

Cover and related article photos provided by Kevin Thornton. Editing assistance provided by Rose Comaduran. Copyright 2020 The Twin Cessna Flyersm. All rights reserved. THE TWIN CESSNA FLYER • JULY 2020 | 3

from the editor

by Bob Thomason, Editor

WEBINARS restaurant on the field. It’s also the home of Howard Aviation, a shop used by many of our members in the area. Fall Seminars We have conducted three webinars already this season: The seminar content is the same at all 1) September 24 - 27, 2020 seminars. There is more “show-and-tell” Defiance, OH (KDFI) • Recent Twin Cessna ADs and at the Defiance seminar, however, due to Service Bulletins conducted by Tony the abundance of parts and airplanes in 2) November 5 - 8, 2020 Saxton, our Director of Technical the nearby hangars. Be sure to join us at La Verne, CA (KPOC) Support. one of these events. It will be some of the best money you ever spend in aviation. • Avionics Upgrades for Twin Cessnas See page 36 for details by Garmin and Mayday Avionics You can register online on our website (www.twincessna.org), or just send me • Low Workload Approaches and Landings by Tom Turner, Executive an email at [email protected]. Director of the ABS Safety Foundation. CRUSADER FLY-IN

Links to recordings of each of these On Saturday, May 29 member Tim can be found on our website: www. Applegate hosted a T303 Crusader twincessna.org. fly-in at his home field in Morris, IL (C09). Four Crusaders flew in: two from We hope to have at least several more Oklahoma, one from North Carolina webinars and will communicate them (me), and one from Minnesota. Counting Fly-in host Tim Applegate and his T303. to you via email. Also be sure to take Tim’s 303, that was five — just under 10 percent of the registered fleet in the US! advantage of the many webinars We put together a short video of Two others who planned to fly in had to conducted by the avionics companies, the event that’s accessible from our cancel. AOPA, and EAA. homepage: www.twincessna.org. Check it out. SEMINAR UPDATE We had a great time. Each of us spent a few minutes standing in front of our This was the perfect type of fly-in airplane and telling the rest of the group We don’t know what the virus situation for this COVID environment — small why we had bought it, what upgrades will be in the fall, but we are assuming enough to minimize our exposure to we’d done, and any issues we’d dealt the best and have two Twin Cessna each other and abide by local rules. If with. Tim cooked us brats and burgers Systems and Engine seminars planned. any of you want to host a similar Twin for lunch and we watched the Falcon Registration is now open for both. Cessna event at your airport, contact me. 9 rocket launch on the big screen TV We’ll help get the word out. September 24 - 27, we will make the in Tim’s man-cave/hangar. Also in the group hangar were a brand new TBM annual trek to scenic Defiance, OH, and TWIN CESSNA meet at TAS Aviation - the Twin Cessna 940 and several cool cars including a ACCIDENTS - MAY shop owned by our Director of Technical pristine1967 Corvette and a beautifully Support, Tony Saxton. So in addition restored 1948 Triumph 1800 Roadster Each month, we list the NTSB to the class, there will be a hangar full with a rumble seat. It was Guy Heaven. information on Twin Cessna accidents of Twin Cessnas in various stages of for the latest available month, along disassembly that we can look at. TAS with the any Probable Cause releases for always rolls out the red carpet for us that month. Note that accidents are not by providing us lunch and selecting our always listed in the month they occur dinner locations. but are sometimes delayed. We’ll publish the information when the NTSB releases Then on November 5 - 8, we’ll convene it. There were no new accidents reported in Southern California at Brackett in May and only one Probable Cause. Field in La Verne, CA (KPOC). This is a new location for us, but I’ve flown With superb weather as a backdrop, Wayne Probable Causes: here several times and it’s an easy, Brutger tells our fly-in group about his conveniently-located airport with a Crusader. Accident Date: 9/5/19 4 | TWINCESSNA.ORG Aircraft: 1972 Cessna 310Q N7673Q • Only a very small group experienced experienced insurance premium Location: Tahlequah, OK increases of greater than 30%. increases but the reasons are not clear Severity: Non-fatal • Aircraft type (pressurized or from the survey data. What we are Probable Cause: The total loss of right unpressurized) did not have much seeing is the general tightening of the engine power due to fuel starvation and impact, although 421 owners aviation insurance market due to recent the pilot’s improper fuel management. saw a slightly greater increase in losses (and not just GA losses). You’ve Comments: The pilot ran both main premiums than did owners of other no doubt read about this in AOPA Pilot, tanks dry on final approach. He switched models. FLYING and other publications. It hurts, to the aux tanks but was unable to and it hurts the most vulnerable the restart the engines and landed short in a • Age may be a factor in premium most — that is older pilots and those field. He was 84 years old. increases but it is not the driving with low total time or low time in type. factor. The market is expected to remain tight INSURANCE SURVEY In other words, many of us have (continued on next page) On May 21 I sent out an email to all members (one reason to make sure we have your email address) with a link to the results of an insurance survey done by the EAA Type Club Coalition (TCC) of which The Twin Cessna Flyer is a founding member. Over 200 of our members completed this survey, along with hundreds of aircraft owners belonging to other GA Type Clubs. The goals of the survey were to determine:

1. How much are insurance rates rising?

2. How much does a pilot’s age affect the rate increases?

3. Does the type of Twin Cessna flown, pressured or non, have an impact?

4. Does pilot training or license type (Private, ATP, etc.) have an impact?

“What we are seeing is the general tightening of the aviation insuruance market, and it hurts older pilots and those with low time the most.

There is a link to the full survey results on our home page at: www.twincessna. org, but here is a summary of the data for our group only (Twin Cessna owners):

• A little over a third of TTCF members who responded experienced either no changes in premiums, or even a decline.

• A slightly larger group experienced increases of up to 30%. THE TWIN CESSNA FLYER • JULY 2020 | 5 FROM THE EDITOR (continued from previous page) for another year or two. Then, hopefully, through to dispatch to release the we should return to more normal McSpadden concludes that, in knowing flight and now with cell phones it’s conditions. this data, we pilots have it within our easy. Looking back to the old days power to help lower insurance rates by: with little support while in remote In the meantime, the one thing all of areas of the world, it was amazing us should do is to “market ourselves” 1. Committing to establish and we got the job done safely! to the insurance companies. The first reinforce our procedures for making step in marketing yourself is to create sure our landing gear is down and I can’t argue with any of these advances a powerful resume that focuses on your locked prior to landing. and like the writer, I sometimes marvel flying during the past year. How much how we “got the job done” in the old did you fly? Insurance companies like 2. Pledging not to perform any cockpit days! pilots who fly a lot — at least 100 tasks while taxiing - none. hours a year. How much did you IN THIS ISSUE train? The more the better — go well 3. Landing on speed. Be exactly on beyond the minimum. If you attended speed over the threshold. Thornton 310 - YouTube Pilot: I had a TTCF Seminar, include a copy of been wanting to do this article for a the certificate and the course agenda. I would add to item #1 that Twin long time, but due to Kevin’s YouTube Did you complete an IPC even though Cessna pilots whose airplanes have popularity, he was in high demand. you didn’t need one? Include that. List electro-mechanical landing gear MUST You’ve no doubt read articles in other the AOPA safety videos you watched have their landing gear rigged PER aviation publications about the “310 and the online FAA courses you took. THE PROCEDURE in the Cessna Pilot.” In our magazine, we focus as In other words, blow them away with Maintenance Manual every year or much on the airplane as the person, so your commitment to safety and do it in Annual inspection, whichever comes when I learned Kevin was having his writing. first. Our fleet suffers from inordinate 310 painted, I made him promise me we number of gear incidents because many could produce an article as soon as he The above approach often works but owners do not properly rig their landing was finished. He agreed. if you hit a wall, have your broker gear. We need to do better at this. negotiate. Some older pilots have had Kevin loves to fly and he loves his 310. success by promising to get First Class AMAZING CHANGES His beautiful wife, Jamie, certainly medicals every six months and to attend RESPONSE helps his YouTube channel’s popularity, simulator training twice a year. Instead, but I think it is their joy of flying and some have promised to get six hours of Last month I wrote about the their family adventures that compel dual instruction in their airplane. You improvement in weather forecasting as people to watch. Many of us have been get the idea. These kind of actions are the most amazing change I’ve seen in flying a long time and we take for about our only options in the current my 50-plus years of flying. I got a couple granted how general aviation flying can environment, other than self-insuring or of responses like this one from member enhance one’s life. For those who are not only flying with another qualified pilot. Rich Lytle: pilots, watching Kevin and his family We will continue to monitor the market take a trip in his 310 like normal people and stay in close touch with other type I have been flying since 1964 and would take in their car simply blows clubs on this issue. have about 22,000 hours. I agree their minds. They didn’t know it was with you that computerized weather possible. Richard McSpadden Executive Director forecasting is a vast improvement of the AOPA Air Safety Institute, was but I’d also add a couple of items Where do you start in describing how scheduled to speak at our 2020 Fly-In that I consider ties for first place: cool it is? The fact that three hours in Convention that was cancelled due to your car will get you to another part of the coronavirus. He had an excellent 1) TCAS has saved me several times your state where three hours in a 310 column in the June Issue of AOPA Pilot from possible mid-air disasters. With can get you a quarter of the way across entitled “Costly Mistakes.” In it he ADS-B, traffic avoidance gear is the country? Or that flying your own discusses the types of GA accidents that now affordable for most pilots. airplane means no security lines and are driving up insurance rates. In order, cramped airline seats but instead a brief they are: 1) Gear up landings and gear 2) GPS satellite navigation has been visit to a luxurious FBO on each end collapses, 2) Loss of directional control another huge development. In the with red carpet service? Most people are on the ground, including ground loops, Navy we used “SLOP & PLOP” completely unaware that such a world 3) Hard landings and 4) Prop strikes. back in the 60s - 80s, sun line-of- exists and Kevin introduces it to them. position (LOP) crossed with pressure The sensational fatal crashes that kill pattern (green worm) LOPs for a fix, As for his airplane, check it out. It is one all on board and sometimes people on that was barely accurate within 25 gorgeous 310. He and Jamie call it their the ground certainly cost the insurance miles! “Forever Airplane.” Right now they companies, but the more numerous, don’t ever envision selling it, although small claims related to the above factors 3) Finally, I’d add the cell phone. with three young boys I’m betting that wind up costing them much more. We always had a problem getting could change - but not before Kevin

6 | TWINCESSNA.ORG does some other upgrades. One of the accidents, so I applaud Dennis’s efforts. engine airplane that, once they make the reasons experienced pilots like Kevin’s switch, they will need to change the way videos is because they can learn about Why would someone pay up to $60,000 they fly. They will need to learn to fly his upgrades, which have recently for a new interior when one that looks like the pros. That means lots of formal included an S-TEC 3100 autopilot and almost as good can be had for less than training, including simulator training, an Avidyne IFD 540. There is something half that price? Some people just want and the adoption of standard operating in Kevin’s videos for everyone. If you the best. Others recognize, that while procedures. No more “kick the tires and have not yet checked out his channel, go they will never get all their money back light the fires” and seat-of-the-pants to YouTube and search for “310 Pilot.” when selling, they’ll likely get more of it flying. Twin Cessnas need to be flown than with a cheap interior - particularly precisely and by the numbers. Interior Renovations - Part 1: This from a knowledgable buyer. Personally, article is the first in a multi-part series I would pay a high premium for a Twin This is the point that Jason emphasizes, on Twin Cessna interior renovations. I Cessna with an Air Mod interior, just and he gives ideas on where to start. You have seen a lot of Twin Cessna interiors, like I would pay more for an airplane don’t have to be a pro to fly like a pro, many of them amazing. But the best maintained by TAS Aviation or DFW and that’s a goal we should all strive for I’ve ever seen were done by Air Mod, Aeromechanix, for example. whether we are paid to fly or not. Inc. in Batavia, OH. (See August 2018 issue for a profile of the company.) I’m In this introductory article, Dennis Until next month, fly safely! guessing most interior shops think their writes about why he’s writing this series job is to make the airplanes look good. and gives some tips for those who are In addition to that, Air Mod see their thinking about upgrading their interiors. job as restoring the entire aircraft cabin structure to like new-condition. That Fly Like a Pro - involves a big focus on what they find Ten Tips: Member after the interior is removed. In the case Jason Beall told of Twin Cessnas, that often includes a me he was inspired lot of corrosion. Think about it: in the to write this article almost 50 years your airplane’s been by reading about around, has anyone ever spilled a drink standard operating in it? Have you ever had a leaky window procedures for or door? What about all the rain and aircraft lighting humidity it has experienced? All that in the May issue’s takes a toll and many of our airplanes “From the Editor” had minimal corrosion proofing applied column. He didn’t at the factory. As we all know, Cessna mention if he flew never envisioned them lasting as long as professionally so they have. I was a little leery of getting pro- Such an intense focus on restoration flying tips from a comes at a cost, with a new Air Mod non-professional. interior costing two to three times That concern was what an ordinary run-of-the-mill shop dispelled when might charge. As you read this series I got his article. of articles by shop founder and owner Jason is clearly a Dennis Wolter, you’ll see why. It’s simply student of flying a matter of the labor required. And and has worked for Dennis, it’s a labor of love. No, he hard to make his doesn’t work for free, but he won’t do a own flying safer cheap interior. If you take your airplane by adopting some to him, you’ll get a restoration, not just a of the standard new interior. No shortcuts allowed, even operating practices if requested. used by the professionals. In That’s because Dennis is one of us. He this article he lists loves General Aviation and has been ten practices he flying and running his interior shop has adopted and since the early 1970s. His major goal recommends to is to preserve the GA fleet for the next other pilots. generation. Putting cheap, coverup interiors in our airplanes would not stop I have long told the corrosion, which if left untreated, prospective Twin will eventually cause them to be Cessna owners scrapped. We already lose more Twin who are moving Cessnas each year to corrosion than to up from a single THE TWIN CESSNA FLYER • JULY 2020 | 7

THORNTON 310 - Youtube “310 Pilot”

by Bob Thomason, TTCF Editor

OK, let’s get this out of the way. You Wow, how probably know Kevin as “310 Pilot” valuable is from his wildly popular YouTube that to general channel. If not, you’ve been living under aviation? Kevin, a rock. The week I interviewed Kevin, and other the view count for his channel passed 20 YouTubers like million! him, are helping to pass the flying The first time I watched one I torch to the understood why they are so popular. I next generation. thought, “Kevin is the modern version His viewers are of Frank Kingston Smith.” For those the people my of you not old enough to remember generation will Smith, he wrote a book in 1957, updated sell our airplanes and reprinted through the ‘70s, called to when we Weekend Pilot. The subtitle was “How hang up our After flying a Cessna 401 camera plane in one of his first flying jobs, a Philadelphia Lawyer Discovered the wings. More Kevin knew he wanted a Twin Cessna when it was time to buy his Joys of Flying and Changed His Life.” importantly, own airplane. Here it is, before getting its new paint. The book described all of his great GA their lives will Peachtree City, GA, airport. family flying adventures, highlighting be enriched by flying, as ours have been. places and trips you could only take What a gift. It was about this time Kevin was via small airplane. I read the book as introduced to Twin Cessnas. An aerial a kid and said, “I want to do that.” A Kevin made several things clear to me mapping company based at the same recent reviewer on Amazon said about about his YouTube videos. One was that airport flew its missions in a Cessna the book, “It changed my life. I stopped he never makes a flight solely for the 401 and Kevin began flying right seat being afraid of life and started living it.” purpose of creating a YouTube video. with them. “It was massive and felt like Instead, he just records every flight a jet to me,” Kevin recalled. The pilot This is what Kevin does today. He makes he and his family make, does a little got snapped up by a regional so Kevin people want to fly. He told me, “The editing, and posts it on his channel. He applied for and got the Chief Pilot job. best thing about my YouTube videos tries to put one up every Friday. If you has been hearing from people who had haven’t seen any of Kevin’s videos, just He flew the 401 for over 400 hours no previous flying experience but after search for “310 Pilot” and they will pop all over the Eastern US, down to the watching my videos went out and got up immediately. Bahamas, and even to Puerto Rico. “It their licenses.” was a great airplane and I really came to Kevin grew up in an aviation family. appreciate its capabilities,” Kevin said. He’s a third generation pilot. Kevin’s grandfather started the family tradition when he learned to fly right after World War II. Kevin’s dad was an Army helicopter pilot but already had all his civilian ratings before he began his service flying. And finally, one of Kevin’s uncles wound up being Chief Pilot for Coca-Cola, and another flew F15s.

By the time Kevin went to the University of Georgia, he had been flying with his father, a sim instructor for Delta in Atlanta, in the family Skyhawk. During his freshman year he began taking lessons at the Athens, GA, airport and got his Private. In the next few years, he switched back to the Skyhawk and got his Instrument rating and Commercial license. He got Kevin and Jamie Thornton have one of the his Multi in a beat up old Seneca I. By Kevin’s 310, and his beautiful wife Jamie, most popular aviation YouTube channels. age 19 he also had his Flight Instructor are not the only stars in his videos. His They share the joys of GA travel and rating and was instructing at the three young boys are big hits too! inspire others to learn to fly.

8 | TWINCESSNA.ORG Since his goal was to work his way up to 2016. They wanted a the airlines, this was great experience, Q or R model for the but then 9/11 happened and Kevin interior room, but the switched his sights to air traffic control. R would not fit in the hangar they had lined “Atlanta TRACON was based at up. So a search for a Peachtree City and I knew several late model 310Q began. controllers. Talking to them cinched the deal and I joined the Air Force to Two requirements were become a controller,” Kevin said. He that it be normally was stationed at Eglin Air Force Base in aspirated, to keep Florida. He continued to fly in an aero operating costs down, club there and did some instructing. and full deice to Shortly after, the Iraq war began and cope with the upper Kevin was off to Kirkuk for a tour of Midwest winters. They duty there. located a 1973 model only 20 minutes away. Kevin’s 310 had a cheap “spray-over” paint job that began to Upon his return and discharge he It had low time (400 flake when flying through rain. New paint was in order. joined the FAA and after six months hours) engines, but the at a small tower in Arizona, he was plane had been flown Once everything was mechanically assigned to Chicago O’Hare as a Tower infrequently. Kevin knew there would sound, Kevin focused on his panel. He Controller. One of the highlights of his be mechanical issues to deal with but added WAAS to his Garmin 530/430 five years there was being selected to the he was ready as this was to be his and and then installed the Insight G4 engine controller team at Oshkosh for several Jamie’s “forever airplane.” years. As a GA pilot, he loved it and was (continued on next page) exceptionally qualified. He worked every During the search, Kevin had joined position from Tower, to Fisk, and even The Twin Cessna Fond du Lac. Flyer. He began getting advice from IT’S NOT A MATTER OF After his time at the ORD tower, he the more experienced transferred to Chicago Approach and 310 owners on the “ has been there ever since — about 10 Forum and created a IF” years now. “I enjoy working Approach list of issues he knew much more than Tower,” Kevin he’d have to address. said. “It’s just more challenging and For example, the rewarding.” Chicago Approach is airplane didn’t have located in Elgin, about 25 miles west shoulder harnesses Now Available for of Chicago, and this afforded a better and wasn’t WAAS- Twin Piper Aircraft opportunity for GA flying for Kevin equipped. “Over the and his wife, Jamie, who is also an air three years I’ve owned traffic controller. They began to rent a the airplane, with the late model Saratoga but useful load was help and advice of the an issue for the long trips they liked to guys on the Forum, take. They began to think about buying I’ve been able to work an airplane. my way pretty much all the way through “From the time I laid eyes on the Cessna my entire list,” Kevin 401, I always wanted to have a 310,” said. The first item that Kevin said. “We did briefly look at popped up required Barons but the 310 is so much roomier overhauling the left and I already knew the systems so we engine fuel divider. IT’S A MATTER OF WHEN quickly settled on the 310.” This was Shortly after that, one of his props started Veteran pilots know: fly long enough and an engine slinging red dye so he loss is inevitable; and unlike your training, you won’t know it’s coming. By investing in Dual Strakes for your overhauled both props. Twin Cessna, you’ll know that you have the optimal yaw All three landing gear control you want when it does happen. struts were rebuilt. One TTCF member Strakes- The Safe Truth for a Truer Flight was a big help with parts, including an For more information visit alternator bracket and www.AircraftSTC.com two augmenter tubes. FAA & EASA APPROVED While stripped for paint, VGs were added.

THE TWIN CESSNA FLYER • JULY 2020 | 9

THORNTON 310 (continued from previous page)

And then came a even the Garmin GTN 750. It just made big upgrade with more sense to me. Plus it had additional an S-TEC 3100 features like showing the altitudes of autopilot. “The crossing fixes for approaches, and to top 3100 upgrade it off it was a cheaper option.” was huge. I’d been hand-flying Not quite finished, Kevin bought an for about a year Avidyne EX-500 from another TTCF prior because the member to give his RDR-160 weather old 400 autopilot radar a nice color display. was pitching up and really scaring While the equipment was being Jamie. The 3100 installed, all the post lights were flew perfectly removed and replaced with light rings from the day it and an LED strip mounted under the was installed and glareshield. Kevin likes the LED strip I haven’t even best. It has both white and red lighting upgraded to the and he says the red light is just perfect new version 1.3 for night flying. Kevin’s panel upgrades are a combination of Garmin and Avidyne software yet,” equipment, plus an S-TEC 3100 autopilot. Not seen is an Avidyne Kevin said. Again, Kevin’s engines, IO-470-VOs, have SkyTrack 605A traffic system. it was advice from been performing great. However he did Forum members replace all his lifters on one engine after monitor. A GTX345 transponder gave that persuaded a borescope examination revealed some him ADS-B and he installed a Garmin Kevin to go with the 3100 versus pitting. This was not a surprise based G5 attitude indicator as a backup. “I repairing his old autopilot. on the low usage by the previous owner. was so relieved to finally know I’d no Fortunately, his camshaft was in good longer be dependent on that old Cessna A visit to Sun n Fun in 2019 resulted shape. “needle and doghouse” turn and bank in more upgrades, including Avidyne indicator in the event of a vacuum or IFD 550 and 540 FMS units (slide-in Kevin’s been fixing squawks as they’ve attitude indicator failure. It bounced replacements for the Garmin 530/430), arisen, but he’s switching over to TAS around so much, using it for partial active traffic, remote transponder, and Aviation for his maintenance in January. panel flying was a huge challenge,” an audio panel. For traffic they chose This will be the first time a shop Kevin said. You can watch his YouTube the SkyTrack 605A. “We really love specializing in Twin Cessnas has worked video where he actually had a dual active traffic. It was amazing to see all on his plane. He promised a report on vacuum pump failure. the traffic that was not showing up on what they find; hopefully not much! ADS-B,” Kevin remarked. Shortly after this, his HSI failed and he His airplane does not have the side added a second G5 as an EHSI that can He also really likes his IFD 550/540. brace kit but inspections have revealed also serve as a backup attitude indicator. “I found it to be more intuitive than no cracks either. He hopes to keep it that way with careful taxiing and following the cardinal rule of avoiding high speed turns.

When Kevin bought his airplane, it had a nice “100 foot paint job.” But the airplane had not flown much the decade prior and Kevin’s been flying it a lot, and in a lot of weather. As a result, the paint started to peel and flake. “You could see the original paint underneath the peeled paint. Sometime in the past, they’d done a scratch and spay-over and it wasn’t even in the logbooks,” Kevin said. A new, proper paint job was in order.

Although based in Chicago, Kevin found that aircraft painting is less expensive The beautiful metallic silver base coat added some cost to Kevin’s paint job but the results speak for themselves! (continued on page 12)

10 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JULY 2020 | 11

Thornton 310 (continued from page 10) down south. Again Forum members made some recommendations, and Kevin chose Hawk Aircraft Services in Zephyrhills, FL. He was pleased with his decision. The price of the paint job was “in the 20s” but the metallic paint, which requires a different base coat and couple of clears coats on top, added to the cost.

One part of Kevin’s 310 that hasn’t received much attention is the interior. It’s in pretty good shape and low priority right now for Kevin and Jamie. My guess, though, is the upgrade process will continue for them. “We bought the 310 with the idea that it will be our ‘forever airplane.’ I don’t see getting rid of it until I lose my medical.” With that sort of time horizon, and the love they have for their 310, I expect we’ll see many more improvements. In fact, Kevin did make a passing comment about how it would be nice to have a pair of IO- Above and immediatley below: Kevin flies his newly-painted 310 on a photo shoot over 550s. Any bets? Lake Michigan with the Chicago skyline as a backdrop. Who could have dreamt when these airplanes were built that they’d not only still be flying today but lovingly cared for and updated to 21st century standards? Through his YouTube channel, Kevin is And then there’s Kevin’s bucket list. introducing more and more people to the world of GA flying and to our amazing Twin Well, he’s really a little too young to Cessna fleet. have one but he rattled off the list of Bottom of page: Kevin lands his 310 at his home field at Aurora, IL (KARR). places he and his family want to go. Next year they plan to fly out west as he has never flown west of the Rockies. “We also want to visit every island in the Bahamas,” he said. And of course, there’s Alaska, Canada, Mexico, and maybe beyond.

If you’re not a subscriber to his YouTube channel, this list of coming adventures might persuade you to sign up! We all owe Kevin our gratitude, support, and encouragement. Few people are doing more to share the joy and wonder of general aviation flying, and Twin Cessnas, than Kevin.

12 | TWINCESSNA.ORG

INTERIOR RENOVATIONS - PT. 1 by Dennis Wolter, Founder & Owner, AirMod Inc.

Old Airplanes, New Challenges a company of ten team members who privileged to do are dedicated to executing the highest to them. With the cancellation of this year’s quality, thorough aircraft renovations convention, Bob Thomason and I possible. As founder and manager of the Now that you discussed the possibility of having company, I have a bachelor’s degree in know a little scheduled speakers present their industrial design from the University about us, I think programs to the members in the form of Cincinnati, I am a licensed A&P and it’s time to get of articles in the magazine. By doing IA, I learned to fly in the early 1960s, back to some so, we believe this may help fill the and I hold a private license with an benefits I see in void created by the cancellation of the instrument rating with 3200+ hours in writing these IO-470 on a test stand. 2020 convention, as well as benefit both my logbook. articles. current and future association members in some valuable ways. My company is fortunate to have a First: Technical Dennis Wolter, dedicated long-term staff, some of information founder and owner Before diving into the topic at hand, I whom have been with us for 30 years. presented in of Air Mod, recently think I should introduce you to Air Mod. We specialize in ergonomic custom articles can received the 2020 Founded in 1973, Air Mod has grown to interiors, enhanced passenger restraints, enhance the FAA Maintenance ventilation purchase and Technician of the Year modifications, ownership Award. windshield and experience by glass installations, helping owners understand the many custom instrument challenges of owning a 40 or 50-year- panels, auxiliary old airplane. Knowing what is hidden fuel system behind interior panels and under floors installations, equates to better maintenance decisions, soundproofing, and protection of your investment, and safer most importantly, and more enjoyable airplanes. mitigation of aging aircraft issues, Second: Technical articles archived particularly cabin by a type club become permanent area corrosion. records that provide needed technical guidance on maintaining old airframes. All of the Think about what is contained in the technicians who maintenance manuals written 40 or 50 work on the years ago when these airplanes were airplanes have been new. These manuals lack the information through, or are needed to address the aging airplane currently enrolled issues we deal with today. in, the airframe and powerplant program Third: Asking speakers to submit at a local technical written articles that cover their college. Air Mod postponed convention topics may was chosen by motivate these technicians to write AOPA to renovate additional articles. For some, writing an the interiors of five article can be an intimidating challenge; of their sweepstakes it certainly was for me. Fortunately, I airplanes and by married a lovely and patient gal who, EAA to renovate years ago, actually paid attention in the interiors of English class. So, I write down my more than ten of thoughts, throw in a few photos, and their sweepstakes my chief editor turns my not-so-great airplanes. I can writing into a document that is actually truthfully speak understandable. (Thank you, Cynthia). for our great staff So, I guess I’m challenging my fellow when I say that we maintenance technicians to start all share a deep writing. You’ll be surprised at how easy Producing an award-winning Twin Cessna interior like this one passion for these it can be to get the hang of it. in Philip Preston’s 310L takes lots of upfront prep work to do airplanes and properly. the work we are (continued on page 16) 14 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JULY 2020 | 15

INterior renovations (continued from page 14)

Factory support for our legacy airframes critter infestation. These things take years in business.) is eroding. Older and knowledgeable the work scope well beyond just doing technicians are retiring or have passed a new interior. All this talk about old The time to save these old airplanes away, taking a very valuable information stuff points to how important I believe is now. The industry is not producing base with them to the great beyond. it is for any shop doing this kind of enough new airplanes to replace our Years ago, a truly knowledgeable and work to have a full-time licensed A&P aging fleet. So, stay tuned and we will generous Beechcraft expert and author technician on staff to evaluate and provide tips, tools, and information to named Norm Colvin once told me mitigate all of the issues. help save your airplane for the next something that really resonated with me: generation of pilots. Here’s the good “It’s not what you did on this Earth but Now it’s reality check time. There is news: a lot of the work required to what you are able to leave behind that no way to predict how long it will take address these critical issues can be really counts.” We all need to do what or how much it will cost to execute a legally performed by an owner under a it takes to maintain and preserve these thorough renovation project in an older provision in the FARs, part 43 appendix airplanes. airplane. With that said, it is important A (c). I would advise the supervision of to keep an owner informed as to what your A&P mechanic. More on this as we Back in 1973 when I started Air Mod, is found during the initial tear down, go along. Until next month, fly safe! I was able to complete a new six-place as well as to provide weekly progress interior in two weeks with the help of reports complete with photographs. An one employee and some long days. This informed customer is a happy customer. would have included all new cabin insulation, new foam, upholstered seats, I would like to close out this side panels, headliner, new carpet, introductory article with some See page 20 for photos of interior painting of cabin trim components and important rules to follow when putting issues found while prepping for a usually a not very long list of add-ons. together a good renovation plan. new interior installation. Fast forward to today with ten 1. Join your type club. The technical employees working on four to five 40+ support and communal year-old airplanes in the hangar at any activities are invaluable EXEMPLARY AIRCRAFT RENOVATION one time. It takes six to eight weeks or to the owner of a legacy SINCE 1973 longer to complete a four or six-place airplane. interior renovation. As these articles will show, the reasons for the significant 2. Get a very thorough pre- difference in time required are due to purchase inspection from aging airplane issues. Think of it, with a qualified technician the cabin stripped out and floorboards sourced through a type Setting a new standard in safety, removed, we get to see cabin systems club. Don’t buy a dog. and structure in a way they haven’t comfort, durability and been seen since the airplane rolled 3. Fly the airplane for at down the assembly line. All of the many least a year and build innovative design. things that are not seen during normal a well-researched and maintenance events are now open in sequenced renovation plain view. This can be a real reality plan for your new old check. airplane.

I have included a few photos (see page 4. Definitely visit any 20) of some fairly typical problems we shop before committing uncover as we go through the process your project to their of renovating the interior of a 40 or organization. 50-year-old Cessna twin. Of the many issues we must deal with while doing 5. Before agreeing to having this work, corrosion is definitely one a shop perform a major of the biggest. The days of simply modification to your recovering seats and side panels, airplane, ask to see the installing a new headliner and carpet in required FAA paperwork a 40+ year-old airplane are long past. to verify that the mod in question is approved Other than the big issue of corrosion, for the make, model, and factor in old soft ducting, sketchy serial number of your wiring, old fluid hoses, rusted cables, aircraft. (We have seen www.airmod.com leaking windows, lots of dirt, and some sketchy things in 47 2025 Sporty's Drive Batavia, OH 45103 513-732-6688

16 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JULY 2020 | 17

JTA is the World’s Leading Twin Cessna Sales Specialist

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THE TWIN CESSNA FLYER • | 18

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THE TWIN CESSNA FLYER • JULY 2020 | 19

what’s under your interior?

See the article begining on page 14.

Left: Typical accumulation of 40 to 50-year-old dirt.

Right: Heat deformed and cracked cabin window frame.

Left: Moisture and dirt induced corrosion.

Right: Unusable bent, torn and corroded thin aluminum cabin side panels.

Left: Using compressed air and soapy water to identify leaking windows.

Right: Loose screws left in a voltage control unit. No wonder the owner was having intermittent charging problems on the right engine.

Left: Badly deteriorated heat hose.

Right: Badly worn and weak pilot seat back mounting hole.

THE TWIN CESSNA FLYER • | 20

THE TWIN CESSNA FLYER • JULY 2020 | 21

FLY LIKE A PRO - TEN TIPS by Jason Beall, TTCF Member

I learned to fly when I was a teenager flying calling at my local airport from a ‘mom-and- “POSITIVE pop’ flight school. I went through three RATE” to indicate instructors during my Private training the aircraft is as each CFI would leave the school climbing after once they got a better-paying job flying takeoff and the bigger airplanes. No consistent set of pilot flying would procedures was ever instilled in me until then know it’s I lucked out and started training for my safe to call for instrument and commercial certificates “GEAR UP.” with a former WWII bomber pilot. I As an airline have since had the privilege to fly with company you many professional pilots and have been know that the eager to assimilate the methods they use hundreds or even to make flying safer. thousands of pilots you have My reason for sharing this article with in your ranks our group is due to one fact: the accident will be able to fly rate for GA is considerably higher than with one another it is for charter and scheduled airline because each crew operations. Why? That is up for debate, member knows Working hard to incorporate professionalism and standardation into my operating practices has made flying my 310 more enjoyable and, but I’d argue that one contributing what to expect. I believe, safer. factor is the variability of standards among Part 61 schools. Part 61 schools So why not bring — when 100 feet above MDA/DH, mainly target non-professional pilots, this standardization into GA? Even if a good wake-up call for yourself. so the techniques and procedures that a you fly by yourself, you can still orally Part 141 (career-oriented) school would announce (talk to yourself) your own There are numerous other standard teach are typically deemed unnecessary set of callouts. For example, on takeoff callouts the professionals use. Google for the average private pilot. I use the callout “FUEL FLOW GOOD, ‘Airline standard calls’ to see these AIRSPEED ALIVE” to confirm that suggestions. I firmly believe that one way to reduce my fuel flow is at red line pressure at GA accidents is to bring professionalism sea level and my airspeed indicator is 2) Passenger Briefings and standardization into the cockpit. reacting to acceleration. This way I’m Professionalism means using a set of more likely to catch a malfunction prior I’m surprised at the number of pilots guidelines to formulate decision making. to becoming airborne. I have flow with over the years who Standardization means performing a completely neglect passenger briefings. flight with a set of consistent tasks that Other callouts that can be suggested are: Even an experienced pilot-friend may are always performed in a specified have no clue how to operate the door order and with proper use of checklists. • “TAKEOFF CHECKLIST on a cabin class twin if they mainly fly If you perform the same tasks, the same COMPLETE” — just prior to a Piper Cherokee. Do you carry a fire way, at the same time EVERY flight, the takeoff roll. extinguisher and first aid kit on board? chances of making a mistake greatly Do your passengers know where they diminish. It works for the airlines. • “LANDING CHECKLIST are? How many emergency exits do you My list of ten ways to make your flying COMPLETE” — prior to starting have? You get the point. Just follow the more professional follows: descent on final approach (or just basic pattern of a cabin crew briefing after passing the final approach like you see on an airline — seat belts, 1) Standardization/Call Outs fix). emergency exit location and operation, safety equipment, etc. The airlines introduced standardized • “500 FEET BELOW/ABOVE” cockpit procedures and callouts to — when within 500 feet of your 3) Getting your IFR Clearance Before homogenize operations. This is necessary assigned altitude during climb/ Engine Start because an airline captain will fly with descent. a different co-pilot almost every trip. My understanding is that in airline By standardizing cockpit procedures • “LOCALIZER ALIVE, GLIDE operations the crew will request their everyone knows what to expect. SLOPE ALIVE” — when IFR clearance while the passengers are maneuvering for the approach, still boarding, well before push back Airline crews also use the same checklist FAF inbound. and engine start. This is so the crew and have standardized callouts. A callout example would be the pilot not • “APPROACHING MINIMUMS” (continued on page 24)

22 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JULY 2020 | 23

PRO TIPS (continued from page 22) can brief the departure and update flashing away. section about checklist simplification. In their flight computer (FMC) with any my own checklist version, I have moved amendments. In that same spirit, I like 5) Checklist Simplification and many ‘BEFORE TAKEOFF’ checks to to call clearance deliver on my cell Reorganization the ‘BEFORE STARTING ENGINES’ phone, or by radio with my engines section (Figure 1). Here is one example: shut down, around 30 minutes prior to The checklists that are in the typical ‘FLIGHT CONTROLS – FREE AND my scheduled departure. This affords Aircraft Flight Manual have the CORRECT.’ I do this before starting me a stress-free, rush-free environment same common theme; they are more engines so I can hear and feel for any to understand any changes from my a step-by-step instruction list than a defects or binding in the cables. I am in filed flight plan, make any flight plan checklist. Some checklists that are sold a calm, stress free environment at this changes in ForeFlight/panel navigator online are unnecessarily complex with point without the noise and vibration of (GPS), and most importantly brief the difficult to read text and confusing the engines. departure. layouts. I strongly suggest that if you are transitioning to a new aircraft that 7) Before Takeoff Briefing 4) Lights you use the complete manufacturer’s checklist so you can properly learn what I complete a ‘before takeoff briefing’ Next time you are flying commercially is required to observe how the ‘Big Boys’ (airlines) safely operate the operate their lights. At the gate just the aircraft. However, NAV (position) lights are on, at engine once you are start the rotating beacon comes on, and comfortable in the prior to taking the runway for takeoff aircraft you can the wing tip strobes come on. consider creating your own checklist Here is what I suggest for GA – Beacon that is more of a on prior to engine start, strobes and double-check list landing lights on when taking the than a step-by- runway for takeoff and strobes off once step cookbook. clear of the runway after landing. There is nothing more distracting and dazzling The checklist I than a small aircraft taxiing around on have created for the ground at night with wingtip strobes my 310 is very brief (shown in the BEFORE START column at left). It primarily includes the items that will Brakes...... TEST & SET embarrass or harm Preflight Inspection...... COMPLETE me. My starting Passenger Briefing...... COMPLETE engines part of the Pitot Cover...... REMOVED checklist is simply Tiedowns, chocks, towbar...... CLEAR Wing Locker Doors.....CLOSED & LOCKED a dashed line that Seats...... LOCKED states ‘CLEARED Seatbelts & Harnesses...... FASTENED FOR START’ Fuel and Oil...... CHECKED indicating I have Fuel...... ___ HOURS ON BOARD completed my Fuel Selectors...... MAINS critical before start Emergency Gear Handle...... STOWED items. In other Alternate Air...... OFF words, I don’t Trim Tabs...... SET FOR TAKEOFF list in cookbook Mixtures...... IDLE CUTOFF format all the Propellers...... HIGH RPM steps necessary to Gear Selector...... GEAR DOWN start the engines. I Flight Controls...... FREE & CORRECT already know how Circuit Breakers...... CHECKED IN (PUMPS) to do that. Electrical Equipment...... OFF Avionics Master...... OFF 6) Moving Tasks Autopilot...... OFF to ‘Before Starting Takeoff Briefing...... REVIEW the Engines’ ------CLEARED FOR START------This is a follow- on to the previous

24 | TWINCESSNA.ORG before I even start the engine. I do this by using the layout of your preferred weather is close to minimums I will try briefing out loud. By talking myself chart (Jeppesen or US Government). the approach. What I am talking about through this I prepare myself for any Speak out loud to yourself as you brief. are very low conditions, worse than issues. I specifically brief my engine Go section by section in a consistent forecast, of say 100 feet and 1/8 mile failure drill, rejected takeoff, likely manner. Check that the chart is current, visibility reported for an ILS. I’ll pass taxi route, departure clearance (if IFR), brief the approach route and altitudes, on shooting the approach and proceed to route/altitudes, and any obstacles. DH/MDA, missed approach, etc. Verify my alternate. To be truthful, in 30 years you have the correct frequencies in your of flying I have only had to do this once. 8) Choosing Airports with Longer radios and verify the GPS/VLOC switch Runways and No Obstacles is correctly set. I accomplish this task Conclusions when in the later stages of my descent. This point may be a subject of debate. If I am unsure of the exact approach, Since many members of our group are Many would argue that limiting I brief all the candidate approaches. current or retired professional pilots, airports you will fly from/to reduces The surface wind will likely limit the I’m sure they have already adapted the utility of your aircraft. I don’t approaches ATC will choose for you. their professional flying habits to flying necessarily disagree, but flying is about I’ll also add that I always try to pre- their Twin Cessnas. I hope the rest of risk management. I do occasionally fly load as many anticipated frequencies you can see the value in standardization from short runways and from airports into my VHF com radios at this point. and flying like the pros do. The common with limited options if I lose an engine. Examples include: ATIS, tower, and theme with the techniques I have However, on most trips I try to fly in/out ground frequencies. This helps reduce outlined in this article is to make your of larger airports with relatively longer the workload when flying into large procedures repetitive and consistent. runways, especially if the aircraft is at airports. Get in the habit of using the callouts a high gross weight. As an alternative, and checklists at the same point and another option is to limit weight 10) Not Flying An Instrument Approach time in each and every flight. I firmly when flying to shorter runways by not if the Airport Is Significantly Below believe this will greatly reduce the risk tankering excess amounts of fuel around Minimums of making a potentially fatal mistake. with you. I choose not to initiate an approach Happy and safe flying. 9) Approach Briefing if the weather is significantly below minimums. Why tempt fate? There Simply put, brief the approach chart is a bit of a grey area here and if the MICRO VORTEX GENERATORS • Improved Safety Micro VGs are installed on the leading edge of the wings and on tail & Characteristics surfaces and strakes are installed on the engine nacelles to help keep air attached longer at slower speeds. This reduces the Stall • Improved Controllability Speed, improves controllability, improves characteristics, creates • Eliminate Vmca a more stable instrument platform and gives better aileron response and rudder authority. • Gross Weight Increase • Zero Fuel Weight CESSNA 300 SERIES • Lower Lift Off Speed 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A • Lower Stall Speeds • Saves Tires & Brakes • 1 Day Installation • Cessna Twin Micro VG Kits CESSNA 400 SERIES $1950. to $2950. 401, A, B, 402, A, B, C, (800) 677-2370 411, 411A, 414, 414A, 421, A, B, C 4000 Airport Road, Suite D Anacortes, Washington 98221 (360) 293-8082 FAX (360) 293-5499 Vortex Generator Technology [email protected] http://www.microaero.com

THE TWIN CESSNA FLYER • JULY 2020 | 25

Readers Write

just aft of the battery. Outboard of the Marshall, yes, a number of times. This gear door, under the wing, are a couple is usually due to a failure to follow of rectangular inspection plates and if the guidance of Multi Engine Service the plates are removed you will see the Bulletin MEB02-12, titled Main Landing fuse block with the glass fuses. They Gear Torque Link Inspection, for are in something that looks like broom the proper position and part number clip holders. We find these to be loose or retainer bolts and washers for the center corroded all the time. link.

Clean it up, snug up the connection on Failure to follow this service bulletin the fuses, and install new fuses. These can result in the retaining bolt and are probably just vibrating around bushing pulling through the torque link enough to work or not, depending on assembly. The main gear wheel then moisture, temp, vibration. can rotate as you experienced. We teach about this and many similar issues in If you are working in there remember our Twin Cessna Systems Seminar. that this stuff is powered even with the IMPORTANT NOTE: Members may master off. REMOVE THE BATTERY Tony Saxton - Director of Technical submit technical questions by emailing CABLE FOR SAFETY. Support, TTCF them to [email protected]. Because accurate answers depend on Tony Saxton - Director of Technical precise information about your airplane, Support, TTCF you MUST include your aircraft model and serial number with each request in Tip Tank Pump Circuit Breaker order for us to answer your question. Tony is there a circuit breaker that 310 Wing Locker Lights Intermittent disconnect the tip tank transfer pumps — the ones that move the fuel from the Tony, thank you for the webinar, it front to the back? Which one is it? I only was great! Really got a lot out of it. I see the breakers for the aux boost pumps posted a while back on the TTCF forum and the aux transfer pumps. about my wing locker lights being intermittent on N6277Q (310Q) and got Reiner, TTCF Member a few answers on the board, but thought I would ask you guys if there is a timer Reiner, these are connected to the component to these? left and right landing light circuit breakers. In the pre-1969 models, these They work sometimes and other times pumps were added as an AD note do not....I find after I fly the airplane, (AD69-14-01), so to keep the cost of they seem to work (at least that is the installation down they were connected pattern) and both lights in both lockers to existing power wiring that was at the either work or do not work, so that is wing tip. another pattern. I have heard about the “switches” in the lockers being the After the hundreds of models that problem, but that does not make sense, were installed per the AD note, Cessna as why would both switches not work continued to build the rest of the models and then work? wired like this to preserve commonality.

Any advice you guys could offer would Tony Saxton – Director of Technical be appreciated, I hope things are picking Support, TTCF Top: The culprit - wrong sized washers and back up for you all again, all the best. improper assembly of the MLG torque link 414 MLG Incident assembly Gavin, TTCF Member Bottom: The result. Tony, attached are pictures of a gear Gavin, there are no timers in this circuit. incident I suffered recently. Have you Correct 340A Torque Tube Part # The power to these come directly from seen this type of incident before? the battery (bypass the master relay) Tony, I discovered a spiral crack in the thus the circuit is fuse protected. The Marshall, TTCF Member torque tube in the left main landing gear fuse holder and fuses are in the left wing in my Cessna 340. The first symptom

26 | TWINCESSNA.ORG was the circuit breaker popping after Vijay, I’m sorry but I’m of no help here taking off and retracting the gear. This and do not know anyone with these happened couple of times before I took capabilities. notice, then I noted that I needed to trim more than usual to keep the airplane The Twin Cessna models, unlike the from turning left. The last thing that single engine line, never had after- made me worried was the green light of factory wing jigs produced. Any jigs left main gear coming on immediately would need to be custom fabricated upon my moving the handle to lower the from individual good wings. A gear while it took normal time for right number of years ago, Cape Air (a US- to turn green. based scheduled air service with 80+ 402Cs) put out a Request For Quote I have a question that I hope you (RFQ) to accomplish the same type of can help me with, the part number is inspection and work for their entire fleet 5045010-19; which is the same for the you are asking for. I’m pretty sure they same part in the 414, are these parts go no responses. the same so that I can use a torque tube from 414? While technically possible, my feeling is that the cost, down time, and low parts Medhat, TTCF Member availability to accomplish this would far surpass simply replacing the aircraft Medhat, certainly — the same part with a newer, much lower time, 310R or number will work on the 414, 340, 310, similar. 421, and 401/402 model aircraft. Tony Saxton – Director of Technical However remember that Textron/Cessna Support released service bulletin MEB09-2 that specified that any torque tube # 5045010- 1957 310 Wing Corrosion Repair xx other than the then newly released -32 and -33 was to be replaced at 4000 Tony, I received the forwarded email, hours. It is possible that any earlier below, from the A&P performing the dash number tube that you might get annual inspection on our 1957 C310. could have more hours than that or even more than your aircraft, meaning you Please notice the attached photos. What Corrosion inside the left wing, like that shown above on a 1957 Cessna 310, is often could suffer the same failure that you are your thoughts on the indicated aggrivated by battery acid or fumes. Repair have now possibly ending in a lot worse corrosion? Thanks. is necessary and possible but may require outcome. Cessna or DER approval. Joe, TTCF Member I would consider updating to the new torque tube 5045010-33 (now superseded Joe, this is bad enough to need to a 5045012-1). These new tubes repair now. I have seen this a fair have been significantly redesigned for number of times in the past. When increased strength and there is no life it is on the left side, it is normally limit following their installation. caused by battery acid (fumes) attacking the raw steel parts Tony Saxton - Director of Technical especially this forging piece. Support, TTCF The rib end lug shown is located 1956 310 Wing Rebuild on the lower and upper ends of the rib, forming a box structure that Tony we continue to operate our 1956 transfers the engine loads from the Cessna 310 aircraft here in India. The engine beam structure through the aircraft has more than 8,000 hours wing. total flight time and since the aircraft is very old we would like somebody to I have replaced several of these recondition the wings by replacing the in the past on various models. At wing skins, rivets, etc. as required. issue here is that the part had been not available from Cessna Can you please suggest any company for some time and the vertical who has jigs for rebuilding Cessna 310 fastener holes seem to be randomly wings or who can do this job? Thanks. drilled so a used part will not always fit. Occasionally, with a Vijay, TTCF Member (continued on next page)

THE TWIN CESSNA FLYER • JULY 2020 | 27

Readers Write (continued from previous page) used part, we could line up some holes For the aircraft prior to those having Tony Saxton - Director of Technical and upsize others to get all the fasteners POHs, a version of this was delivered Support, TTCF installed. Remember that to do this type with the aircraft weight and balance of fastener mod would need a Cessna- when it left the factory. Most of the 310K Landing Gear Bellcrank Repair approval or a Designated Engineering time it is a one or two sheet document Representative (DER) approval for with moderate detail. While the fender Tony, see the attached picture. My shop deviation. is not specifically addressed in this list, is having a hard time finding parts for it is also NOT listed on the Required and repairing a bellcrank on the main While not being involved and having no Equipment side. landing gear of my Cessna 310K. idea any more of who did it, I have heard of a DER approval for this type of repair For proper documentation you can use Specifically: using CNC-made machined steel billeted the info from the later POH models as parts. a guide and simply do a log entry to 1. How do we remove the flanged “remove” optional equipment just as bushing? Tony Saxton - Director of Technical you would with other items like alcohol 2. The new bushings from Cessna are Support, TTCF props, engine oil dilution systems, old shorter than the original bushings. factory installed Narco Mark 12 radio What is the correct part? Nose Fender - Optional Equipment equipment, etc. 3. The new spacer from Cessna is too short. What do we do? Tony, I was reading an article you wrote Tony Saxton – Director of Technical on nose wheel fenders in which you said Support, TTCF Thanks. the fender was optional equipment. The parts manual does not say optional and 414A Brake Line Repair William, TTCF Member the TCDS does not say optional. Where is it officially stated that the fender is Tony, I found a leaking RH brake line in optional equipment? my 414A. It is in what I call the second line after the parking break valve. It Ken, TTCF Member is where the line crosses over center cabin, and goes under the co-pilots Ken, this information is in the seat, very nearly under the co-pilots air Equipment List found in the POH conditioner evaporator. in Section 6, “Weight and Balance.” These lists are Section A “Required I guess, after many years, the water Equipment” and Section B “Standard condensate from the AC corroded the and Optional Equipment.” You will brake line. I would like to ask your find the nose fender in Section B under advice about how to replace it. Are there “Furnishings” along with such items as any tricks or tips? Access is limited, Replacing the MLG landing gear bushings ash trays, relief tube, stereo tape system, and I see that there also are two clamps requires some specialized parts and etc. to hold the line down. Not sure I can techniques. The Cessna directions and part even get my hands in there… let alone a numbers are inadequate. wrench. I think it is Cessna part number -5100106-159. Cessna wants $245 for it. William, these parts have long been a problem in many of the Cessna model Thanks for your help. Parts Catalogues.

John, TTCF Member The flange bushings called #S1004- 17B are shorter than the originally John, I see this with some frequency. installed bushings. Cessna never had any There is no need to buy the line; simply direction for using these bearings in lieu fabricate one using the standard of the longer original, so you are like, techniques described in AC43.13-1B Hmmm… by flaring and installing 5052-O-1/4” aluminum tubing. You can splice in a What I have done is use the #NAS77-6- section using an “AN” union if needed. 088 bushings which are dimensionally You may need to unrivet this section the same as the #S1004-17B but are of the cabin floor panel to gain access. .935” long. Occasionally two of these These are all held in with Ardex installed are a tiny bit too long so simply Nose fenders are optional equipment and can be legally removed. This is often style pull rivets that are mostly non- face the non-flanged end on a lathe advisable as they are prone to bending and structural. to match the length of the removed can interfer with landing gear retraction. bushings.

28 | TWINCESSNA.ORG To remove the bushing, you will require is a Weldon 8150B. It’s available from damaging it beyond further use. CJ Aviation, Preferred Airparts, and Quality Aircraft Accessories to name a Use a 7/16” bottoming tap and thread it few. into the one side of the bushing until it is almost halfway through. Support the It is in the wing and is accessed from bellcrank around the outer edge of the the inspection plates in the wing bushing flange with a tube (maybe even leading edge, just inboard of the fuel a fully broached deep socket) and, in the selector valve (first two out from the other end, slide a 3/8” bolt or shaft up nacelle). The aux tank must be empty to against the end of the tap. Put the entire remove pump, and the flow direction (in thing in a small press (even a large vise and out) must be correct. And remember will work), it helps to have two people to NEVER activate the pump until some here to hold all the parts and press the fuel is in the tank. tap with the bushing out. Tony Saxton – Director of Technical If you have any hard-to-see gauges like Press slowly and if it’s really stuck, Support, TTCF the ammeter in this 310, make sure you it sometime helps to use a heat gun include them in your scan and understand to warmup the bellcrank/bushing 310L Fuel Selector Leakage how they work. area. Press the new bushings in — never hammer them — as they are soft and will Tony, my left auxiliary bladder tank peen over. automatically filled to the brim My event happened a long time ago, overnight and the fuel appears to have before GPS. I lost all my radios while No help on the #HRBH5ES. These are migrated from the same side main tank. I was in IMC on an NDB approach in my prices as well and, as far as I can tell, What could be going on here? Vermont! On procedure turn lost , all the are produced for Cessna only. I just had radios went dead expect for the Loran a conversation with an owner the other This does not appear to be the result of (remained on — don’t know why), and I day and told him that many aircraft fuel volume expansion, as the tank had was able to complete approach and land manufacturers tend to design first, and approximately 15 gallons prior to this using the Loran. then build parts to meet the design. To happening. keep pricing down it is better to design But here is the point I would like to around standard parts that have a lot of Could a failed open vapor check valve make: on my 310N , the gauge was in variable applications, but this is seldom cause this issue? front of the prop levers and difficult done, and this is one case of that. to see. I had been taught that when Wayne, TTCF Member checking the alternators, one would Tony Saxton – Director of Technical always show a higher charge than the Support, TTCF Wayne, your fuel selector valve is other — they would not be even. That leaking internally. The higher mounted was always true with mine, but my 340A Aux Inline Fuel Pump tip tank drains through and then leak gauge had a screw that could be used down into the aux tank and overfills it. to adjust to zero charge. Every time I Tony, I emailed you earlier with some Try shutting the selector valve to the checked alternators I had a positive questions about my fuel pumps. I did OFF position during sitting. charge. Since the gauge was hard to see more reading to educate myself, and now because of its position, I never looked I understand that the “auxiliary pump” If the vapor return check valve is at it to check for charge when it was which is also the boost pump that is leaking, it will leak back to the engine shut down, only when everything was attached to the main tank has nothing driven fuel pump and literally flood running. to do with the auxiliary tank, and that the engine area with the engine off. To the inline pump that is attached to the check if this is leaking simply remove After the failure, I discovered that auxiliary tank is added in later models the cowling and disconnect the vapor someone had turned the screw and I to prevent airlock at altitude. The two return line at the firewall and after the was showing a positive charge when questions I still have are: line drains the residual fuel out, see if it everything was shut off. I had been continues to leak out. flying with a single working alternator 1. What is the part number for the and didn’t know it until I lost the second inline pump on the right side? Tony Saxton – Director of Technical one — all because of this adjustable Support, TTCF needle. 2. Where is it located and how do I gain access to it? 310 Electrical Failure Feedback Anyone who has the same gauge should be aware, it’s adjustable! Thanks. Bob, I enjoyed reading about Mike Chapa’s total electrical failure in his Mark, TTCF Member Mark, TTCF Member 310N. I had a similar situation in my 310N that may be of interest to our Mark, the auxiliary IN-LINE fuel pump members. (continued on next page)

THE TWIN CESSNA FLYER • JULY 2020 | 29

Readers Write (continued from previous page)

340A Leaking Aux Fuel Pump 421B Fuel Indication Problem wire, length of wire, quality and location of connections etc. for this system to Tony, I have a 340A s/n 340A0754. The I maintain a 421B. Its fuel quantity have a chance of proper operation. drain line from aux tank fuel pump is indicators work well with alternators leaking. Is it time to replace it? “off”, however, the right indicator A good source for harness repair is Tech will go to “zero” when either of the - Aire Instruments Wichita KS 800-835- Bob, TTCF Member alternators are turned “on” with engines 0228. running. I checked for bad grounds, Bob, first, thanks for providing your shorted wires, etc... I noticed that the Tony Saxton - TTCF Director of Tech serial number. I don’t always need it, wiring had been repaired between the Support but if I do and don’t have it I cannot signal conditioner in the right wing and answer a member’s question and I don’t the canon-plug in the right wing-stub. Gear Door Seal Source for 310C have time to go back and ask him for it. Thanks for setting the example here. And I noticed that the repaired wires We are doing a gear rigging on a Cessna do not have the steel sheilding that the 310C. Our airplane requires new gear If the pump is leaking out of the drain older wires have. Would the wrong type door seals. Can you recommend where then, yes, it is imperative to replace it. It of wires used cause this type of proplem? we might look for these? is possible for the fuel to be forced into the electical motor and/or the shaft seal Dave, TTCF Member Kind regards. can leak so badly that all the fuel can run out. Dave, this system works on very low Rudy, TTCF Member voltages and is highly susceptible to any The amount of time to replace is about induced voltage in the system, thus the Rudy, this seal is only available through an hour but be sure and do this AFTER need for shielded wire. Cessna. It is very expensive and only the aux tank has been de-fueled. available in 11 ft. lengths. I would do a reality check and swap the Tony Saxton – Director of Technical signal conditioners from left to right to Tony Saxton - TTCF Director of Tech Support, TTCF verify that it remains on the right side. If Support it does, the other main component of the 421C Stall Horn Adjustment system is the wire harness. As you state, the harness must have the same type of Tony, we are having an issue with the stall horn on our 421C. It works fine on the ground but we get the buffet before the horn in a stall. This means we recover from the stall without a horn MANUALS WANTED! indication. As our airplanes continue to age, much of the maintenance-related Which way do we adjust the stall horn information is becoming hard to find. The Twin Cessna Flyer wants plate to get it to come on sooner? By the way, we have VGs. Not sure if that is a to collect as much information as possible in order to make it factor. Thanks. readily available to our members.

Bill, TTCF Member We have quite a bit already but if you have Bill, move stall vane “up” on wing to any technical documents or maintenance increase the air-speed at which the horn manuals for older Twin Cessnas and, in sounds. Yes, VGs can change the setting particular, aircraft accessories and mods, position some. This adjustment may take several test flights to get correct. please contact me at [email protected]. If you want the manual back, I can scan it Tony Saxton - Director of Tech Support electronically and return it to you. TTCF

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30 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JULY 2020 | 31

Classified Ads

Aircraft for Sale/Wanted 235/235 SNEW, GTN-750, GTX-345R, King KT76A Transponder, Strike Finder, S-Tec 55X A/P, Keith Air, Spoilers, VG’s, Bendix Radar, Bendix 3-axis Autopilot, 1983 T303 Crusader JPI EDM-760, Low Thrust Det. System, Davtron M877 Chronometer. Shaden s/n0176. 4,790 TT. L: All Logs, NDH, Located Spicewood, TX Avionics Fuel Totalizer, Spoilers, 2180 SNEW. R: 1,525 (88R), Asking $175,000, Harold Kennedy, Avionics Innovations Audio System, SMOH (2,000 TBO). (512) 426-7205, [email protected]. Tanis Engine Heaters. 440-942-7092 or NDH. Surface de-ice [email protected]. boots currently inop. 1979 Cessna 340A: 5,600 hrs RAM IV, Hot plate not installed but operable Q-tip props, GEM engine monitor, 1978 414A RAM VII -- 5833 TT, 642/624 and included CoolAir A/C. Garmin Fuel totaliser, 203 Gal., GEM,FIKI, SMOH, 642/642 SPOH, Strong P&I, 400W: WAAS, KX-155 #1 and 2, 400B Garmin 600 plus GTN 650, 430 WAAS, Spoilers, VGs, Strakes, Wheel Covers, A/P, PMA7000B, GTX330ES xsponder Stormscope, Weather radar, Garmin Air, K.Ice, G600 Elec. Flight Mgt. #1 (ADSB 1090 compliant), KT76A 600 WAAS, Garmin 430 WAAS, System, GTN 750/650, GTX 330 Xpd, xponder #2, KN64 DME, JPI EDM760, Trandponder S, DME, ADF, angle of GDL 88 ADS-B Data Link, GWX 68 KWX56 color radar,CFS2001A fuel flow attack, AP: alt select, alt hold, nav Radar, WX 500 Stormscope, Radar Alt, computer, Insight Strikefinder, NSD 360 coupled, Loc Germany, US registration 800B AP, Alt Alerter/Pre-Select, G210 HSI, backup attitude indicator. Asking N-38CM, delivery possible, $210,000. Flightstream. . Located (OK). Asking $79,000. Scott [email protected]. Email: [email protected]. Price $395,000. Contact Jerry Temple at (972)-712-7302. www.jerrytemple.net. 1976 340A: 5980 1980 Cessna 340 RAM TTAF, 167 SMOH VII. 6,720 TT. 220 1978 414A - s/ both engines, & gallons, 6 seats, 1,875 lb n0105. 5530 TT, props, Dual Collins useful load, new Garmin 730/430 SMOH Nav/Coms, Collins avionics, King 200 flight on 350 HP liquid- ADF, DME-40, director, Sandel HSI, Avidyne EX500, cooled RAM Integrated Flight Control System, Dual EPI Engine analyzer, FIKI w/new hot Vs (2000 TBO). Flight Instruments, Prop Sync, Collins, plate, JB Air, color radar, stormscope, Winglets. GNS-480, GMX200, GDL- Xponder, Bendix RDR-150, 3 Axis $275,000. Call Gary at 805-459-6347 or 69, GNC-255A NAV/COMM, GTX-335 A/P, Yaw Damper, Pilot ADI, Air [email protected]. ADS-B Out, KT-76A, KFC-250 AP/ Cond., Left Locker fuel tank, Deice YD, BENDIX Color Weather Radar, Boots-Wing & Horizontal & Verticle 1981 Cessna 340A Shadin Fuel Flow/Totalizer. Motivated Stabilizer, Prop & Windshield Deice, RAM VI - 5626 seller, asking $340,000. Bradley Refreshment Center, VGs, Repainted TT*, 1089/1089 [email protected] or 432- 1988 (8/10), Reupholstered 2005 (8/10), Hrs* S RAM OH, 238-9119. Grey Leather Seats, Will have 1089/1089 Hrs.* Fresh Annual, Can Install ADS-B SPOH. G600 1979 Cessna 414A at Cost & Labor, Always Hangared FLT System, G530W / G430W, Aspen RAM IV - 4705* TT, Missoula, MT. $192,000.00 Contact EFD 1000, GTX 345 Xpd - ADS-B In 1323/1160* SMOH, Mark (406) 728-9363, minutemanaerial@ & Out, WX 950 Stormscope, TAS 600 1160/1160* SPOH, yahoo.com. Traffic, JPI 960 Gem, Air, K.Ice, 183 VGs, K.Ice, Air, gal, 1902 LB Useful, Feb. 2021 Annual. Shadin, GEM, Excellent Interior-421 1977 Cessna 340A; 4718 Located (AR). Asking $308K. Contact Seats, Dual G530 W, EX500, GTX 345 TTAF, TSIO-520-NBs Jerry Temple at (972)-712-7302. www. Transponder ADS-B In&Out, Traffic w/intercoolers 1780 jerrytemple.net. System, Color Radar, WX500, WX Data, SMOH ea; Good Paint, 400B AP/FD, Alt. Alert/Pre-Select, 2050 New 2018 Interior; 430 1967 Cessna 401, 5645TT, L 789 smoh, Useful. Annual Due Feb. 2021. Located WAAS, GTX 330, GTX R 1034 smoh, Carmin 430, HSI, Collins (IN). Asking Price $328K. Contact 327, BW Radar, 800 A/P Flight Director, 351/251, 950 transponder, Bendix Radar, Jerry Temple at (972)-712-7302. www. Strike Finder, KX 155 w/ GS, Yaw Full Deice, IRF icrus centron AP, Terra jerrytemple.net. Damper, Prop Sync, Pneumatic De-Ice 350, exec interior & paint is a 8. Has Boots, FIKI, Fuel Capacity, 183 gal, VGs, fresh annual, $59,950 503-803-5661 or 1982 414A RAM IV, A/C. ADS-B Out. Always hangared. No [email protected]. RSTOL - 7500TT, damage. Annual due September 2020, RAM IV 325 HP IFR cert. due 9/2021; $109,000. Contact 1973 Cessna 414, -1101 Hrs/ R-130 Dennis at [email protected] $155,000. TTAF 6729. Hrs SMOH, 502/793 RAM Series VI - L/R SPOH, G600 w/ 1978 340A, Only 260 SMOH. Dual SV, G750/G650, GTX 33ES/ GTX 32 3,464 TTAF, Aspen Evolution Xpd, GDL 88 ADS-B In &Out, GTX 790/1290 SMOH, 1000 PFDs, Garmin 800 Traffic, GDL 69A WX Data, Color R/E 35 STOH, GNS 530 GPS, Garmin GNS 430 GPS, Radar, GTX 800 Traffic, 800B AP/FLT 4-Blade MT Props Garmin GMA 340 Audio Panel, Bendix/ Dir, Dual JPI 830 GEM, Air, K.Ice, LED

32 | TWINCESSNA.ORG Classified Ads

Lights. Annual Due June 2021. Located jerrytemple.net. working. Contact Wayne Seppala, 619- (Dallas). Asking $448K. Contact 504-8910 or [email protected] Jerry Temple at (972)-712-7302. www. 1980 421C - 7544TT, 1590/615 SMOH, jerrytemple.net. G530W/430W, GTX 345 Xpd ADS-B, T303 Parts Buy/Sell/Trade-Call Robert RDR 660, WX 950, GDL 69 WX Data, in Florida at (386)547-9880; robert. 1973 421B, 5,785 Skywatch 497 Traffic, KFC 200, [email protected] TTAF, 875/930 Spoilers, VGs, Air, K.Ice, 234 Gal, SMOH, R/E 55 Shadin, JPI 760. Annual Due Sept 2020. Large Cessna 414A Parts Package for STOH, King KLN-90 Located (NM). Asking Price $359,000. sale!! Contact tom for info and pictures: GPS, KNS-80, KY- Contact Jerry Temple at (972)-712-7302. 503-446-0910 or homestead623@yahoo. 196, KX155, KR-87, www.jerrytemple.net. com . KT-76A, Radar, Stormscope, Bendix Parting out 320 D: control surfaces, AP/FD, A/C, L/R Fuel, All Logs, NDH, 1981 Cessna 425 wings, gears, brakes, engines, interior, Perfect “Ranch” Airplane or Upgrade Conquest I - 9150 *Hr instruments 503-803-5661 or stanturel@ Platform, Located in Dallas, TX area TT, 2020/2020 *Hr aol.com. (JWY), $115,000, Harold Kennedy, (512) SMOH, 310/310 *Hr 426-7205 [email protected]. TT SHSI, 715/715 *Hr Positions SPOH, G600, 750/650, GTX 345 and 1975 Cessna 421B 335, ADS-B In & Out, GWX Radar, GDL Wanted: A&P mechanic with AI. - 4,911 TTSN, 69 WX Data, Skywatch 497, KGP 560 Piston engine experience for Part LE-25 SMOH / Ground Warning, Air, K.Ice, Strakes. 135 Operations a must. Our charter RE-1,065 SMOH, Located (FL). Asking Price 699,000. service is located in Lake Placid, NY Props-0 SPOH Contact Jerry Temple at (972)-712-7302. in the Adirondacks High Peaks region. L & R, Garmin/King Avionics - GMA www.jerrytemple.net. Great flying, fishing, hiking, skiing, 347 Audio Panel, 430 WAAS GPS/HSI, mountain biking and water sports. KX 155 NavCom, GTX 327 Xponder, Parts For Sale/Wanted Benefits include health insurance, IRA KN 64 DME, Dual ADF, KI 250 Radar matched up to 3%, flight instruction and Alt, RDR 140 Colour Radar, Cessna 800 plane rental discounts, and paid time AP, NDH, Full De-Ice, Engine/Wing off. Temporary housing provided for Covers. $189,000 USD. Contact Steve Parting out 300 through 400 series relocation assistance. Call 518-523-2473 at: [email protected] (514) aircraft. Most flown to our facility. All or email [email protected] with 992-8963 or Aviation Unlimited at: with records, have 110 aircraft in 300 your resume, cover letter and a list of 3 [email protected] or (905) series & 84 aircraft in 400 series. Oldest professional references. 477-4655. in aircraft parts at 58 years in business. (800) 821-7733 whiteindustries.com Maintenance 1975 421B - 6050 TTAF, 150/150* Parting Aircraft Accessories SMOH, 150/150* out a 340A International: Twin SPOH, 8 Seats, 222 and 414A. Cessna accessory Gallons, Shadin, Both were in airworthy condition when overhaul facility. Known Ice, Air, No arrived at our shop. Some of our listings Specializing in Fuel Damage, All Logbooks, Color Radar, are available on our website, or call or Pumps, Fuel Selector GDL69A WX Data Link, Strike Finder. email requests. www.dfwaero.com 972- Valves, Landing Gear Annual Due Feb. 2021. Located (IN). 250-2403 [email protected] Actuators & Trim Tab Actuators. Quick Asking Price $249,000. Contact Jerry turns & overhaul exchange available. Temple at (972)-712-7302. www. Wanted: Left Forward Pax Seat ( #5) for 770-703-4316 or [email protected]. jerrytemple.net. a Cessna 340A. Contact Jerry Temple at www.aaiair.com (972)-712-7302. www.jerrytemple.net. 1977 421C - 6500 Air Craftsmen TT, 421/421 Estate sale parts: Hundreds of aircraft Maintenenace: 50 SMOH, 2018 parts for sale including a project years experience, Paint & Int, G600, ‘68 310P. Florida. List and pictures Cessna 300 & 400 G530W/430W, GTX available. Contact Jon at 850-896-2343 Twins, U-3 thru 345 ADS-B, GWX or [email protected]. 421; complete airframe and powerplant 68 Radar, GDL 69 WX Data, Skywatch services; (Athens, GA - KAHN). Contact: Traffic, Start View, STEC 55X,. 262 Air Intake off a 67 310L IO470V Bob Swink ph/txt: 706-621-1272; Gal., Shadin, Insight 1200 GEM, Keith Make fair offer. 559 917 3407 Wayne: [email protected] Air, VGs, K.Ice, Nacelle Fire. Annual [email protected] Due Feb. 2021. Located Addison, TX. Asking Price $488,000.00. Contact WANTED: Boom Mic for a Cessna 414. (continued on next page) Jerry Temple at (972)-712-7302. www. Cessna Part #C596503-0101. Must be

THE TWIN CESSNA FLYER • JULY 2020 | 33 Classifieds (continued from previous page)

Carolina Avionics & C300/400 Initial/Recurrent training. Aircraft Interiors – Insurance approved. 26 years over Salisbury, NC (KRUQ). 4000 Twin Cessna Pilots trained. www. NOT A TTCF MEMBER? Custom design & rtcpilot.com 1-800-727-1014 installation of interiors and avionics upgrades. Insurance approved initial/recurrent “I have to laugh every First class interiors, glass cockpits, training in your 300/400 series aircraft, time renewal comes up. new instrument panels, and ADS-B ATP CFII, New England based, will solutions…one stop service. See: www. travel, call James Shepard, 207-409- I wonder not how much CarolinaAvionics.com or call Gary 6906. money the renewal costs; at (704) 630-0211 for avionics help ([email protected]). Wright Aviation: Initial Twin Cessna rather, how much money FITS Accepted, Recurrent Twin Cessna you will save me this year, Airborne Flying Service: Hot Springs Training, Glass & TAA initial and AR. 20 years of Twin Cessna experience: refresher, G500/500, GNS430/530, next year, and even the Inspections, troubleshooting, repairs, Aspen, visit www.wrightaviaiton.net. year after that!” modifications, and more. Instrument and email [email protected] avionics repair station adjacent to our facility. Call: Mark or Wesley at (501) Initial and recurrent training in all Happy 310I owner. 624-2462 or [email protected] 300 and 400 series Cessnas. Insurance approved. Your aircraft / your location. Flight Training MK Leighton. 561-738-7056 or www.twincessna.org [email protected]. Insurance approved initial and recurrent training in Cessna 310/340/414/421 aircraft. Gold Seal CFII, MEI. Based atKGTU (Georgetown) near Austin TX. Proficient with all Garmin avionics and TTCF Classifieds Work! most Autopilots. Gerry Parker, 713-826- 6663, [email protected] Watauga Flight Service located in “Once listed, I had more Elizabethton, TN. See our ad on page than 12 people call me Cessna 300/400 Series Initial or 34 and be sure to check out the “Always about the listing and the Recurrent Ground and Flight Training Learning” section of our website at in your Aircraft. Texas based near DFW, www.flighttrainonline.com. Contact first person that came to or will travel to your location. Jerry [email protected] look purchased it.” Lunsford: [email protected] 817 480-8866 Cessna 300/400 series flight training - Byron, TTCF Member initial and recurrent in your aircraft by Aerial Sim Training specializing ATP and Master/Gold Seal CFI/DPE in Cessna 300, 400 piston aircraft. Southwest based. Todd Underwood at Insurance approved initial & recurrent. http://www.findapilot.com/Pilot-12523. Precision Flight Controls DCX MAX html 623-202-6910 toddmunderwood@ TWIN CESSNA Promotion AATD Flight Sim. www. me.com aerialsimtraining.com or contact Jeff at SWITCH COVERS 626-552-9214 Bus or [email protected] TAS AVIATION, San Gabriel Valley Airport (formally El Cessna 300/400 • Replace Faded Monte Airport) KEMT initial & recurrent & Dirty Covers! training in your aircraft. Flight Reviews • Full Size & Mini or IPC checks when you Covers Available! pickup your aircraft or Muskegon Michigan. • New Switch Covers when we drop it off!!! Look Great! 30 years of Twin Cessna See article in March 2012 Experience, specializing TTCF edition about special FOR MOST 300/400 SERIES: 421 single engine training. in 310s, 414, 414A and 310 Model: $30 /set See product photos at 421s. Inspection, Troubleshooting and Call TAS Aviation at 419- 340 Model: $35 /set www.jtatwins.com 658-4444. Repair. Avionics certification and some 400 Series: $40/set modification capability. Minis: $15/set Contact Victor @ 231- 798-2126 or [email protected] E-mail or Fax your order request to [email protected] or 972.712.7303

34 | TWINCESSNA.ORG

CESSNA 340 TAILCONE

FAA/PMA Approved

**Short Lead Time: Usually ships in 7 to 10 Days **Currently priced at 1/3 of the Factory List Price **Inspection plates eliminate tailcone removal at each inspection **Manufactured with fiberglass, not ABS like original [email protected] (660)885-8317

www.avfab.com

Call for Price

THE TWIN CESSNA FLYER • JULY 2020 | 35

The SM TWIN CESSNA Flyer

ENGINE & SYSTEM Seminars

When: 1) September 24 - 27 2) November 5 - 8

Where: 1) Defiance, OH (KDFI) 2) La Verne, CA (KPOC)

Twin Cessnas have complex systems and powerplants. The best owners and pilots have an intimate knowledge of how their airplanes are constructed and how they operate. Join fellow Twin Cessna pilots, owners, and maintenance technicians at our next set of seminars. You’ll get detailed knowledge about your airplane engines and systems. It will make you a safer pilot as well as allow you to operate your Twin Cessna more cost-effectively. More than 1,000 owners and operators have at- tended these seminars in the past. Details and registration info for the seminars are on our website.

Systems Seminar ENGINE Seminar

Topics Covered: Topics Covered:

1. Introduction 1. Engine Nomenclature 2. Landing Gear 2. Engine Cooling 3. Fuel System 3. Ignition 4. Electrical System 4. Engine Oil 5. Environmental Systems 5. Periodic Maintenance a. Heater & AC 6. Fuel Injection b. Pressurization 7. Turbocharging & Exhaust 6. Flight Controls 6. Engine Support Structure 7. Type Certificates 7. Engine Overhaul & Repair 8. Corrosion 8. Engine Operations

All 300 and 400 series piston-powered This seminar covers TCM O-470 through Cessnas are covered. IO-550 and TSIO-470 through GTSIO-520

BENEFITS INCLUDE:

• 14 hours of classroom instruction for each seminar • Hands-on instruction with actual aircraft parts • A detailed Training Manual & Reference Guide

COST: $495 FOR EITHER SEMINAR OR $900 FOR BOTH.