JACK RILEY and the SKYROCKETS Page 36

VOL 15 ISSUE 01 JAN 2018 cessnaflyer.org

JACK RILEY AND THE SKYROCKETS page 36

Step-by-step fuel cell replacement

Q&A: Backcountry

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VICE PRESIDENT / DIRECTOR OF SALES Kent Dellenbusch [email protected]

PRODUCTION COORDINATOR Heather Skumatz

CREATIVE DIRECTOR Marcus Y. Chan

YES! ASSOCIATE EDITOR Scott Kinney

EDITOR AT LARGE Thomas Block

CONTRIBUTING EDITORS Mike Berry • Steve Ells • Kevin Garrison Michael Leighton • Dan Pimentel John Ruley • Jacqueline Shipe Dale Smith • Kristin Winter

CONTRIBUTING PHOTOGRAPHERS IT’S CERTIFIED! Paul Bowen • James Lawrence • Keith Wilson

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Cessna Flyer is the official publication of the CessnaFlyer Association. Cessna Flyer is published monthly by Avia- tion Group Limited, P.O. Box 5505, Riverside, CA 92517. POSTMASTER: Send address changes to Cessna Flyer, P.O. Box 5505, Riverside, CA 92517. Subscriptions, advertising orders and correspondence should be addressed to P.O. Box 5505, Riverside, CA 92517. Annual dues: $44.00 in the U.S.; Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is designated for your magazine subscriptions. The information presented in Cessna Flyer is from many sources for this there can be no warranty or responsibility by the publisher as to accuracy, originality or complete- ness. The magazine is sold with the understanding that the publisher is not engaged in rendering product en- • Smoother engine operation • Better fuel efﬁciency dorsements or providing instruction as a substitute for • Reduces maintenance costs • Lycoming and Continental appropriate training by qualified sources. Cessna Flyer and Aviation Group Limited will not assume responsibility for any actions arising from any information published in Cessna Flyer. We invite comments and welcome any report of inferior products obtained through our advertis- SmoothPowerLLC.com | 281.728.8732 ing, so corrective action may be taken. CESSNA FLYER (04) JANUARY 2018 NEW A25 Series

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© 2018 Sirius XM Radio Inc. Sirius, XM, SiriusXM and all related marks and logos are trademarks of Sirius XM Radio Inc. All rights reserved. 08 THE VIEW from HERE Jennifer Dellenbusch JANUARY 2018 08 LETTERS to the EDITOR 12 CESSNA FLYER EVENTS

Jack Riley and Step-by-Step 18 the Skyrockets: THE HIGH and the WRITEY Fuel Cell The Cessna 337 Kevin Garrison Replacement Remade by John D. Ruley by Heather Skumatz 20 28 36 QUESTIONS & ANSWERS Steve Ells 26 FULL CIRCLE Thomas Block Destination: Happy Miami 54 NEWS by Heather Skumatz New Year! 46 60 AIRCRAFT SAFETY ALERTS 68 ADVERTISER INDEX 70 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING

Cover: Cessna P337 Riley Rocket Photo courtesy Greater Miami Convention and Visitors Bureau Photo: James Lawrence

Jennifer Dellenbusch THE VIEW FROM HERE LETTERS to the EDITOR Send your letters to [email protected]

“Surviving an FAA Ramp Inspection” by Michael Leighton, November 2017

Dear Editor, I just received the November issue and read Michael’s article. Very thought-pro- voking, but it left me with questions. eNewsletter In my 40-plus years of flying I have read a lot of articles on the subject but The first of the year always brings a flurry of self-improvement. People flock never hear that “...the latest AFM or to the gym, go on diets and resolve to be better people. By February, the gyms POH you have in the airplane is the are nearly empty and the diets abandoned, but for one brief shining moment, latest version.” all of humanity seems to be bent on betterment. We have a C-182P. We have the origi- Here at Cessna Flyer Association we try to take a more incremental and ongo- nal POH. How does an owner determine ing view of improvement by constantly tweaking and upgrading our offerings. if it is “the latest”? And [if it’s not],where One very recent addition to our membership perks is a monthly eNewsletter. would one get a copy of “the latest”? The eNewsletter is edited by Kevin Garrison and will bring you breaking news, new ADs and alerts and content not found in the magazine. It will also Keep up the great work, provide easy links to access CFA’s online resources, including the monthly digital Robert Supina edition* of Cessna Flyer magazine. You’ll also have access to exclusive offers and deals through the eNewsletter. It’s another way for us to keep in touch with you. Associate editor’s reply We’ll keep the newsletter short, to the point—and will always gear it toward Only he knows exactly what he meant, your Cessna owner experience. The very first issue was electronically shipped to but I think what Michael was saying is your email inbox on Dec. 7, 2017. that the POH/AFM must be up-to-date If you don’t want to receive the eNewsletter, just email me with subject line: with all the required supplements for the “No newsletter.” Be sure to include your name, ZIP code and—if you have it— membership number. We hope instead, though, that you’ll find our newsletter equipment installed in the aircraft. another valuable benefit of your CFA membership. For example, if I install a Garmin Didn’t receive the eNewsletter? Please call or email to make sure we have cor- GTN 650, I must have the Garmin 650 rect contact information on file for you. AFM supplement with my POH on board the aircraft. If Garmin publishes any amendments Blue skies, to that supplement, I must also carry those. (See https://www.faa.gov/regula- tions_policies/handbooks_manuals/aviation/phak/media/11_phak_ch9.pdf.)

Supplements (Section 9) The Supplements section contains information necessary to safely and *A few of you had trouble downloading the recent editions of the digital efficiently operate the aircraft when magazines. There was a glitch that affected a specific membership plan, but it’s equipped with optional systems been fixed, so please try again. Also, for Apple users, downloading the maga- and equipment (not provided with zines to iBooks seems to improve the viewing experience. the standard aircraft). Some of this information may be supplied by the aircraft manufacturer or by the manufacturer of the optional equipment. The appropriate information

Letters continued on page 10...

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is inserted into the flight manual at nextgen ads-b mandate the time the equipment is installed. Autopilots, navigation systems, is fast approaching! and air-conditioning systems are examples of equipment described in this section.

The POH/AFM that came with an aircraft is serial-specific, and the POH serial must match your aircraft serial. You can’t just grab a “newer” one off of eBay or borrow your hangarmate’s. If your original POH/AFM is lost or destroyed, you have to order direct from the manufacturer ($$$). These [equipment] supplements/revi- sions can also come from the aircraft manufacturer.

Scott Kinney

Pilots have opinions. If so, contact us today for a quote on an ADS-B installation in your aircraft and BEAT THE RUSH! Let’s hear yours.

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SEND EVENTS to [email protected]

CFA EVENTS or weather. For more information, visit issues in the regions. For details, visit eaa119.org/youngeagles. nbaa.org/events/forums/2018pbi/. Jul 21–22, 2018 — Waupaca, WI. Wau- paca Municipal (KPCZ). The 14th annual Jan 9 — Juneau, WI. Dodge County Gathering at Waupaca. Save the date for Airport (KUNU). Instrument Ground OTHER EVENTS CFA’s annual pre-OSH event with fun, School. This 12-week course is held on food and friendship. Informative semi- Tuesdays from 6 to 9 pm. Class size is Jan 1 — Nappanee, IN. Nappanee Munic- nars, lunch and an evening banquet. Mo- limited, so call 920-386-2402 to reserve ipal (C03). New Year’s Day Fly-in. Be sure tor coach to and from Oshkosh for the your spot. Cost is $295 plus supplies. to make a New Year’s resolution to come first three days of EAA AirVenture. Early Contact Mary Gasper, mary.gasper@ visit the first fly-in of the year! Enjoy food, Bird registration is $110 until May 15. wisconsinaviation.com. fun and fellowship with aviation enthusi- Visit CessnaFlyer.org for more details. asts from 11 am to 1 pm. Fly in or drive Jan 24 — West Palm Beach, FL. Palm in; rain, snow or shine. $8–$10. Contact Beach International (KPBI). 2018 NBAA Olen Borkholder, [email protected]. Visit FEATURED EVENTS Regional Forum. NBAA’s regional forums facebook.com/EAAChapter938/. continued on page 14... bring current and prospective business Jan 6 — Watsonville, CA. Watsonville aircraft owners, operators, manufacturers, Jan 6–7 — Santa Clara, CA and Char- Municipal (KWVI). Watsonville Young customers and other industry personnel lotte, NC. AOPA Air Safety Institute Eagles Rally. EAA Chapter 119 has safely together for a one-day event. Exhibits, In-person Flight Instructor Refresher flown over 6,000 kids since the begin- static displays of aircraft and education Course (FIRC). Two-day courses are led ning of the program. Doors open at 9 am; sessions help introduce business aviation by expert presenters who are knowledge- registration ends at noon. Flying contin- to local officials and prospective owners able and engaging. 7:30 to 5 pm, both ues until we run out of planes, pilots, kids and operators, and to address any current days. Cost is $275. To register for Santa

CESSNA FLYER (12) JANUARY 2018

Clara, visit https://www.aopa.org/forms/ event-registration/FIRC_CA_180106. PROP SUPER CENTER To register for Charlotte, visit https:// www.aopa.org/forms/event-registration/ FIRC_NC_180106. Contact Member Ser- vices, [email protected] or phone 1-800-872-2672.

Jan 9 — Alamogordo, NM. Alamogordo– White Sands Regional (KALM). EAA Chapter 251 Meeting. Regular monthly meeting in the pilots’ lounge at KALM on the second Tuesday of each month except December. 6 to 8 pm. All visitors welcome. RAM AIRCRAFT, LP • SINCE 1976 • Contact Ralph Ketter, 575-434-3318. Visit ©2017 RAM Aircraft, LP CF082217 251.eaachapter.org.

Jan 10 — Fairfax, VA. Hyatt Fairfax at Fair Lakes. Collision Course: Avoiding Airborne Traffic. The “big sky” can get awfully small when multiple aircraft are in the vicinity. Light refreshments served at 6 pm; seminar 7 to 9 pm. Register at https://www.aopa.org/forms/event-registration/SSCOLL_VA_180110. Contact AOPA Member Services, memberser- [email protected] or phone 1-800-872-2672.

Jan 11 — Everett, WA. Flying Heritage & Combat Armor Museum presents “Around the Artifact: Inside the B-25 Bomber.” Guests will get to explore our North American B-25 bomber’s me- ticulous restoration guided by FHCAM staff. Doors open at 6 pm for FHCAM members, 6:30 pm for the general public. Tickets are $20; $15 for FHCAM members and $10 FHCAM volunteers and youth. Visit FlyingHeritage.com.

Jan 11 — Juneau, WI. Dodge County Airport (KUNU). Private Pilot Ground School. This 12-week course is held on Thursdays from 6 to 9 pm. Class size is limited, so call 920-386-2402 to reserve your spot. Cost is $295 plus supplies. Contact Mary Gasper, mary.gasper@ wisconsinaviation.com.

Jan 12 — Sandy, UT. Salt Lake Commu- nity College. EAA Chapter 23 Monthly Meeting. Please join us to view the Monthly EAA Video Chapter Magazine and celebrate the 2017 first flights. This event starts at 6:30 pm and is located at Larry Miller Campus of the Salt Lake Community College on the west side of I-15 in Sandy. Email your RSVP to [email protected] or text RSVP to 801-381-47402.

Jan 13 — Logan, UT. Logan–Cache Air- port (KLGU). Breakfast Fly-in. Compli-

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P. PONK AVIATION Web Site: www.pponk.com 1212 Moore Road #2 Email: [email protected] Camano Island WA 98282-8820 Specializing in Continental and Cessna Voice: 360-629-4812 • Fax: 360-629-4811 Maintenance, Overhauls and Modiﬁ cations Since 1970. mentary breakfast fly-in from 8 to 10 am. FIRC_OR_180113. Contact Member Ser- Jan 16 — Houston, TX and Sacramento, We serve eggs, sausage, pancakes and fruit vices, [email protected] or phone CA. Collision Course: Avoiding Airborne with coffee and juice. Avgas is discounted 1-800-872-2672. Traffic.Even with ATC support and traffic and anyone renting a LeadingEdge Avia- displays, near-misses happen too frequent- tion aircraft for the event will receive a Jan 13 — Erie, CO. Erie Municipal ly and midair collisions still occur. Light rental and instructor discount rate of (KEIK). Unveiling Aviation History at refreshments served at 6 pm; seminar 7 10 percent. For more information, visit the Spirit of Flight Center. See the latest to 9 pm. Houston West: https://www. leaviation.com. addition to this extensive aviation history aopa.org/forms/event-registration/SS- collection. Also celebrate AVEE—our COLL_TX_180116. Sacramento: https:// Jan 13 — Greenville, IL. Greenville Air- Aviation Bug’s—birthday. Family-friendly www.aopa.org/forms/event-registration/ port (KGRE). Greenville IMC Club. Join venue. $5 entry fee for non-SOF members. SSCOLL_CA_180116. Contact AOPA a community of pilots willing to share Contact Gordon Page, gpage@airassets. Member Services, memberservices@aopa. experience, promote safety and help im- com. Visit spiritofflight.com. org or phone 1-800-872-2672. prove your IMC flying skills. 10 to 11 am. Contact Ken Kopp, 501-366-5273. Jan. 15 — Reno, NV and Houston, TX. Jan 17 — San Antonio, TX and Milpitas, Collision Course: Avoiding Airborne CA. Collision Course: Avoiding Airborne Jan 13–14 — Costa Mesa, CA; Alcoa, Traffic.We’ll cover: human eye limitations Traffic.ASI’s new seminar looks at the TN; Renton, WA; Portland, OR. AOPA that impact the “see and avoid” philoso- problem from a risk management perspec- Air Safety Institute In-person Flight phy; proven techniques on enhancing tive. Light refreshments served at 6 pm; Instructor Refresher Course (FIRC) visual scan effectiveness; maximizing your seminar 7 to 9 pm. San Antonio: https:// Refresh your knowledge, pick up new visibility to other aircraft; the promise www.aopa.org/forms/event-registration/ information, and network with other local and peril of cockpit technology; and SSCOLL_TX_180117. Milpitas: https:// professional pilots. 7:30 am to 5 pm both “danger zones” you may not be aware www.aopa.org/forms/event-registration/ days. Cost $275. Costa Mesa: https:// of. Light refreshments served at 6 pm; SSCOLL_CA_180117. Contact AOPA www.aopa.org/forms/event-registration/ seminar 7 to 9 pm. Reno: https://www. Member Services, memberservices@aopa. FIRC_CA_180113. Alcoa: https://www. aopa.org/forms/event-registration/SS- org or phone 1-800-872-2672. aopa.org/forms/event-registration/ COLL_NV_180115. Houston: https:// FIRC_TN_180113. Renton: https:// www.aopa.org/forms/event-registration/ Jan 18 — Austin, TX and Santa Rosa, CA. www.aopa.org/forms/event-registration/ SSCOLL_TX_180115. Contact AOPA Collision Course: Avoiding Airborne Traf- FIRC_WA_180113. Portland: https:// Member Services, memberservices@ fic.The “big sky” can get awfully small www.aopa.org/forms/event-registration/ aopa.org or phone 1-800-872-2672. continued on pg 67...

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Night Flight Your airplane does not care if it is flying at night or in the An experienced night flyer shares his thoughts noontime bright. Aircraft performance does change because on aviating in the dark. of variances in temperature, pressure altitude and the like, but they don’t fly through darkness any differently than they fly through bright daylight. “The villages were lighting up, constellations that greeted We human pilots do operate differently at night than we do each other across the dusk. And, at the touch of his finger, his during the day. Our eyes and diurnal cycles have been designed flying-lights flashed back a greeting to them. The earth grew and calibrated for use during the day. Our ancient forebears spangled with light signals as each house lit its star, searching sought a cave or high tree limb at night because they knew that the vastness of the night as a lighthouse sweeps the sea. Now when it came to their eyesight, they had no chance against a every place that sheltered human life was sparkling. And it nocturnal predator. rejoiced him to enter into this one night with a measured The Federal Aviation Regulations recognize that flying at slowness, as into an anchorage.” night is a different thing than daytime aviating. If you grab a —Antoine de Saint-Exupéry, “Night Flight” copy of the regs, you will see that there are specific rules gov- erning nighttime currency for pilots, but absolutely no specific I have often said that if the creator had wanted people to fly daytime rules. I find that odd, but if I stopped and complained at night, she never would have invented happy hour. Humans every time I thought that the FAA rules were weird, I’d never are daytime creatures. We tend to get get anything done. sleepy at night, and the more mature In the airline world that I just recently and sensible ones—like myself—hit the I have often said that left, we never accounted for nighttime, or, rack fairly early in the evening. for that matter, instrument time when it However, there is no real reason to avoid if the creator had wanted came to currency. We only had to follow flying in the nighttime hours. There are quite the normal 90-day landing requirements. a few advantages of slipping your surlies people to fly at night, It was assumed that because we were fly- when the rest of the flying world slum- ing transports all over the world that we bers. For example, it is impossible to get a she never would have were getting far more night time and actual sun-glare headache at night. The darkness instrument time than any of us wanted. found at night is not half as frightening as invented happy hour. the darkness you run into if you enter a Reasons for and against flying at night large thunderstorm during the day. I can only think of two reasons you might As I have mentioned around 10,000 times now, I used to be think it is less safe to fly at night. One reason for non-instru- an airline pilot. Because I was an airline pilot, I flew an enor- ment pilots is that at night it is hard—sometimes impossible— mous amount of time late at night all over the world. When I to see the horizon, making VFR flight a no-go. was a very junior airline pilot, it seemed that all I ever did was The second reason would be if you lost your only engine and fly very late at night. My first years’ trips were mostly all-night- had to do an emergency landing. It is very hard to find a safe ers from one coast to another. place to land if you can’t see the ground or trees. Later, when I got some seniority and was a captain of a very These are valid fears. It is true that the horizon is very hard large subsonic people-mover, I flew a lot late at night because I to see on dark, moonless nights; open fields where you might was flying hundreds of people over oceans to various interna- set down a crippled airplane are also very hard to pick out. tional destinations. You simply cannot fly international routes You certainly should never go flying if you think you would and not spend at least half of your time in the dark. get disoriented, but if you consider all of the hazy and low- Even before my airline years, I spent quite a bit of time aviat- visibility daytimes you have flown, I think you’ll agree that the ing in the evening. I flew an all-night canceled check run (kids, risk is about equal. The rule should be: never fly in any low- ask your parents about paper checks!) and flew most of my visibility situation—day or night—if you think you might lose instrument students late at night. the horizon. The difference between night and day is it is generally darker It is true that if it is very dark and you lose your engine, you at night. That is really the only difference. continued on page 65...

Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006 and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to [email protected].

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Selecting the most suitable backcountry tire for a 182’s rating tire in the nose position. However, you’ll have to get a nosewheel, slow gear door retraction on a 210 6-inch wheel assembly for the nose tire change since the normal nosegear wheel is a 5-inch for a 5.00-5 tire. A larger nosewheel fork assembly is available for installation on your 182 from Airglas in Anchorage, Alaska. It is STC’d for Steve, installation and will permit a tire of up to 8.50-6 on the nose I own a 1965 Cessna 182 Skylane. I would like to take the when 8.50-6 mains are installed. plane into Utah and Idaho backcountry strips. I would restrict The Airglas fork and approval paperwork costs $2,625. the 182 to 8.50 tires, not larger. I would appreciate any com- Airglas cites a loss of 8 mph true airspeed following the in- ments on this. I know 8.50s will work on the mains. What do stallation of its fork and larger tires. you recommend on the nosegear? Do you need to reinforce the In both above nosegear “up-sizes” you will have to buy a nosegear or is it possible to just install the tire as-is? 6-inch wheel (Cleveland 40-76A is recommended). The new price for that wheel assembly is just under $700. You may be Thanks, able find a good used one. John Patton That’s all you will need to install bigger tires. However, you Mancos, Colorado should be aware that your 182—in fact all 182s built between 1962 and mid-1970—have a semi-fragile firewall. These models do not have the two firewall and tunnel reinforcements that Hi John, Cessna began to install in mid-1970. Here’s what I’ve found. You can install an 8.00-6, 6-ply I would suggest you consider installing the firewall reinforce- rating tire on your existing main landing gear wheels with- ments if you plan to do a lot of backcountry flying. It’s possible out any additional approval since this change is listed in the that some time in the past the service kit (SK182-44C) that in- “models” section in the General section in the front of the cludes those reinforcements was installed in the field. 100-series service manual. It’s easy to determine if the firewall and tunnel stiffener kit This same approval permits the installation of a 6.00-6, 4-ply has been installed. If it has, you’ll see what is called a “hat” sec- continued on pg 22...

Though they’re great for landing on unimproved surfaces, large tires like those installed here on a Cessna 206 carry a hefty airspeed penalty.

Steve Ells has been an A&P/IA for 44 years. He is a commercial pilot with instrument and multi-engine ratings, and loves utility and bush-style airplanes and operations. Ells was a tech rep and editor for Cessna Pilots Association and associate editor for AOPA Pilot. He owns Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to [email protected].

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MILLENNIUM CYLINDERS IS A REGISTERED TRADEMARK OF SUPERIOR AIR PARTS, INC. tion of metal on the forward side of the firewall. The hat section Due to the “weakness” of the firewall prior to the reinforcement, reinforcement is installed diagonally between the upper engine I also recommend that you carry 60 pounds in the baggage com- mount bolt on the firewall and a spot near the center of the partment, especially if your preflight planning shows that you’ll lower firewall. Each side will have the hat section reinforcement. land with the CG in the forward portion of the envelope. If you do not have the firewall service kit installed, and you I always carried my toolbox in the baggage compartment want to install it prior to flying out to unimproved strips, you of my 1966 182. If there is baggage there or if one of the back will have to call a Cessna parts authority to see what the lead seats is occupied, it’s not needed. The point is to take steps to time and price will be. (CFA members can call the Association move the center of load aft to lighten the load on the nosegear at 626-844-0125 for parts locating assistance. It’s a membership and lessen the amount of up elevator needed to pitch up to the benefit, and we’re happy to help. —Ed.) best touchdown attitude. I also recommend that you take a mountain flying course prior to venturing too far into the “bush.”

Good luck and happy flying, Steve

Hi Steve, I’m new to Cessna 210 ownership. I’m a tractor mechanic so I understand hydraulics pretty well. My problem is that my 1966 T210F’s landing gear works great, but the gear doors are slow to retract when in flight (gear up), which tells me that the system is low on hydraulic fluid and that it takes more fluid to retract than extend. I have filled the system according to the manual, but I think there is some stupid detail that is escaping me. Please help.

Firewall “hat” section reinforcements Thanks in advance, installed on a Cessna 182. Bill continued on pg 24...

CESSNA FLYER (22) JANUARY 2018 FIREWALL REINFORCEMENT INSTALLATION

Instructions from Cessna Service Kit SK182-44C.

CESSNA FLYER (23) JANUARY 2018 Hi Bill, amount of time varies. Sometimes it’s just a few seconds; The T210F is a good airplane. The landing gear extension and sometimes a few minutes. retraction system in your 210 is the same system (with a few tiny changes) used in 210s built from 1965 through 1971. Bill A question for you: Do you know if the doors also open slowly? If so, there may be air in the system. The service manual suggests actuating the gear up/gear down cycle a few times while Follow-up A: the airplane is on jacks and hooked to a hydraulic mule. If you don’t have a mule, you can probably bleed the system by actuat- So, if everything works well except the doors don’t always ing the gear up and down a few times while in flight. close, or the closing sequence is erratic, I would first look at According to the manual, the gear up time—including doors each of the gear up switches on the landing gear. You should closed—should be 10.5 seconds (+5 seconds, -0 seconds), while find a sticky switch, or a switch that isn’t tight on its mount, or gear down time—including doors closed—should be 7.5 seconds a loose wire on one of the switches. (+9 seconds, -2 seconds). These times do not include the time for You can double-check this supposition by checking to see if the the gear handle to return to neutral; only the times for the gear door control solenoid (it’s located on the forward side of the power to travel up/down and the doors to completely close. pack) is being actuated the moment all three gear are fully up in Please let me know how many seconds it takes for the doors the wells. When the gears are fully up, a switch on each gear will to close during the gear up cycle. close completing the circuit to energize the door control solenoid. You can listen for movement or feel for the movement. Thanks, Steve Let me know what you find, Steve

Follow-up: Second follow-up: Steve, Thanks for the reply. The gear works normally, except Steve, when retracted the doors will stay open for a while. The I looked at all the switches and found them to be secure and continued on pg 66...

CESSNA FLYER (24) JANUARY 2018 Save the date for the Gathering At Waupaca

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Wind Dilemmas seemed to be more related to either engine power output Lessons learned about wind and mountain waves. or airframe icing. When the pilot in command is not understanding why something is happening, it’s far more difficult to come up with a reasonable plan to correct the problem. As I sit to write this, the major theme in my life these past My own experiences with mountain waves were certainly few weeks has been wind. I say that because, first and foremost, nowhere near as dramatic, but they were personally attention- we are right now involved in cleaning up our Florida horse getting. Being more of a flatland pilot, my initial exposure to ranch from the effects of Hurricane Irma—which, thankfully, the effects of wind across undulating terrain came from those amounted to only a half-dozen fallen trees and, literally, an infi- small bumps in the earth around Kentucky and West Virginia nite number of tree limbs scattered across our acreage. that we Easterners call mountains. The second reason these past few weeks have involved About 50 years ago I was skittering around Eastern Kentucky wind is that I was concurrently producing an audiobook ver- in, if my memory serves me correctly, a Cessna 140 with a 90 sion of Harrison Jones’ nonfiction book “Miracle on Buffalo hp engine. It was a breezy day—nothing too outlandish—and I Pass: Rocky Mountain Airways Flight 217.” Reading for the was giving a student some dual in the art of crosswind landings audio version got me to thinking about experiences with wind- at an outlying grass field we often used. induced dilemmas from my own aviation past. After a half-dozen acceptable takeoffs and landings in the The book itself is an in-depth analysis and interview with quartering wind that was 20, with maybe gusts to 25, we left nearly all the survivors of the Rocky the airport for a little local flying up higher Mountain Airways Twin Otter turboprop to get away from the bumps. that crashed in a blinding blizzard at the At max power and max After a few steep turns and whatever else I very top of one of the most inaccessible thought the student could use, I figured that spots between Denver and Steamboat climb speed, we were we’d top off our day with a simulated engine Springs, Colorado on Dec. 4, 1978. failure, then head back to the barn. I chopped We follow the passengers and crew barely holding altitude— the power and announced: “Engine failure.” through their experience, and then the The student picked a field below in a bands of rescue personnel who mobilized and the ridgeline in front reasonably wide valley between two rows immediately to attempt to locate the of hills, and set up an approach to a large wreckage and any potential survivors of us was getting nearer! pasture. Down to about 300 feet everything before they would invariably freeze to looked fine, so I announced, “The engine death on that desolate mountaintop. is working again; just go around and head As the NTSB later concluded, the Rocky Mountain Twin back to the airport.” The student complied. Otter encountered an unforeseen severe mountain wave which, Sort of. when combined with some airframe icing, prevented the com- He did everything right. So did the airplane. But Mother muter airliner from climbing above 13,000 feet (the MEA in Nature did not. The student pushed the power up to max; 90 that area was 16,000 feet) and the airliner was then gradually horses surged into the prop, and he turned us toward the air- forced down into the terrain, just barely clipping the top of the port that was on the far side of the next ridgeline. But we were, mountain at Buffalo Pass. I figured out later, on the leeward side! The first miracle was that everyone survived the initial At max power and max climb speed, we were barely holding impact with the crest of the mountain, but if rescue folks didn’t altitude—and the ridgeline in front of us was getting nearer! I locate them quickly (no one knew for sure where they had gone was getting less comfortable with every passing moment, until I down, and it was the middle of the night in a driving blizzard), finally said, “I’ve got it.” none of them would survive. Suspecting there was something now wrong with our engine, As the NTSB pointed out in the accident report, one of I did a snappy one-eighty to head back for our simulated the things that disguised what was happening was that emergency landing field—one that I figured we might need for the mountain wave the flight was involved with was quite real. Partway back—and, it turns out, away from the effect of the smooth. With no wind-induced turbulence to tip the crew downward wash of wind over the ridgeline—we began climbing off, the initial symptoms of decreasing climb performance normally again. We climbed to a higher altitude, then crossed that

Editor at large Thomas Block has flown more than 30,000 hours since his first hour of dual in 1959. In addition to his 36-year career as a US Airways pilot, he has been an aviation magazine writer, a best-selling novelist and owner of more than a dozen personal airplanes. Send questions or comments to [email protected].

CESSNA FLYER (26) JANUARY 2018 ridgeline far above the mini-mountain wave effect beneath us. I disconnected the autopilot, reduced the power on both Many years later I was in a light twin flying between north- engines until they were back at idle—and we were still being ern Colorado and Montana, where there are some real moun- propelled upward at over 2,000 feet per minute! It was hard tains by anyone’s standards. It was a breezy, clear day and I to believe what the gauges were saying. I pulled out full speed was flying at the MEA, enjoying the view of the ridgelines and brakes, and still we were climbing! canyons that passed below. The copilot told ATC that we couldn’t hold altitude; that we What I noticed first was the airspeed slowly trickling away as the were being pushed up. We got to 35,000 feet and I began to seri- autopilot kept pitching us up a little more as it tried to hold our ously worry because, even thought the sky was still smooth, if we altitude. Again, my first thought was that something was wrong went much higher the air would be (in a manner of speaking) too with the power output from the engines, or at least one of them. thin to keep the wings from stalling—“coffin corner,” it’s called. Yet all the engine gauges were middle of the green. They Then we hit the turbulence, which started at severe and quickly sounded fine, too. So what could be happening? It took me a few got worse. Our big Boeing airliner was simultaneously being moments to see the obvious: the line of higher mountains to the pushed upward and churned all around the sky! We needed to get northwest of my location were at a right angle to the prevailing down—quickly—before the wings decided to do the job for us. wind. We were apparently in a downwash of wind from them. I was just about to call for gear down (at this airspeed, it I requested a higher altitude from ATC, pushed up climb would have probably done some gear damage) to get more power and while the rate of climb was a little lower to begin drag to stop us from climbing when, in the blink of an eye, the with, a few thousand feet of climb later, the performance num- washing-machine sky we were in went dead calm. bers went back to normal as we got above the downward effect We had popped out of this mountain wave-induced wind of the distant mountain wave. machine at 35,400 feet. We stopped climbing, the airspeed But don’t think that only smaller airplanes are susceptible began to drop, and I then pushed engine power to a low cruise to this sort of wind-induced dilemma. About 30 years ago I setting. After coordinating with ATC, we turned off our route was the captain of a Boeing 737-400 headed westbound to San that had us headed toward the highest mountains and eventu- Francisco over the middle of the biggest rocks in the Rockies. ally drifted back down to our assigned altitude of FL310. We were at FL310 on a windy day, with our ground speed So that’s what I spent Hurricane Irma doing: narrating the being clobbered by the constant westward flow. Still, the sky book “Miracle on Buffalo Pass,” which is about the results of was smooth—so all was well, right? a wind-induced accident, while listening to the winds howl First clue: the sense of the airliner trying to climb, the auto- around my own home. pilot rolling in nose-down trim and pulling off engine power Like an old captain once told me nearly 60 years ago, “Son, to keep us at altitude. I commented to the copilot something don’t fool too much with Mother Nature. She can win anytime insightful, like, “What the hell?” she wants to.”

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CESSNA FLYER (27) JANUARY 2018 Step-by-step FUEL CELL Replacement

If you own a Cessna 182 Skylane, has been a fixture want to paint the airplane and then have N4696K at Modesto City- to open it up to get the bladders out.” at some point you’ll need to County Airport (KMOD) for many years. It’s a 1975 An unwelcome Christmas gift replace the fuel cells (fuel Cessna 182P Skylane owned by Nine- A few days after Christmas last year, bladders). It’s not a particularly Six Kilo LLC, which in turn is owned one of our partners opened the hangar to by five partners, who vary as time goes find our Skylane’s right main tire flat and difficult task, especially when you on. I’ve had the pleasure of being one of fuel all over the floor. Fuel had leaked out order an all-inclusive kit from a the partners for almost 10 years. With along the length of the wing, staining the so many partners, the airplane flies a lot; aileron hinges blue. He contacted Pacific vendor like Eagle Fuel Cells. more than 200 hours in an average year. Aircraft, and we all thought at first that That’s good because the engine doesn’t the right fuel bladder was cracked. It By John D. Ruley sit and rust. On the other hand, all that turned out to be due to a leak at the fuel flying puts a lot of wear on the airframe, filler neck on that side, but it was enough interior and paint. of a warning to get our attention. Next For quite a while now, the partners time it could be a bad fuel bladder and it have agreed that we ought to do a resto- might not be kind enough to fail at our ration—painting the airplane, redoing the home airport. interior and fixing a lot of minor prob- Now, decisions had to be made: where lems that have built up over the years. and when to have the replacement done, Fortunately, everyone’s in a financial posi- and where to get the parts? The first two tion to afford this. We kept putting the questions had easy answers. Shane, Paul painting off, in part because of something Kline and their boss Dick Braner at Pa- Shane Cooper (a mechanic at Pacific cific have been taking care of N4696K Aircraft Service) told me. He noted that for the entire time it has been on the field the bladder-type fuel cells in our airplane at Modesto. They aren’t the least expen- were due for replacement and “You don’t sive place to get work done, but they are

CESSNA FLYER (28) JANUARY 2018 The small box we received from Eagle, next to a windscreen that was also part of our refurbishment project.

Inspecting the wing cavity requires good light, inspection mirrors and patience.

Technician Paul Kline wrestles the old bladder out of the right wing.

CESSNA FLYER (29) JANUARY 2018 After 10-plus years in the wing cavity, the old fuel cell bladder shows its age.

among the most thorough. After consult- after looking at the large roll of cavity ing with Dick, we decided to hold off tape: “That’s worth hundreds of dollars until our annual inspection, when the air- by itself!” I did not fully appreciate this plane would be at Pacific for an extended until later, when Paul pulled a huge ball period anyway. of old duct tape out of each wing. The As for where to get the new bladders tape used at the Cessna factory was not and other parts, I took advantage of my available the last time the bladders were membership in Cessna Flyer Association replaced, so duct tape was used to cover and called parts-locating guru Kent Del- all rivets and overlapping metal joints in lenbusch. He gave us some options and we contact with the fuel bladders. decided on Eagle Fuel Cells. Our mechanics When the new bladders were un- had no previous experience with them but packed, we found a clearly-printed set were happy to give them a try. of helpful hints. These tips covered inspection (including how to find the Step-by-step installation area where a fuel cell may have leaked), What follows is a journal based on removal, installation and maximizing fuel notes I took at the time. Bear in mind cell life. that other work was being done as well; While the full list of tips is too detailed it didn’t take a full month’s worth of to reproduce here, two points are worth work to do the fuel cells! noting. Ground the airplane whenever Approximately July 1: Bladders (neat- dealing with fuel cells or any other fuel ly folded in a surprisingly small box) system component. Per the tips, “When and installation kit arrived at Pacific working with fuel, static is your enemy!” Aircraft Services. Also, warmth helps. Eagle does not rec- July 23: N4696K was flown to warm ommend trying to remove tanks at temper- the engine oil and delivered to Pacific, atures below 70 F because the material will where the annual inspection began. be stiff, and notes that a warm cloth can July 26: Bladders were unpacked, with help when taking off tubing. That wasn’t a first reaction from an impressed Shane a problem on a hot July day in Modesto!

CESSNA FLYER (30) JANUARY 2018 Engineered to Lead.

Tempest® knew there had to be a better way to change oil. The result: Tempest’s patented Easy Drain™ oil ﬁ lter tool—a drain tool that makes oil changes easier and cleanup faster. With its simple three-step process, the Easy Drain tool saves time, prevents drips and Old fuel cell bladder on left; new fuel cell bladder on right. spills, and makes cleanup as easy as 1-2-3. Innovative, forward-focused design — proof that Tempest is engineered to lead.

Manufactured by

www.tempestplus.com Each wing coughed up a large ball of weathered duct tape. 800.822.3200

CESSNA FLYER (31) JANUARY 2018 New cavity tape from the Eagle kit installed in the wing.

New adapter plate on left restores fuel drains to the original design position. Old plate on right had the drain off-center.

Old fuel valve on left; Eagle’s new field- The bladders must be rolled up to fit repairable cartridge valve on right. through the inspection port.

CESSNA FLYER (32) JANUARY 2018 July 27: I was present as Paul pulled (and an FAA Airworthiness Directive) out the right fuel cell. Fuel had been requiring the so-called “rock-and-roll drained the day before, and by the time preflight,” in which you were supposed I arrived he had the snaps undone and to hold the tail of the aircraft down and the bladder rolled up in the wing. The rock the wings to make sure any water whole plane shook a couple of times as got out of wrinkled areas and showed up he pulled. After getting the old bladder in the test ports. A later Service Bulletin Engineered out, he told me we’d made a good deci- superseded that requirement but required sion. He saw signs of minor leakage that installing new fuel bladders with the would only have gotten worse. test ports moved a few inches to a loca- to Lead. With both cells removed, Paul spent an extended period with a flashlight, reach- Paul had new fuel bladders ing in through the inspection ports to pull rolled up and ready for Tempest® innovation out the old tape. He pulled out enough to installation when I arrived. They make a very impressive (if ugly) ball. is changing industry July 28: New cavity tape was used to went in much more easily than expectations and, in cover all exposed rivets, metal-to-metal the old ones came out! the process, making its joints and other areas that could damage competitors go back to the the new cells in both tanks. tion that was not affected by wrinkling. Paul also showed me the new fuel Eagle’s fuel bladders are designed not to drawing board to play catch drains/test ports and covers. These re- wrinkle, and they move the port back to up. Tempest leads modern placed ones that were installed years ago. its original location. aviation spark plug design The original factory fuel bladders were Paul pointed out a major advantage of with its fi red-in suppressor prone to developing wrinkles, which Eagle’s STC’d fuel drains/test ports. They could trap water, preventing it from com- use a cartridge design and can be easily resistor—others have since ing out of the original fuel drains. That serviced, unlike factory ports that must be followed. In oil fi lter design, issue resulted in a Cessna Service Bulletin completely removed. That will be a huge Tempest leads the way with its proprietary, internal magnetic, secondary fi ltration system. Plus, Tempest’s Spin-EZ® oil fi lter is an industry fi rst with its patent-pending, non-stick seal technology. Forward- thinking diff erences like these set Tempest apart and prove what others now know—Tempest is engineered to lead.

www.tempestplus.com The bladder is inserted through the inboard inspection 800.822.3200 port, then pulled through from the outboard port.

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time (and money) saver if one of the ports ever develops a leak. Aug. 1: Paul had new fuel bladders rolled up and ready for installation when I arrived. They went in much more easily than the old ones came out! Aug. 11: After a delay for unrelated work, Paul was ready to finish the job, installing new fuel floats and transmitters (fuel senders).

Wrap-up The annual (with other modifications) was completed about one week later. The partner who originally found fuel leaking did a thorough job of checking the new fuel senders to see how they matched up against the indication on the original fuel gauges, starting with empty fuel tanks and adding 5 gallons at a time on each side. The result was about what you’d expect. If the gauges say full, they are full. Half full, ditto. But don’t make any bets on them as you get close to empty. We have a digital engine monitor with a

CESSNA FLYER (34) JANUARY 2018 Engineered to Lead.

Surpassing others in starting power, energy effi ciency, and performance reliability, Tempest® is the leading infl uence in engine starter/alternator innovation. Our PowerFlite® starters can reduce current draw by up to 20% compared with other brands. Plus, Tempest starters are designed with aerospace quality brushes for longer life, a proprietary ball bearing design for less internal friction and heat, It made sense to replace the and a newly designed, fuel senders at the same time as the fuel cell bladders. fi eld-wound electric motor. Pair these with our FAA/ PMA-approved PowerFlite alternators and you’ll agree: fuel totalizer, so I don’t rely on the old wings of parked aircraft to wet the upper gauges all that much anyway. half of the cells and removing/preserv- Tempest is engineered Since then the airplane has flown over ing cells when aircraft will be stored for to lead. All others can do 20 hours with no evidence of any leaking extended periods. The company strongly is follow. or other problems. Pacific Aircraft Service recommends against using auto fuel: “It owner Dick Braner was impressed by the is not very stable and the high quantity of high quality of Eagle’s product. He said, chemicals in the fuel is harsh on rubber... “They make really nice fuel cells and pro- If auto fuel is used, do not let it stand for vide a complete install kit. The only thing long periods of time and inspect all rub- they didn’t supply was vent hoses.” ber fuel system components frequently.” Eagle’s website has a wealth of infor- Eagle’s fuel cells carry a 5-year war- mation that may be of interest to Cessna ranty. So far, we’re very happy with ours! owners contemplating a fuel cell replacement. In addition to new cells, Eagle offers repair services on old fuel cells, John D. Ruley is an instrument-rated guidance on which cells may or may not private pilot and aircraft co-owner. be repairable, background information Send questions or comments to editor@ on what bladder-type cells are made of, cessnaflyer.org. issues with fuel cells in particular aircraft, tips for inspecting cells when a leak is found (or suspected) and tips for remov- Resources ing old cells and installing new ones. The website also has tips for getting Eagle Fuel Cells, Inc. the longest life out of the fuel cells you eaglefuelcells.com www.tempestplus.com have. Among other things, Eagle suggests 800.822.3200 keeping the fuel cells full, rocking the

CESSNA FLYER (35) JANUARY 2018 Photo: James Lawrence

CESSNA FLYER (36) JANUARY 2018 Jack Riley and the Skyrockets: THE CESSNA 337 REMADE

By Heather Skumatz

Cessna’s pressurized Skymaster has a number of STCs developed by Jack Riley, of Riley Rocket fame. Cessna Flyer recently talked to Skymaster authority Bill Crews to get a brief history of the various P337 conversions. ntrepreneur, innovator and master salesman Jack M. Riley came to E the airplane business only after retiring from his first career in blueprint- ing. By 1962, Riley had been assigned the patent for an Engine Supercharging Apparatus, and it would prove to be one of his most important contributions to General Aviation. “Jack Riley called me around 1988, maybe ’89,” recalled Bill Crews, owner of Skymasters International. “He did conversions for all kinds of different aircraft, and he was looking for a Skymaster.” The turbocharged engines on the P337s were known to run hot. “His first mod [for the 337] was an engine intercooler system, and he needed an aircraft to test it on,” Crews explained, “so he bought an airplane from me. It was a P337 with 225 hp.” Riley’s testing worked, and he was able to secure his intercooler STC for the P337. Riley soon began doing partial conversions to P337s at his California facility.

The Skyrocket is born Never satisfied, Jack Riley was back on the phone to Crews. “He was getting tired of doing partial conversions installing his intercooler modification and a STOL kit and wanted a total conversion,” he explained. “I helped him with finding derelict aircraft—by derelict, I mean they had low total time, all logs, zero corrosion and no damage history—but he didn’t care about engine times, paint and interior, because he stripped them to the fuse- lage, starting over.” For the P337 conversions Riley International was creating, Jack Riley added the same Horton STOL kit as he used on the Riley Rocket conversion for P210s, and also came up with a metal panel. “The original plastic overlay would vibrate because it never seemed to fasten on correctly,” Crews said. “A metal panel is so much nicer because the instruments are actually attached. Everybody hated that plastic panel, but Riley was the first one to do away with it. It was a great upgrade.” “One very big thing he did was soundproofing all of his aircraft,” said Crews. He also upgraded the radios to state-of- the-art and put in an S-TEC 65 autopilot. “After a couple of years he came up with pressurized mags and [an] inflatable door seal,” Crews explained. Photo: James Lawrence Riley marketed his creation as the Skyrocket. The paint scheme for these Cosmetic upgrades are the icing on the cake for Riley conversions. In addition to 337s was the same as what Riley was intercoolers and a STOL kit, Jack Riley was keen on thorough soundproofing.

CESSNA FLYER (38) JANUARY 2018 Photo: James Lawrence Photo courtesy Richard Rolland

The stock plastic overlay never seemed to fit correctly, so Jack Riley designed a metal panel to allow all instruments to be securely attached.

CESSNA FLYER (39) JANUARY 2018 doing on the P210 Riley Rockets. “But he still didn’t have the air conditioning that customers wanted,” Crews pointed out. “One customer did come [to see Jack] and he had developed his own air conditioning system for his personal P337,” said Crews. “Jack and the customer worked out a deal: if Jack would do certain mods on the customer’s airplane, they could work out a deal on this owner’s air conditioning design.” “Jack then went about getting the STC for the air conditioning system, which he added to his future Rocket conversions,” said Crews. “So, I’d sell these P337s to Jack, and Jack was turning these things out. We sold about 20 to 25 over two or three years. Pricing started at $225,000 in 1989ish, then up to $250,000, then $275,000.”

“The last one he sold with the 225 hp Photo: James Lawrence engines was in 1993 or 1994 I believe, and the cost was $425,000 or more,” The Super Skyrockets were the fastest of them all, with an Crews said. additional 85 hp per engine and three-blade props.

The Super Skyrocket “Then Jack Riley called me one day— he had himself a turbo 310 hp Skymaster, not pressurized, which he had bought at a government auction for $50,000. Only Jack Riley could get a deal like that,” Crews joked. He then added, “I’m surprised he didn’t talk them in to giving it to him!” “I can’t say what the previous owner was using it for, but it seems he was hauling something the U.S. government The Super Skyrocket was the sixth 300 mph aircraft in Riley’s Rocket series. These Cessna P337s were the fastest of them all… wasn’t happy with him hauling,” he said. This aircraft was Riley’s test bed for the 310 hp Riley Super Rocket. Photo courtesy Skymasters International “Riley got that 310 hp conversion approved, and started doing the Super Skymaster faithful Skyrocket in about 1994, ’95,”said Bill Crews first flew in a Skymaster when his father bought one in the Crews. There were over 300 changes in late 1970s. He attained his private pilot certificate on a college summer the Super Skyrocket, according to Gene break and started buying and selling 337s after graduation. Smith in “The Faster Mixmaster,” pub- Crews went on to attain his multi-engine, commercial and instrument lished in US Aviator in April 1994. ratings. Today he has about 5,500 hours in Skymasters. His company, The Super Skyrocket was the sixth Skymaster International, has sold over 1,000 Skymasters—each of the 650 300 mph aircraft in Riley’s Rocket series. or so 337s that were manufactured has been sold and re-sold a few times. These Cessna P337s were the fastest of The business continues to do well, with a faithful following of them all, with an additional 85 hp per 336/337 and O-2 devotees in the United States and abroad. “Some folks engine, three-blade props, a 2,500 fpm keep the aircraft two or three years; some 12 or 15 years,” Crews said. rate of climb—and higher fuel consump- “Seems a few of my customers like to fix ‘em up—and then I sell it tion to match. and look for another project plane for them.”

CESSNA FLYER (40) JANUARY 2018 Photo: James Lawrence

CESSNA FLYER (41) JANUARY 2018 “He sold 10 or 12 of those, and they were doing pretty good,” Crews said. “Then Jack Riley had a stroke, and then another.” Riley was partially paralyzed and unable to continue working. “Now, you have to understand, Jack was Riley International; the company stayed open [after its founder became ill] but sales fell off.” The company declared Chapter 7 bankruptcy in California in 1996, and in 1997, SuperSkyrocket LLC bought all of the STCs. (These Riley STCs are now held by Tim Kasper of Kasper Industries. —Ed.) “Riley had a real good product, but by the mid- to late 1990s, it was all over,” Crews said. “The Super Skyrockets are rare; I sold one this year—there are maybe 20 Skyrockets and maybe another 10 Super Skyrockets still flying in the United States. The value has come down quite a bit, as these are now older conversions.” Entrepreneur Jack Riley Rockets today Riley and his associates Bill Crews, along with Hank and Matt transformed stock Kozub at Aircraft Sales, Inc., have devel- Skymasters into oped a newer P337 conversion product customized, high called the Rocket II. “We’re continuing performance personal Photo: James Lawrence what Riley did,” Crews explained. “We air transportation.

CESSNA FLYER (42) JANUARY 2018 Photo courtesy Richard Rolland

P337 Skymaster Riley Skyrocket Riley Super Skyrocket Rocket II SPECIFICATIONS Engines: TSIO-360-CB (225 hp) TSIO-360-CB (225 hp) TSIO-520-NB (310 hp) TSIO-360-CB (225 hp) Propellers: 2-Bladed McCauley 2-Bladed McCauley 3-blade Hartzell 2-Bladed McCauley MTOW: 4,700 pounds 4,700 pounds 4,700 pounds 4,700 pounds Useful load: 1,350 pounds 1,300 pounds 1,150 pounds 1,300 pounds

PERFORMANCE Top speed: 237 mph 260 mph 300 mph 246 mph Service ceiling: 20,000 feet 20,000 feet 20,000 feet 20,000 feet Rate of climb: 1,170 fpm 1,250 fpm 2,500 fpm 1,250 fpm Range: 935 miles 975 miles 975 miles 975 miles Takeoff distance: 2,195 feet 1,500 feet 1,125 feet 1,500 feet (over 50-foot obstacle) Landing distance: 1,675 feet 1,489 feet 1,489 feet 1,489 feet (over 50-foot obstacle) NOTE: Information is from various sources, including but not limited to the POH, Riley International and Skymasters International.

CESSNA FLYER (43) JANUARY 2018 THE MINIMUM EQUIPMENT LIST • Dual Alternators • De-Ice Boots • Dual Vacuum Pump • Heated Propellers • Radar and/or Stormscope • Anti-Ice Windshield • Pressurization • Operational AP/FD www.jerrytemple.net REAL THE MINIMUM EQUIPMENT LIST stroller i Pad DVDs 3 car seats snacks & juice boxes books blankie stuffed unicorn! luggage oom) back -up blankie Hot Wheel Collection (if r diapers (jumbo) racquet & clubs KC the Cat Present! art for grandpa Laptop Cat Kennel Bunny Buddy Time to Upgrade to a Pressurized Cabin Class Twin Cessna?

TEXAS OFFICE TEXAS OFFICE TENNESSEE OFFICE Jerry Temple Marlon Lewinsky Dan Moore PHONE 972 . 712 . 7302 CELL 214 . 876 . 7169 CELL 423 . 647 . 4359 EMAIL [email protected] EMAIL [email protected] EMAIL [email protected]

CESSNA FLYER (44) JANUARY 2018 just do the 225 hp engines, and the con- “One T337 has been completed with a 1996. “Riley Super Skyrocket” by Geza cept has been 25 years in the making.” glass panel, and will probably be the way Szurovy. Private Pilot, November 1998. The Rocket II conversion includes two most new Rocket II conversions will be “The Faster Mixmaster” by Gene Smith. remanufactured Continental TSIO-360- outfitted,” Crews explained. US Aviator, April 1994. CB engines with a factory warranty plus It took a lot of hard work by Jack new engine mounts and engine hose kits Riley and his associates in order to Heather Skumatz is production coordina- as well as overhauled turbochargers, transform stock Cessna aircraft into cus- tor for Cessna Flyer. Send questions or wastegates and turbocharger controllers. tomized, high performance personal air comments to [email protected]. The aircraft uses Riley’s intercooler sys- transportation. tem on both engines and includes pres- Today, as far as remade Cessna 337s Resources surized magnetos. are concerned, Bill Crews, Hank Kozub, Two freshly overhauled props and gov- Matt Kozub and others are picking up P337 CONVERSIONS ernors are installed along with polished where Riley left off. But they know they AND INFORMATION spinners. The aircraft has a four-color owe a debt to their predecessor. paint scheme and new stainless steel “Jack Riley was one of those guys in Skymaster International LLC hardware is used all external fasteners. life,” Crews said. “One of those guys you skymaster.com Inside, the aircraft offers leather seats, are just glad to have had the privilege of integrated headsets—and the best sound- knowing and working with.” Aircraft Sales, Inc. proofing available, the same level of noise therocket2.com reduction that Jack Riley was so fond of. The avionics package includes a Sources: 337skymaster.org, AOPA.org, Garmin GMA 340 audio panel with CessnaFlyer.org, Skymaster.com, TwinNavion.com. FOR ALL SKYMASTER OWNERS four-place stereo intercom and music input; one Garmin GTN 750 WAAS Special thanks to Bill Crews for his Cessna Flyer Association Nav/Com/GPS and one Garmin GTN wealth of information and ready assis- cessnaflyer.org 650 WAAS Nav/Com/GPS; as well as a tance, and to Herb R. Harney for post- Garmin 345 transponder. It also includes ing the following helpful articles on the Skymaster Owners and Pilots an S-TEC 55X autopilot and an engine SOAPA forum: “What’s in a Name?” by Association (SOAPA) monitor in its custom aluminum panel. Chuck Stewart. Air Progress, January 337skymaster.org

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CESSNA FLYER (45) JANUARY 2018 Destination: Miami By Heather Skumatz

Though it is as beautiful and sunny as it looks on television, the city of Miami isn’t exactly like it’s portrayed. This is a city built that’s best viewed in-person.

CESSNA FLYER (46) JANUARY 2018 Photo Kikor.com courtesy GMCVB I thought I knew about section of the city. Even if you can’t tell a What Miami, I realize now, has claro from a maduro, you can’t help but all come from the television. “Miami feel fascinated while watching a master Vice,” “The Golden Girls” and “Burn cigar roller create an authentic Miami- Notice”—these fictional portrayals all rolled Cuban cigar. shaped my idea of the city’s surround- For a similar amount of immersion in ings, its residents and its culture. I think I Cuban culture with none of the nicotine, was more wrong than I was right. maybe order a cafecito (Cuban espresso, When I started looking deeper, I real- or Café Cubano) or stop in at El Rey ized why Miami is portrayed so much in de Los Fritas for a fast lunch (fritas, of films and on TV: it’s a huge hub for this course), and then walk down to Maximo kind of thing. There are more than 2,000 Gomez Park to watch a game of domi- motion picture, music and video compa- noes—or maybe to enjoy that cigar. (I’m nies based in Miami; dozens of recording sure you won’t be alone.) studios and sound stages; hundreds of The Miami Circle – One highly unu- freelance production crews; dozens of sual feature in the city is the Miami cable television networks. Circle, a prehistoric limestone building Miami looks shiny and new, and it is, site that’s 38 feet across—in the mid- relatively speaking. Nothing here is much dle of downtown, off Brickell Avenue. more than a century old, as this port city Though many at first doubted its age, was incorporated in 1896 with, surpris- the circle predates other East Coast ingly, just 300 residents. It’s a city that has settlements and is believed to have made its name known—so much so that the been used by the Tequesta Indians. former Dade County was officially changed Many Tequesta artifacts are viewable to “Miami-Dade County” in the 1990s. at the HistoryMiami Museum on West Today, Miami is considered one of the Flagler Street. The museum is several richest cities in the United States. With blocks northeast of the site, across the

miles of picturesque boulevards and Miami River. Photo courtesy Greater Miami Convention and Visitors Bureau high-end shopping, hundreds of high- Biscayne National Park – This natural rise buildings and the most concentrated haven is within sight of Miami in nearby grouping of international banks in the Homestead, Florida. This park is differ- country, this isn’t hard to believe. ent than most: it’s mostly made of water. The National Park Service protects these Set up for success shallow waters, coral reefs, marine There is no shortage of informa- wildlife and tropical hardwoods—there tion about Miami. In fact, it’s almost are no roads or bridges, and only one overwhelming how much is available. hiking trail. The 2017 Visitor’s Guide is a whopping Since the vast majority—90 percent— 252 pages—and it’s one of a dozen free of the park’s half a million annual visi- guides available on the Greater Miami tors enter the space by water, there is no Convention & Visitors Bureau website. entrance fee. There are, however, fees for With 22 regional visitor centers around special uses (overnight docking, camping Miami, this city was built for visitors. If at the two campgrounds in the park, etc.). you want to see the palm trees sway in The Deering Estate – Environmental real time, keep an eye on Miami through enthusiasts can also check out The its seven live webcams. The information Deering Estate, a preserve in the village available online is abundant. of Palmetto Bay, which offers hikes and There are even mobile apps available science education for visitors. It’s a lot for free (or nearly free; they cost a few closer to the heart of the city (and a little dollars at most). With these apps you easier to access than Biscayne National can get detailed information on the arts Park if you don’t have a boat with you). district, the parks, the airports and city The estate runs a moonlight canoe tour, transit, various historical sites and walk- which takes paddlers across Biscayne ing tours, locally recommended food, Bay to a waiting campfire on Chicken shopping and a lot more. Key. The tour costs $40 and is open to adults only. Local attractions Art Deco Historic District – Lastly, There are a few attractions that I think Art Deco architecture is a worthwhile are musts when you’re visiting Miami. sightseeing trip from downtown Miami Photo courtesy Greater Miami Convention and Visitors Bureau Here are a few of my picks. across the causeway to the east end of Calle Ocho – By my count, there are Miami Beach’s South Beach neighbor- at least eight cigar shops and factories hood. Tours of all types—guided, private, on SW Eighth St. in the Little Havana self-guided—are available seven days a

CESSNA FLYER (48) JANUARY 2018 The Freedom Tower in downtowm Miami welcomed many Cuban Americans. The building was used as a facility to assist Cuban refugees in the 1960s and early 1970s. Photo courtesy Greater Miami Convention and Visitors Bureau

The Colony Hotel is an Art Deco landmark on South Beach. Photo courtesy Greater Miami Convention and Visitors Bureau

This colorful lifeguard tower is La Gloria Cubana cigars for sale at the El Credito cigar factory on Homestead Bayfront Park Beach on Calle Ocho in Little Havana. in South Miami.

CESSNA FLYER (49) JANUARY 2018 CONCORDEBATTERY.COM CELEBRATE!

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Celebrate the fact that you have A view of the Bay Harbor Islands waterway. The town of Bay Harbor Islands (BHI) is chosen the best built lead acid one of several villages in Miami-Dade County located to the east of mainland Florida. battery for your airplane! week through the Visitor Center. There unique single-loop marathon has been Celebrate that you are guaranteed a are more than 800 buildings to see. running (sorry, I had to) since 2003. Other ways to spend your time in Since Miami is a Boston Marathon quali- properly functioning battery to start Miami might include beaching it—no fier, it attracts 25,000 competitors from your aircraft and for essential power explanation necessary—or window around the world—as well as 50,000 in the event of a generator failure. shopping at one of Miami’s many retail spectators. If you are in Miami on districts. For an indoor (read: totally January 28 this year, you might want to This is a battery backed by air-conditioned) experience, look to the be part of the cheering section. manufacturing professionals with Brickell City Centre. Coconut Grove Arts Festival – A huge If you want the full “I’m in Miami!” and highly anticipated arts festival occurs years of experience. Your battery has retail experience, the outdoor Bal Feb. 15–17 in Coconut Grove. With fine gone through numerous inspection Harbour Shops on Miami Beach are a art, food, music and performing arts all and testing points at the factory fashion mecca. With an astounding num- on showcase, it’s worth a trip to eat, and each battery undergoes a final ber of luxury brands and an eponymous walk and shop around. One-day passes fashion magazine, I’d consider this a are available for as little as $10 for this capacity test prior to shipment. tourist destination in its own right. 55th annual event. Calle Ocho Festival – This event has And thank you, from Upcoming events the feel of a neighborhood block party, Concorde Battery Corporation Miami has several great events coming except it spans 24 blocks. The Calle up in the first part of this new year. I’ve Ocho Festival has 30 stages of music and listed a few here, along with the dates. To its vibrant atmosphere makes it a true find out more, see the Resources at the Pan American celebration. This year, end of the article. the date is March 11. If you go, just South Beach Jazz Festival – Latin, New know that it might be a little crowded: Orleans-style and classic jazz music will one million of your closest neighbors be performed at various venues in South will also be at the party. Beach January 5, 6 and 7. Branford Marsalis headlines this year’s event—it’s Flying in sure to be a big draw for a festival that’s Miami is a bustling place, and the CONCORDE BATTERY CORPORATION just in its second year. Miami International Airport (KMIA) | 626.813.1234 ISO 9001 + AS9100 Miami Marathon/Half Marathon – This offers the largest quantity of commer-

CESSNA FLYER (50) JANUARY 2018 Miami Homestead General Aviation Airport (X51) offers self- serve fueling, but no tower. Elevation at X51 is just 7 feet. (All Miami-area airports are on low ground.) This diagram shows the approach for Runway 10, one of the two runways on the field.

CESSNA FLYER (51) JANUARY 2018 cial flights to the Caribbean and Latin set up for the DIY types, with self-serve America in the entire United States. It’s fueling at a more reasonable cost (right also first in international freight in the around $5 per gallon) and no tower. referred United States. There is a General Aviation X51 has two paved runways and a turf Center at KMIA, and with customs there, strip along with 24-hour restrooms and it’s a must for international visitors. lounge. Unlike KTMB, gliders aren’t P Many interstate flyers would probably restricted here, so parachutists, RC air- look to land elsewhere, if possible. irparts There are a few other appeal- A ing options. The first is the Miami Even if you can’t tell a claro Chosen for value and service International reliever airport, Miami from a maduro, you can’t help SAVE 25-85% Executive Airport (KTMB). It’s located to but feel fascinated while watch- off list price! the southwest of downtown, has 24-hour ing a master cigar roller… staff, three long runways and a helipad— New Surplus and used and has about 500 operations per day. Aircraft Parts! Fuel on the field averages around $6 per gallon at the time of this writing. craft and agricultural aircraft are all in • Airframe Parts Similarly, Miami Opa-Locka Executive the vicinity; something to keep in mind. • Accessories, bellcranks (KOPF) to the north of the city is also Finally, North Perry Airport (KHWO) a reliever for KMIA. It averages about is located about 14 miles north of • Air Filters 400 operations per day and lots of these downtown Miami and 6 miles north of • Engine Parts are jets—which means the runways are KOPF. North Perry offers four runways, • OHC Rotables nice and long. Fuel is about a dollar per a control tower, cheap Avgas ($4.25/gal) gallon higher than at Miami Executive, and a GA-friendly atmosphere. There are • Propellers though one of the three FBOs was com- several flight schools at North Perry, so • and a whole lot more! parable to KTMB’s prices. the traffic pattern(s) can be quite busy. Miami Homestead General Aviation However, you won’t have to dodge many We can look up part numbers for Airport (X51) is a little further south jets; the airport is closed to aircraft over Caravans, Singles, Twins, and Citations and west of the central city and is more 12,500 pounds MTOW. Website Upgrade!

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CESSNA FLYER (52) JANUARY 2018 Wrap-up Miami Opa-Locka Executive (KOPF) If you’re looking for a winter escape airnav.com/airport/kopf and like to be in the middle of the action, Miami may just be your ticket. Miami Homestead General Aviation It’s not all shady smugglers, dotty Airport (X51) retirees and former spies; it’s oceanside airnav.com/airport/x51 beauty, mingled cultures and exquisite architecture. There’s way more to see North Perry Aiport (KHWO) and do here than I’d ever known if I’d airnav.com/airport/KHWO stayed in front of the television. Engine VISITOR INFORMATION Monitoring Sources: miami-airport.com, miamiand- & Flight Instruments Greater Miami Convention beaches.com, wikipedia.com, yelp.com. & Visitors Bureau Premium ANR miamiandbeaches.com Headsets

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CESSNA FLYER (53) JANUARY 2018 NEWS * (compiled from press releases)

WELLINGTON, KAN., Nov. 15, 2017 – Air Plains Services, original O-320-H2AD; get another new or overhauled 160 hp a world leader in extreme performance upgrades for a variety of engine; or go for 180 hp,” Johnson explained. General Aviation aircraft models, marked a major milestone in Sep- “I did a lot of research through the many forums out there tember 2017 with its 2,500th 180 HP engine upgrade for Cessna and talked to a lot of owners and A&Ps. Dad wanted a new 172 piston aircraft. engine and the Air Plains 180 hp solution was the most compre- The milestone 172XP Extreme Performance engine upgrade was hensive. When I talked to them on the phone, I was sold.” installed on N733EA, a 1977 Cessna 172N. Air Plains’ most well-known line of business comes from its “The rate of climb with the new O-360 engine is fantastic and range of Extreme Performance (XP) kits designed for a large the customer service at Air Plains was really great,” said Brandon part of the world’s population of Cessna 172s, 180s and 182s, Johnson, who spends his work hours flying international hops in a including the 182RG. Gulfstream G550 for a Fortune 100 company, and is based in St. The company not only performs installations at its Wel- Paul, Minnesota. “The Air Plains solution was the most reliable for lington, Kansas facility, but ships complete, ready-to-install us and gives us the biggest bang for the buck.” kits around the world, supported through a global distribution Johnson managed much of the upgrade process for the 172N network and round-the-clock customer support. owned by his parents, Scott and Patty Johnson. Johnson logged “Their customer service is awesome,” Johnson said. “They many of his 6,000 flight hours on the aircraft (about 15 hours worked with me on scheduling, and then kept me in the loop already on the through every step of the process. Their customer service is re- new engine) ally on par with Gulfstream.” and is set to Air Plains offers 180 hp engine upgrade solutions for the take owner- Cessna 172 based on the Lycoming O-360, and 300 hp engine ship down the solutions based on either the Continental IO-520 or IO-550 for road. the Cessna 180 and 182. “TBO The resulting 172XP, 180XP and 182XP aircraft all share was looming increased cruise speed, range, rate of climb and gross weight, as so I started well as lower life cycle maintenance costs. running the Air Plains is an FAA Certified Repair Station, a Certified numbers on Cessna Service Center, owns 20 STCs including five for engine our options— overhaul the continued on page 58... Brandon Johnson with N773EA.

Garmin is pleased to announce the addition of new utilizes the aircraft’s altitude and wind to determine range ring features for the Garmin Pilot application for Android distance. The option to shape the glide range ring and iOS mobile devices. for rising terrain that may interfere with the aircraft’s glide range is also available. Android 6.2 Chart overlays – Pilots that utilize Garmin Additional features for Android FliteCharts now have the option to overlay instru- mobile devices ment approach procedures (IAPs) on the moving • Temporary Flight Restrictions (TFRs) map. The chart overlays may be displayed in specific to stadiums incorporate unique North Up or Track Up while flying, offering a coloring to denote when the TFR is active seamless transition from the enroute to approach or inactive. Blue TFRs depict the event is phase of flight. between 1–7 days in the future; yellow TFRs Glide range ring – Garmin Pilot offers pilots indicate the event is within 24 hours; and red the option to display a glide range ring on the TFRs depict the TFR is active. moving map within Android mobile devices. • GPS-based tracks can now be embedded The glide range ring is depicted as a cyan ring within a logbook entry, which displays a geo- around the estimated area that can be reached referenced map of the associated flight so pilots by the aircraft in a best glide configuration. can easily recall recent flight history and tie it to Range is based on Best Glide (VG) speed and the glide ratio their electronic logbook within Garmin Pilot. entered by the pilot within the aircraft profile, which then continued on page 58... CESSNA FLYER (54) JANUARY 2018 MT-Propeller’s Composite “Ultra Wipaire, Inc. Performance” Prop Now Approved Upgrades Caravan for Cessna 170, 172, 175 Floats with Oil BLOOMER, WIS., Nov. 1, 2017 – The Ultra is a 80-inch diameter, 2-blade, Bath Wheels Flight Resource has secured FAA STC scimitar-shaped composite propeller sys- approval for the “Ultra Performance” tem with a Kevlar spinner weighing only MT composite propeller for Lycoming- 42 pounds. Weight of a standard metal powered models of the Cessna 170, 172 prop is 64 pounds. and 175 aircraft. The MT prop blades are also life-unlimited and user- repairable. They are protected with tough nickel co- balt leading edges that are thicker and deeper than LAS VEGAS, Oct. 9, 2017 – Wipaire, metal edges used Inc.® has rolled out oil bath wheels on on other compos- new production Wipline® 8750 amphibi- ite props. ous floats, eliminating the need for repeat- Because of a ed greasing. The design allows the main stronger one- gear wheel bearings to be continuously piece hub design lubricated using common SAE 15W–50 and better impact motor oil (or equivalent), increasing the energy absorb- life of the bearings. ing materials in Oil bath wheels are standard on Wipline the blades, MT 8750 floats serial number 87177 and composite props up. A retrofit kit is available for floats The newly designed prop is faster, qui- do not require hub replacement in serial number 87176 and down, priced at eter and utilizes a new paint process that the event of minor blade damage (i.e., $9,995 installed. virtually eliminates paint erosion. Just like exposed core). Retrofit installation takes approximately all MT props, the Ultra Performance prop According to Flight Resource technical 25 hours and can be completed by Wipaire is able to be operated with no “restricted specialist Larry Schlasinger, “Calibrated at its locations in South St. Paul, Min- RPM” ranges. flight tests proved the MT Ultra was the nesota and in Leesburg, Florida outside continued on page 58... Owners can now choose between three best-performing prop for both cruise Orlando. Owners and operators may also different MT composite prop options, have their regular maintenance provider depending on specific application desires. continued on page 59... comply with the upgrade. “For our customers, repetitive bearing replacement adds to recurring ASA CX-3 ELECTRONIC FLIGHT COMPUTER maintenance costs,” commented Chuck Wiplinger, President/COO of Wipaire, Inc. available from Aircraft spruce “In our efforts to deliver the best experience possible for our owners and opera- Fast, versatile and easy to use It can be used on all FAA and Ca- tors, we’re not only making the oil bath nadian pilot, mechanic and dispatcher wheels standard on all new Wipline 8750 The CX-3 Flight Computer provides a knowledge exams. floats, we’ve also made this upgrade avail- fast, accurate flight computing solution The part number for the CS-3 Flight able for floats already in service.” and takes confusion out of the equa- Computer at Aircraft Spruce is 13-01040. Clint Clouatre, Vice President of tion for ground school study, preflight Aircraft Spruce’s complete product line Marketing & Sales, added, “When our planning, and is available ataircrafts- customers challenged us to reduce main- enroute navigation. pruce.com as well as tenance costs, we went to work. Our new Fast, versatile and through the company’s oil bath wheels improve the lubrication easy to use, the CX-3 free 1,000-plus page of the main gear wheel bearings, thereby delivers accurate catalog. increasing the lifespan of the bearings and results quickly and reducing replacement costs.” efficiently through For more information, To schedule an oil bath wheel retrofit an intuitive menu contact Aircraft Spruce at either one of Wipaire’s locations, or structure designed to at 1-877-477-7823 or to order the kit for field installation, call follow typical flight 1-951-372-9555. 651-451-1205. planning sequences with a minimum of For more information about Wipaire, its continued on page 58... keystrokes. products and services, visit wipaire.com. CESSNA FLYER (55) JANUARY 2018 Garmin® delivers IN THE AIR, one-millionth ON THE GROUND. certified product ALWAYS WORKING! OLATHE, KAN., Nov. 22, 2017 – Garmin International, Inc. a unit of Garmin Ltd. (NASDAQ: GRMN), today celebrated the delivery of the one-millionth certified avionics product from its manufacturing facility in Olathe, Kansas. Works with all The milestone product was a GTX™ aircraft oils. 3000 DO-260B compliant Mode S Ex- tended Squitter (ES) transponder, which ® AVBLEND Micro-lubricant soaks into enables ADS-B Out transmissions and metal and protects the engine while features TCAS II/ACAS II compatibility reducing wear. AVBLEND helps: for a wide range of business and transport • Restore Power category aircraft. • Lower Operating Temperatures “Since our inception over 28 years • Reduce Friction & Wear ago, Garmin has been committed to • Extend Engine Life providing superior products that are • Reduce Blow-by known for their innovation, reliability and intuitive design,” said Phil Straub, “I never take off without it!” Garmin executive vice president, manag- Sean Tucker ing director of aviation.” Hall of Fame Aerobatic Pilot “This milestone is a testament to our Save 10% on all online orders: long-established commitment to making www.AVBLEND.com significant investments in research and When ordering use Promo Code AVX442E development, as well as the hard work and dedication of thousands of passion- ate Garmin team members that I have the pleasure of working with every day.” “As we celebrate this exciting accom- Specializing in the service of plishment, I am very proud of how our Turbochargers teams have managed such significant Controllers growth while maintaining the culture of Wastegates our company as our founders set forth,” Pressure Relief Valves said Carl Wolf, vice president of aviation marketing and sales. “The breadth and depth of our certified aviation product line has expanded greatly over the years, allow- ing us to develop new markets for Garmin.” In conjunction with innovative advance- ments made in General Aviation, Garmin Overhaul or Exchange continues to broaden its pioneering vision into the Part 25 business and transport • Complete In-House Service/Repair/Testing aircraft market. • Superior Customer Service with Competitive Pricing Garmin boasts a number of retrofit in- • 18-Month Unlimited Hours, No-Hassle Warranty stallation approvals in a variety of aircraft • Fast Turnaround — AOG Priority at no extra charge that span from the King Air series to the Beechjet 400A/Hawker 400XP. From a single product, the evolution California Florida of Garmin avionics solutions has grown 1545 E Acequla Ave. 663 2nd Lane to serve multiple segments within the Visalia, CA 93292 Vero Beach, FL 32962 aviation industry, including General 800-523-4809 800-626-0367 Aviation, business aviation, helicopter, experimental amateur-built (EAB), de- 559-627-3600 772-569-2995 fense and air transport. [email protected] [email protected] FAA Approved Repair FAA Approved Repair Station #O7TR210O Station #U5AR184Y For more information, visit garmin.com, approvedturbo.com EASA 145.6055 EASA 145.5482 or follow us at facebook.com/garmin, twit- ter.com/garmin, or youtube.com/garmin.

CESSNA FLYER (56) JANUARY 2018 CESSNA SKYHAWK: STILL GOING STRONG AFTER 60 YEARS

More than 43,000 Cessna 172s have been made so far. And while the 172 Sky- hawk has undergone a myriad of tweaks and improvements, the aircraft essentially looks much the same as it did when it was first built in the 1950s. In the past 60 years, 172s have become Since 1981 we have been providing a staple of flight training schools across the the aviation industry with innovative world. Generations of pilots have taken their first, faltering flights in a Cessna 172, solutions for all of its oxygen needs. and for good reason: it’s a plane deliberate- ly designed to be easy to fly and to survive less-than-accomplished landings. “More pilots... have earned their wings in a 172 than any other aircraft in the world,” says Doug May, the vice-president of piston aircraft at Cessna’s parent company, Textron Aviation. “The forgiving nature of the aircraft really does suit it to the training environment,” he says. Light aircraft might not be updated as often as cars, but 60 years is still a very long time to produce a vehicle that has essentially been unchanged. The only time 172 production ceased for an extended time was in the late 1980s, when stricter U.S. laws restricted the manufacture of all light aircraft. Like the 170 before it, the Cessna 172 could take a pilot and three passengers at a pinch. The 170 looked very similar to what would become the 172, except it was a taildragger. The 172’s design was so clean and aerodynamic that Cessna’s marketing department dubbed it the “land-o-matic” because it was so easy to fly and land. “I think it’s really the robustness that’s been behind the aircraft’s success,” says May. “It’s able to take six to eight to 10 landings an hour; hour after hour.” May says the 172 is often the plane a student will take their first flight in—and it will often take them through their hours until they qualify for a private pilot certificate. “The Cessna 172 was not built to minimum requirements,” says May. “I think [the engineers] did an exceptional job of looking at the intended role and actually providing a plane that would surpass those requirements.”

Adapted from “The plane so good it’s still in production after 60 years,” by Stephen Dowling. For the full article, visit bbc. com/future/story/20170302-the-plane-so- good-its-still-in-production-after-60-years.

CESSNA FLYER (57) JANUARY 2018 Air Plains continued from page 54... upgrades, and its machine shop can produce any of more than 500 PMA part numbers for a variety of aircraft. Air Plains also performs a wide array of scheduled maintenance and inspection activities, custom airframe and interior work and specializes in custom avionics panels, avionics upgrades including ADS-B, airframe repair and complete tech support.

For more information, visit airplains.com and follow the company on the Air Plains Facebook page.

Garmin Pilot continued from page 54... • Automatic downloads, file updates and next cycles of existing data and charts are automatically downloaded to a mobile device as they become available so pilots always have the most up-to-date information. • Flight plans can be manually sorted and stored either alphabetically or in a customized fashion as determined by the pilot.

iOS 9.1 OpenStreetMap – Utilizing OpenStreet- Map, pilots now have access to high resolution, detailed street maps for improved situational awareness. OpenStreetMaps display street names, parks, railways and other pertinent landmarks such as golf courses and schools. These high resolution maps are available as part of a standard Garmin Pilot subscription and once downloaded to a tablet, are accessible while on the ground and in flight.

Additional features for iOS mobile devices • Garmin Pilot now incorporates grid- ded winds aloft forecast data based on the Global Forecast System (GFS) weather model. • The Garmin Pilot aircraft library has been expanded to include new performance profiles, checklists and weight and balance data for Beechcraft, Cessna, Cir- rus, Van’s aircraft and more. • A new Connext Devices Page displays the associated Connext-enabled device along with symbology that depicts the specific features it supports.

The latest versions of Garmin Pilot for An- droid and iOS are available immediately. For additional information, visit garmin. com/aviation. CESSNA FLYER (58) JANUARY 2018 Flight Resource continued from page 55... and climb when tested against other manufacturers 80-inch, two-blade composite props.” “The flight tests were performed on the same day with the same plane, changing only the prop between test flights to eliminate any other potential variables,” Schlasinger explained. He added, “It was extremely gratify- ing to see that our new blade design and development proved to be the resounding success we had hoped it would be.” Flight Resource’s introductory price is $12,990 for the MT Ultra propeller with Kevlar spinner and STC (freight not included). MT Ultra props are in stock and available for immediate shipment. The MT Ultra prop is also a perfect design to be used with Lycoming-powered Experimental planes looking for the new- est and best technology and performance.

About Flight Resource, LLC Flight Resource, LLC© is the world’s largest distributor of the German engineered composite MT-Propeller and the holder of several MT-Propeller upgrade STCs. Installation kits for hundreds of makes and models of singles, twins and turbine- powered aircraft are supported, from the Cessna 170 up to the Jetstream 41.

About MT-Propeller, GmbH MT-Propellers are designed and built in Straubing, Germany. With over 33 years in business, the company has more than 50,000 MT composite blades in operation. MT-Propellers have over 110 million flying hours without a single in-flight hazardous failure. There is no active AD on any MT-Propeller. MT-Propellers are also approved on Part 135 and Part 25 commercial airplanes like the BAE Jetstream 41, fulfilling the highest certification requirements. Service is provided by over 30 MT-certified prop shops around the country.

For more information about Flight- Resource and a current AML for all STCs, visit Flight-Resource.com.

For more information about MT-Propel- lers, visit MT-Propeller.com.

Join us and enjoy the benefits of membership cessnaflyer.org

CESSNA FLYER (59) JANUARY 2018 AIRCRAFT SAFETY ALERTS

FAA Aviation Safety AIRWORTHINESS DIRECTIVE

www.faa.gov/aircraft/safety/alerts/ www.gpoaccess.gov/fr/advanced.html

2017-22-14 Rockwell Collins, Inc.: Amendment 39-19094; Docket No. FAA- 2017-0659; Product Identifier 2017-CE- 014-AD.

(a) Effective Date This AD is effective December 20, 2017.

(b) Affected ADs None.

(c) Applicability Rockwell Collins, Inc. TSSA-4100 Field Loadable Software (FLS) Rockwell Collins part numbers (RCPNs) 810-0052- 002, -003, -010, -011, -012, -100, or -101 found on TSS-4100 Traffic Surveillance System Processing Units, (RCPN) 822- 2132-001 installed on airplanes. (1) The FLS RCPNs 810-0052-002, -003, -010, -011, -012, -100, or -101 found on TSS-4100 Traffic Surveillance System Processing Units are known to be installed on but not limited to the airplanes listed in paragraphs (c)(1)(i) A father/son team with 86 combined years of through (14) of this AD and are certificated in any category. aviati on maintenance experience (i) Bombardier Challenger 300 with A&P license/commercial pilot (BD-100-1A10) (ii) Bombardier Challenger 350 (BD-100-1A10) (iii) Bombardier Challenger 650 (CL-600-2B16) (iv) Bombardier CRJ-700 (CL-600-2C10) (v) Bombardier CRJ-900 (CL-600-2D24) (vi) Bombardier CRJ-1000 In this business for 23 years OVERHAUL / EXCHANGE (CL-600-2E25) Teaching subject at Turbos balanced at 50,000 RPM by VSR Test Machine... (vii) Bombardier CS100 FAA endorsed events Visit our website to see the VSR in operati on! (BD-500-1A10) (viii) Bombardier CS300 We Will Help You Troubleshoot Your System (BD-500-1A11) Exchanges, Overhauls and Free Testi ng (ix) Bombardier Global 5000 equipped with Global Vision Flight Deck Turbochargers • Controllers • Wastegates • Pressure Relief Valves (BD-700-1A11) (x) Bombardier Global 6000 Gary Main • Bill Main • Main Turbo Systems, Inc. (BD-700-1A10) 234 South Cott a Court, Visalia, CA 93292 • Hours: 6 am to 6 pm PST (xi) Cessna Citation CJ4 (525C) 1-888-847-8013 • (559) 635-3322 • Fax (559) 627-1960 (xii) Embraer Legacy (EMB-550) (xiii) Embraer Legacy 450 (EMB-545) We buy cores! (xiv) Gulfstream G280 www.mainturbo.com • [email protected] (2) Earlier revision levels of the Rock- well Collins, Inc. service information and CESSNA FLYER (60) JANUARY 2018 service information issued by airplane manufacturers before the effective date of this AD may have specified the installation of FLS with different FAA-approved part numbers than the part numbers listed in paragraph (c) of this AD. If, before December 20, 2017 (the effective date of this AD), a part number that is different than the TSSA-4100 RCPNs listed in paragraph (c) of this AD is installed on the airplane, this AD does not apply to that airplane.

(d) Subject Joint Aircraft System Component (JASC)/Air Transport Association (ATA) of America Code 34, Navigation.

(e) Unsafe Condition This AD was prompted by five in- stances of air traffic control observing coasting (extrapolated stale data) automatic dependent surveillance-broadcast data (ADS-B position/velocity data) on a related Rockwell Collins, Inc. platform that shares a common architecture with the TSS-4100 Traffic Surveillance System Processing Units. We are issuing this AD to prevent erroneous extrapolation of position/velocity and altitude data that could result in misleading position and/ or altitude being reported by the airplane and possibly lead to mid-air collision. MT COMPOSITE PROPELLER UPGRADE (f) Compliance Comply with this AD within the FOR YOUR CESSNA 180, 182, compliance times specified, unless 185, 206, 210, 310, 340, already done. 414 & 421— INCLUDING TURBOS.

(g) Upgrade of FLS Within the next 12 months after December 20, 2017 (the effective date of this AD) or within the next 750 hours time-in-service after December 20, 2017 (the effective date of this AD), whichever occurs first, upgrade the TSSA-4100 FLS to RCPN 810-0052-013 or 810-0052- 102, as applicable, following Rockwell Collins Service Information Letter, TSSA-4100-SIL-10-1, Revision No. 9, dated March 31, 2017; or Rockwell Collins Service Information Letter TSSA- 4100-SIL-10-1, Revision No. 10, dated July 10, 2017. • Super lightweight composite prop and spinner — up to 30 pounds lighter • Improve takeoff and climb World’s Largest MT Propeller Distributor (h) Alternative Methods of Compliance • Increase cruise speed and fuel mileage Flight Resource, LLC. (AMOCs) • Reduce stall speed for shorter landings • Reduce noise; less pilot fatigue, happier neighbors Visit our website or call today! (1) The Manager, Wichita ACO Branch, • Turbine smooth operation FAA, has the authority to approve • Life unlimited blades and hub www.Flight-Resource.com AMOCs for this AD, if requested using • Perfect for floats; no water erosion the procedures found in 14 CFR 39.19. • No RPM restrictions or ADs 1- 866 -717-1117 • HD Motor mount not required In accordance with 14 CFR 39.19, send CESSNA FLYER (61) JANUARY 2018 AIRCRAFT SAFETY ALERTS

your request to your principal inspector TAKE A SEAT or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the ACO, send it to the attention of the person identified in paragraph (i) of this AD. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/certificate holding district office. Impeccable, www.AviationsCreations.com innovative designs 480-998-1752 mobile 480-980-0639 (i) Related Information For more information about this AD, contact Paul Rau, Aerospace Engineer, Sell or Buy Wichita ACO, FAA, 1801 Airport Road, on Room 100, Wichita, Kansas 67209; Cessna Flyer Forums phone: 316-946-4149; fax: 316-946- 4107; email: [email protected]. Members: Updating your panel? Cleaning out your hangar? (j) Material Incorporated by Reference Your old avionics, headsets or parts may be just the thing your (1) The Director of the Federal Register approved the incorporation by reference fellow members are looking for. (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and Post your items for sale or items wanted on CessnaFlyer.org/ 1 CFR part 51. forums and everyone benefits. (2) You must use this service information as applicable to do the actions re- Note: members only, no commercial posts or advertising quired by this AD, unless the AD specifies otherwise. (i) Rockwell Collins Service Informa- tion Letter, TSSA-4100-SIL-10-1, Revi- INNOVATION The Better Performing Sealed Lead-Acid Battery sion No. 9, dated March 31, 2017. (ii) Rockwell Collins Service Informa- tion Letter, TSSA-4100-SIL-10-1, Revi- sion No. 10, dated July 10, 2017. (3) For service information identified in this AD, contact Rockwell Collins, Inc., Collins Aviation Services, 400 Collins Road NE., M/S 164-100, Cedar Rapids, IA 52498-0001; telephone: 888-265- 5467 (U.S.) or 319-265-5467; fax: 319- 295-4941 (outside U.S.); email: tech- [email protected]; Internet: https://portal.rockwellcollins.com/web/ publications-and-training. (4) You may view this service information at FAA, Policy and Innovation Divi- 41% to 177%* sion, 901 Locust, Kansas City, Missouri Higher Starting 64106. For information on the avail- Power 7242-14 } AVAILABLE NOW AT DISTRIBUTORS ability of this material at the FAA, call 3% to 65%* (816) 329-4148. It is also available on the Higher Capacity internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2017-0659. FAA-PMA for 52 CESSNA AND BEECHCRAFT MODELS See Gillbatteries.com for full list of aircraft models serviced by this battery (5) You may view this service information that is incorporated by reference at *Based on comparison of competitor internet published numbers on 10/5/2017 for RG24-16, RG24-15M, RG24-11M, RG24-10, CB24-11M and CB24-11 series of batteries as compared to Gill model 7242-14 tested at Gill labs. the National Archives and Records Ad- ministration (NARA). For information on | GILLBATTERIES.COM the availability of this material at NARA, call 202-741-6030. CESSNA FLYER (62) JANUARY 2018 Issued in Kansas City, Missouri, on October 26, 2017. Pat Mullen, Acting Manager, Small Airplane Directorate, Aircraft Certification Service.

SPECIAL AIRWORTHINESS INFORMATION BULLETIN

SUBJ: Engine Fuel and Control, Engine Fuel Filter

SAIB: NE-17-27

Date: September 9, 2017

This is information only. Recommendations aren’t mandatory.

Introduction This Special Airworthiness Information Bulletin (SAIB) alerts owners, operators, and certificated repair facilities of a quality escape of Wencor parts manufacturer approval (PMA) main engine fuel filters, part number (P/N) 5905587WE, used on the Pratt and Whitney Canada Corpora- tion (PWC) engines listed in Table 1. The engines listed in Table 1 are all multi- engine aircraft. At this time, the airworthiness concern is not an unsafe condition that would warrant an Airworthiness Direc- tive (AD) action under Title 14 of the Code of Federal Aviation Regulations (14 CFR) part 39.

Background During a visual check prior to installation an operator noted excess blue epoxy used in the construction of Wencor fuel filters on the downstream side of the fuel filter’s filter media. One quarter of the 36 filters Wencor had in stock had this issue. The concern is the effects on fuel flow to the engine if this epoxy were to liberate. To date, there have been no in service events nor reports of epoxy liberation.

Recommendation The FAA recommends that all owners and operators of the PWC engines listed in Table 1, with Wencor PMA fuel filters, P/N 5905587WE, installed, or in stock, implement the actions outlined in the Wencor Service Bulletin 160330- 5905587WE, Rev A, or later versions. CESSNA FLYER (63) JANUARY 2018 AIRCRAFT SAFETY ALERTS

TABLE 1 PWC Next NHA Air Trans- Series Higher Descrip- port Assoc- Engines Assembly tion iation (ATA) (NHA) P/Ns PW118, 5006488, Power 73-10-09, PW119, 5008269, driven 73-10-07 PW120, 5009980, rotary PW121, 5009982, fuel PW123, 5009984, pump PW124, 5009986 PW125, PW126, PW127

For Further Information Contact Matthew Bryant, Aerospace Engineer; Denver ACO, East 68th Avenue, Room 214, Denver, Colorado 80249; phone 303-342-1092; fax 303-342-1088; email: [email protected].

For Related Service Information Contact Jon Bies, Wencor Group, 1625 N 1100 W, Springville, UT 84663; email: jbies@ wencor.com; phone: 801-491-2543; Web- site: https://www.wencor.com.

FIND MORE AIRCRAFT SAFETY ALERTS ONLINE

Go to Aviation Alerts under the Knowledge Base tab at cessnaflyer.org

CESSNA FLYER (64) JANUARY 2018 THE HIGH AND THE WRITEY continued from page 18... Air Capitol Dial will have a difficult time picking your If your cockpit panel components are way between power lines and trees to Specialists in Repair and Refurbishing make a successful engine-out landing. faded, need repairs or just need some It is also true that there is often touch-up, we’re ready to serve you. enough ambient light available at night We’re an FAA Certified Repair Station. because of the moon and other factors and you will probably do just fine. Know your route, know your limitations and Call us, plan accordingly. we’ll take care of you. Now that we have gotten the doom and gloom out of the way, let me tell Air Capitol Dial 877-269-2483 you some of the ways that night flying is a lot better than sweating out a daytime flight: • It is usually cooler and more comfortable at night. If you live in a part of the country that gets hot during the day, you will really enjoy the comfort of night flying. Your airplane will appreciate the lower temps and lower density altitude, too. • Weather is usually nicer, and it is easier to spot. This is especially true during the time of year when there is a lot of afternoon convective activity. Also, thun- derstorms are much easier to see at night www.aircapitoldial.com than during the day because they have [email protected] their very own internal strobes! • Air Traffic Control can be more of a friend to you at night. The skies are less crowded, especially in congested areas, meaning you can get more “directs” and other favors out of your friendly control- ler. Warning areas, MOAs and the like are most likely “cold” during the night, meaning you can fly though them. • It is smoother at night. Well, it isn’t always smoother, but if you find bumpy air en route, it is much easier to get an altitude change to a smoother altitude. It is also true that your passengers are most likely asleep and are less apt to be whin- ing and complaining if it gets bumpy. • This is for you flight instructors out there: flight instruction is more efficient at night. You should consider advertising that you will do instrument flight instruction at night. Most of your potential students have jobs, and there are only so many available hours for instruction during a weekend. Why not fly your instrument students at night? During nighttime IFR training flights it is easier to get actual instrument time, and it is much easier to get the approach you want from your local approach control- ler because they have almost no other traffic to deal with. Trust me, CFIIs—this is a big moneymaker. I hope you will try doing your next

CESSNA FLYER (65) JANUARY 2018 THE HIGH AND THE WRITEY continued from page 65... flight at night. Take along your instructor if it has been a while since you aviated in the dark, but don’t fear the darkness! If you have a couple of good flash- lights, a good airplane and do a little prior planning, I guarantee that you will not only have a great flight, you will also unleash the potential of your aircraft to have almost twice the available hours to fly than you had before.

Q&A continued from page 24... the wires good also, so I took my multim- eter and found that the right main switch Join us was intermittent and a little dirty. I cleaned it with some contact cleaner and and enjoy hit it with some WD-40 and the problem the benefits went away. I also cleaned all the switches (up and down) the same way after I came of membership back from doing some touch and goes and everything working as it should. As they say, “Always do the cheap CESSNAflyer.org stuff first.” Thanks for your help. Do you know a place that has those switches? At some point they will need to be replaced with new parts. 50 years is pretty good service.

Thanks again, Standby Alternator STC Bill

for Cessna 182T, T182T, Second follow-up A: 206H & T206H Aircraft B.A.S. Inc. Hi Bill, Provides continuous 20 amp P.O. Box 190 28 VDC output $3,750 Eatonville, WA 98328 Glad the problem was easy and inex- pensive to solve. RESTRAINT WITHOUT The part number for those switches RESTRICTION (they’re all the same) is S1377-1. If you A four-point inertia go to a few Cessna parts suppliers, they shoulder harness/ will advise that the new Cessna number is lap belt system that is FAA-STC and P6-340005. List price is $618.27. PMA approved for You can buy new old stock (NOS) most Cessnas. switches from any one of several companies Visit our website that will be listed when you do a Google for a complete search of the old part number. The search listing of available aircraft models and will also show vendors in used parts. Every pricing for Cessna, reputable used parts dealer I know of offers Freedom Aviation Piper, Beechcraft is a Cessna single & Luscombe. a money back or exchange guarantee. and multi-engine Cessna Flyer Association members can service center and RETRACTABLE PULL HANDLES take a shortcut. Members have access to parts distributor. FOR TAILDRAGGERS a complimentary parts locating service; which is a great help for hard-to-find Contact Jason K. Moorefield parts like these switches. Email [email protected] Wouldn’t hurt to have one on the shelf.

Phone 434-237-8434 Best, Toll Free 800-543-6845 www.basinc-aeromod.com Steve

Toll Free 1-888-255-6566 (Pacific Time) Know your FAR/AIM and check with www.flyfreedomaviation.com (360) 832-6566 • Fax (360) 832-6466 your mechanic before starting any work.

CESSNA FLYER (66) JANUARY 2018 Resources CESSNA NOSE FORKS

Airglas, Inc. Airglas.com

182 FIREWALL REINFORCEMENT

Yingling Aircraft yinglingaviation.com

PARTS LOCATING FOR CFA MEMBERS

Cessna Flyer Association cessnaflyer.org/about/membership- benefits.html Also see CFA Directory, page 69

EVENTS continued from page 14 when multiple aircraft are in the vicinity. Light refreshments served at 6 pm; seminar 7 to 9 pm. Austin: https://www. aopa.org/forms/event-registration/SS- COLL_TX_180118. Santa Rosa: https:// www.aopa.org/forms/event-registration/ SSCOLL_CA_180118. Contact AOPA Member Services, memberservices@aopa. org or phone 1-800-872-2672.

Jan 19 — Beverly Hills, CA. Van Nuys Airport (KVNY). 15th annual Living Leg- ends of Aviation Awards Gala. The most prestigious recognition event in aviation. Ticket purchases are tax deductible. Visit LivingLegendsOfAviation.org.

Jan 20 — Plattsville, ON. Plattsville–Lub- itz Flying Field (CLB2). Ayrborne Aviators Monthly Meeting. Be sure to come for breakfast! Your $5 donation helps pay the club’s operating expenses and keeps your dues at an affordable $0.00 per year. 8 to 10 am. Visit ayrborneaviators.com.

Jan 20 — Fort Worth, TX. Fort Worth Alliance Airport (KAFW). Fort Worth Fly- ing Club Seminar. FREE seminar designed to demystify the process of starting and running a successful flying club. Hosted by 99’s Fort Worth Chapter at Tarrant County College, you’ll learn how you can fly more, spend less, and have more fun in the process. Learn about the free resources available from AOPA that make starting and operating a flying club easier than ever. 1 to 3 pm. Register at https://ww2.eventrebels. com/er/Registration/StepRegInfo.jsp?Acti vityID=23702&StepNumber=1. Contact Pat Brown, [email protected].

Send events to [email protected]. CESSNA FLYER (67) JANUARY 2018 ADVERTISER INDEX

Acorn Welding Ltd. acornwelding.com 67 Main Turbo Systems mainturbo.com 60 AeroLEDs aeroleds.com 27 MH Oxygen Systems mhoxygen.com 59 Aerox aerox.com 57 Micro AeroDynamics microaero.com 65 Air Capitol Dial aircapitoldial.com 65 Mtn View Aviation mtnviewaviation.com 61 Aircraft Door Seals aircraftdoorseals.com 59 P Ponk Aviation pponk.com 15 Aircraft Spruce & Specialty aircraftspruce.com 02 Parker Hannifin Corp. parker.com 14 Airforms airforms.biz 64 Pilot Getaways pilotgetaways.com 64 Airmark Overhaul Inc. airmarkoverhaul.com 45 Poplar Grove Airmotive poplargroveairmotive.com 58 Alpha Aviation alphaaviation.com 64 Precise Flight preciseflight.com 22 Approved Turbo Components approvedturbo.com 56 Preferred Airparts preferredairparts.com 52 AvBlend Micro Lubricant avblend.com 56 RAM Aircraft ramaircraft.com 14 Aviation Creations aviationscreations.com 62 Rocky Mountain Propellers rockyprop.com 63 B.A.S. Inc. basinc-aeromod.com 66 SCS Interiors scs-interiors.com 34 Brant Aero/Progressive Air Selkirk Aviation selkirk-aviation.com 04 Group of Companies brantaero.com/progressiveair.com 10 SiriusXM Aviation siriusxm.com/cessna 06 Bruce’s Custom Covers aircraftcovers.com 24 Smooth Power LLC smoothpowerllc.com 04 Cessna Flyer Sporty’s sportys.com 69 Gathering at Waupaca CessnaFlyer.org 25 Stene Aviation steneaviation.com 66 Chief Aircraft chiefaircraft.com 53 Superior Air Parts superiorairparts.com 21 Concorde Battery concorde.com 50 Survival Products survivalproductsinc.com 67 Desser desser.com 13 TCB Composite tcbcomposite.com 67 Dodson International Parts, Inc. dodson.com 34 Teledyne Battery Products gillbatteries.com 62 Eagle Fuel Cells eaglefuelcells.com 30 Tempest Plus Marketing Group tempestplus.com 31, 33, 35 Flight Resource, LLC flight-resource.com 61 Texas Skyways txskyways.com 11 Flint Aero, Inc. flintaero.com 51 TKM Avionics tkmavionics.com 58 Freedom Aviation flyfreedomaviation.com 66 Turbine Conversions Ltd. turbineconversions.com 57 Goodrich De-Icing Service Center goodrichdeicing.com 17 Univair Aircraft Corp. univair.com 43 Granite Air Center graniteair.com 63 Van Bortel Aircraft vanbortel.com 09 IceShield iceshield.com 03 Vantage Plane Plastics planeplastics.com 42 Icom icomamerica.com/A25 11 Wentworth Aircraft Inc. wentworthaircraft.com 16 Insight Instrument Corp. insightavionics.com 71, 72 Wilco, Inc. wilcoaircraftparts.com 69 Jerry Temple Aviation jtatwins.com 44 Wing XStol wingxstol.com 12 John Jewell Aircraft johnjewellaircraft.com 63 Wipaire, Inc wipaire.com 19 Knots 2 U knots2u.com 60

Advertise with us and reach your target market. Call Kent Dellenbusch (626) 844-0125.

CESSNA FLYER (68) JANUARY 2018 Cessna Flyer Association Directory

Mailing address: Cessna Flyer Association P.O. Box 5505 Riverside, CA 92517

Benefits –

Cessna Flyer magazine 800-397-3920 / 626-844-0125 – or: Email [email protected] questions, comments or concerns about the content of the magazine Email [email protected] for damaged or missing issues

Website – CessnaFlyer.org 800-397-3920 / 626-844-0125 – or: Email [email protected] concerns regarding the website or with problems logging in. CessnaFlyer.org contains an archive of all of our magazine articles, a listing of Service Bulletins, ADs and safety alerts, the Cessna Yellow Pages, an events calendar, knowledge base, our library of member photographs and videos—and our forums (see next item).

Online Forums 800-397-3920 / 626-844-0125 – or: Email [email protected] Our online forums, located within the association website, is a great source for question-and-answer interaction and an excel- lent way to converse with other members, the CFA staff and Cessna Flyer’s contributing editor, longtime A&P Steve Ells.

CFA Pre-Oshkosh Event 800-397-3920 / 626-844-0125 – or: Email [email protected] Our Gathering at Waupaca is an annual event held near Osh- kosh, Wis. just a few days before EAA AirVenture. You’ll meet other Cessna pilots and aircraft owners, listen to presentations given by aviation experts, win prizes and attend a banquet.

Parts Locating, Technical Support & Vendor Discounts 800-397-3920 / 626-844-0125 – or: Email [email protected] We have contacts everywhere in the industry and we’ll assist in finding you that part or getting an answer to your question. That’s what we’re here for. Many vendors offer discounts to members. Call or email Kent for more information or ask our vendors when contacting them directly. Remember to tell them you are a Cessna Flyer Association member.

CESSNA FLYER (69) JANUARY 2018 BACK WHEN: Vintage Cessna Advertising and Marketing

Cessna Twins Ad

CESSNA FLYER (70) JANUARY 2018 Instrument Corporation