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The Official Magazine of The Cessna Flyer Association

PRESIDENT Jennifer Dellenbusch [email protected]

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

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CONTRIBUTING EDITORS Mike Berry Steve Ells Kevin Garrison Michael Leighton John Ruley Jacqueline Shipe Dale Smith Kristin Winter Dennis Wolter

CONTRIBUTING PHOTOGRAPHERS Paul Bowen James Lawrence Keith Wilson

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Cessna Flyer is the official publication of the Cessna Flyer Association. Cessna Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. POSTMASTER: Send address changes to Cessna Flyer, 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. Subscriptions, advertising orders, and correspondence should be addressed to 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. 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 reason there can be no warranty or responsibility by the publisher as to accuracy, originality, or completeness. The magazine is sold with the understanding that the publisher is not engaged in rendering product endorsements or providing instruction as a substitute for 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 advertising, so corrective action may be taken.

4 • Cessna Flyer / July 2020 SIRIUSXM “ “ GIVES ME CONFIDENCE Terry Carbonell, Pilot and Aviation Educator

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8.75" x 11.25" 6/1/20 8.25" x 10.75" Lauren Latona Marine & Aviation July 2020 • Volume 17 • Issue 7 We will be back Prop & Cowling and when we do 8 THE VIEW from HERE • come back, we Jennifer Dellenbusch will take off right 8 LETTERS to the EDITOR where we left off CESSNA FLYER EVENTS last year. 10 12 THE HIGH and the WRITEY • Kevin Garrison 16 QUESTIONS & ANSWERS • Steve Ells Cockpit & Fuselage 22 RENOVATING AN INTERIOR, PART THIRTEEN: SEWING AND WRAPPING SIDE PANELS • Dennis Wolter 28 CESSNA HYDRAULIC SYSTEMS, PART 3: SYSTEM TYPES AND USES • Kristin Winter 34 DENNIS WOLTER IS THE FAA'S 2020 AVIATION MAINTENANCE TECHNICIAN OF THE YEAR • Steve Ells 38 NOT YOUR GRANDFATHER'S 206 • Bob Bye 44 CESSNA 210 SPAR INSPECTION REPORT • Steve Ells 46 DRAGON 921: A UNIQUE CESSNA WARBIRD • Charles Largay 52 CESSNA'S MILITARY JETS: T-37 "TWEETY BIRD" AND A-37 DRAGONFLY • Jennifer Dellenbusch 58 A LOOK BEHIND THE GLASS: GARMIN'S NEW GI 275 MULTIFUNCTION INSTRUMENTS • Dale Smith 62 OHIO TO CALIFORNIA AT 95 KNOTS • Glynn Dennis Tail & Rudder 72 NEWS 78 AIRCRAFT SAFETY ALERTS 88 ADVERTISER INDEX 90 BACK WHEN: VINTAGE CESSNA COVER: Cessna A-37. Photo Keith Charlot. ADVERTISING AND MARKETING

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July 2020 / Cessna Flyer • 7 The View from Here Letters to the Editor By JENNIFER DELLENBUSCH Send your letters to [email protected] Getting You Back to the Skies Good morning

I own a Cessna 175 and have a few used items that I would like to sell, Onward but I do not see where your members sell anything in the website. Did I miss something? IT’S BEEN A WILD RIDE THESE PAST MONTHS, but the Cessna Appreciate the help. Flyer Association is continuing its operations unabated. We’re Kevin aware of a couple of aviation magazines that have reduced the number of issues they produce annually. I want to assure you that Cessna Flyer magazine will continue to be produced and Hi Kevin, printed monthly for the foreseeable future. Members can post items for sale or wanted on the Cessna Flyer forums Distribution of mail has been suspended to some countries, under the For Sale/Wanted forum. however, and we have heard that even within the U.S., delivery https://www.cessnaflyer.org/forum/ of magazines has been spotty due to COVID 19. If you have not for-sale-wanted.html received your magazine(s), please contact us for a replace- Good Luck, ment. For those of you in countries that are not currently able Jennifer Dellenbusch to receive mail from the U.S., we will email you with details. Note that if you are a subscriber to the print version, you also have access to digital copies of the magazine online. I always welcome feedback from members and supporters with the power regarding the association or matters affecting General Avia- tion. you want, Blue skies, the options you need. O-360 LYCOMING ENGINE P.S. Turn to Page 10 for information about our virtual member Gathering. I hope to see you there! The 180hp upgrade delivers added performance with increased cruise airspeed and rate of climb. Upgrade your Cessna 172 and achieve the performance you wish was originally designed into your plane. Once you feel the extra horses you won’t look back! Air Plains sales team and PILOTS HAVE tech support provides assistance before the purchase, all the way to OPINIONS. your flying. Complete kit with an engine shipped to your local mechanic. LET'S HEAR The STC parts package with STC paperwork will be delivered promptly. YOURS. Send your letters to [email protected] For more information on engine upgrades, visit us at www.airplains.com/upgrades/cessna-172 or call 800.752.8481 8 • Cessna Flyer / July 2020 Getting You Back to the Skies

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JULY 18 – 19, 2020 and be sure to add [email protected] discussions with notable leaders in VIRTUAL CESSNA FLYER MEMBER and [email protected] to your aviation trusted sender list. GATHERING • Historical and archival content that We can’t meet in person, but we can highlights aviation legends still gather (around our screens). JULY 21 – 25 Join us on July 18 and 19 for the EAA BRINGS AVIATION COMMUNITY • Homebuilding workshops, virtual Gathering at Waupaca. TOGETHER FOR EAA SPIRIT OF discussions, and educational tips The event will include: AVIATION WEEK • Content centered on pilot proficiency Live seminars with Q&A sessions led The Experimental Aircraft and learning to fly by Cessna experts. Attendance at the live Association is showcasing the whole • A virtual exhibit space that showcases seminars is limited. Recorded sessions spectrum of flight this summer in a products, show specials, videos, and will be made available at a later date; virtual way, as EAA Spirit of Aviation services available from the hundreds however, live seminars will include bonus Week on July 21-25 will celebrate the of AirVenture exhibitors. material. entire aviation community. A live social hour, for members The five-day event will include • Features from air show performers to who had previously signed up for the streamed and on-demand content, military and space programs Gathering at Waupaca, will take place encompassing nearly every subset of • Stories from those in EAA’s on Sunday, July 19, and will include prize aviation, with a focus on educational, community through Hangar Flying drawings. informational, and entertaining content. segments We will email registration information EAA’s special interest groups will also be to all current members of the Cessna heavily involved, bringing highlights that EAAtogether.org will be the exclusive Flyer Association for the seminars. If you include homebuilts, warbirds, vintage, home of the entire five-day event. signed up for the Gathering at Waupaca aerobatics, ultralights, and much more. The schedule is expected to launch in 2020, you will receive an invitation to the Among the highlights already planned the coming weeks before the virtual social hour. for EAA Spirit of Aviation Week are: opening day, under the theme and Check your inbox in the coming weeks • Presentations, forums, and hashtag #EAAtogether.

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20-SA-025-1_Millenium_Campaign_CPFlyer.indd 1 6/10/20 8:26 AM The High & The Writey By KEVIN GARRISON

All Quiet on the Oshkosh Front Kevin Garrison has ideas to help us weather a year without Sun ‘n Fun or AirVenture. Read on for tips and encouragement for having fun at your home field.

We’ll meet again, We will be back and when we do Don’t know where, Don’t know when, come back, we will take off right But I know we’ll meet again some sunny day. where we left off last year. Keep smiling through, There were many years in my life that I didn’t make it to ei- Just like you always do, ther fly-in, and that’s not because I lacked aviation mojo. It was ‘Till the blue skies drive the dark clouds far away. because I was too busy flying professionally almost every day. This is true of most working airline pilots today along with military flyers, corporate flight crews, A&Ps, and a plethora of From the song “We’ll Meet Again” other aviation people. They are just too busy to take time off by Ross Parker and Hughie Charles from their aviation lives to go to the big shows. It is sad when the circus bypasses your town, and it is a tragedy of sorts that AirVenture won’t happen this year, but is a harsh reality that we won’t be seeing each other at we have dealt with much worse things in our flying lives, and EAA AirVenture this year. For the first time in forever, we can metaphorically make a first-class meal out of this an event that is as reliable as an IRS tax deadline and IT coach snack if we keep our heads screwed on tight and our more fun than any summer camp you went to as a kid, is not attitudes with the blue side up. going to happen. There are friends we are not going to see, new and exciting aircraft we are not going to lust after, and corn dogs we are We need to listen to Bluto You may be sitting in your homes right now feeling down not going to eat. Our Cessna Flyer Association Gathering is and sad about your lack of an airshow sunburn. I was looking online this year and we won’t get to tell our stories—and bet- for a way to inspire you and knew that—being pilots—you ter yet, hear everyone else’s stories—in person. had no doubt seen the movie “Animal House” about a million What a tragedy! times. Here are some paraphrased words from Senator Blu- What a challenge and opportunity! tarsky that might get you fired up: I have a long history with both Sun & Fun and Oshkosh. D-Day: Oshkosh is over, man. EAA dropped the big one. By the way, I know that neither confab is officially called Sun Bluto: What? Over? Did you say ‘over?’ Nothing is over until & Fun or Oshkosh. Both events have well-researched, market- we decide it is! Was it over when the Germans bombed Pearl Har- ing-department-vetted names that are most likely registered bor? Heck no! It ain’t over now, ‘cause when the goin’ gets tough, trademarks. Too bad. I flew an Ercoupe at the very first Sun & the tough get goin’. Who’s with me? Let’s go! Come on! Fun and have been going to Oshkosh since the Nixon admin- I hope you have been thinking about what you are going istration, so I feel entitled to call those events anything I dang to do with the time, expense, and energy you normally would well want. (The proper names, in case you are wondering, are Sun expend by going to the fly-in this year. Here are a few things ‘n Fun Aerospace Expo and EAA AirVenture Oshkosh, respective- that I am planning to do: ly. —Ed.) • There are literally dozens, if not hundreds, of interesting small airports within the range of my humble little air- We can make a first-class meal out of this coach snack plane. Just yesterday I flew into a local grass aerodrome Both events are very big deals in the aviation cosmos, but called “Silo Field.” It is aptly named because it literally guess what? Thousands upon thousands of pilots and enthu- has a farm silo on the north end of the runway. A quick siasts attend every year, but other equally fanatical aviators landing and a five-minute, socially distanced chat with haven’t attended one. Ever. the airport’s owner and I launched myself back into the

12 • Cessna Flyer / July 2020 July 2020 / Cessna Flyer • 13 The High & The Writey It is sad when the circus bypasses your town, and it is a tragedy of sorts that AirVenture won’t happen this year… air. One small “air adventure” in the  KEVIN GARRISON’S aviation lack of money, there will be no big- books! career began at age 15 as a name music acts performing at my • I have made my humble T-hangar into lineboy in Lakeland, Florida. hangar on Monday nights. I do have an Oshkosh-like trade show. There is He came up through General a Bluetooth speaker that is pretty only one booth and I am not selling Aviation, retired as a 767 loud, and you can expect to endure an anything, but people are welcome to captain in 2006, and retired ear-splitting concert of hits like “Free wander in from the ramp and enjoy a from instructing airline pilots Bird” and “The Night They Drove Old few minutes of hangar talk with yours in 2017. Garrison’s professional Dixie Down.” truly. I don’t have any swag to give writing career has spanned Those are just a few things that I away, but if you want to sign my email three decades. Send questions am doing that are limited only by my sign-up sheet, I promise to email you or comments to editor@ lack of money and imagination. I bet at least monthly about something! cessnaflyer.org. you can come up with lots of more ideas to help you through this trying • People at my local airport have told time. Here are a few suggestions to get you started: me that every time I go flying, they think there is an airshow going on. I am not sure how to take that, but I • Park at least a mile from your hangar or tiedown and will start the show at around 3 p.m. every day I can get in have somebody search your backpack before you go the air. I don’t expect the tower to close the field to other through your airport’s gate. traffic, and if I am trailing smoke it is because I have a • Hire a local Boy Scout or Civil Air Patrol member to dire mechanical problem, not an aircraft smoke system. occasionally politely remind you that you are standing in • Unfortunately, due to scheduling difficulties and a total the wrong spot. Continued on Page 87 

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20-MCJT32538 GI275 EIS Rebate Ad-8.25x10.75-Cessna_Piper Flyer.indd 1 6/5/20 10:20 AM Questions & Answers By STEVE ELLS

Leaky struts, Cessna 210 fuel placard requirements What to do when a basic strut seal kit doesn’t fix a leaky strut, the purpose of the fuel placard AD on early Cessna 210s.

I have a 1966 Cessna 172G Skyhawk which has been hav- to do your struts. ing issues with a leaking nose strut. I have had the nose It’s also possible that the part that holds the O-ring (called Q seal kit (from McFarlane) replaced three times in two a ring pack support in the parts manual; Part No. 0841200-42, years. I was originally told this was due to weather changes superseded to 0841211-1) is worn, which lets the strut wobble or contamination of the oleo strut. I have been very careful to as it slides up and down. If the strut is too small due to wear, wipe the strut with Strutwipes and move it through the range or the ring is too big, the O-ring won’t be able to handle the of motion on the ground. excessive clearance. The strut was last resealed in November by the shop on my The good news is that this ring is used on a lot of Cessna field. I last flew it two weeks ago, and when I went flying the other nose struts, so your chances of finding a good one from a day, the nosegear had bottomed out again. The maintenance di- salvage yard are high; the not-so-good news is that a new one rector told me that there is likely a larger issue than the seal and costs $1,678. that he doesn’t have experience beyond that for fixing this issue. Let me know what you find. Do I need a new strut, or should I have it completely rebuilt? Happy flying, Chad Steve

I suggest you and your mechanic pull the strut and very Follow-up request: carefully measure it to see if it’s the same diameter all Will you call my mechanic? He wants to talk to you about this. A along the length of the chromed surface. Chad If the strut is worn and undersized any place along its length, you can get it rechromed back to standard dimension. Follow up: Aerospace Coatings International in Oxford, Alabama, has I spoke with Richard over the phone yesterday and am as an approved process to rechrome struts. puzzled as he is. One thing I didn’t tell him was to check the I spoke with Tiffany at customer service there, and was strut to make sure it’s straight. A bent strut tube will cause abnormal O-ring wear. One way is to visually check the ring pack …when I went flying the other day, the support mentioned above to see if there’s any indication of abnormal wear on one side versus the others. Abnormal wear would show as a nosegear had bottomed out again. shiny area compared to the other inner portions of the support. told that if the outside diameter of the strut that needs repair Steve is less than 2.5 inches, the cost is $650; if the measurement is greater than 2.5 inches, the cost is $775. ADDITIONAL INFORMATION: Tiffany said to send the strut to the 370 Knight Dr. address Cessna Flyer Association member Tom Braeunig joined in Oxford. Include all your contact information (phone, email) this discussion on the Cessna Flyer Association forum, weigh- and the strut part number. ing in with this suggestion: If the strut can’t be repaired for any reason, there is an $80 “McFarlane has recently come out with a new and rede- fee to cover the inspection phase. signed seal kit for Cessnas. Here’s a link to their descrip- Turnaround time was quoted at 14 to 21 days. Every re- tion of the new seal. They say that it will solve all nose strut chromed strut is sent back with a fresh airworthiness (8130) tag. leak-down problems.” (This link can be found in Resources. It looks like Aerospace Coatings is the company best set up —Ed.)

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Offer valid 06/28/20-08/01/20. Offer not to be combined with other offers or applied to previous purchases, and is subject to change without notice. 10% discount offer only valid for purchases made as part of the same transaction. Discount to be applied to the aviation headset with the lower AMRP. Only one black Bose SoundLink Revolve per transaction. Promotion redemption may be subject to account registration with Bose. Delivery is subject to product availability. Purchases must be made from Bose or from a Bose authorized dealer at full retail price. Offer is valid in the U.S. and Canada only, and a U.S. or Canada shipping address is required. | The Bluetooth® word mark and logos are registered trademarks owned by Bluetooth SIG, Inc. and any use of such marks by Bose Corporation is under license. July 2020 / Cessna Flyer • 17

51695-1_SummerPromo_CessnaFlyer.indd 1 6/1/20 3:29 PM Client: Bose - Aviation Ad Title: Summer Promo 2020 Filename/Path: /Volumes/GoogleDrive/Shared drives/Bose 2020/_Aviation/51695 US Summer Promo 2020/02 CREATIVE/04 FINAL FILES/COMPONENT 1/4c Ads/51695-1_SummerPromo_CessnaFlyer.indd Publication: Cessna Flyer - July Trim: 8.25” x 10.75” • Bleed: 8.75” x 11.25” • Live: 7.125” x 10” Questions & Answers …for years one of the “field” fixes for leaking struts is to add a little Granville Strut Seal, an FAA-approved additive, to the fluid.

Finally, I didn’t mention it earlier, AD 79-15-01 applies to many more fuel than necessary to the fuel but for years one of the “field” fixes fuel-injected Continental-powered injection “fuel-air control unit,” as it’s for leaking struts is to add a little Aairplanes, including airplanes called in the Pilot’s Operating Hand- Granville Strut Seal, an FAA-approved in the Cessna 205, 206, 207, and 210 book. Most mechanics call this the additive, to the fluid. series, including turbocharged and throttle body. Happy flying, pressurized versions. The applicabil- The throttle body has a section Steve ity paragraph cites that 210D models called a vapor separator. This makes starting with Serial No. 58352 must sure that any fuel that has become My mechanic said that the plac- comply. Since your Serial No. is 58246, vaporized due to the high tempera- ard “Major Fuel Flow Fluctua- the AD does not apply to you. But it tures in the engine compartment is not Q tions/Power Surges” mandated won’t hurt for you to understand the passed through to the “metered” fuel by AD 79-15-01 is not required if either point of this AD. side of the throttle body. The amount of two service kits (SK) is installed. The purpose of the AD is “To proof “metered fuel” is determined by We are trying to find out what this SK vide instructions for recognition of fuel the throttle and mixture inputs to the kit is. This is for a 1964 Cessna 210D, system vapor blockage and operating throttle body. Metered fuel is delivered Serial No. 21058246. procedures to restore normal fuel to the fuel injector nozzles. Thanks, flow.” This vapor (and the fuel in ex- Fred This is required because the contin- cess of what the engine needs) is uous-flow fuel injection system on the then returned from the throttle body Continental engines always supplies through a separate hose to the fuel

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18 • Cessna Flyer / July 2020 2.99% 25-YEAR FINANCING ON VAN BORTEL CESSNAS!!

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14305 VBA 2.99-CESSNA FLYER.indd 1 5/19/20 12:28 PM Questions & Answers

selector valve and then on to the left and right header tanks. These tanks are small reservoirs that are connected to the main fuel tanks and to the selector valve. Note there is no “Both” fuel selector valve position on the airplanes listed in the AD. The vapor and excess fuel are also returned to the header tank that is selected. Appar- ently, Cessna engineering miscalculated the amount of vapor that might be returned from the throttle body, because this fuel system was designed to return the vapor up the same fuel line that connected the main fuel tank with the header tank. Fuel flows down and vapor bubbles up. When vapor can't flow up the fuel line to maintain enough liquid fuel in the header tank to supply the engine, there are fuel pressure interruptions since vaporized fuel does not pump well. The AD requires that the following placard be affixed to the panel near the fuel flow indicator: MAJOR FUEL FLOW FLUCTUATIONS/ POWER SURGES 1. AUX FUEL PUMP - ON, ADJUST MIXTURE

2. SELECT OPPOSITE stores normal engine operation. Turn and SK206-2 are instructions calling TANK on the boost pump, select the header for cutting large holes in the floor tank that has not been filled with of the pilot’s and co-pilot’s floors to 3. WHEN FUEL FLOW vaporized fuel, and when the fuel flow facilitate changes in the plumbing of STEADY, RESUME NORMAL stabilizes, your fuel flow fluctuations the fuel return lines and installation of OPERATIONS will return to a steady state. improved left and right header tanks. It’s easy to understand why this re- Cessna Service Kit Nos. SK205-5 These kits require a lot of work and This vapor (and the fuel in excess of what the engine needs) is then returned from the throttle body through a separate hose to the fuel selector valve and then on to the left and right header tanks.

20 • Cessna Flyer / July 2020 since the remedy is so simple, I doubt that many were installed. In 1965, the header tanks were modified to better separate vapor from liquid fuel, and in 1982 Cessna eliminated this problem in the 210 series with a “stacked” fuel selector valve in which vaporized return fuel was provided a separate return path to the main fuel tank. Happy flying, Steve

IMPORTANT: This article describes work that may need to be performed/supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your mechanic before starting any work.

 STEVE ELLS has been an A&P/IA for 45 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation. com) and lives in Templeton, California. Send questions and comments to [email protected].

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July 2020 / Cessna Flyer • 21 Recessed armrests and cabin-length aluminum extrusion-mounted side panels in a 172.

22 • Cessna Flyer / July 2020 Renovating an Interior, Part Thirteen

SEWING AND WRAPPING SIDE PANELS Dennis Wolter continues his in-depth guidance on Cessna interior renovation with first steps for re-covering side panels.

ith the seats sewn, mounted, and set using thin permanent markers. If a layout change is needed, a aside in a safe place, it’s on to sewing and little lacquer thinner on a rag quickly removes an unwanted line. wrapping the side panels. As mentioned With the new design laid out, it’s important that all of the at the end of last month’s article, the task uncovered side panels, seats, and armrests are temporarily of sewing and mounting side panels is less installed to check the alignment of the panel design and clear- demanding than sewing seats. That said, ance of the various panels and cabin interior components. some details do require close focus and planning in order to Wget optimum results. Backing material Then, it’s on to the sewing area where we begin by bonding Panel design thin cambric backing material to the back surface of 1/2-inch Once the aluminum or composite side panels are straightened 40-density foam. This cambric is the same material we used and repaired (or newly fabricated if existing condition dictates), last month when sewing seats. Next, we lightly bond the cam- it’s time to lay out the design of the new side panels. We like to bric-backed foam to the back surface of the finish material. draw the new pleating design directly on the hard side backing All this gluing is done using light coats of Camie 300 spray

July 2020 / Cessna Flyer • 23 ADD BLUETOOTH® BEFORE FLIGHT

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Using straight edges Bonding cambric and drafting triangles backing material to to draw the new design 1/2-inch foam using on the finish side of a light coat of Camie the upholstery materi- 300 adhesive al with sharp chalk. can adhesive. The Camie 300 adhesive Edges that are being sewn together need cord, available at upholstery supply is available in convenient spray cans at only to have the same seam allowance as stores. Sew a single stitch closure the automotive upholstery supply stores. required for sewing corded seat seams. entire length of the folded finish mate- If you have a single-engine Cessna, use All these design pleats are then rial. A cording foot for the sewing ma- smaller 1/4-inch 40-density foam on the single stitched through the three chine, as described in a previous article, upper door panels to prevent rubbing materials to create a pleasant-looking, will be required for this process. between the close-fitting door handles well-defined line. Do not attempt to use With the cording made, use a stapler and the upper door panel upholstery. a folded pleat on the side panels. The to temporarily hold it in place along the thickness will create a heavy pleat that edge of the pleated panel. Next, precise- Panel layout and sewing will not lay down well when the sewn ly taper-cut the foam core of the cording Now, it’s time to lay out patterns and cover is bonded to the side panel. Since at each end of the panel. This creates cut the various pieces of foam-backed side panels don’t take the abrasion and an appealing tapered end of the cording A16 A120 finish material that will be sewn togeth- wear that a seating surface must endure, once both finish panels and cording are er to create the new side panels. The the exposed thread of a single stitch will sewn together. A25N next step includes using a T-square, hold up well in this application. Once the cording is stapled to the straightedge, or curved templates and first panel and sewn in place, remove the chalk to lay out the desired pleating lines Finishing touches staples. You are now ready to tempo- that, when sewn, will create the artistic After stitching the side panels, it’s rarily staple the mating panel piece and design of the new side panels. time to fabricate and sew the cording sew the two finished panels and cording Once the pleats are sewn, the chalk that creates the aesthetically appealing together. The final side panel sewing line residue can be easily removed with a transition between the upper and lower step is to remove all staples and trim off damp rag. When laying the various large side panel pieces. Start by cutting 1 1/4- any excessive selvage edge material as pieces of side panel material, allow 1 1/2 inch-wide strips of finish material that was done on the seat covers. inches of extra material allowance on are 4 inches longer than the side panel. The design and sewing techniques I any edges that will be wrapped around Then, fold the 1 1/4-inch strips evenly have presented in this article are those www.icomamerica.com/avionics the perimeter of the rigid side panel. over round 5/32-inch polyurethane foam used to create basic side panels. I be- ©2020 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. All product names, logos, brands, and registered trademarks are property of their respective owners. 42833.

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July 2020 / Cessna Flyer • 25 Custom armrest, sculpted and recessed with a highly finished Topstitching the new hardwood inlay on a side panel design. 182 door panel lieve that side panel and armrest design sewn panels a topic for next month. work then only offered to corporate is an area where major aesthetic, ergo- Until then, fly safe! jet operators. Send questions or nomic, and functional improvements can comments to [email protected]. be made to bring the interior of an older  Industrial designer and aviation airplane up to the standards of the 21st enthusiast DENNIS WOLTER is well- RESOURCES century. Explaining these more complex known for giving countless seminars modifications goes beyond the scope of and contributing his expertise about Spray Adhesives this magazine article. all phases of aircraft renovation CAMIE-CAMPBELL (CAMIE 300) Due to the numerous photographs in various publications. Wolter camie.com/content/general-purpose- needed to illustrate the process of founded AirMod in 1973 in order spray-adhesive sewing typical side panels, we will make to offer private aircraft owners the the mounting and final detailing of newly same professional, high-quality

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20LYC_TBO-ad_FP_CesPipFly_July.indd 1 6/2/20 8:24 AM Cessna Hydraulic Systems, Part 3

Hydraulic Systems in Cessna Aircraft In the third of a three-part series, KRISTIN WINTER details the use of different types of hydraulic systems in Cessna’s General Aviation aircraft.

ydraulics came to aviation in the 1930s, primarily simpler, cheaper, and lighter. as a useful method to operate retractable landing Larger transport category aircraft that use hydraulics gear, flaps, and other systems. An example of constantly—either to boost controls or for systems that some iconic aircraft in the 1930s to utilize hydrau- need an immediate response, such as for boosted braking Hlic systems include the Douglas DC-2 and Douglas DC-3. systems—need the system pressurized all the time. That The concept of a hydraulic system based on an engine-driv- requires the more complex, closed-center system. (See Part en pump was well-established in the aircraft design world 1 of this series in the May 2020 issue of Cessna Flyer for details by the 1950s, as General Aviation started to develop. on open- versus closed-center hydraulic systems. —Ed.) Light General Aviation aircraft hydraulic systems can Cessna has made use of both open-center and be fairly simple, as they are only used intermittently. For closed-center, engine-driven systems. hydraulic systems that only operate landing gear and per- Cessna first used the engine-driven system in the haps the flaps, a system that merely circulates the fluid is Cessna 210, which is one of the rare single-engine aircraft to

28 • Cessna Flyer / July 2020 July 2020 / Cessna Flyer • 29 Typical Reservoir with Standpipe Connection for vent line or pressurizing Filler neck, cap, line and fastener

Normal fluid level

Glass sight gage

Finger strainer

Fin Fin

Baffle

Connection for return line

Standpipe

Fin Fin

Connection for emergency system pump Connection for main system pump

30 • Cessna Flyer / July 2020 have such a system. However, with the also the number of hydraulic pumps. the circumstances where it would make 1972 model, Cessna switched over to an Mostly, one would be correct, but Cessna any sense to use a hand pump to raise electro-hydraulic power pack. throws a curve with the Mustang series, the gear is what would make it such a The later 400-series aircraft, like which has just a single pump. very rare event. the Cessna 402C and the Cessna 414A The open-center system used by The hand pump takes fluid from changed from an electro-mechanical Cessna twins has two loops of circulating the bottom of the reservoir, unlike the gear system to an engine-driven hydrau- fluid. Each engine powers its own loop engine-driven pump that takes the fluid lic system. This change took place when which runs from the reservoir to the from a standpipe. This arrangement the wing was redesigned to a wet-wing pump, and back to the reservoir through protects a certain amount of fluid for configuration which got rid of the tip the operating valve(s). Activating the the hand pump. If a line ruptures and tanks. Cessna has used closed-center valve diverts the fluid out to the actuators the engine-driven pump sends all the systems in many of the Citation jets. needed to open doors, release the locks, fluid overboard, there should be enough The Cessna Mustang is a bit of a hybrid and to move the gear either up or down. fluid left in the bottom of the reservoir using a closed-center system, driven by Aside from knowing where the to lower the landing gear. The Cessna an electrically driven pump. hydraulic pressure is coming from, the 210 uses a hand pump as a backup to Pilots of any of the more complex pilot needs to know what to do when the engine-driven hydraulic pump in the Cessnas need a thorough understanding the system fails. The two most common earlier models. of how the system in their aircraft oper- means for an emergency gear extension The other common method for emer- ates. It is pretty universal that they use a used by Cessna and other manufactur- gency gear extension is to use a CO2 cyl- combination reservoir and valve system, ers are a hand pump and a CO2 blow- inder. These tend to look like a large CO2 which constitute the “power pack,” down system. canister that might be used in a seltzer sans any power. The hydraulic power is With a hand pump, selecting gear bottle or an inflatable life preserver. supplied by one or more engine-driven down and pumping away will lower the Activating the system releases a flood hydraulic pumps. gear. In rare cases, it can also be used of CO2 through the lines to the gear, One would think it easy to count the to raise the landing gear. While it will through a shuttle valve, and literally number of engines and assume that is always work to raise the landing gear, blows the gear down and locked. Cessna

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July 2020 / Cessna Flyer • 31 PCA-CessnaFlyer-7.125x4.9375.indd 1 6/1/20 10:09 AM Client: Pacific Coast Avionics Ad Title: We know avionics inside and out. Publication: Cessna Flyer Trim: 7.125 x 4.9375 Outlet Simple Fixed Displacement Pump

sensor that will alert the pilot if one of the hydraulic pumps has failed.

Once again, the details of aircraft systems highlight the need for pilots to spend time learning the systems on their aircraft. It is not enough to assume that your experience in one type of aircraft Driven Driving with a particular system will qualify you to fly a similar aircraft safely. The subtle differences can provide many little gotchas to bite the unwary and inadequately prepared pilot.

 KRISTIN WINTER has been an Inlet airport rat for over four decades. She holds an ATP-SE/ME rating and is a used this in most of the later twins. They prudent to divert to an airport where CFIAIM, AGI, IGI. In addition, Winter did not have a hand pump, so your CO2 maintenance is available before blowing is an A&P/IA and reformed aviation system was your only backup. the landing gear down. defense attorney. She has over 9,000 Needless to say, the CO2 blowdown One additional thing that a pilot hours in various GA aircraft. She flies is a one-shot affair, and the aircraft will should know about certain of these professionally, instructs, and provides need maintenance to restore the system installations is how to check that both purchasing and operations consulting. to an airworthy condition. This is a pumps are working. Some installations She is currently based in Minnesota, consideration if you are approaching have an automatic warning system that which is where it all started. Send a remote airport and the gear will not detects a loss of flow from one engine. questions or comments to editor@ go down normally. It might be entirely The later 400-series Cessnas have a flow cessnaflyer.org

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32 • Cessna Flyer / July 2020 July 2020 / Cessna Flyer • 33 Dennis

Wolteris the FAA’s 2020 Aviation Maintenance Technician of the Year! By Steve Ells

ennis Wolter, Cessna Flyer contributor and nanza Society (ABS), had this to say about Wolter; “Dennis is recipient of the FAA’s Aviation Maintenance one of the leading experts on the aircraft longevity process. By Technician of the Year award for 2020, is taking the ABS Beechcraft A36 Bonanza to his shop, I believe known far and wide in the light airplane world. he’s added 50 years of life to the airplane.” The reasons are many. The interior designs There are other reasons Wolter is so well-known. His will- completed by Wolter and his company Air Mod ingness to share his knowledge is legendary. Turner remarked, are very durable and of extremely high quality. The modifica- “Wolter has been a very good friend of ABS and Air Safety Dtions he has developed are innovative and add safety, comfort, Foundation events.” and usability to each airplane he and his team complete. Wolter has always been willing to share his expertise by The banner across the Air Mod website says, “Excellence writing columns on interior design, techniques, and airworthi- in Aircraft Renovations since 1973.” Air Mod is located on the ness issues for magazines such as Cessna Flyer. Batavia, Ohio, airport (Clermont County Aiport, I69), about 10 Every year, Wolter makes the 500-mile drive to EAA Air- miles east of Cincinnati. Venture Oshkosh in his van loaded with his display and forum Cynthia, Wolter’s wife for the last 35 years, told me “Dennis materials. The van doubles as his bedroom, because he loves has always been very honest, principled, and hard-working. camping. Camping out at Oshkosh gives him more time to talk High standards and tenacity have shaped his personal and about the airplanes he loves and to share airplane stories. business successes.” Attendees at AirVenture flock to Wolter’s forums. His Air Mod is known as one of the best interior renovation booth is usually surrounded with people visiting or sharing and upholstery shops in the United States. Wolter is a bulldog stories about how well their interior is holding up, and swap- when it comes to finding airframe airworthiness issues. Con- ping tales about their airplane adventures. sequently, when Air Mod pushes a customer airplane out the Should you feel the need to glimpse back at the little air- door, the customer can rest assured that it is airworthy with a plane world of 50 years ago, find Wolter and buy him a beer, capital A. then relax. Buy him another beer and before long, Wolter Tom Turner, the executive director of the American Bo- will tell gut-bustlingly funny stories of his days working for

34 • Cessna Flyer / July 2020 July 2020 / Cessna Flyer • 35 General Aviation Awards Program

For more than 50 years, the General Aviation Awards Program has recognized a small group of aviation professionals in the fields of flight instruction, aviation maintenance, avionics, “Dennis has always been very honest, and flight safety for their important contributions to the principled, and hard-working. High aviation community. This awards program is a standards and tenacity have shaped his partnership and a cooperative effort between the Federal personal and business successes.” Aviation Administration (FAA) and more than a dozen Tom Noonan at Lunken Field (now just a nice person,” said Shevers. sponsoring organizations from known as the Cincinnati Municipal Wolter also finds time to find and the aviation industry. The Airport, KLUK) before he started Air restore Puch motorcycles (sold by Sears Mod. Wolter loves to tell stories. under the Allstate label). When he can, selection process begins with Martha Lunken, retired FAA ops in- he will pack up his gear and head out local offices. Panels of aviation spector, flight instructor, and columnist on a multiweek “scoot” with friends, to professionals from within for Flying magazine, told me that she the mountains of the west. Yellowstone remembers when her family let Wolter National Park is one of his favorite spots. those four fields then select use their airplane for his flight training The airplane “bug” bit Wolter over national winners from the pool just after he graduated from high school. 50 years ago and he’s been sharing his of regional winners. Long ago at Lunken Field, Hal Shevers, skills and innovations with the entire owner of Sporty’s Pilot Shop, managed industry for decades. We’ve all benefit- The awards highlight the FBO. Many years later, after Shevers ed from his expertise. It’s only fitting the important roles these opened Sporty’s at the Batavia airport, that Dennis Wolter is the 2020 Aviation individuals play in promoting he asked Wolters to move Air Mod Maintenance Technician of the Year. there. aviation safety, education, and I asked Shevers to tell me a Wolter  STEVE ELLS has been an A&P/IA professionalism. Winners are story. He left the following message, for 45 years and is a commercial pilot recognized locally, regionally, “Steve, you’ve given me one of the with instrument and multi-engine toughest jobs in aviation, saying some- ratings. Ells also loves utility and and nationally. National thing nice about Dennis.” His tongue bush-style airplanes and operations. winners are recognized each was firmly planted in his cheek. Shevers He served as associate editor for July during EAA AirVenture in went on, “Dennis is always ready to give AOPA Pilot until 2008. Ells is the Oshkosh, Wisconsin. presentations to any of the type clubs owner of Ells Aviation (EllsAviation. that come here. He’s very interested in com) and lives in Templeton, helping youth programs around the area California. Send questions and Visit generalaviationawards.org and I’ve never heard anyone say any- comments to [email protected]. thing bad about the work he does. He’s for more information.

36 • Cessna Flyer / July 2020 July 2020 / Cessna Flyer • 37 NOT YOUR GRANDFATHER’S Cessna Flyer member Bob Bye shares his experience with owning a Cessna U206F, and why he thinks it’s one of the best single-engine airplanes. 206 38 • Cessna Flyer / July 2020 hen I read Jennifer Dellenbusch’s excellent article in the January 2020 issue of Cessna Flyer, “Family Trucksters: The Cessna 205, 206 and 207,” it reminded me what a really great airplane I have, and how practical it is. N171RM is a 1973 Cessna U206F Stationair with a normally aspirated Continental IO- 550 engine. This 206 has always been well taken care of as evidenced by the lack of corro- W sion, its external and internal beauty, no damage history, and smooth engine operation.

July 2020 / Cessna Flyer • 39 N171RM's panel has been progressively updated over the years.

Operation instrument platform, and can haul a full cabin with full tanks. Here are some operational factoids on a typical flight: My “mission” these days is occasional business flights, Angel • 150 knots true airspeed. Flights, Wounded Warrior flights, and personal flights to see fam- • 1,721-pound useful load. ily or fly with my grandson (a recent college graduate and CFII • Five seats can be occupied with full tanks. who is building hours and looking for a start with the big iron.) • 110-gallons fuel capacity with Flint Aero tip tanks. That gives a six-hour range with no stops (with my friend port- History a-john). Lanier Frantz is a Virginia aviation legend. He is the owner • No gear problems (fixed gear). of New Castle International Airport/Gliderport (VA85), a • Roomier than most other General Aviation single-engine beautiful 2,200-foot private grass strip nestled in the Blue Ridge airplanes. Mountains northwest of Roanoke, Virginia, and home to the • Climb comfortably at 800 fpm to 7,000 feet msl, 600 Blue Ridge Soaring Society. I first met Lanier in the late 1970s fpm to 12,000, and 400 feet per minute to 16,000 (with when I had some cows from my nearby farm lost in the Wash- oxygen). ington National Forest. He flew me in his Piper PA-18 Super Cub • Climb out—28 gph fuel flow at 25 inches map and 2,550 to search for the cows. We have been friends ever since. rpm. When I sold my Beechcraft Baron after my daughter died, • Lean of peak cruise—12.5 to 13.5 gph. I was without a plane. Lanier had just bought the Cessna 206, • Stabilized approach: normal speed to 1,000 feet agl, 20 and we worked out a formula for me to reimburse him for use degrees flaps and 80 knots to 500 feet, slowing to 70 of his airplane. In 2003, he installed an Atlantic Aero Conver- knots at threshold. sion STC’d Continental IO-550 engine with overhead induction • For a short field with full flaps and approach speed of 60- exhaust. (Atlantic Aero Conversion is now Summit Aviation. —Ed.) plus knots, you can stop easily in less than 1,000 feet. After that, he did not fly it a lot because he was busy running his farm, the glider port, and flying other airplanes. So, I I have owned several airplanes over the years for business benefited from having it available and was privileged to fly the and personal use including cabin-class twins, but nothing I 206 until I bought it from Lanier in 2017. know of beats the Cessna 206 for being a very practical, com- He always took great care of the airplane. He had upgraded fortable, and economical airplane. It is solidly built, a stable the avionics with dual Garmin 530s, a Garmin GTX 345 tran-

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July 2020 / Cessna Flyer • 41 The airplane was fitted with a new Dennis Wolter's shop, Air Mod, did A clean bill of health from Air Mod means an air- windscreen in 2018. the renovation work. plane that's ready for another several decades. sponder, and a Garmin G5. He had also Houston Southwest Airport (KAXH) put reference, and as a backup for several added a Shadin fuel flow monitor and a great paint job on N171RM. They also gauges. The synthetic vision is an added other upgrades. did a great paint job on my Baron more luxury, and also a safety feature when Since buying N171RM in 2017, I have than 30 years ago and are still in busi- I fly over mountains in IMC. Yes, it’s a flown it about 100 hours per year. ness 30-plus years later. That says a lot! lot of gear for an older airplane—but I In 2018, Dennis Wolter at Air Mod What’s next? My vacuum pump went don’t mind, I’m kind of older myself! I’m in Batavia, Ohio, renovated and sound- out, so even though the G5 is legal for a turning 82 in July; I’m a United Flying proofed the interior, chromating the primary attitude indicator (as the 206 Octogenarians (UFO) member. metal and installing a new windshield is an under 6,000-pound aircraft), I am In summary, I strongly recommend and side glass. Dennis is great to work doing away with the vacuum pump and the 206 as a great family airplane, a with, and in my opinion, there is no one thinking about adding a Garmin GI 275 great business airplane, and a great better for interior renovation. configured as an attitude indicator with all-around airplane! For those of us In 2019, Murmer Aircraft Services at synthetic vision as additional attitude approaching our sunset years, fixed gear

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42 • Cessna Flyer / July 2020 Soundproofing makes for a quiet ride. New plastics help round out the interior. Classic patterns and colors on the interior complement the modern exterior. enables insurance at a reasonable price with instrument, multi-engine, and glider FLINT AERO INC. compared to a retractable—and you ratings. He has owned several airplanes, flintaero.com can’t go wrong with a 206! including three Beechcrafts and two Cessnas; a Cessna 180 and his current GARMIN LTD.  BOB BYE joined the Marine Corps Cessna 206, N171RM. He has 3,500 garmin.com at age 17 and spent 19 months on the hours, all in General Aviation aircraft, aircraft carrier USS Ticonderoga in the and is based in Roanoke, Virginia. OTHER RESOURCES Pacific as part of the Marine Detachment, MURMER AIRCRAFT SERVICES where he developed a love of flying RESOURCES murmerair.com just by watching. Using his GI Bill after discharge, he learned to fly off a dirt strip CFA SUPPORTERS SHADIN AVIONICS in South Omaha, Nebraska, in a Piper AIR MOD shadin.com J-3 Cub and is now a commercial pilot, airmod.com

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July 2020 / Cessna Flyer • 43

2020 Cessna Flyer Piper Flyer2 Wednesday, December 11, 2019 8:46:27 AM …the inspection—which cost $600—was the easy part. Preparing the spar carry-through area for inspection took a lot of time and labor.

44 • Cessna Flyer / July 2020 Cessna 210 Spar Inspection Report

Following release of AD 2020-03-16, A&P/IA STEVE ELLS checks in with a company that provides eddy current inspections of Cessna 210 spars.

n March 9, 2020, the FAA adopted AD 2020-03-16 which requires “visual and eddy current inspections of the carry-thru spar lower cap, corrective action if necessary, application of a protective coating and corrosion inhib- Oiting compound (CIC), and reporting the inspection results to the FAA.” I spoke with James Hofer (who goes by “Hof”) of AeroHoff about the Cessna 210 wing spar eddy current inspections he has recently performed in accordance with AD 2020-03-16. According to Hof, inspections have revealed some corrosion on 85% of the 210s inspected. Four out of the 100 spars were corroded beyond the airworthiness parameters. Cessna 210 owner Jim Gandee told me the inspection—which cost $600—was the easy part. Preparing the spar carry-through area for inspection took a lot of time and labor. The headliner had to be opened up for access, the four oxygen bottles mounted ad- jacent to the spar carry-through structure had to be removed, and the foam pad Cessna glued to the bottom surface of the structure had to be removed as well. Gandee’s airplane passed the inspection. He then completed the rest of the steps outlined in Cessna service letter SEL-57-08. These steps include applying a conversion coating, painting the RESOURCES Eddy Current Inspections spar carry-through structure with epoxy primer, and applying AEROHOFF Cor-Ban 23, a corrosion inhibiting coating (CIC) to the entire aerohoff.com carry-through structure.

 STEVE ELLS has been an A&P/IA for 45 years and is a commercial pilot with instrument and multi- engine ratings. Ells also loves utility and bush-style airplanes and operations. He served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation. com) and lives in Templeton, California. Send questions and comments to [email protected].

Carry-through structure, freshly coated with Cor-Ban 23.

July 2020 / Cessna Flyer • 45 46 • Cessna Flyer / July 2020 Dragon 921: A UNIQUE CESSNA WARBIRD

Cessna A-37B Dragonfly Dragon 921 served on both sides in the Vietnam War before being abandoned. CHARLES LARGAY found it in a boneyard in Australia, brought it back to the United States, and painstakingly restored the airplane to “straight out of Vietnam” condition.

Photography by Keith Charlot

July 2020 / Cessna Flyer • 47 N87921 (CALL SIGN DRAGON 921), my Cessna A-37B Dragonfly, was produced in 1969. Dragon 921 flies to honor its role in Vietnam and as a tribute to those who have answered the call to arms and paid a dear price. We should never forget our brothers in uniform. It is a rare aircraft, indeed, with only a handful flying today. It is small, quick, and it is loud. Its restoration was a long one. Dragon 921, after being abandoned for over 30 years, acquired an assortment of dings, dents, stolen equipment, and other assorted insults. But it was complete, air- tached. External fuel tanks frame-wise, and had its old engines in place. I found Dragon 921 can be removed by conven- Top Left: Dragon 921 flying with in a salvage yard in Sydney, Australia, in 2000. tional means by putting a the Republic of Vietnam Air Force It was boxed up a second time (the first was a trip from holding cradle underneath and (counterclockwise from top Vietnam to Australia), and was sent via ship to the U.S. and the tank and activating the right) after being captured by its new home to be refurbished, restored, and rebuilt to new internal manual release the Vietnam's People Air Force. standards. lever in the pylon. Every system, component, hose, hardware, cylinder, and The engines were seal was removed and made new again. Every hydraulic cyl- replaced with two new overhauled General Electric J85-17A inder was found to be corroded beyond airworthiness, so new turbojets, zero-timed, with all new or overhauled accessories. ones were fabricated, including shafts, wipers, and O-rings. The J85s are capable of 2,850 pounds of static thrust each, for Metal sheeting was replaced on the fuselage and tail where 5,700 pounds total. They have no problem pushing the A-37B’s damage had occurred. All controls, originally magnesium, empty weight of 5,572 pounds. The starters were overhauled were replaced with aluminum, then painted and rebalanced. and have proven to be more than capable of spinning up the The panel was kept as original as possible, though all little General Electric fuel burners. instruments were overhauled. All wiring was either replaced, This little warbird has been completely restored, but not removed, or retested to ensure proper functionality. The to show standards. It was made to look like the day it came explosive devices in the aircraft (the ejection seat charges and out of Vietnam, including certain “incorrect” colors on some the canopy explosive shell) were removed for safety purposes. of the signage. Lettering on A-37s was supposed to be black, The jettison capability for its armament was removed and but Dragon 921 came to me with brown, obviously after repair all underwing pylons were made to be fixed in place once at- in Vietnam. The aircraft still bears the scars of battle damage,

The panel is original; though an Aspen 1000 has since taken the place of some of the gyro instruments.

48 • Cessna Flyer / July 2020 Dragon 921 still takes to the skies regularly.

patches, replacement panels, and partial new tail skins, as delivery history in ‘Nam, after the Douglas A-1D Skyraider. well as a lower fuselage skin replacement. Damage included The A-37 was the replacement for the big round-engine attack small-arms fire (.30 caliber) in tail, a larger hole in the nose, plane which was being lost at a horrendous rate. Only one en- and another in the left wing root. Certain wiring has been cut gine and slow speed made the Skyraider vulnerable to ground and replaced. fire. The Cessna Dragonfly did not carry the heavy loads that a Skyraider could, but was incredibly accurate with a knowl- Aircraft history edgeable pilot. This A-37, and many others, flew with the South Vietnam- Unlike heavy aircraft like the North American F-100 Super ese Air Force, not the U.S. Air Force. Sabre, McDonnell Douglas F-4 Phantom, and the Republic A brief history of this aircraft shows that it flew from 1969 F-105 Thunderchief, which normally dropped their loads until 1985. If these dates seem irregular, they are. This aircraft from higher altitudes and in “shoot and scoot” maneuvers, flew with the South Vietnamese Air Force until 1975, when the Dragonfly was true close air support and would stay on it was captured April 29, 1975, by the North Vietnamese Air station, often dropping its ordinance one bomb at a time. Force (also known as the Vietnam People’s Air Force). Thus, the plane would be load-asymmetrical while loitering at On an uncertain date, possibly April 29, three airplanes higher altitude awaiting instructions from an on-site forward were flown to another airport, supposedly Phan Rang, by new air controller (FAC). North Vietnamese pilots. The North painted over the South The Dragonflys often had FACs that would be on the same Vietnamese Air Force colors and painted on the North’s new base, and thus came to know the pilots and got to work out colors and red ball insignia. The North then attacked the their tactics. On station, the FACs would often loiter at about South’s military headquarters with 3 different A-37Bs, one 2,500 feet altitude. When the FAC called in the Dragonflys, de- being Dragon 921, and another bearing Serial No. 68-71807. pending on ordinance delivered, the jet would / could come in Dragon 807 is now in the U.S. being restored by an aviation under the FAC, drop its bomb, climb out away, and continue its enthusiast. So, we now have two incredibly unique A-37s back climb through a loop. In the loop, the Dragonfly pilot only had in the U.S. with a strange history. to flip the switch of the next bomb to drop over to the opposite The North flew Dragon 921 until 1985, when it found it wing, continue the loop back through to its next target, and could not maintain the aircraft any longer. It was abandoned drop. Thus, FACs learned to maintain their altitude so as not in Phnom Penh, Cambodia, where it remained until the late to bang into the attacking jet. Normally, drops were conven- 1990s. In July 1995, President Bill Clinton normalized relations tional, with release altitude dependent on terrain and ground with Vietnam, and declared that all material, equipment, fire. planes, etc. that were once owned by the U.S. were now owned The first A-37A used in ‘Nam in 1967 had conventional by Vietnam. This allowed captured equipment, including ailerons and six underwing pylons, which proved inadequate. aircraft, to find its way to legal private ownership in the U.S. The B model (my aircraft), came to ‘Nam with improved wings Normally, U.S. citizens are not allowed to own and operate (heavier and with eight pylons). The A models were modified former U.S.-built military jets. This led to the set of unusual T-37s; the B models were purpose-built with entirely new and happenings which led to Dragon 921 finding its way first to redundant flight control systems, heavier wings, landing gear, Australia, then to the U.S., with a stop in Miami, then on to St. and so on. George, Utah. The new wings had the addition of spoilers to allow for asymmetrical loads. Both Dragonfly models had a General A-37 operational history Electric minigun in the nose with 1,500 rounds. The Cessna A-37 Dragonfly had the second most accurate The little General Electric J85 engines are gas-hungry, so

July 2020 / Cessna Flyer • 49 The Dragonfly sits very close to the ground. Many pilots say climbing into the Dragonfly's cockpit is like getting into a pylon station No. 2 on each wing normally carried 100 gallons total), normally car- sports car. of JP-4 jet fuel. Even so, this bird is range-limited, especially ried on pylon No. 4. It at low altitude. Higher altitudes dropped fuel usage in half. So, was possible to carry standard operating procedure (SOP) was take off, expedite a larger rocket launcher with 19 rockets, but they produced climb to 25,000 feet msl, then idle and drop at destination. The significant drag after the rockets were discharged. Thus, the SOP was the same for withdrawing from the threat area. The seven-tube launchers were more common. Dragonfly’s climb rate with clean pylons is over 12,000 fpm. My airplane is about 1,000 pounds lighter than in its Then, once at altitude, set engines back to low cruise. days when it worked for a living. This aircraft weighed 6,258 If you look at the Dash 1 aircraft manual, you will see the pounds empty originally, with 5,700 lbs of thrust. Today, performance charts for all flight regimes include data for sin- Dragon 921 weighs in at 5,235 pounds empty. Its acceleration gle-engine and two engine operations, except for takeoff. Thus, rate at takeoff is astounding. However, this is a “dirty” bird, you have single-engine climb, cruise, descent, landing and and its rate of speed acceleration decreases considerably as similar charts for two engines. It is SOP to go to altitude and you approach 300 knots and beyond. shut one engine down and cruise, switching engines every 30 minutes. This tactic was learned in ‘Nam to allow additional loi- Flying the A-37 ter time on station, and became written into the book as normal The airplane is flying and training new pilots now. It is operating procedure. Rate of climb dirty with one engine is right equipped with ADS-B 1090 Mhz. The panel is original, except at 4,000 feet per minute. that today it sports an Aspen 1000 PFD. As mentioned above, The A-37B has a gross takeoff weight of 14,000 pounds, I restored the panel with its original steam gauges. However, and in-flight gross weight of 15,000 pounds with aerial refuel- when the gyros went out, I replaced them with the Aspen, ing. Its maximum fuel with 4 underwing tanks is 846 gallons, and it works great. The radios are more modern Collins. The or 5,660 pounds. The math shows this allows for loading with ejection seats are original, except they don’t have hot cartridg- four 500-pound bombs to gross weight, or bombs and a pair es now. The armament of 2.75-inch rocket launchers (seven rockets per launcher, 14 panel and everything Takeoffs happen quickly. The aircraft will typically use less than 1,000 feet of runway.

50 • Cessna Flyer / July 2020 It is a dream to fly, with basically no single-engine emergency procedures.

else is original as possible. An iPad mini is my best friend, so I This is not a short-field aircraft. installed two USB outlets to power it. And remember to not run the engines up more than idle on It is a dream to fly, with basically no single-engine emer- the ground for more than a few seconds or you will toast the gency procedures. Even engine failure on takeoff is straightfor- asphalt. I, personally, have not ever done that. No way. And I ward. Depending on runway length available, if you have room promise not to do it ever again. to stop, you stop. If there is any question of the answer, you go. You don’t move a thing, except for some rudder. The nose  CHARLES LARGAY started flying very early. He was steering cancels at automatically at liftoff. A normal takeoff inspired by his father, who was a World War II Navy pilot, run is under 1,000 feet with two engines and no flaps. With flying Martin PBM Mariners in the Pacific Theater. Largay so much thrust, use of thrust attenuators (extending boards soloed on his 16th birthday and soon after, was flying twin- behind engines) helps control speed on landing with full flaps. engine aircraft for work and play around the Caribbean, Speed control is hugely important on landing to keep speed Central America, and South America. His current home is down and to reduce energy. Approach at 110 to 120 knots and in south Florida. His Cessna A-37B, Dragon 921, resides stall it at 86 knots indicated with full flaps, attenuators out. at Western Sky Aviation Warbird Museum in St. George, Take advantage of all the runway you’ve got. The brakes are Utah. His philosophy on warbird ownership is: “‘Owners’ of the weak point with such heavy weight and high thrust. Even warbirds is a misnomer. For we may have title, but we are at idle, the airplane puts out 750 pounds of thrust. Thus, taxi in fact only custodians of historic relics to be passed on to is with attenuators out during taxi, or you can also taxi on one later generations for them to keep alive and flying. These engine. Once the weight of aircraft is on the ground by raising are pages of our history.” Send questions or comments to flaps, it’s OK to drop one engine offline to reduce ground roll. [email protected].

July 2020 / Cessna Flyer • 51 Cessna’s Military Jets: T-37 “TWEETY BIRD” AND A-37 DRAGONFLY

Though small in stature, Cessna’s military jets were well-suited for their uses; first as the T-37 trainer, and later as the A-37 light attack aircraft. By Jennifer Dellenbusch

arbird” may not be the first for proposal for a new, lightweight, two-seat, word that comes to mind jet-powered training aircraft. Cessna respond- when you think of Cessna, ed with a twin-engine design featuring side- but Cessna Aircraft (now by-side seating to enable training. “WTextron Aviation) has a history of producing In December of that year, the Air Force aircraft for the military that dates back to awarded the contract to Cessna for three World War II. prototypes and announced that it had For the most part, these aircraft were chosen “a small, light airplane with two military versions of existing civilian Cessna French-designed jet engines” as its first models. The Cessna Model 170 was modified jet-powered trainer. to create the L-19 Bird Dog, the T-41 Mescale- The engines were French Turbomeca ro was based on the Cessna 172, the Cessna Marbore engines built by Continental-Tele- 337 Skymaster became the O-2…you get the dyne under contract as the J69-T-9. These The "Tweet," as it was often idea. Most Cessna warbirds performed train- were centrifugal-flow turbojets with 920 called, was designed to be a ing, observation, and liaison duties, but there pounds of thrust each. simple, easy-to-service primary was an exception. By incorporating exhaust thrust deflec- trainer. In 1962, Cessna, at the behest of the U.S. tors, the engines could remain “spooled up” Air Force, embarked on a project to create on approach, allowing for shorter landings a jet-powered, combat-ready aircraft. To and facilitating easier go-arounds for missed understand how this came to be, we need to approaches. back up a bit. The T-37s engines had an ear-splitting whine that earned it the nickname “Tweety The Cessna T-37 “Tweety Bird” Bird” or just “Tweet.” In 1952, the U.S. Air Force issued a request The prototype (called Model 318 by Cess- Most Cessna warbirds performed training, observation, and liaison duties, but there was an exception. 52 • Cessna Flyer / July 2020 July 2020 / Cessna Flyer • 53 T-37B Specifications GENERAL CHARACTERISTICS PERFORMANCE Crew: 2 Maximum speed: 425 mph Length: 29 feet, 3 inches Cruise speed: 360 mph at 35,000 feet Wingspan: 33 feet, 9.3 inches Stall speed: 85 mph Height: 9 feet, 2 inches Range: 932 miles Wing area: 201 square feet 38,700 feet (limited by the U.S. Air Force Service ceiling: to 25,000 feet) Aspect ratio: 6.2:1 Rate of climb: 3,370 fpm Airfoil: NACA 2418 at root, NACA 2412 at tip Empty weight: 4,056 pounds ARMAMENT Max takeoff 6,574 pounds Total stores None (T-37A/B), 2 underwing for stores weight: stations: up to 500 pounds (227 kg) (T-37C) 2x Continental-Teledyne J69-T-25 Powerplant: turbojets, 1,025 pounds thrust each na and XT-37 by the Air Force) made its first flight in October engines, the B model provided about 10% more thrust. 1954. Its engines were buried in the wing roots of its low wing, It would remain the primary trainer for the U.S. Air Force it had tricycle landing gear with a wide track (14 feet) and sat for 50 years. low to the ground, eliminating the need for access ladders and In 1961, Cessna developed the T-37C. Intended for export, it service stands. boasted stronger wings and armament; including a Browning More than a hundred access panels and doors throughout .50-caliber machine gun, two folding-fin unguided rockets, and the fuselage made it easy to maintain. An experienced ground four practice bombs. Over its production run, Cessna exported crew could change an engine in about a half-hour. 273 T-37Cs to over a dozen countries. Although the T-37 performed well as a trainer, the Air Force wanted something with more power and tasked Cessna with A-37 Dragonfly providing an improved T-37B. Equipped with uprated J69-T-25 In 1962, the Special Air Warfare Center of the Air Force

54 • Cessna Flyer / July 2020 A-37B Dragonfly Specifications Range: 800 nm GENERAL CHARACTERISTICS Combat radius: 400 nm with 4,100 pounds warload Crew: 2 41,765 feet (limited by the U.S. Air Force Service ceiling: to 25,000 feet) Length: 28 feet, 3.4 inches 6,990 fpm Wingspan: 35 feet, 10.3 inches Rate of climb: Height: 8 feet, 10.3 inches ARMAMENT Wing area: 183.9 square feet 1x 0.308-inch (7.62 mm) GAU-2B/A Guns: Empty weight: 6,211 pounds minigun (mounted in nose) Max takeoff 14,000 pounds Hardpoints: 8 underwing with a capacity of 1,230 kg weight: SUU-11/A (1x 7.62 mm M134 minigun), 2x General Electric J85-GE-17A turbojet, Powerplant: GPU-2/A (1x 20 mm M197 cannon), 30 2,850 pounds of thrust each mm DEFA-553 cannon, Rockets: 70 mm Gun pods: Mk 4/Mk 40 FFAR (LAU-32/A rocket pod, PERFORMANCE 7 rounds each (14 total) or 19 rounds each Maximum speed: 507 mph/440 knots at 16,000 feet (38 total)) Cruise speed: 489 mph/425 knots at 25,000 feet Missiles: AIM-9 Sidewinder Fuel capacity 750-pound, 500-pound, 250-pound, with 4 external 846 gallons Bombs: Mk.82 (x4 on multiple ejector racks), SUU- tanks: 14 bomblet dispenser Other: Napalm tanks queried Cessna about converting the T-37 into a counterinsur- They nearly doubled its gross weight (from 6,382 to 12,000 gency warplane. They wanted a plane that could provide close pounds) and more than doubled its engine thrust by using support to ground forces. General Electric J85 turbojets, providing 2,400 pounds of Cessna engineers set about with modifying the T-37 to thrust each. meet the new specifications. These converted T-37s came with four hardpoints on each

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July 2020 / Cessna Flyer • 55 Looking for some Contact us today for a FREE and (really... it’s free!) 20-page booklet ? “How to Soundproof Light Aircraft” peaceReduce yourquiet cabin noise and you’ll enjoy flying even more. (888) 942-7723 wing, larger wingtip fuel tanks holding To get your copy, 95 gallons, and had a 7.62mm minigun by mail... send your name and address to us! fitted in the nose. by email... [email protected] The Air Force ordered 39 of the by internet: Free download at converted T-37Bs. Named the A-37A Dragonfly, it was soundproofing.org/infopages/soundprf.htm soundproofing.org the first combat-designated airplane built by a General Aviation company. Super Soundproofing Co. | 455 East Carmel Street | San Marcos, CA 92078 Although the new engines eliminated the screech of the T-37, the A-37 couldn’t shake the reputation of its predecessor and was commonly known as the “Super Tweet.” As had the T-37, the A-37 sat low to the ground. With its waist-high cockpit, some A-37 pilots likened getting into the cockpit to throwing a leg over and climbing in as you might a sports car. Sitting that low to the ground made the engines prone to ingesting foreign matter during ground operations. To counter this, hydraulically actuated foreign-object screens that filtered the jet intakes were added. They retracted at liftoff but could be redeployed as needed. In 1967, Cessna sent 25 A-37As to Vietnam for the Combat Dragon evaluation program. The Super Tweet proved its reliability over thousands of sorties, but it had its shortcomings. Most notable were its lack of range and endurance. Other issues included heavy control response and lack of redundancy in the flight control system. The Air Force reached out to Cessna for an improved A-37 to be designated A-37B. With a contract in place for 127 B models, Cessna set to work. Rather than modify existing A-37A airframes, the B models were newly built, stronger airframes. The B models could pull 6 Gs compared to the A’s 5 Gs. Engines were upgraded to General Electric J85-GE- 17A engines, providing 2,850 pounds of thrust. These engines had a slight cant outward and downward to improve single-engine handling. Cessna engineers made changes to improve handling characteristics and crew survivability. A refueling probe was added to the nose. The A-37B also received upgraded avionics and a de-ic- ing system. Cessna’s 1968 Annual Report included the following: “Cessna’s A-37 was designed to meet

56 • Cessna Flyer / July 2020 specific requirements of the Air Force for brush and guerrilla-type warfare. The ‘A’ version, smallest jet in Air Force inven- tory, has already proved its capability in thousands of combat sorties. It is one of six Cessna models serving in Vietnam. In combat evaluation, the A-37As received high marks from pilots for the maneuverability, bombing accuracy, and maintainability in counterinsurgency and close air support missions. The ‘B’ model A-37s now in production include higher thrust engines than the ‘A’ model plus provision for aerial and single-point ground refueling. Sales efforts for this model are continuing, and Cessna sees excellent market potential for the A-37, both in the U.S. and abroad.” From 1967 to 1974, the U.S. Air Force reports, A-37s flew 68,471 missions. An additional 254 aircraft were delivered to the Republic of Vietnam’s Air Force. Combined with the aircraft flown by the U.S. Air Force, Cessna A-37s flew over 160,000 sorties during the Vietnam War. Flying low and slow, but with the ability to quickly maneuver out of harm’s way, the A-37 was known for the accuracy of its bombing. Only 22 U.S. Air Force aircraft were lost to enemy fire in the Vietnam conflict. Cessna built a total of 579 A-37s. The FAA database shows seven A-37s in private hands in the U.S. While “warbird” may not be the first thing you think of when you think of Cessna, the T-37 and A-37 were, to my mind, typical Cessnas. Not the fastest, not the flashiest, but solid, dependable, “get-the-job-done” aircraft, supremely suited to their particular mission.

 JENNIFER DELLENBUSCH is president of the Cessna Flyer Association and has always been interested in aviation and military history. Send questions or comments to [email protected].

Sources: Air and Space Magazine: airspacemag.com/military- aviation/legends-of-vietnam-super-tweet-8974282/ Air Vectors: airvectors.net/avtweet.html “The Legend of Cessna” by Jeffrey L. Rodengen Wikipedia: wikipedia.org/wiki/Cessna_A-37_Dragonfly

July 2020 / Cessna Flyer • 57 A Look Behind the Glass: Garmin’s New GI 275 Multifunction Instruments The Garmin GI 275 can replace several mechanical instruments at once, and packs an incredible amount of capability into 3.125 inches of panel space.

“We notice things that don’t work. We don’t notice things that do. We notice computers; we don’t notice pennies. We notice e-book readers;

we don’t notice books.” —Douglas Adams, author of “Hitchhikers Guide to the Galaxy.”

echanical instruments…they sit there with their black faces, yel- lowish-white numbers, and pointed hands just staring at you, flight hour after flight hour. Sure, you glance downM at them during takeoff or descent. Maybe they get more attention during IMC. But, other than that, their existence is pretty nondescript. But then comes the time when they don’t work. You start your takeoff run, and your airspeed indicator stays put. Or you try to tune in your VOR—remember those—and the CDI won’t track. Suddenly, the “simple” instrument has all your attention. And, nearly as quickly, you’ll find out that even the most straightforward mechanical instrument is rather expensive to repair, and more costly to replace. Panel real estate never comes cheap. Either way, by now, you’re saying to yourself, “Wouldn’t it

58 • Cessna Flyer / July 2020 July 2020 / Cessna Flyer • 59 AI Mode MFD Mode CDI Mode EIS Mode

be great if I could replace my CDI or VSI significantly smaller than the round dial many of those same features and func- with an instrument that could do more it replaces. It wasn’t good.” tions to the tens of thousands of Cessna than one thing?” You are not alone. 172s, and other singles and light twins in As Bill Stone, senior manager, If it ain’t broke, why fix it? the fleet. To most of them, it’s a stretch Aircraft Business Development for But, you have to ask, if round dial to justify a [full-panel] glass upgrade. Garmin explained, the idea of replacing mechanical instruments have been the The GI 275 changes all of that.” mechanical instruments with some kind mainstay of aircraft panels since the “The ultimate challenge for us was to of electronic “multifunction instrument” dawn of flight, why not just live with develop a way to put as much informa- has been a goal for a long time. But there them? Well, the same can be said of pret- tion as we could into that standard in- were a lot of challenges. ty much any avionics upgrade. Old-gen- strument hole,” he added. “That involved “The biggest is that the instruments eration VHF radios worked fine, but the development of our own, round are fixed at a standard three and one- aircraft owners by the thousands have format, custom-made LCD. It’s not an eighth inch (3.125-inch) diameter form chucked them for new-gen GPS/Nav/ easy thing to do. Our Garmin watches factor. That’s not going to change,” he Comm. Why? Because the new units are some of the first to use them, but said. “The next was LCD technology bring so much more capability, function- round LCDs are expensive.” itself. The way the row and column ality, and value to that same panel space. Stone explained that while the technol- drivers work, they’re better in a square That was Garmin’s goal with the ogy to create the required round displays or rectangle shape.” new GI 275 Multifunction Instrument exists, they had to find a way to achieve “If you try to stick a square shape (MFI). “No doubt there’s a market for the high production numbers necessary in a round hole, the result has been the large glass upgrades, and they bring to keep the unit price down. To do that, underwhelming,” Stone added. “You lose some new and exciting capabilities to Garmin’s team had to create an instrument the corners and much of the top, bottom, those airplanes,” Stone says. “Now, we that was based on a common platform but and sides in the resulting round display have found a way to capitalize on that was flexible, affordable, and easy enough to face, which ends up making the display standard 3.125-inch panel hole and bring install to attract a lot of buyers.

60 • Cessna Flyer / July 2020 HSI Mode

One for all and all for one…almost In developing the GI 275 MFI, Garmin’s team has finally given pilots a relatively affordable display unit that as Stone put it, is “The Swiss Army Knife of small, round instruments. That’s kind of what we were after.” “A mechanical CDI is pretty limited, but with an electronic CDI, you can bring a lot of additional functions to that single space,” he added. “It was a very ground-up development that was from the beginning, envisioned to serve multiple purposes in the aircraft. We are proud that the new GI 275 can bring so much exciting technology and situation- al awareness into that small space.” So, just what kind of information can the GI 275 deliver into that area? Plenty. It can act as pretty much everything in the typical six-pack, including an attitude indicator, airspeed indicator, altimeter, VSI, CDI, heading indicator, HSI, or engine instrument(s) display. When it’s installed as an MFI and connected to compatible input sources, the GI 275 can interface with the autopilot and also display weather, traffic, terrain, synthetic vision, and more. And the real beauty of the GI 275’s flexibility is, in many instances, you can use it to show multiple displays in that same small space. Yes, I’m talking about you, Mr. CDI. “There’s a lot of display flexibility, especially in aircraft weighing under 6,000 pounds. While primary displays are locked down to dedicated displays of their primary function regardless of aircraft gross weight, such as ADI, HSI, or primary EIS (Engine Instrument

July 2020 / Cessna Flyer • 61 “It was very compelling to just throw as much information on there as we could get. But you quickly reach a point where it ceases to be useful,” he said. “We have a Human Factors group that specializes in these things for all Garmin products. They optimize the user interface and display attributes—things like font size, spacing, coloring—all these things have basic design requirements.” Stone went on to explain that once selections had been made, Garmin’s team System),” Stone explained "the CDI can be deal. And it’s made even better because spent thousands of hours testing and re- configured to have multiple display pages, you can choose the order in which you testing everything on various simulators. including traffic, weather, or MFD infor- want to add them to the panel. Then, once it was ready for flight trials, it mation, when you’re not flying the VOR.” “To keep both acquisition and instal- all underwent even more testing. Stone also said that under certain lation costs to a minimum, things that conditions outlined in the STC, standby would normally be in a separate ‘happy displays in aircraft under 6,000 pounds box’ [digital-to-analog-converter] are The GI 275 gets touchy and Con- - can also be configured to show additional now integrated into the GI 275s them- next ed One feature that got more than its displays such as traffic, weather, MFD, and selves,” Stone said. “It doesn’t need or share of testing was the GI 275’s touch- others. In aircraft weighing over 6,000 support any external integrator boxes, screen display. Stone stressed that this pounds, the standby displays are locked so installation is a lot easier. was vital to successfully enable so many down to only display standby information. “Because all of the GI 275s in the pan- of the unit’s features while sticking to “The GI 275 was originally targeted el will be networked together, they can such a small form factor. for these lighter category aircraft, so share information,” he continued. “Say “The touch-screen capability is par- the added flexibility of the MFI is a real the owner wants to replace his old analog amount to the GI 275’s functionality. To benefit,” he continued. “In installations ADI and DG with two GI 275 units. You maximize the display, we had to get rid where the aircraft is over 6,000 pounds, can put built-in ADHARS in both units of the buttons. With touch screens, we primary displays like the ADI, HSI, for redundancy. Or you can put ADA- can create virtual buttons that function DG, and standby instrument are locked HARS in the ADI, and the HSI can share when you need them, but disappear down during installation to function only that data. That reduces the cost a bit.” when you don’t,” he said. “The touch as those displays.” Stone said that with the array of ca- screens are ideal for accessing menus. Stone went on to explain that be- pabilities offered by the GI 275, there are Just touch and swipe, and you’re there. cause not all functionality requires the quite a few decisions to be made when “Some configurations do have knobs same types of capabilities to be built into you spec out your panel and then again for some functions, but most of the under- the GI 275’s hardware, to help control at installation time. One of the more lying capabilities are accessed through costs, Garmin offers the units in five interesting choices is whether or not the touch screen,” Stone stated. “Display different models. to select the optional synthetic vision reconfigurability provided by the touch • GI 275 base unit, CDI, ASI, VSI, display capability. screen is paramount to the GI 275. That altimeter replacement: $3,195 “If the customer doesn’t select adds a lot of functionality while clearing synthetic vision at the time of purchase, • GI 275 with built-in ADAHRS for up the displays for other uses. You can’t do we give them a 10-flight hour trial period added ADI and HSI functionality: that with mechanical instruments.” to see if they like it,” Stone says. “If $3,995 Another thing you can’t do with they decide to add it on, it will just stay mechanical instruments is to wirelessly • GI 275 with ADAHRS and autopilot active. Of course, if they decide to add it share data. Garmin built its popular interface: $4,995 later on, they can do that.” Connext wireless cockpit connectivity • GI 275 with Engine Instrument system into the GI 275, so it can share When is “enough” too much? System: $5,295 information with other avionics, connect With all of the capabilities offered by to Garmin Pilot on your iPad, or upload Retail pricing is subject to change a new-generation LCD, Stone said that engine information to the cloud. and does not include installation. it was an ongoing struggle between var- While they’re not chump change, you ious members of the development team - have to admit that with all of the capabil as to exactly what information would be A clearly better view ities and functionality that Garmin has While the vast array of capabilities available to the pilot. Too much informa- packed into the GI 275, it’s a pretty good that Garmin has strategically stuffed into tion can be a distraction.

62 • Cessna Flyer / July 2020 What are pilots saying about the DC-ONE-X? the GI 275 family of MFIs is truly amazing, Stone said that the one thing that really sets the MFIs apart from the mechanical instruments is the quality of the display. “The thing that you notice im- mediately is that the screen itself is extremely high-resolution. If Apple hadn’t trademarked the Retina Display, this would be a great example,” he says. “It’s very bright, and the viewing angles are incredible. If you get off-center with most LCDs, you get color shift or dim- “This is one outstanding ming. Not with the GI 275. It’s clearly headset.” - Andrew, Nashville, TN visible from everywhere.” “It’s also very user friendly and intuitive,” Stone continued. “When used “Flight instructor let me try it and I as an MFI, the pilot can easily configure “GREAT product, perfect liked it better than Bose” performance and comfort.” - William, the display with as much or as little Savannah, GA information as they want. It’s not over- - Coleman, Conyers, GA whelming at all.”

© 2020 David Clark Company Incorporated An Employee Owned  has been an aviation ® Green headset domes are a David Clark registered trademark. DALE SMITH WWW.DAVIDCLARK.COM American Company journalist for 30 years. When he’s not writing aviation articles, Smith does commission aircraft illustrations specializing in seaplanes and flying boats. Smith has been a certificated 230-KitplanesVA 4625X49375.indd 1 5/22/20 11:08 AM pilot since 1974 and has flown 35 different types of General Aviation, business, and World War II vintage aircraft. Send questions or comments to [email protected].

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July 2020 / Cessna Flyer • 63 64 • Cessna Flyer / July 2020 Buying an airplane from 2,000 miles away is an adventure; and that’s before the long trip home even starts.

By Glynn Dennis

was the summer of 2018, July to be exact, detail explaining the overall condition of the and my yearlong search for an airplane plane. I won’t bother with those details here, had finally found success. but his final words sealed the deal for me. He It It came in the form of a 1959 Cessna said, “If I could afford it, I would buy it myself.” 172, the last year of the straight-tail Cessnas, An airline ticket was purchased, a hotel located in Morrow County, Ohio. The search for reservation was made, and a cashier’s check my new plane had led me to the website Barn- was secured for the purchase price...I was going stormers.com, a specialty site for buying and to Ohio! selling airplanes. There were dozens of Cessnas While anxiously awaiting the departure to choose from, but one stood out above all the date, I received a phone call from a relatively others. I placed a call to the number listed in new pilot friend; we’ll call him Ron. Of course, the ad and spoke to the owner. he already knew about the new plane. I had told everyone...you couldn’t shut me up! The trip to Ohio He asked if I had considered a companion Over the past several years, the current for the flight home. I had, so I asked him what owner brought the plane into the 21st century he was thinking. Ron wanted to join me and with substantial upgrades. They included an en- help with the flying and navigating. I had not gine rebuild, new interior, and a gorgeous new made any long cross-country flights in over five paint job. Additionally, the old generator had years and welcomed him on the trip. Ron was been replaced with a modern alternator, and a able to book a seat on the same flight to Ohio lightweight starter replaced the much heavier that I was booked on, and the plan was set into original. I could go on, but you get the idea…I motion. was hooked! I’m not going to talk about the commercial While on the phone with flight to Ohio...it was awful! the owner, all the usual ne- There were long walks carrying gotiations took place and we heavy bags, longer lines at the struck a deal that was fair security checkpoints, and a for us both. We worked out 2-year-old kicking the back of a plan for the pre-purchase my seat all the way from San inspection and I placed a Jose, California, to Columbus, deposit in an escrow account Ohio. To top it all off, after land- to assure him I was a serious ing, we had to wait on a taxiway buyer. for over an hour while a thun- Within a couple of days, derstorm passed overhead. But, the A&P I hired for the as I said before, I’m not going to inspection called with his talk about it. report. He went into great

July 2020 / Cessna Flyer • 65

The reveal hand, and became the proud new owner! Engine Ron and I checked into our hotel Monitoring for the night, but there was little sleep & Flight Instruments The trip home to Salinas for me. I’m sure it was due to nervous Day One: Losing GPS and discovering Premium ANR Headsets tension and the excitement of seeing the squawks plane for the first time. Early the follow- It was about 11 a.m. local time, and ing morning, we met the current owner we had planned for the first leg of the of the plane in front of the hotel, intro- trip to take us to Pekin, Illinois, for one duced ourselves, and began the drive to of many fuel stops required to reach Morrow County Airport (4I9). This is California. After an extensive preflight, Lowest Prices on Radios a beautiful part of the country, and the we loaded our bags, headsets, and little airport sits in the middle of a lush GPS units into the plane. While I had Go LED & Be Brighter - In Stock green valley surrounded by rolling hills logged several hundred hours in Cessna dotted with trees. 172s, this was a new plane to me, so we I’m certain the nervous tension I followed the checklist item by item. We mentioned earlier existed because I had taxied to the runup area and completed never seen the plane in person; only the before-takeoff checklist, made the pictures. Soon, I found myself standing appropriate radio calls, and entered the in front of a hangar at an airport in runway for departure. 2 Ohio. As the hangar door opened, any We were excited to be on our way, ADS-B In -39 reservations I may have had vanished. and the energy level in the plane was The plane had been washed and detailed high. We flew the first leg of our trip revealing its stunning paint scheme. All to Pekin Municipal (C15) at 1,500 feet the aircraft books and logs from 1959 to above ground level. Remember, this 2018 were there for inspection. part of the country is almost flat, which While I examined the books and makes flying at lower altitudes very ADS-B - completed my inspection of the plane, enticing. So, in addition to scanning for Ron visited with the owner. To my great other aircraft, scanning for radio towers relief, the plane was better than adver- became critically important...they are tised! I signed all the necessary docu- everywhere! Some of those towers are ments, handed him the check, shook his as tall as 3,500 feet! Trust me, we flew AUDIO PANELS Hear Them Clearly...

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FREE Shipping on Most Orders Over $500 TOLL FREE ORDERS 1-800-447-3408 WWW.CHIEFAIRCRAFT.COM 66 • Cessna Flyer / July 2020 right past one. Thankfully, Ron saw it in advance, and we passed well clear of the tower and any guide wires. After passing that tower, we chose to climb and cruise at 2,500 feet agl. During that first leg of our trip, we discovered a couple of faults with the new plane. First, the clock didn’t seem to work. Not a major concern; I had a watch. Second, and a little more serious, the cigar lighter didn’t work. We had intended to use it as a power source for all our electronic devices. About a half-hour before reaching Pekin, we noticed the battery strength in both our GPS units was quite low. Due to the limited time our GPS units could run under their own power, we had to develop a new plan. Before I explain the new plan for the remainder of the trip to Salinas, I must confess to a shortsighted decision I made in the very beginning. While sitting comfortably in front of my desk at home, I planned the routes and altitudes I would fly from Morrow County to Salinas. At that time, I chose not to include any paper charts. My flight bag included two GPS units with current operating data installed, which satisfied FAA requirements. This is a perfect example of where legal does not necessarily mean safe. As luck would have it, sitting in the  terminal at the Pekin airport was Michael, a retired FAA examiner and CFII. He was a local pilot, visiting with a friend in the pilot lounge when he overheard Ron and Manufacturing FAA-PMA approved parts for over 30 years! me discussing our problem with battery McFarlane AviationWorld’s Products Largest MT Composite strength. He asked us where we were Cessna Flap Indicator Cables Ours actually work! Propeller Distributor! • Low friction design Most models in stock, • Save $$ ready to ship to you!

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July 2020 / Cessna Flyer • 67 headed and seemed to appreciate our di- position visually on the chart pages than lemma. He said he had an idea that might we ever had following a magenta line help, and he would be right back. on a glass screen. While following the He soon returned from his hangar with magenta line on a glass screen is indeed a bundle of paper charts, and we were in accurate, it’s not nearly as rewarding. business. Thank you, Michael! This is an example of the aviation Before the trip began, we decided to community’s generosity and willingness fly only during daylight hours. Since it to help. We thanked him and spent the was late in the afternoon and our next next half-hour drawing lines on chart stop was in Council Bluffs, Iowa, some pages and highlighting checkpoints. 350 miles away, we honored our decision Since our GPS batteries were dead and and made that our last leg for the day. we had no charging cables, we navigated After landing at Council Bluffs Munici- solely by reference to the chart book until pal Airport (KCBF), we fueled the plane, we could purchase new charging cables. took an Uber to our hotel, had some Honestly, we had more fun finding dinner, and turned in for the night. It our checkpoints and verifying our had been a long, stressful, and exciting

68 • Cessna Flyer / July 2020 required us to circle over an open valley for over 30 minutes to reach our cruis- ing altitude of 8,500 feet. Ron and I were receiving a practical refresher course of the effects that density altitude has on aircraft performance. About three and a half hours later, as we approached Fort Bridger, Wyoming, and began our descent for landing, the airport was nowhere in sight. Remem- ber, we were using the paper chart book to navigate. The city of Fort Bridger was in sight, but not the airport. After a few anxious moments, we expanded our search pattern, and Fort Bridger Air- port (KFBR) was spotted. It was much farther from the city than the chart made it appear. The plan was to top off the fuel tanks and continue to Elko, Nevada, for more fuel, dinner, and an overnight stay. If day...we were exhausted! you’ve noticed a theme running throughout this story, it’s that plans change, and Day Two: Headwinds, density altitude our stop at Fort Bridger was no excep- and Chinese food tion. After refueling the plane and cool- The first day of our trip had re- ing ourselves inside the FBO, I called for warded us with generous tailwinds, and an updated weather briefing. ground speeds in excess of 140 mph. It was 2 p.m., the field elevation was However, the second day arrived with 7,038 feet, and the temperature was 97 fierce headwinds, high temperatures, degrees. We did the math. The density al- and turbulence. The first leg of our titude almost matched our service ceiling. second day was to cover just over four We decided to wait until later in the after- hundred miles to Scottsbluff, Nebraska, noon for the temperature to drop, which for a fuel stop. After about two hours of would make our departure possible. fighting headwinds, and with a ground Good news! The temperature did speed of less than 80 miles per hour, it drop and was accompanied by a nice became obvious that reaching Scotts- cooling breeze. bluff nonstop was not possible. Bad news! Those new conditions We chose an alternate fuel stop, were created by an approaching thun- Searl Field Airport (KOGA), near Ogal- derstorm. lala, Nebraska, and planned a new route. We decided to spend the night. The change in heading gave us a small While I secured the airplane for the improvement in our ground speed, but night, Ron got busy and made arrange- the turbulence was brutal. After landing, ments for our overnight stay. The hotel we topped off the tanks, stretched our he found was a giant log-cabin-style legs, and had a light lunch. As some of building surrounded by individual one- you know, a light lunch means cheese room log cabins. The entire property and crackers from a vending machine. was unique and stood in stark contrast After the diversion, we covered a to the rest of the small town. The restau- little over 130 miles to Western Nebras- rant we chose for dinner was located ka Regional Airport (KBFF) in Scotts- inside that giant log cabin hotel. bluff for more fuel. With the winds and The cuisine was Chinese, and our turbulence making flight uncomfortable, waiter spoke very little English. We just we chose to stay there for the night pointed at the menu to indicate what we and start fresh the next day. The next wanted to eat. That was the best Chi- morning brought calmer winds, but it nese meal either of us had ever tasted! was still hot. Our climb performance out After dinner, we got a ride to the of Scottsbluff was quite poor; between local Walmart’s “Aviation Center” and 150 and 250 feet per minute. were fortunate to find charging cables Our degraded climb performance for our GPS units. Later that evening, we watched as the wind howled and

July 2020 / Cessna Flyer • 69 CONCORDE BATTERY blew rain sideways against the windows of our room. We were happy to be safe & CESSNA PILOTS Engineered and comfortable inside. EXPERTS IN AVIATION to Make Life Day Three: Fuel drain valve leak and Concorde Batteries A&P generosity feature superior starting Morning seemed to come too soon. Easier. Ron and I were beginning to show signs and sustained power of fatigue. The high temperatures and for all seasons. altitudes, along with the ever-changing The patent-pending plans, were taking a toll. We had coffee “non-sticking” SPIN EZ™ aircraft together while I called for and received engine oil fi lters by Tempest® are a full weather briefing. Our spirits lifted when we learned the winds had calmed designed to come off easy. Heat, to less than 10 mph and the skies were time and pressure can extrude clear. However, the temperatures were oil, grease, DC4® compound still high, and climb performance would or similar liquid lubricants again be compromised. from between a fi lter’s rubber With our GPS units fully charged, RG24-16 | 24 Volt, 13.6 Ah seal and the fi lter mount pad the remainder of the trip would have the - leaving the fi lter seemingly added benefit of using our GPS units to “bonded” to the engine’s mount verify our chart reading skills. We would pad - and making it nearly still use the paper charts for primary impossible to remove. Tempest’s navigation. We planned to use only one proprietary SPIN EZ adhered GPS unit at a time. solid seal lubricant stays where For example, on takeoff we would it’s supposed to - between turn on only one of the two GPS units RG24-15M | 24 Volt, 13.6 Ah the seal and the mount pad’s and use its guidance information for the surface. SPIN EZ solid lubricant first half of the flight. On the second half won’t extrude or squirt out from of the flight, with the first unit turned under the seal. It prevents the off, the second unit would be turned on bond forming environment that and used for guidance to the destination makes legacy fi lters stick. airport and landing. After landing, while we fueled the plane and had lunch, both Tempest SPIN EZ oil fi lters - the GPS units would be recharged for use fi lter that comes off without a on the next leg. Thankfully that tactic fi ght! was successful for the remainder of the RG-35AXC | 24 Volt, 33 Ah trip to Salinas. The only thing stuck now is our After takeoff from Fort Bridger, competition. we climbed to an altitude of 8,500 feet msl and set a course for Elko, Nevada, our next fuel stop, and probably more cheese and crackers. Over the next hour or so, we clawed our way to an altitude of 12,500 feet. That altitude would ensure clearance of all the terrain between our position and Elko. We continued our flight over the Rockies; RG24-20, 24 Volt, 19Ah that part of the flight was both intimidat- ing and beautiful. Next came Salt Lake City, and the Great Salt Lake. Some of RG-25XC, the colors created by the different types 12 Volt, 33Ah of algae growing in the lake made it look like a scene from another planet. Soon Elko appeared in the distance and we www.tempestplus.com began our descent for landing. 800.822.3200 Elko Regional Airport (KEKO) sur- prised us with an upscale, modern ter- CONCORDE BATTERY CORPORATION minal building. The pilot lounge provided 626.813.1234 | ISO 9001 + AS9100 cold water, soft drinks, a wide variety of www.ConcordeBattery.com snacks; no cheese and cracker packets to

70 • Cessna Flyer / July 2020 be found! There was also a comfortable in the sky. This was Ron’s leg to fly and I lounge with route planning tables and a was jealous. We climbed out of the Car- big TV on the wall. son City area, crossed the western edge The staff was friendly and helpful. of the Sierras, and sailed across the San Earlier, during the preflight in Fort Joaquin Valley and into Salinas Munici- Bridger, I noticed the left fuel drain valve pal (KSNS). The air was so smooth, we had developed a leak. After refueling in had no sense of movement. I think the Elko, I asked the attendant if there was a valley was welcoming us home. mechanic on duty, he said there was, and Before this cross-country trek, Ron he would ask him to take a look at the and I were new friends just getting to valve. know each other. After spending 3 1/2 After a quick check, the mechanic days sitting shoulder to shoulder, we told me it was probably the O-ring but came to realize that we enjoyed each he didn’t stock O-rings. He advised me to other’s company. get it checked at our next stop in Carson City, Nevada. We thanked him and left Debrief Elko with a new spring in our step. We As of this writing, January 2020, I’ve could sense home; almost smell it. We logged a little over two hundred hours flew past Battle Mountain and tiptoed in my new plane. I have made a couple around the Carson Sink restricted area of upgrades to the plane, ADS-B out to via Derby Field (KLOL). Farther along, name one, and I am thrilled with the we passed over the town of Fernley, and purchase. Buying a used plane can be

. found our way into Carson City (KCXP). a daunting experience, but I was lucky. While refueling the plane, I noticed The previous owner proved to be honest the fuel leak from the left drain valve was and a man of his word. If an airplane still there. Following the advice of the purchase is in your future, I hope your mechanic in Elko, I located an A&P on the experience will be as rewarding as mine. field, and he removed the valve to replace Before I close this story, a quick up- the internal O-ring. While he went into the date. Remember the faulty cigar lighter hangar to make the repair, I covered the and clock that I mentioned earlier? A drain hole in the bottom of the fuel tank few days after returning to Salinas I with my thumb, a high-tech solution to took the plane to my local A&P to have avoid fuel spilling onto the ground! With the repairs made. the repair completed, I asked how much First, the cigar lighter was just a bad I owed, but he refused any payment. Air- fuse; a five-minute fix. plane people are a special breed. Second, the clock turned out to be a Ron and I discussed continuing to windup; not electric at all. Pretty dumb, Salinas or staying in Carson City for huh? the night. There was plenty of daylight Fly often and be safe. left for the final leg home, but we were both tired and the air was turbulent. We  GLYNN DENNIS has more than decided to stretch our adventure into 30 years of flying experience as one more day and stay in Carson City. We an instrument-rated private pilot arranged for a ride from the airport to a (airplane single-engine land and sea). casino hotel and enjoyed a great meal, a He’s also a glider pilot. His passion is comfortable bed, and a good night’s sleep. to share all the stories and adventures he’s experienced in General Aviation Day Four: Home with his five grandchildren. When he’s The next morning could not have not flying, Dennis enjoys retirement been more perfect. The wind had dis- in Carmel Valley, California, with his appeared, the temperature was in the wife of 48 years. Send questions or middle 80s, and there was not a cloud comments to [email protected].

July 2020 / Cessna Flyer • 71 *Compiled from press releases

FIRST CESSNA SKYCOURIER TWIN UTILITY TURBOPROP TAKES FLIGHT WICHITA, May 17, 2020— this day,” said Ron Draper, Beech Field Airport (KBEC), Textron Aviation Inc. president and CEO, piloted by Corey Eckhart, recently announced the Textron Aviation. “I’m senior test pilot, and successful first flight of its proud of the way the team Aaron Tobias, chief test new twin utility turboprop, has persevered through pilot. During the 2-hour the Cessna SkyCourier. disruptions caused by the and 15-minute flight, the The milestone flight is a COVID-19 global pandemic team tested the aircraft’s significant step toward and remained focused on performance, stability, entry into service for the getting us to this point. and control, as well as its clean-sheet aircraft, and The Cessna SkyCourier propulsion, environmental, it kicks off the important will be an excellent flight controls, and avionics flight test program that product in its segment systems. especially for a first flight. validates the performance due to its combination of “We were very pleased We were able to accomplish of the Cessna SkyCourier. cabin flexibility, payload with how the Cessna everything we wanted on “Today was an exciting capability, superior SkyCourier performed this flight, and that’s an day for our employees, performance, and low throughout its first flight,” excellent start to the flight our suppliers, and our operating costs. Our Eckhart said. “It was test program.” customers. The Cessna customers will be very particularly impressive The prototype aircraft, SkyCourier performed pleased with what they to see how stable the along with five additional exactly as we expected, experience from this aircraft handled on takeoff flight and ground test articles, which is a testament to aircraft.” and landing. The Cessna will continue to expand on the entire team of men The Cessna SkyCourier SkyCourier already displays performance goals, focusing and women who worked took off from the a high level of maturity in on testing flight controls and together to prepare for company’s east campus its flight characteristics, aerodynamics.

72 • Cessna Flyer / July 2020 AIR PLAINS SERVICES INTRODUCES IMPROVED PMA AIRBOX SUPPORT BRACKET

WELLINGTON, Kan., May 19, 2020—Air Plains Services, a world leader in General Aviation engine and avionics upgrades, recently announced it has gained Parts Manufacturer Approval (PMA) from the FAA for an improved Cessna 172 airbox support bracket providing a tighter fit and longer service life than the original part. “Our new, adjustable airbox bracket, with factory brackets is a variation in developed after decades of experience bracket height—as much as a quarter replacing factory brackets, removes a inch from bracket to bracket—some- RELENTLESS CAPABILITY lot of the stress that came from produc- times resulting in a poor fit of the brack- The Cessna SkyCourier, tion variability,” said Shane O’Day, an et and airbox to the engine. The poor fit, featuring Pratt & Whitney Air Plains engineer. “If you’re replacing coupled with common engine vibration, Canada PT6A-65SC a damaged bracket or airbox, we think increases stress, and ultimately causes engines, will be offered our new PMA bracket is going to be a cracks in the assembly components. in various configurations great, lower-cost option for extending Air Plains has incorporated two including a 6,000-pound the life of the part.” innovative features into its new FAA payload capable freighter, a The bracket is approved for certain PMA bracket: 19-seat passenger version Cessna 172 L and M models, as well as • The new PMA bracket is adjustable or a mixed passenger/ for all B through M models upgraded during installation which com- freight combination, all with the Air Plains 180hp Ly- pensates for any misalignment in based on the common coming O-360 engine (STC height. platform. SA4428SW). Air Plains • The Air Plains bracket features a The Cessna SkyCourier bracket Part No. APS0552120- steel upper bracket, improving the is designed for high 2 replaces either 0552120-2 strength where it matters most. utilization and will deliver or 0552120-1 and fits all a combination of robust approved models. Air Plains is also developing similar performance and lower O’Day said the adjustable PMA brackets for other operating costs. Cessna common issue SkyCourier will feature the Cessna single-engine piston models. popular Garmin G1000 The airbox bracket is available at the NXi avionics suite and Air Plains Services online store, along offer highlights such as a with a variety of new PMA and like-new maximum cruise speed airboxes as well as new PMA airbox of up to 200 ktas and a gaskets, all at competitive prices. maximum range of 900 For more information about the new nm. Both freighter and PMA bracket (including model eligibil- passenger variants of ity) or any of Air Plains other products the Cessna SkyCourier or services, call 800-752-8481 or 620-326- will includer single-point 8904, or visit airplains.com. For online pressure refueling as shopping, visit shopairplains.com. standard to enable faster turnarounds. For more information, visit txtav.com.

July 2020 / Cessna Flyer • 73 TRACPLUS ANNOUNCES MOVAC INVESTS $5 MILLION TO FUND EXPANSION AND ACQUISITION

DUNEDIN, New Zealand, May 7, 2020—TracPlus recently announced it has successfully closed a significant funding round with New Zealand’s experienced technology investment firm, Movac, investing $5 million. TracPlus offers real-time tracking, communication, and integrated solutions for those in the critical services sectors, including first responders, firefighting, utilities, military, and aviation sectors. Founded in 2007 and based in Dunedin, TracPlus’ global client base includes the likes of CalFire, San Diego Gas & Electric, National Aerial Firefighting Centre (NAFC Australia), Ministry of Agriculture (CONAF, Chile) Erikson, and Christchurch Helicopters. “We’re delighted to be investing in a kiwi tech company that helps their clients take care of their people and assets,” said Movac Partner Mark Vivian. “Earlier in the year, I was fortunate to spend some time in the U.S. with some TracPlus customers, and it was compelling to see their faith and reliance on the TracPlus and Airbags Save Lives! its products in their daily activities. Over the years, TracPlus has built a • Universal Airbag System for Part 23 SOARS team, products, and client base that State of the Art Restraint System Aircraft they can be very proud of. It’s also • 2- and 3-Point Configuration worth acknowledging the support and $2,580 • Installed by Local A&P Mechanic commitment of the company’s early- www.AmSafe.com • System covers Pilot & Co-Pilot Seat stage investors to get the business this far, and I’m excited as to what the future looks like for TracPlus.”

74 • Cessna Flyer / July 2020 The new investment round will enable TracPlus to grow technical and sales capability, and further capitalize on its position as the disruptive global leader, providing the most cost- effective, comprehensive, flexible, and agile platform solutions on the market today. “TracPlus has built a world-class reputation, and we’re really proud of the exceptional customer base that we’ve built over the past decade,” said TracPlus CEO Trevor McIntyre. “We’re very focused on what we want to do with our business and sought an investor who understood that. We had a number of funding options, and we chose Movac due to their investment style and ‘hands-on’ experience in growing successful tech companies. It was also really important to us that there was a strong personality fit between the two teams. We have big future plans, and we’re thrilled to have Movac’s investment and support for the next stage of our journey.” He added, “We are also very excited for Mr. Vivian to join the TracPlus board.” As part of the transaction, TracPlus will acquire Cambridge- based technology business v2track Limited, which will provide TracPlus not only with tracking devices and a rich pipeline, it additionally furthers the footprint globally with a strong distributor network with market presence in Africa and Europe. “The acquisition of v2track Limited, is aligned with our goal to be the market leader in tracking and communication globally,” said McIntyre. v2 Track Founders, Kylan and Bevan Diprose are also pleased to be joining forces with TracPlus. “The v2track team is excited to be starting this new chapter with TracPlus. Over the years we have seen our mutual vision for aviation safety, communication, and technology become more and more aligned. We believe that by joining forces will we will have more impact together as we bring together our complementary strengths,” says Kylan Diprose.

July 2020 / Cessna Flyer • 75 AT APPROVED TURBO COMPONENTS, INC WE ARE MORE THAN JUST A BOX WITH A PART NUMBER ON IT. WE PROVIDE EXCEPTIONAL CUSTOMER SERVICE WITH EVERY “We are looking forward to OVERHAUL OR EXCHANGE! bringing what people love about v2track to a wider audience. Both new and existing customers will benefit TURBOS TESTED from the greater range of products, services and resources available @ 100,000 RPM ON through the combined entity,” says VSR MACHINE Bevan Diprose. Phil McCaw, Movac Managing Partner commented, “TracPlus 2 FACILITIES TO BETTER SERVE YOU! is yet another example of a kiwi tech company who’s built a strong 800-523-4809 1545 E. ACEQUIA AVE. • VISALIA, CA 93292 international worldwide and wants FAA #07TR210O EASA.145.6055 to accelerate its growth. The years ahead for TracPlus are exciting, and 800-626-0367 663 2ND LANE • VERO BEACH, FL 32962 we look forward to playing our part. FAA #U5AR184Y EASA.145.5482 CALL US... WE'RE HERE TO HELP! TURBOCHARGERS - WASTEGATES - CONTROLLERS & PRV'S OVERHAUL OR EXCHANGE AOPA ANNOUNCES www.approvedturbo.com CHANGES TO FLIGHT TRAINING EXPERIENCE AWARDS Celebrating resiliency in a time of turmoil

FREDERICK, Md., May 15, 2020— AOPA recently announced a new initia- tive called the Flight Training Experi- ence Project in place of the AOPA Flight Training Experience Awards. “Even though many schools have had to close their doors during the pandemic, we believe it is important to celebrate the value and significance of the flight training community in this difficult time,” said Chris Moser, AOPA senior director of flight training education. “With the project, we will highlight the inspiring stories of the flight training community, which has come together in support of one another to overcome the obstacles of COVID-19 and a struggling economy, and proved resilient in the face of adversity.” The Flight Training Experience Project is soliciting video stories from the flight training community that show the people who inspire and demonstrate

76 • Cessna Flyer / July 2020 At Movac, we continue to work with Kiwi entrepreneurs who have the ability and aspiration to build great technology companies, using our capital, expertise, and networks. As I’ve said publicly in recent weeks, there’s plenty of uncertainty in markets currently, but we are a long term investor and continue to work with Kiwi companies who are looking for an investment partner with strategic experience, operational ability, meaningful capital, and access to global networks.” For more information, visit tracplus.com.

the resilience of the industry. Schools, students, and instructors are asked to record a 45-second or less video and post it on social media (YouTube, Face- book, Instagram, Twitter, or TikTok) with the hashtag #FTEProject. Select videos and stories will be highlighted at the annual Redbird Migration event in October and through AOPA’s news and media channels. “Instead of fostering competition, we believe this is the moment to build community, and we are excited to celebrate and recognize the vital work of flight schools,” Moser said.

How to participate: Share your stories in a 45-second or less video on social media with the hashtag #FTEProject by July 31. • Show how you, your instructor, or your school uses aviation to inspire others. • Show how your school has demon- strated resilience in the face of adversity. • Show how your school, instructor, or students have supported the broader community. • Show how your flight school has achieved a goal. For more information, please visit aopa.org/fteproject.

July 2020 / Cessna Flyer • 77 Aircraft Safety Alerts

FAA Aviation Safety SPECIAL AIRWORTHINESS INFORMATION BULLETIN

SAIB: AIR-20-10 SUBJ: AD 2020-03-16 Alternative Methods of Compliance and FAQ Date: 5/29/2020 This is information only. Recommendations aren’t mandatory.

Introduction This Special Airworthiness Informa- tion Bulletin (SAIB) advises owners and operators of four alternative methods of compliance (AMOCs) associated with AD 2020-03-16. It also responds to fre- quently asked questions (FAQ) related to the AD.

Background AD 2020-03-16 requires visual and eddy current inspections of the Tex- tron Model 210 carry-thru spar lower cap, corrective action if necessary, Taking you to places you application of a protective coating and corrosion inhibiting compound (CIC), used to only dream of going... and reporting the inspection results to the FAA. This AD was prompted by the in-flight break-up of a Textron Model T210M airplane in Australia due to fatigue cracking that initiated at a corrosion pit, and subsequent reports of other Textron Model 210-series airplanes with widespread and severe corrosion. Air- planes affected include Textron Aviation Inc. Models 210G, T210G, 210H, T210H, 210J, T210J, 210K, T210K, 210L, T210L, 210M, and T210M. Since issuance of AD 2020-03-16, the type-certificate holder, Textron Aviation Inc., has made available four AMOCs for ...And getting you out of places those who must comply with AD 2020- 03-16. These AMOCs: others could not! 1. Allow zinc-chromate primer in-lieu of epoxy primer, provide additional time • Super TOUGH - Kevlar and Nickel-Cobalt • Less Weight - up to 30 lbs lighter to apply protective coatings and CIC • Turbine SMOOTH Operation • Powerful!! = More THRUST!! after completing the visual and eddy current inspections, and identify qualifi- MT Composite cations equivalent to the NAS 410 Level Propeller Upgrades A Division of 2 Eddy Current requirements identified in SEL- 57-08R1. Call or go online for 866-717-1117 2. Clarify the eddy current inspec- a FREE quote www.Flight-Resource.com tion of the lower cap kick required in

78 • Cessna Flyer / July 2020 AD 2020-03-16; this specifically applies to the lower surface of the carry-thru spar lower cap. 3. Extend the compliance time for AD 2020-03-16 to September 9, 2020 or within 20 hours time-in- service (TIS) after March 9, 2020, whichever occurs first. This extension was based on difficulty meeting the 60 day compliance time due to factors associated with the COVID-19 virus. 4. Provide alternative conversion coating options due to lack of availability in some regions.

Recommendations The FAA recommends you evaluate the actions of AD 2020-03-16 and the AMOCs referenced in this SAIB. Prior to use, contact the Wichita ACO Branch or Textron Aviation Inc. for a copy of the Global AMOCs. The FAA does not issue SAIBs on the availability of every AMOC. We re- view each AMOC individually and com- municate the availability of an AMOC through the issuance of an SAIB when we identify any that may be of significant importance to the aviation public.

FAQ Q: Why is AD 2020-03-16 only applicable to Textron Models 210G/T210G through 210M/T210M? Why are Textron Models 210N/P210N/T210N and 210R/ P210R/T210R not included in AD 2020- 03-16? A: The design of the “early model” 210 airplanes (210G/T210G through 210M/T210M) was different than the design of the “late model” 210 airplanes (210N/P210N/T210N and 210R/P210R/ T210R). The upper surface of the carry-thru spar on the early model 210 airplanes is exposed to the environment. This allows a pathway for moisture intrusion. The spar on late model airplanes is covered with fuselage skin and is not exposed to the environment. Ad- ditionally, Textron Aviation Inc. applied zinc chromate primer to all late model 210 airplanes. Zinc chromate primer was only offered as an option on early model 210 airplanes. Note that corrosion has been observed on airplanes with

July 2020 / Cessna Flyer • 79 SUPER CAPACITY Gill LT 12V Sealed VRLA Aircraft battery* GetG MMaximumi RReserve CCapacityi to HHandledl Aircraft Safety Alerts Increased Aviation Electronics. 7025-24 7035-34 factory applied zinc chromate primer. Available Now, Available Now, at Distributors at Distributors Q: Will the FAA issue an AD on the Textron Models 210N/P210N/T210N and 210R/P210R/T210R and Textron Model 177 airplanes? A: The FAA has not made a final determination on AD action for these models.

Q: My spar was inspected following the Textron Aviation Mandatory Single FAA-PMA Approved FAA-PMA Approved Engine Service Letter SEL- 57-06 (or For Over 162 For Over 242 SEL-57-06R1 or SEL-57-08). Do I need Aircraft Models Aircraft Models to redo the inspections to meet the requirements of the AD? A: AD 2020-03-16 paragraph (l) allows for credit for previous actions. The additional actions required on a specific Celebrating 100 Years of Battery Innovation airplane depend upon the actions previ- *For aapprovedd applicatioons; See GGillbattteries.comm foor a full list of airrcraft models sservicced by tthis battery ously completed. | 909.793.3131 | GILLBATTERIES.COM Q: I would like to deviate from the requirements of the AD, such as using a different inspection method, using a different corrosion inhibiting compound, etc. Is this possible? A: If you wish to deviate from the FERRY requirements identified in AD 2020- FERRY 03-16 you must request an Alternative Method of Compliance (AMOC). See Advisory Circular 39-10 for guidance on Fast to fit TANKSTANKS applying for an AMOC. Note that AMOC requests must be supported by substan- Re-Use tiating data showing that the proposed AMOC resolves the unsafe condition with an acceptable level of safety.

Q: AD 2020-03-16 paragraph (m) states that special flight permits are Collapsible!Collapsible! prohibited. Is there any way to reposition my airplane? UniqueUnique Design!Design! A: You may possibly obtain an AMOC to allow you to reposition your Tough!Tough! airplane. See Advisory Circular 39-10 for guidance on applying for an AMOC. Note that AMOC requests must be supported by substantiating data showing that the proposed AMOC resolves the unsafe condition with an acceptable level of safety.

Q: I had to remove my carry-thru U.S. Toll Free: 1 866 310 2992 spar from service due to corrosion or damage. Are there any replacement www.turtlepac.com spars available? 80 • Cessna Flyer / July 2020 A: Replacement spars are not currently available from Textron Aviation Inc. Textron Aviation Inc. no longer produces the current spar design, but they are working to develop a new spar design. The FAA does not have a date on when these parts may be available. The FAA does not know of any third parties currently producing spars for these airplanes. Replacement spars may be available from salvage. Please note the installation prohibition in AD 2020-03-16 paragraph (j).

Q: My spar had corrosion and required blending beyond the limits permitted in Table 1 of SEL-57-08R1. Do I have to scrap my spar? A: It depends. The Textron Model 210 carry-thru spars were manufactured with some variation in the thickness of the upper and lower spar caps. Table 1 of SEL-57-08R1 identifies the blend limits that are allowed on any Textron Model 210 carry-thru spar subject to AD 2020-03-16 without further evaluation. Additional material removal may be allowed on some spars beyond that presented in Table 1 of SEL-57- 08R1. However, material removal exceeding that identified in Table 1 of SEL-57-08R1 requires an evaluation based upon the specific damage and geometry of an individual airplane.

Q: Why doesn’t AD 2020-03-16 include a recurring inspection? A: AD 2020-03-16 is an interim AD with a reporting requirement. The FAA will analyze the inspection results received to determine what final action may be required.

For Further Information Contact Bobbie Kroetch, Aerospace Engi- neer, 1801 Airport Road, Room 100, Wichita, KS 67209, United States; phone: (316) 946-4155; fax: (316) 946- 4107; e-mail: [email protected].

For Related Service Information Contact Textron Aviation Inc., One Cessna Boulevard, Wichita, Kansas 67215; phone: (316) 517-6061; e-mail: struc- [email protected]. July 2020 / Cessna Flyer • 81 Aircraft Safety Alerts

List of Subjects in 14 CFR Part 39 AIR TRANSPORTATION, AIRCRAFT, AVIATION SAFETY, INCORPORATION BY REFERENCE, SAFETY.

Adoption of the Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA amends 14 CFR part 39 as follows:

(239) 405-6117 PART 39–AIRWORTHINESS DIRECTIVES The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. TUO § 39.13 [Amended] SYSTS C. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): e ill elp You Trouleshoot Your Sstem Teachin Suect t F ndorsed vents FAA Aviation Safety AIRWORTHINESS DIRECTIVE TUOCS PSSU F S www.faa.gov/aircraft/safety/alerts/ OU - C STTS TUOCS www.gpoaccess.gov/fr/advanced.html CD COTOS UY COS T OPTO SPDS O OU S TST C 2020-10-05 Rockwell Collins, Inc.: Amendment 39-21123; Docket No. isit Our e Site to See the S n ction FAA-2018-0977; Product Identifier 2018-CE-041-AD. “ A family operated business since 1988, including a licensed A & P mechanic and commercial pilot” (a) Effective Date This AD is effective June 24, 2020. 1-800-84-8815 55-35-3322 Fa 55-2-10 Y (b) Affected ADs “Sensitive to your needs” None. am – pm PST on – Fri www.mainturbo.com “Sensitive to your needs” [email protected] (c) Applicability This AD applies to Rockwell Collins, Inc. (Rockwell Collins) 82 • Cessna Flyer / July 2020 Pro Line 4 and Pro Line 21 Flight Management Systems installed on airplanes, certificated in any Performance category, that has a flight management Promised; computer (FMC) with a Rockwell Delivered! Collins part number (RCPN) listed in Performance paragraph (c)(1) of this AD and with • Smoother engine operation • Increases power a configuration strapping unit (CSU) • Better fuel efficiency • Reduces maintenance costs listed in paragraph (c)(2) of this AD. Factory Support: 248-674-3433 (1) FMC-3000 RCPN 822-0883-031, -036, -038, -040, -041, -053, -054, -056, electroair.net | Sales 281-728-8732 -057, -058, -059, - 060, -081, -082, -083, -084; FMC- 4200 RCPN 822-0783-022, -025, -028, -032, -036, -039, -040; Air Capitol Dial FMC-5000 RCPN 822-0891-021, If your cockpit panel components are -027, -028, -034, -040; or FMC-6000 Specialists in Repair and Refurbishing faded, need repairs or just need some RCPN 822-0868-074, -075, - 082, -083, -084, -085, -087, -089, touch-up, we’re ready to serve you. -090, -109, -110, -111, -112, -113, -114, -116, We’re an FAA Certified Repair Station. -117, -122, -123, - 127, -130, -132, -133, -134, -139. Call us, (2) CSU-3100 RCPN 822-1363-002, we’ll take care of you. CSU-4000 RCPN 822-0049-002, or Air Capitol Dial 877-269-2483 CSU-4100 RCPN 822- 1364-002. Note 1 to paragraph (c) of this AD: To determine the CSU and FMC unit RCPN, refer to the aircraft manufacturer or applicable STC holder maintenance instructions for accessing them.

(d) Subject Joint Aircraft System Component (JASC)/Air Transport Association (ATA) of America Code 3460, Flight Management Computing Hardware System. www.aircapitoldial.com [email protected] (e) Unsafe Condition July 2020 / Cessna Flyer • 83 1.800.653.5112 Sell or Buy Aircraft Safety Alerts ALPHAAVIATION.com on Cessna Flyer’s Forum SHOULDER HARNESS & LAP BELT

Add New or Replace Your Older Restraints

from (1 seat) This AD was prompted by Replacements $439. STC Kits from $999. (2 front seats) - FAA/PMA Updating your panel? reports of the FMC software issuing 2-Point Lap Belts from $119. (1 seat) AmSafe® incorrect turn commands when the Cessna 150/152 tso-c114 & tso-c22g Cleaning out your hangar? Cessna 100 Series altitude climb field is edited or when Cessna 177*/177A*/177B/177RG the temperature compensation is Cessna 200 Series* Your old avionics, headsets activated. The FAA is issuing this AD *Install Harnesses by Minor Change from $15 per seat + restraint to prevent the FMC from issuing an LARGEST SELECTION of STOCK RESTRAINTS or parts may be just the thing incorrect turn direction command. AIRCRAFT JACKS - Since 1995 your fellow members The unsafe condition, if not addressed, · Purpose Built Cylinder are looking for! · Machined Concave Top could result in a collision or controlled · Clears Gear Doors flight into terrain. · Tilt’n’Go Wheels · Double Action Pump Post your items for sale · Versatile - One Model Fits Multiple Aircraft or items wanted (f) Compliance · Oversized 1-1/4” Ram Comply with this AD within the · on CessnaFlyer.org/forum Heavy Gauge Steel compliance times specified, unless · Laser Cut / Robotic Welded and everyone benefits. · Powder Painted already done. · Easy Assembly · Ships Ground (g) Disable Temperature Low Wing Line $359 - $399 Compensation High Wing Line $459 - $599 Members only. Pro Line $529 - $649 Within the next 12 months after No commercial posts or advertising. Tailweight / Post $269 - $349 June 24, 2020 (the effective date 100’s In Stock for Quick Shipment of this AD), disable the automatic temperature compensation feature on the CSU by following steps (2) through (6) of the Instructions in Rockwell Collins Service Information Letter CSU-XX00-18-1, dated June 27, 2018.

(h) Revise the Airplane Flight Manual Limitations Within the next 12 months after June 24, 2020 (the effective date of this AD), revise the airplane flight manual by adding the information from step 2 of the Aircraft Flight Manual Recommendation in Rockwell Collins Service Information Letter FMC-XX00-18-1, Revision 1, dated February 5, 2019, into the Limitations section of the AFM.

(i) Alternative Methods of Compliance (AMOCs) (1) The Manager, Wichita ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information

84 • Cessna Flyer / July 2020 directly to the manager of the ACO, send it to the attention of the person identified in paragraph (j) 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. TAKE A SEAT (j) Related Information For more information about this AD, contact Avi Acharya, Aerospace Engineer, Wichita ACO Branch, FAA, 1801 Airport Road, Room 100, Wichita, Kansas 67209; phone: 316- 946-4192; fax: 316-946-4107; email: avishek. [email protected]. Impeccable, www.AviationsCreations.com innovative designs 480-998-1752 mobile 480-980-0639 (k) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph Cessna 180182 nine Mn ea ields under 5 U.S.C. 552(a) and 1 CFR part A CA 180182 W 51. Are y aare a e ea rm yr eas is casin (2) You must use this service yr aircra enine mn crrde information as applicable to do the P DAMA F A actions required by this AD, unless the AD specifies otherwise. You can exercise preventative maintenance by installing this FAA approved Heat Shield Kit that will (i) Rockwell Collins Service help dissipate heat away from the lower diagonal and horizontal bed tubes on both sides of the Information Letter CSU-XX00-18-1, engine mount. If no heat shield is installed or the heat shield wraps around each tube individually, you will be able to look in the a ected areas and see that the corrosion has already begun. It is important dated June 27, 2018. to address this issue to prevent engine mount failure. Give us a call or visit us online if you have (ii) Rockwell Collins Service anymore questions! This is the best designed heat shield on the market today! Information Letter FMC-XX00-18-1, NOTE: Revision 1, dated February 5, 2019. This kit will only work Kit Includes (3) For service information with single muer exhaust * L/H and R/H Heat Shields systems. *Installation Hardware identified in this AD, contact The dual muer exhuast *Installation Instructions Rockwell Collins, Inc., Collins systems will not work with this *STC Paperwork Aviation Services, 400 Collins Road heat shield kit. *Instrcutions for continued NE, M/S 164-100, Cedar Rapids, IA airworthiness 52498-0001; telephone: 888-265- - 5467 (U.S.) or 319-265-5467; fax: CESSNA FLYER READERS WILL RECEIVE A 10% DISCOUNT AT CHECK OUT! 319-295-4941; email: techmanuals@ ENTER PROMO CODE CFLY2020 AT CHECKOUT! rockwellcollins.com; internet: https:// Loree Air, Inc. PHONE: (530) 621-3300 portal.rockwellcollins.com/web/ 6440 Capitol Ave. Ste. A EMAIL: [email protected] publications- and-training. Diamond Springs, CA 95619 WEB: www.loreeair.com (4) You may view this

July 2020 / Cessna Flyer • 85 Aircraft Safety Alerts

service information at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329-4148. In addition, you can access this service information on the internet at https://www.regulations. gov by searching for and locating Docket No. FAA-2018-0977. (5) You may view this service information that is incorporated by When buying from one of our reference at the National Archives and Records Administration (NARA). For advertisers, tell them you saw their information on the availability of this material at ad in Cessna Flyer magazine NARA, email fedreg.legal@nara. gov, or go to: https://www.archives. gov/federal-register/cfr/ibr- locations. html.

Issued on May 14, 2020. Lance T. Gant, Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2020- WWilcoe keep you safe and comfortable 10744 Filed 5-19-20; 8:45 am]

Wilco holds the Concorde Battery STC for Cessna Singles, Twins, Conquests and Citations. Also holds the STC to install Whelen lights on Cessna singles built in 1972 and after, up to the restarts (but we have replacement LED lights for them too). We also distribute for Lamar, LP Aero, PM Research, and Rapco. Large in ventory for all of the above. Same day shipping in most cases.

Vent Replacement Systems Find More For Model 210 Operators Wemac direction controlled and closable vents. Aircraft Mention this Ad and purchase for $1195.00 Safety

Landing Gear Inspection Mirror STC approved for all Cessna Alerts online single engine retractable.

Mention this ad and purchase for $74.95 Go to Aviation Alerts under the Knowledge Base tab at cessnaflyer.org [email protected]

86 • Cessna Flyer / July 2020 The High & The Writey  Continued from Page 14

• Set your lawn chair next to the active runway and crane your neck upward every afternoon for two hours watching the traffic in the pattern. • Hold frequent Zoom meetings with your flying friends. • Encourage your local tower controllers to stand outside with por- table radios and control the airport from the side of the runway. • There may be no movie star inter- views or movies at the Theater in Parts the Woods this year, but that does avionics not mean you can’t show movies projected on your hangar walls EnginEs or hassle aviation celebrities via ProPs Twitter or Facebook. #1 for Aircraft Parts Support Since 1984 Same-Day Worldwide OverOver 55 MilliMilliOOnn …in airline terms; Shipping We Price Match! iin-Stn-StOOckck PartPartSS!! this is a delay, not Search our Parts for Free 24/7 a total cancellation DoDSon.coM cAll uS toDAy At 785-878-8000 of our flying social lives.

• You may not have a bag full of B.A.S. Inc. freebies like notepads, pens with P.O. Box 190 Eatonville, WA 98328 company names on them, and hundreds of brochures, but maybe RESTRAINT WITHOUT you can trade your stuff for other RESTRICTION stuff your hangar neighbors have A four-point inertia and get the same satisfaction. shoulder harness/ lap belt system that • Remember, take thousands of is FAA-STC and pictures to show your friends who PMA approved for most Cessnas. could not make it to your hangar this year. Visit our website for a complete I am not any kind of promotional listing of available aircraft models and speaker, but I know that some of the pricing for Cessna, flights and downtimes I dreaded and Piper, Beechcraft felt bad about in my aviation life turned & Luscombe. out to be opportunities, learning events, RETRACTABLE PULL HANDLES and a ton of unexpected fun. We aviation FOR TAILDRAGGERS enthusiasts are down right now, but not out. We will be back and when we do come back, we will take off right where we left off last year. Or in airline terms; this is a delay, not a total cancellation of our flying social lives. www.basinc-aeromod.com Toll Free 1-888-255-6566 (Pacific Time) (360) 832-6566 • Fax (360) 832-6466

July 2020 / Cessna Flyer • 87 Advertiser Index Advertise with Cessna Flyer Call Kent Dellenbusch 626.844.0125

Acorn Welding Ltd. acornwelding.com 77 Insight Instrument Corp. insightavionics.com 91, 92 AeroLEDs aeroleds.com 10 J.P. Instruments jpinstruments.com 57, 67 Aerostop Seat Locks aerostop.net 81 John Jewell Aircraft johnjewellaircraft.com 87 Aerox aerox.com 82 Knots 2 U knots2u.com 84 loreeair.com/heat-shields 85 Air Capitol Dial aircapitoldial.com 83 Loree Lycoming Engines lycoming.com 27 Air Mod airmod.com 51 Main Turbo Systems mainturbo.com 82 Air Plains Services airplains.com/cessna172 09 McFarlane Aviation mcfarlaneaviation.com/cf 67 Aircraft Door Seals aircraftdoorseals.com 74 MH Oxygen Systems mhoxygen.com 77 Aircraft Spruce & aircraftspruce.com 03 Specialty Micro AeroDynamics microaero.com 79 Airforms airforms.biz 86 Mt. View Aviation mtnviewaviation.com 61 Airmark Overhaul Inc. airmarkoverhaul.com 18 P Ponk Aviation pponk.com 33 Alpha Aviation alphaaviation.com 84 Pacific Coast Avionics pca.aero 31 AmSafe amsafe.com 74 Parker Hannifin Corp. parker.com 21 Approved Turbo approvedturbo.com 76 Poplar Grove Airmotive poplargroveairmotive.com 79 Components Preferred Airparts preferredairparts.com 68 AVBLEND avblend.com 81 Rocky Mountain rockyprop.com 85 Aviation Creations aviationscreations.com 85 Propellers Aviation Insurance air-pros.com 41 SCS Interiors scs-interiors.com 43 Resources Selkirk Aviation selkirk-aviation.com 21 B.A.S. Inc. basinc-aeromod.com 87 SiriusXM siriusxm.com 05 Bose Corporation bose.com 17 Sporty’s sportys.com 89 BRS brsaerospace.com 61 steneaviation.com 87 Bruce’s Custom Covers aircraftcovers.com 26 Stene Aviation strutwipe.com 57 Chart It All chartitall.com 86 Strutwipe Chief Aircraft chiefaircraft.com 66 Super Soundproofing soundproofing.org 56 CiES ciescorp.com 76 Superior Air Parts superiorairparts.com 11 Concorde Battery concordebattery.com 70 Teledyne Battery gillbatteries.com 80 Corporation Products David Clark Company davidclark.com 63 Tempest Aero Group tempestaero.com 70 Desser desser.com 37 Texas Skyways txskyways.com 13 Dodson International dodson.com 87 TKM Avionics tkmavionics.com 78 Parts Inc. Turbine Conversions turbineconversions.com 75 Eagle Fuel Cells eaglefuelcells.com 69 Ltd. Electroair electroair.net 83 Turtle Pac turtlepac.com 80 Flight Resource flight-resource.com 78 Univair Aircraft univair.com 55 Corporation Flint Aero Inc. flintaero.com 71 Van Bortel Aircraft vanbortel.com 19 Floats & Fuel Cells ffcfuelcells.com 42 Vantage Plane Plastics planeplastics.com 54 Freedom Aviation flyfreedom.com 89 WAG AERO wagaero.com 63 Garmin garmin.com/GI275 15 Wentworth Aircraft Inc. wentworthaircraft.com 32 Genesys Aerosystems stec3100.genesys-aerosystems. 04 com/cessnaflyer/ Whelen Aerospace flywat.com 56 Technologies Great Lakes Aero glapinc.com 75 Wilco Inc. wilcoaircraftparts.com 86 Products Wing XStol wingxstol.com 14 IceShield iceshield.com 02 Wipaire Inc. wipaire.com 07 Icom icomamerica.com/avionics 25

88 • Cessna Flyer / July 2020 Directory Mailing and contact PJ2 Information for Cessna Flyer Association COM RADIO Backup radio with built-in headset jacks

CESSNA FLYER ASSOCIATION • Standard GA 1042 Mountain Ave. headset jacks Ste. B #337 • Oversized screen Upland, CA 91786 • Large keypad 626-844-0125 • Last frequency button • 20 scannable Benefits Cessna Flyer Association memory channels member event #1812A $199.00 Cessna Flyer magazine EMAIL [email protected] EMAIL REGISTER: thegatheringatwaupaca. [email protected] with simpletix.com/ questions, comments, or concerns about the content of the magazine. Cessna Flyer and Piper Flyer SPORTYS.COM Association members fly in to EMAIL [email protected] beautiful Waupaca (KPCZ) for a for damaged or missing issues. Saturday night cocktail reception,

full slate of informative seminars onCessna Flyer Classified_PJ2.indd 1 1/3/20 10:23 AM Sunday and Sunday evening banquet Website – CessnaFlyer.org at the Waupaca Ale House, and then enjoy the air-conditioned motor EMAIL [email protected] for coach to EAA AirVenture on Monday, concerns regarding the website or Tuesday, and Wednesday with an with problems logging in. optional night bus on Wednesday to accommodate viewing the night CessnaFlyer.org contains an archive airshow. Fabulous raffle prizes at our of our magazine articles, a listing Sunday drawing! of Service Bulletins, Airworthiness Directives, and safety alerts, a Parts Locating, Technical product directory called the Cessna Support & Vendor Discounts Yellow Pages, plus an events calendar, knowledge base, our library EMAIL [email protected] of member photographs and videos— and our forums (see next item). We have contacts everywhere in the Freedom Aviation is a Cessna and Beechcraa industry and we’ll assist in finding Single and Multi-Engine Online Forums you that part or getting an answer to Parts/Service Center. CessnaFlyer.org/forum your question. That’s what we’re here for. Our online forum, located within the association website, is a great source Many vendors offer discounts to jmoorefield@flyfreedom.com for question-and-answer interaction members. Call or email Kent for more and an excellent way to converse with information or ask our vendors when other members, the CFA staff, and contacting them directly. Remember Cessna Flyer’s contributing editor, to tell them you are a Cessna Flyer longtime A&P/IA, Steve Ells. Association member. www.flyfreedom.com July 2020 / Cessna Flyer • 89 Vintage Cessna Advertising and Marketing

1968 ad for Gill Battery Teledyne Battery Products/ Gill Batteries, still going strong in 2020.

90 • Cessna Flyer / July 2020 Instrument Corporation July 2020 / Cessna Flyer • 91 92 • Cessna Flyer / July 2020