TWIN CESSNA Flyer

The january 2013 TWIN CESSNA Flyer

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sm The Twin Cessna Flyer from the editor A Year with my P.O. Box 12453 4 14 Charlotte, NC 28220 Seminar update, 2013 Annual Con- T303 Crusader Phone: 704-910-1790 Email: [email protected] vention update, 406 MHz ELT’s, post The Editor describes what it’s been like Website: www.twincessna.org mainenance test flights and more. flying his renovated T303 Crusader for The Twin Cessna Flyer Magazine is over 150 hours during the past year. the official publication of the The Twin Cessna Flyersm owners organization, Spoiler Alert: he really likes it. P.O. Box 12453 Charlotte, NC 28220. The price of a yearly subscription is O&N Turbine 340 $68 ($80 international), which includes 6 Readers Write a one-year membership in The Twin Silver Eagle 18 Cessna Flyersm owners organization. What? A turboprop on the cover of Circuit breakers, fuel flow gauges, fire The Twin Cessna Flyer is not The Twin Cessna Flyer? Well, it is a detection systems, heater and air condi- affiliated with or sponsored by the Cessna Aircraft Company. 340 and we figured piston powered tioner problems, fuel pumps, cowl flap

Twin Cessna owners and operators Twin Cessna owners would want to cables and more. are encouraged to submit articles and pictures for publication. Once submit- see what hanging a couple of Jet-A ted, the articles and pictures become burning turbines on a 340 would Pirep: Strakes & the property of The Twin Cessna 26 Flyersm and cannot be returned. The do for it. The answer: a lot! (And it Hubcaps act of making a submission for publication is an express warranty that the costs a lot, too). Do airframe mods work? Some of them submitted material does not infringe on do. According to member Max Nerheim, the rights or copyrights of others. Ice, Wind, clouds stakes and hubcaps (wheel covers) have Published articles may include opinions 10 or specific recommendations on aircraft & mountains proved a remarkable combination for his maintenance or operational practices. These opinions and recommendations It’s winter and many of us are 421C. are solely those of the article author and not necessarily those of The Twin dealing with flight in icing condi- Cessna Flyersm. The Twin Cessna Flyersm classified Ads does not endorse any practice that tions. Member Kevin Ware flies his 30 would be in violation of FAA regulations or the aircraft POH/AFM. 340 (and various other airplanes) regularly in the Pacific Northwest. Nothing appearing in The Twin Cessna Flyersm may be reproduced He shares some of his techniques, upcoming Seminar or distributed without the express 35 permission of the publisher. developed through experience, for Information safely flying over hazardous terrain in challenging winter conditions.

The twin cessna flyer advisory committee Larry A. Ball, New Haven, IN Anthony R. Saxton, Defiance, OH Philip G. Yoder, Columbus, OH

from the editor By Bob Thomason, President TTCF

Seminar Update highlights: us on goings on at the factory, Tony There are Thursday will conduct another a few seats June 27th technical session still available - Erik with Q&A, we’ll for our first Eliel of review recent Twin 2013 Engine Radar Cessna accidents & Systems Training and get an update Seminar to be Inter- on TTCF. We’ll close Tony Saxton, TTCF held next month national our convention with Technical Advisor. at Continental will be a final Dinner on Saturday evening. Motors in teaching Fairhope, AL his Throughout the Sign up now for our 2013 (KCQF). The renowned convention we’ll Annual Convention! last one held at Airborne have time built in to Continental was Weather visit vendor booths one of the best Radar course. Even if you only have for one-on-one ever and this Nexrad weather downlink, you’ll find product updates. one promises to this course interesting. And, although it’s be even better. a full agenda, we Continental is Friday June 28th - Dr. George Braly, hope to have time providing all Mark Rosekind, NTSB Chief Engineer, to visit the flightline our lunches and We’ll be back at Board Member and General Aviation as a group and Continental Motors a special dinner expert on managing Modifications Inc. in February for our on Friday fatigue will present, first 2013 Twin Cessna admire each other’s night. We’ll Systems & Engine Tony Saxton will hold a have a factory seminar. Don’t miss this session on Twin Cessna airplanes tour Friday one, which will include technical issues, George afternoon at 1 a tour of the factory. Braly of GAMI will give See the complete PM. If you’re us an update on 100LL Agenda on our Erik Eliel, coming just for the weekend Systems issues and we’ll have a website. We will President of seminar, try to arrive on Friday and panel of engine experts, have several other Radar Training Jerry Temple, JTA make the tour. Time permitting, we’ll International. including a Continental speakers and events Twins President. try to get out to the airport Friday or representative, hold an not listed here. Saturday afternoon to look over the engine Q&A session. Do not delay. Register now. There are a Twin Cessnas on the flightline. Don’t limited number of rooms available at the delay. Sign up now and get one of the That evening we’ll have a live auction Hilton Doubletree. remaining seats. Join us in Fairhope which will be a fun opportunity to pick and learn all about your airplane, and up some wish list items at (hopefully) Early this month, I especially your engines. You can sign up bargain prices. will be emailing all on the website, or just call me at 704- members a link to the 910-1790. Saturday June Registration Packet. 29th - Jerry Temple You”ll also be able Finally, be sure to check out a video will speak on Twin to download it from of member testimonials recorded after Cessna market the homepage of our our last seminar in Santa Barbara. The conditions, we’ll website. And finally, Andrew Knott, link is in the upper left corner of our get an update on to make it easy, feel Executive homepage: www.twincessna.org Wireless Cockpit free to just call me Director of technology and at 704-910-1790 and TBMOPA. 2013 Fly In Convention ADS-B from Andrew we’ll handle your Knott, Executive registration over the phone. Dr. Mark Rosekind, Our Agenda for our 2013 Annual Fly Director of the TBM NTSB Board Owners and Pilots See you in Wichita for this first class In Convention is shaping up. It’s going Member. to be a blockbuster. Complete details Association and event! are on the website but here are some avionics guru, a Cessna rep will update

4 | TWINCESSNA.ORG Strakes Now available 406 MHz ELT’s Work for the 335 When I renovated my panel in 2012, I The Cessna 335 was essentially an installed an ACK E-04 406 MHz ELT. unpressurized version of the 340. It The installed cost ran about $980. was introduced in 1980. The price While still not mandatory, it’s clear differential between the two airplanes these units are far superior to the old was not that great which resulted in 121.5 MHz units. I can now attest- they disappointing sales. Cessna discontined work as advertised. No, I didn’t crash, production after only one year. Only but here’s what happened. I was eating In the event of an 65 airplanes were produced. But if lunch one day and saw my best friend’s accident, a 406 MHz you own one, you now have the option number ringing me on my mobile phone. ELT might save your of installing Aircraft Performance I answered and his breathless voice life. Notification of Modification’s strakes. exclaimed, “Thank God you’re OK! Search & Rescue I got a call from someone that your will occur within Testimonials are universally postive emergency beacon went off.” I knew minutes vs. hours for this mod. Steve Hinckley, APM’s immediately what had happened. My or longer for an old owner, tells me they don’t see as much airplane was in the local shop for some 121.5 MHz unit. was inside a speed increase on aircraft with four- maintenance that day and I was sure hangar. Needless to say, I was impressed. blade composite props but those owners they had accidentally set it off. I called still benefit from the improved climb, the SARSAT number and to explain $1,000 is a lot of money to spend on stability and single engine performance. the situation and they said, “We’ve already talked to your shop.” They were something you’ll probably never use, but if you ever need it, you’d pay any See APM’s ad on page 27 as well as able to pinpoint the location of the price. Personal 406 MHz PLB’s are member Max Nerheim’s article on page beacon because the GPS coordinates are less expensive and they do not require 26 about his strake/hubcap combination. transmitted the instant the beacon is activated. And, by the way, the airplane (continued on page 15)

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THE TWIN CESSNA FLYER • JANUARY 2013 | 5

O&N TURBINE 340 SILVER EAGLE By Bob Thomason, TTCF Editor

Who among us hasn’t made a dream 340 for its second turboprop conversion challenges did O&N encounter during list of improvements we’d like to make project? the certification? to our airplane. “If only Cessna had done ‘this’ or ‘that’.” Once upon a time, Robert: Silver Eagle 210 owners love Robert: Very few. The FAA requires back in the 60’s, 70’s and 80’s, there their airplanes but for many there comes dual elevator trim tabs so those were was a small industry devoted to this a time when they want to move up to a added. We also had to add a spring to precise concept- the elevator to meet pitch modifying GA stability requirements airplanes to improve but that was about it. The the performance of airframe is well suited for stock models. For the conversion. We were Twin Cessna owners, even able to use the stock names like Colemill engine rails, although we and Riley come to shorten them a little. mind. Many of the men from this era are TTCF: Since the Rolls no longer with us, Royce engines are 270 lbs. but one is and he has lighter than their piston staked a claim in the counterparts, didn’t that turboprop conversion create some weight and arena. Myron Olson is balance issues? the President of O&N The 340 was a natural addition to the original O&N 210 Silver Eagle. The 340 Aircraft, makers of has always been a step up, entry level cabin class twin. Plus, it’s just a darn Robert: As you know, the Silver Eagle 210 good looking airplane! turboprops require a large and, now, the Silver battery for starting. The Eagle 340. Both airplanes are turboprop twin. What aircraft could be better for one for the Silver Eagle 340 weighs 85 conversions using Rolls Royce (formerly them than the 340? It’s a Cessna and the lbs, so we put it in the nose under the Allison) turboprop engines. piston version is the natural step up for baggage compartment, along with the a piston-powered 210 owner. Plus, it’s air conditioner. That helped offset the O&N (www.onaircraft.com) was a great airframe- well built and easy to CG impact of the much lighter engines. founded in 1986 by Myron “Ole” Olson work with. All this made the 340 the and Richard Newell. Both men had natural choice for us. TTCF: One of the problems with other aviation modification experience, having turboprop conversions has been range. worked with the likes of Jack Riley and TTCF: What particular technical The smaller airframes just can’t hold other well know mod companies. enough fuel to get decent range. What They founded O&N to specialize about the Silver Eagle 340? in auxiliary fuel tanks. They developed, and still sell, a number Robert: Remember, O&N is the expert of different aux tanks for Twin in fuel tankage for Cessna twins. We Cessnas. In 1989, O&N launched its reengineered the fuel system so it first turboprop conversion program holds 258 gallons giving the airplane with a Cessna P210. In 1992, the a 1,300+ nautical mile range. Not Silver Eagle 210 was certified by the only that, but there is no need for FAA. Since that time 114 210’s have complicated tank switching anymore. been converted to Silver Eagles. There are two fuel tanks on each wing- the tip tank (main) and a single Of interest to us, of course, is O&N designed fuel bladder inside the the new Silver Eagle 340- O&N’s wing. Fuel is always drawn from the latest project, which received FAA tips. Once the pilot starts the engines, certification in July of last year. I he turns on a fuel pump and the recently spoke to aircraft dealer, fuel inside the wing tank is pumped Robert Nicholas, who sells Silver The Rolls Royce 250-B17F/2 is tried and true with into the tip tank. That’s it. There is Eagles for O&N. over 200 million flight hours. At 450 shaft HP at sea a backup pump in case of a pump level, it’s one of the smallest turbine engines available failure. TTCF: Why did O&N decide on the for GA aircraft and perfect for the 340. (continued on page 8)

6 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JANUARY 2013 | 7

O&N Turbine 340 (continued from page 6)

TTCF: How does all that fuel impact the useful load?

Robert: Check the numbers. Lighter engines plus stronger performance gives the Silver Eagle 340 a useful load of 2,175 lbs which is a considerable

It wouldn’t make much sense to engage in such a major renovation without installing the latest and greatest avionics. It’s included in the Silver Eagle package. Note the absense of mixture levers.

improvement over the piston version.

TTCF: Other than current 210 Silver Eagle owners, who is your target market for the Silver Eagle 340?

Robert: Our conversion runs $1.6 million, plus the owner has to supply the 340. So you’re looking at $1.7 or $1.8 million total. In that price range, you can buy some older twin turboprops but you have to remember the Silver Eagle 340 will essentially be a brand new airplane. We don’t just screw on a couple of turboprop engines. We take apart and rebuild the entire aircraft. Everything comes off. The end result is as close to a new airplane as you can get. We install strakes. The panel has the latest technology glass panel with all new wiring throughout. It has a brand new heater which burns Jet A and and electric air conditioner. And

8 | TWINCESSNA.ORG of course we redo the interior and paint Experimentation the airplane according to the customer’s continues on the 340 specifications. And one final thing: the turbine Silver Eagle. quality of O&N’s work exceeds anything Here’s one installed with you’ll see come out of a big factory. Just five-bladed composite ask any Silver Eagle 210 owner. They props. Phenominal love their airplanes. climb rates of 3,500 fpm or higher are available. Naturally, We think anyone wanting to step up to a most pilots prefer lower twin turboprop from whatever airplane rates that allow them is in our target market. We expect that to see over the nose, might include some of your members. but the performance is there if needed. For TTCF: Did the uncertainty around more information visit the future of 100LL factor into O&N’s O&N’s website at www. assessment of the market for turboprop onaircraft.com. conversions?

Robert: Of course, but equally important is the price differential between 100LL and Jet A. It’s currently about 50 cents on average but with fuel discount programs, it can be as much as $1.50/ gallon. Jet A is cheaper than avgas and we think the differential will only increase over time.

TTCF: How long does a conversion take, start to finish?

Robert: We can do the complete coversion within 5 months. That includes new paint and interior.

TTCF: Most of our members have no experience with turbine engines. How difficult would the transition be.

Robert: Turbines are easier to operate and fly than piston engines. They are much simplier with fewer moving parts. Or Overhaul Your Own With Our PMA Parts, .015, .030, or .040 Over What piston owners who transition to turbines love most is the fact that At Aircraft Specialties Services we know Starter Adapters ready for immediate exchange. unscheduled engine maintenance simply Starter Adapter failure can be a truly frustrating Our technicians have years of experience goes away. You fly them to 1,750 hours, experience. A perfectly good aircraft that just rebuilding these Continental adapters, using get a hot section inspection, and then sits on the ramp. This usually happens at the highest quality parts. We can also overhaul fly to the TBO of 3,500 hours. That’s the worst possible time, when it’s sitting on your own core, if you prefer, and get it back to someone else’s ramp for example. We also you quickly. pretty much it. No replacing cylinders or know making repairs with a factory new Starter cracked crankcases or any of the other Give us a call; we can get you back in the air Adapter is a very costly proposition. common issues piston engines have. fast and at a price you can afford! That’s the That is why we stock a full range of overhauled Aircraft Specialties Services promise. TTCF: Thanks Robert.

Check out the company provided specs on the facing page. If you are comtemplating a move up, have the financial resources, and love your 340, this would be an option to get into a turboprop while keeping your familiar and trusted airframe.

THE TWIN CESSNA FLYER • JANUARY 2013 | 9

Ice, Wind, Clouds

& Mountains by Kevin Ware, TTCF Member ATP/CFI MEII

Twin Cessna winter operations in the Pacific Northwest

It was mid-December and for several days there had been a typical low pressure system moving into the North West from the Gulf of Alaska. The weather at BFI, the passenger pick-up point in Seattle, was 1800 overcast, with visibility 4 miles in light rain. Temperature on the surface was 43 deg. F, and winds were 130 at 10. The passenger drop off point was Boise, Idaho (BOI), which was reporting a 2000 overcast, visibility 4 – 6 with occasional blowing light snow, and a 28 deg. F. surface temp. Enroute weather showed tops in the Seattle area at 14,000. Over the Cascades tops were at FL180, and at BOI 8,000 feet. Winds aloft were from A direct flight from SEA to BOI would take us over some of the highest mountains in the the west at 30 knots at 12,000 feet, and Northwest. A C340 can top this terrain without difficulty, but not with an engine failure 50 knots at FL180. As is usually the or load of ice. To be safe, we elected to fly V4 and then only after getting above the ice. case, light to moderate rime icing in clouds was forecast for the entire route, and generally strong westerly winds direct to Yakima (YKM), which is and this was being confirmed by pilot aloft are also concerns. I professionally slightly out of the way. An alternative reports. fly a variety of turbine aircraft in would be to use V4 from SEA to YKM, this setting, but on this trip I was which is direct but with an MEA of Winter weather like this frequently volunteering as an Angel Flight West 10,000 feet. From YKM, V4 goes more presents a real dilemma for general (AFW) pilot operating my own Cessna or less direct to BOI with MEAs on the aviation pilots, particular on West and 340A, and for some reason this increases order of 9,000 feet. The airplane can East bound flights over mountainous my already considerable conservatism. maintain 14,000 feet on one engine, so terrain; and this trip was going to be no This particular AFW trip involved I decided either route would work for exception. The severity of the almost a flight from Seattle, (BFI) to Boise us in this aircraft, providing we were certain airframe ice is probably the (BOI) taking a young mother, and above the icing level by the time we are most difficult hazard to predict, but her 3 year old son being treated for a established on course. A direct route, high MEAs, frequent IFR conditions lung condition at Children’s Hospital at least from SEA to YKM, would not back home just before Christmas, and be advisable, as the MEAs and terrain it typifies the decision making would be much higher. process required of pilots operating in this area in the Given the cloud tops of 18,000 feet winter. over the Cascades, I would choose an initial cruise altitude of FL190. The Flight Planning airplane will readily climb to FL250, but we are carrying a toddler who has The flight distance was 350 a breathing disorder. By using FL190 nm, which given a TAS of we will be on top of the clouds, and out 210 knots, plus a tailwind of of the icing, but still able to maintain a about 50 knots, would take fairly low cabin altitude (about 4 - 5,000 just under 1.5 hours in the feet), which should benefit our small C340. The airplane easily passenger. carries four hours of fuel plus the listed passenger load. The The Flight lowest mountain crossing There are often “rocks in clouds” when flying in MEA is 6500 and involves Takeoff: Given the winds, BFI would the Pacific Northwest. Careful flight planning can using V2 from SEA to BEEZR be using runway 13 for departures, and considerably reduce the risk. intersection and from there a turn to the east could be expected (continued on page 12) 10 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JANUARY 2013 | 11 ice, wind, clouds & Mountains (continued from page 10) shortly after takeoff, and (unless I say longer maintain altitude, while heading Another reason for my caution about something) we will probably be cleared into frozen and rising terrain. Most proceeding eastbound has to do with direct to the RADDY intersection, departure controllers in the Northwest the winds aloft. Remember, they were (which is about 40 east of SEA on V4) by understand this problem and will be (and almost always are) quite strong and the departure controller. very cooperative helping the pilot to from the west. The problem with this is avoid it. The “ice avoidance” request, that if I am not on top, and/or encounter however, needs to originate with the worsening ice further east while over pilot. Making such a request is the high terrain, I may have no option but professional thing to do as it shows you to turn around and retreat westbound. are planning well ahead of the aircraft. With the westerly winds aloft at FL 180 If you are fortunate enough to have of 50 knots, my return ground speed will Nexrad or onboard weather radar and drop by 100 knots. Assuming an iced up are concerned about ice, avoid flying 150 knot TAS airplane, this doubles the through any returns if possible, however amount of time spent in the ice during light (green) the returns may be. Again, the westbound retreating leg. There if you need a deviation, ask for it. was a fatal accident in the NW several years ago, wherein the ground speed Ice contingency planning: If I problem alone precluded the pilot from Getting on top before crossing high terrain encountered ice that stopped the reaching warmer air and lower terrain is the best strategy. Some of the worst icing airplane from climbing while still before his impossibly iced up twin, still is found in the cloud tops. over sea level terrain, (and this really does happen even in turbocharged, Ice Avoidance Climb: With a TAS of pressurized piston twins), I could always “Airframe ice buildup in about 140 knots in the climb, and an quite safely descend to non freezing average vertical speed of about 700 conditions without hitting anything, and the Pacific Northwest can fpm, we would expect to arrive over without even requesting much special rapidly overpower....any RADDY at about 14,000 feet some 20 handling from ATC. When flying near or minutes after takeoff. This is definitely over salt water on the West Coast, it is turbocharged piston above the MEA and would satisfy the helpful to know that ocean temperatures powered airplane, two controller, but if given this clearance I from the Gulf of Alaska to Northern will probably refuse it. The problem is California rarely are colder than 45 engines or not.” we might still be in icing as we begin degrees F. This ‘heat source’ almost transitioning over the Cascades, and always produces ice free air below 3,000 that is definitely not the safest thing to or 4,000 feet when over or near the do. water. descending even at full power, crashed into a mountainside. My rule is: With A better procedure would be to make Regardless of forecast, occasionally the winds from the West, do NOT proceed sure we are above the icing (that is on cloud tops exceed the altitude capability eastbound until certain there will be no top of the clouds), before departing the of the airplane. If this happens while need to return. safety of sea level terrain, with surface still over sea level terrain, the flight temperatures of 45 degrees. For this to that point would have had to have Enroute: Once east of the Cascade crest reason, on my first call to departure been pretty much ice free for me to (about 100 nm and 30 minutes into the control I would request vectors “for ice feel comfortable continuing eastbound flight), I would most likely be flying avoidance” that keep the airplane over and away from the safety of the lower toward progressively colder and dryer or near Puget Sound until we are on top. terrain and higher temperatures below air, which reduces the probability of Upon hearing my request, the controller while still in clouds. Frequently the significant icing as the trip progresses. would probably extend our departure worst icing is found just near the cloud Also, because the temperatures would leg to the NW, and clear us direct to SEA tops. If I had been fighting ice all the now be lower, the tops would also as we reach the cloud tops, then clear us way up, and was unable to get or stay probably be lower. All this makes things to the flight plan route. on top, even though in a de-iced and somewhat easier and the 45 minute turbocharged airplane, I would not go enroute portion of the flight would go by Airframe ice buildup in the Pacific further east. Fortunately, this does not quickly. Northwest can rapidly overpower the happen that often, because the winter de-icing and anti-icing systems and cloud tops along the West Coast rarely Descent: Some ice could be expected climb capability of any turbocharged exceed the low to mid 20s, an altitude during the descent into BOI. Given the piston powered airplane, two engines turbocharged piston airplanes can 28 deg. temperature at the surface, if or not. The worst situation is to be in reasonably manage. that ice was bad enough, it could force severe icing in an airplane that will no the airplane all the way to the ground

12 | TWINCESSNA.ORG even with the FIKI system running that can be a problem for low wing thinking would be required than on the full blast. For this reason, I would twin engine airplanes. Although I know way out, but that is another story. not want to start my descent from on exactly where I am going on the airport, top, until relatively close to BOI and if there is any question about the best Kevin Ware is a TTCF would so notify the controller (again a route to take to the FBO, I would ask for member with ATP professional thing to do). progressive taxi instructions. and CFII ratings who Before starting the descent I would make When finally arriving at the FBO and owns a C340. He also sure the cabin pressure rate controller taxiing toward that lineman with the flies professionally as a was set to no more than 500 feet per flags, I would keep my right hand on the contract pilot in various minute, but would plan on a good 1,000 mixture controls. You never know if a turbine and piston foot per minute aircraft descent all the patch of ice will magically appear under aircraft based in the way to the final approach point, keeping your main gear when it comes time to Northwest. He has been the TAS up and the engines warm by stop. You definitely do not want to make flying for over 30 years and has over carrying power. this small final portion of the flight 9,000 hours total time. When not flying, unforgettable for the lineman. he works part time as an Urgent Care One of the reasons for the high airspeed and Emergency Medicine physician. is that air moving across the wing Conclusion is warmed a bit from higher speeds. Sometimes just a 20 knot change in TAS After I opened the door at the end of will stop ice from forming in conditions this flight last that are otherwise identical. Another December, reason for the high descent rate is it the two pax means I will pass through whatever carefully Excellence Defined. icing layers exist much more quickly. made their Basically, if I encounter cloud tops on way down the Performance Driven. the way down at the forecast 8,000 stair/steps, feet, and the altitude at the IAF (initial then walked ™ approach fix) is say 4,000, I would spend across the Top Prop for Cessnas. no more than a total of three or four slippery ramp Experience enhanced performance from one or more into the warm minutes in the potential ice. significant benefits: shorter take-off distance, lower FBO to where noise levels, better ground clearance, reduced tip Approach and Landing: In spite of several family erosion, increased climb rates & cruise speeds, and our careful ‘ice avoidance’ descent, members were smoother operation. It’s what you expect from the it is possible that with the 28 deg. anxiously market leader. temperature on the ground at BOI, waiting. They whatever ice accumulated could still were asked Unbeatable Plus Three™ warranty – 3 years or 1,000 be present upon landing. Making how their hours. sure windshield de-ice is working is flight had CESSNA important in these conditions. Even gone and with Built on Honor – since 1917. in a FIKI airplane with boots and relaxed smiles 170 / 172K / 177 / 180 182 / 185 / 188 / 206 hot props all working, ice tends to replied the 207 / 208 / 210 310 / 310 441 cling to the wing in areas you cannot trip was no 170A, B, 172 & R172K Hawk XP 177B & 180 see, and raises the stall speed by an problem at 175 w/O-360 177RG Cardinal Skywagon (2-blade) unknown amount. For this reason, I all…it was just would keep my airspeed higher than a beautiful, All 182, R182, T182 185 & A185 A188 206 & T206 normal until close to the runway. Under sunny and (2 & 3-blade) (78" to 86") (78" to 86") these circumstances, a pilot with a relaxing flight. professional mind set would only flight Nice to hear. 207 & T207 208-208B Caravan 205, 210, plan into airports with long runways 106" (3-blade) T210 & P210 (BOI has 10,000 feet). Additionally, At this point, 96" (4-blade) (2 & 3-blade) some inquiry as to braking conditions all I had to 310-310H 310I-R & T310 would be in order before landing. If I worry about & E310H had departed a wet runway at BFI and was getting (2-blade) then climbed into freezing conditions, back to BFI. 441 Conquest II Tel: 1-800-942-PROP (7767) (4-blade ) it’s possible the brakes could be frozen This would and not working initially after landing. be a ‘cold to or (937) 778-4201 TOP PROP TOP PROP (King Airs have a special hot air hose warm’ ice Email: [email protected] to the brakes for this very reason, Twin threatened www.HartzellProp.com Cessnas do not). flight into a significant Most likely, I would land uneventfully headwind. and clear the runway, but near taxiways Slightly PERFORMANCE PERFORMANCE in the winter there can be piles of snow different CONVERSIONS CONVERSIONS

THE TWIN CESSNA FLYER • JANUARY 2013 | 13

a year with my 303 by Bob Thomason, Editor

Background: My T303 is my third Twin my 303 one of them. test flight. The next one had the usual Cessna. I started with a ’78 T310R in porpoising problem that many STEC’s the late ’90’s and moved up to a 421C New Panel & Interior: After bringing my have. We troubleshot it as much as we in 2005. I used the 421 in a part time airplane home from Wisconsin in Sept. could locally with no success so I flew Part 135 business I started in 2002. I 2011, where is was based for the prior it to STEC in Mineral Wells, TX. They enjoyed charter flying immensely but 15 years, I flew it for about a month and made some adjustments. It worked fine after taking over The Twin Cessna Flyer then put it in the shop for 10 weeks for on the 30 minute test flight at STEC but from Larry Ball a couple of years ago, I a new panel and interior. See the April began porpoising again about an hour decided to exit the charter business and 2012 issue for a complete description of into my next flight. Our theory was that focus on TTCF. Since most of my flying the upgrade but here is a partial list: a worn control column was causing would now be by myself, downsizing some “catching” that the autopilot was made sense. • Garmin G500 with synthetic vision working to overcome with sudden pitch • Garmin GTN 750/650 navcoms with movements. Then I got a call from Robin As I mentioned, I had owned a T310R remote audio panel & transponder Howard of Howard Avionics in LaVerne, and it was a great airplane, but the • GLD 69 satellite datalink receiver CA. He had a customer with a 303 who 303 had always intrigued me. Cessna for XM weather had the exact same problem. On a whim, developed it as a replacement for the • Garmin GWX 68 digital color Robin put an STEC 55X from a 310 310. Only about 300 were made before weather radar in the 303 and it worked perfectly. He Cessna halted all piston production • Garmin GI106A GPS/VOR/ILS sent me the unit to test in my airplane. the the early ’80’s, so it is not a widely • STEC 55X autopilot with Altitude It worked perfectly in it as well. I told known airplane. Plus, it doesn’t look like • AuRacle 2120 Engine Monitor STEC and they invited me to fly down any other Twin Cessna. But 303 owners to get the settings on my unit changed to really seemed to like their airplanes and This was about as close as I could get 310 settings, explaining that they must it had some traits that really attracted to an all glass panel and I have to say, have used a 303 during certificatoin me. For starters, the engines have a it has really boosted my enthusiasm for that, for whatever reason, was not an 2,000 hour TBO and a reputation for flying (not that I really lacked any). No, accurate representative of the entire making it. They are TSIO 520’s derated I can’t fly anywhere I couldn’t fly before fleet. So my autopilot is now fixed - I to 250 HP. Max RPM is limited to 2400. or fly approaches any lower, but I now think. I’m reluctant to declare complete Takeoff MP is 32.5 inches and cruise is feel like I’m in the 21st century with victory until I have flown it over the 24 inches. These engines are literally safer and easier to use systems. Plus, entire weight and balance envelope. But, loafing. My hope was that, in addition these gadgets are fun! so far so good. to making TBO, I might have fewer problems along the way compared to the Getting the Bugs Out: more highly boosted engines in other Anybody who’s done Twin Cessnas. a major upgrade will tell you that it takes Second, I liked the handling qualities weeks or even months which a Cessna test pilot described as to work the bugs out “an order of magnitude better than the of a panel makeover. 310.” It really is a sweetheart to hand Here is what I’ve fly. It’s also got simple systems. For experienced: example, there are only two fuel tanks, left and right, so there’ s no switching Garmin: G500, GTN unless you’re crossfeeding. It’s also a 750, 650, GTX 330, great short field airplane due to a high GWX68. These units lift wing, fowler type flaps and trailing have worked almost link landing gear. This would open up flawlessly from Day airports as short as 2,000 feet. 3,000 One. We had to realign In spite of the usual post-upgrade troubleshooting, I really love was my minimum in both the 310 and the G500 once due to my new instrument panel. 421. Yet it still has an air stair door and the occasional loss of cabin, albeit unpressurized. Heading mode, but everything works AuRacle CRM2120: I’ve had multiple perfectly now. issues with this unit as well. It’s a And best of all, after selling the 421, I beautiful instrument but I have already would have enough money to buy a 303 STEC 55X: Ughh. You’ve read some replaced four or five sensors. It seems and redo the entire panel and interior. of this story in past issues. I’ll give the that as soon as I replace one, another I have always enjoyed owning best-in- short version here. The first autopilot one fails. These have mostly been oil class airplanes and my goal was to make didn’t work. It pitched wildly on the and fuel (continued on p. 17)

14 | TWINCESSNA.ORG From the Editor (continued from page 5) installation, but to my knowledge replaced in my 303. For they all require manual activation. In the test flight, the airplane an accident, this may not be possible. was light, the weather good Panel mounted ELT’s are automatically (including cool temps early activated by the G-forces of an accident. in the morning) and I was using a 10,000 foot runway. 406 MHz’s are still not mandatory but No matter where the engine will be someday, probably worldwide. might have failed during that The Bahamas were supposed to mandate test flight, I am confident I them in February, but extended the could have safely landed the deadline for two more years. Mandatory airplane. Not so in a single. or not, in my opinion they are a worthwhile safety device every pilot Be smart about your post should have. maintenance test flights. Stack the odds in your favor- My wife was an Emergency Room and be glad you’re not flying nurse in her younger days. From her, I a single! learned that time is everything if you are seriously injured in an accident. She in this issue used to talk about the “Golden Hour” - the first hour after a serious injury, after O&N Turbine 340 Silver which chances of survival start to drop Eagle: What’s an article dramatically. If you are unfortunate about a turboprop doing in enough to be in a serious accident, The Twin Cessna Flyer? We imagine the relief you’ll feel when rescue only represent piston twins, personnel arrive within minutes- or the right? True, but I bet every remorse you’d feel after several hours of one of us at some point or waiting and wishing you’d sprung for a another has wondered what 406 MHz ELT. it would be like if we could replace our finicky old piston Post Maintenance Test engines with sleek modern Flights - Part 2 turboprops. Well now we have the answer to that question, Last month, I mentioned the importance thanks to O&N Aircraft and of doing post-maintenance test flights. their Turbine Silver Eagle Shortly after, the EAA conducted a 340. webinar on the topic which you can view here: http://www.eaavideo.org/ If I owned a 340 and my video.aspx?v=2016238711001. Listening pockets were a lot deeper, to this webinar made me glad I own a I’d look long and hard at Twin. Most of the examples of post- this conversion. Owners of maintenance accidents highlighted in O&N’s Silver Eagle 210’s the webinar, some with graphic pictures, (its first conversion) are an were engine failures in singles. They enthusiastic bunch and they all resulted in off airport landings or rave about the quality of crashes, several of which were fatal. O&N’s work. Just imagine replacing your TSIO-520’s In our twins, with engines that weigh 270 we have ways lbs. less each yet produce over to make post- 100 HP more! maintenance test flights Ice, Wind, Clouds and safer than in Mountains: The title of this a single. For article says it all. Winter example, I We have an advantage flying in the Pacific northwest recently had in our twins for post- is a nice tidy package of an engine maintenance test flights- if potentially lethal weather fuel pump we plan them carefully! (continued on p. 25)

THE TWIN CESSNA FLYER • JANUARY 2013 | 15

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16 | TWINCESSNA.ORG My 303 (continued from page 14)

pressure sensors. I also had some want to know about that airport lightning data as well. I hope to remedy erroneous readings after flying through including weather, frequencies, runway this omission by next Spring. some heavy rain - not immediately but information and whether or not they sell on the next few flights. We rechecked fuel. Who knew flying could be so easy? The Crusader After a Year: I am really the installation and all was in order. And just in time for us aging pilots! happy with my 303. It fits my mission My shop did a little resealing around better than the 421. Performance is less, some of the components. Hopefully that Being able to “pan” on the map screen of course. Here is a comparison: will help. While AuRacle has bent over makes planning ahead much easier. You backwards to get my unit functioning can go anywhere on the map page of the T303 421C properly, it’s clear to me they have a 750 and 650 with ease. (You can do it on problem with some of their sensors. the G500, but it’s more work to scroll Economy They say they are working to resolve using the knobs). Just swipe the screen Cruise 165 KTAS 190 KTAS this. Believe it or not, in spite of these with your finger and the map moves or problems, I really like my AuRacle. simply touch a spot on the map and the Fuel Burn 22 GPH 38 GPH The display is beautiful and very well screen recenters. Exactly where is that thought out. It cleaned up the panel cell approaching my destination? Scroll NMPG 7.5 5.0 immensely by replacing 13 mechanical over and see. It’s a breeze. gauges. As soon we get the sensor issues Normal Cruise 185 KTAS 210 KTAS solved, I’ll be a very happy customer. Charts on the panel are of limited value. At least to me anyway. The iPad is a Fuel Burn 28 GPH 41 GPH What I Like and What I Miss: Here are far superior way to display charts. The my observations after about 150 hours of screens on both the G500 and GTN750 Fuel Capacity flying behind this panel: are just not big enough to show charts (Usable) 153 gal. 206 gal. without a lot of scrolling, which is not Touch screen is the way to go. The GTN something you want to be doing during Range (Economy 750 and 650 are a dream to operate. a low approach. Plus, like a lot of pilots, Cruise no res.) 1,155 nm 1,030 nm There’s just no comparison between I’m used to having the chart right in touching a screen and scrolling with front of me on a yoke mount which is Takeoff Distance a knob. Turbulence is not a problem where I now mount my iPad. And now, to Clear 50 ft. (Max. once you learn how to grab the bezels with my Gamin GLO bluetooth GPS, the gross, SL, 10C) 1,670 ft. 2,200 ft with your thumb and a few fingers and chart on the iPad displays my aircraft touch the screen. The units have back up position. Useful Load: 1,597 lbs 2,167 lbs. knobs, but I have never used them. No need to. I miss the old steam gauges at night. Full Fuel That’s right and it’s the lighting. I have Payload: 679 lbs. 931 lbs. Being able to load airways into a flight struggled to get the plan is a huge improvement. Unlike the lighting correct for GNS 530 and 430, the 750 and 650 allow night flying with you to load airways into your flight plan. this glass panel. You can select both the entry and exit Even on the lowest points. settings, it’s just a tad too bright. We The ability to call up data on the installed NuLite 750/650 and use it is remarkable. Here’s rings on my backup one example. All the current frequencies steam gauges and are loaded in the Garmin units and I love them. That updated each cycle. Once you’ve loaded warm, soft blue your flight plan and the satellites have glow is beautiful identified your location, just touch the and doesn’t hurt Frequencies button and then touch the my outside vision. My 303 is no 421, but it fits my mission profile and is a joy to fly. one you want, for example “Ground No, I don’t want to Control”, and it is automatically loaded go back to steam gauges, but I do miss I like the better economy of the T303 in your radio. No need to twist a dial them at night. and the ability to use shorter runways. or punch in numbers, minimizing I’ve already flown into one airport that the chance for an error and greatly I want a Stormscope. I have lightning I wouldn’t have in the 421 - W29 in simplifying the workload. Here’s another data via XM satellite downlink but, Stevensville, MD - a very cool airport example. Want to know the weather at a like the Nexrad radar, it is delayed (as with a 2,700 ft. runway just across the nearby airport? Touch the airport on the we now know by up to 20 minutes or Chesapeake Bay from Annapolis. map screen and then select “Waypoint more). I have real time weather data via Info”. Up pops everything you might my GWX 68 radar but I want real time (continued on p. 19)

THE TWIN CESSNA FLYER • JANUARY 2013 | 17

Readers Write

not alleviate the failure mode. It was a poor design. Recently, some better Nick, TTCF Member designed substitutes have become available. Nick, this is a common phenomenon in these old needle style gauges. The This AD is only for the toggle style dampening mechanism in the needle switch/breaker combination and does movement gets worn and allows some not apply to other switches or pull type movement when shaken. This oscillation circuit breakers. gets larger in amplitude as swing momentum builds. The JPI (or Shadin) These switches could be on any of 400 is multiple times more accurate than series models and could also be installed this old style gauge, even though in on any of the 300 series. To identify, you many applications it cannot be used as would need to look at the switch. They a stand alone, primary unit. Regardless, would be ones that control various items once you get a JPI or Shadin initially set Tony Saxton, TTCF Director of like, but not limited to, avionics, prop up for proper K factor it should be the Technical Support heat, taxi lights, landing lights, stall preferred indicator for fuel flow. heat, strobes, etc. Many of came from Tyco Circuit Breaker Switches Cessna with the toggle covered by a Tony Saxton - Director of Tech Support white nylon boot. To identify the affected TTCF Tony, I read recently about an AD ones you would need to slide off the boot on Tyco circuit breaker switches. I an look at the end of the toggle switch. Exhaust Stack Springs on ’56 310 understand they can fail resulting in If it is flat and has the amperage stamp smoke or fire. Can you tell me about this in the end of the toggle then it is an Tony, the springs that support the AD and how to determine if I have these affected switch. exhaust stacks at the rear of the engine CB switches in my airplane? nacelles where they enter the over- These switches (especially high cycle wing tubes on my 1956 C-310 break Jim, TTCF Member time ones) have had a very high failure frequently. It has gotten better with rate and the replacement style offered time and with shop adjustments on the Jim, the AD you’re referring to is 2005- is much better. Remember, however, that clamping tension. My mechanics also 20-25, applicable to all 400 series Cessna to individually change just one is rather have a few other ideas they want to try twins. The specific concern in the AD difficult due to the vastly different size of if this persists. But I was wondering if is for the main and standby avionics the unit behind the panel. They are not anybody has found a more permanent circuit/breaker switch (TYCO model) inexpensive so a complete change could solution, other than ordering these and it requires a change in the switch be a rather high price event. springs by the gross?!! if the installed switch is a certain part number, Tony, Director of Tech Support TTCF Thanks, Guy - TTCF Member time in service, Bouncing Fuel Needle on a 340 Guy, I have seen various schemes to help and man- support these stack ends and none of ufacture Tony, on a recent flight, I observed them have worked very well. When the date. Lots of strange primary fuel flow gauge springs are installed, make sure they do these style behavior. In level flight with stable MP not have a lot of tension on them in the switches and tach needles, the fuel flow needle for static state. Finding one or two broken were the right engine was bouncing. It was at each annual is not uncommon but if installed continuously lower than the left engine you have lots of trouble with them take in other needle (and has been that way for the 2 a look at the rear motor mounts. Badly applications years I’ve owned the airplane) but now sagging mounts allow the engine to in the it is jumping around. Engine output move a great deal and will eventually aircraft. seems steady and the JPI fuel flow also break the springs. They could also wind And to seems steady, so I’m pretty sure it is just up breaking the very expensive engine complicate instrumentation. Should I be worried control cable conduits. things about something else? Should I point my Tony Saxton - Director of Tech These TYCO circuit breaker further, just mechanic toward the gauge, the sending switches are the subject of installing a unit or something else? Support TTCF an AD. There is a better new switch design available but they are of the same Thanks! Couldn’t maintain this airplane 421 Engine RPM Pauses on Way to expensive to replace. type does without you! Takeoff Power

18 | TWINCESSNA.ORG Tony, I have a client with a ‘82 C421C do is adjust the top end or bottom end 303 (cont. from p. 17) with an engine issue. When bringing up which will then most likely put it out of power for takeoff, the LH engine RPM the operating range at that position. Of course, I miss the pressurization of sticks at about 1400-1500 rpm until the the 421 but the Mountain High OxyArm MP gets up above 30”, then seems to and O2D2 pulse demand system have “pop through” whatever is blocking it really eased the pain of breathing and spools on up. The RH engine spools oxygen (see June 2012 issue of The Twin up normally. Cessna Flyer). But here is what I really miss most about the 421: those smooth The local mechanic cannot find anything running, quiet GTSIO’s. The 421 cabin out of whack and the airplane has had was so comfortable. Long trips in the two annuals since this problem first 303 are much more draining and it’s appeared. primarily due to vibration. Because the engines on the T303 are derated and The switch from the GTSIO-520 “L” RAM suggested the engine would engine to the “N” engine in the later 421’s turn at lower RPM, Continental removed need to be torn down to diagnose the made fuel flow adjustment much more some of the crankshaft counterweights problem. Since the engines are very near difficult. as a weight saving measure. The result TBO, the owner declined, preferring to was increased vibration. It takes its toll spend his money on overhauls instead. after a couple of hours. Headsets take What could be causing this? Make sure that the turbo absolute care of the noise, but the vibration is a pressure controller/throttle interconnect drawback. Gerry - TTCF Member arms are not worn and working properly and that they are properly set for “alpha If I were flying a lot of passengers, I Gerry, I have seen this before and it angle” (defined in the M.M.). Double would not have downsized to the T303. centers around the fuel system. As the check for induction leaks and if the The 303 is more of a pilot’s airplane. engine transitions from the normally max and min fuel flows are OK then There is simply no comparison between aspirated (below 30” MAP) mode mitigate this with slower throttle ups “the ride in the back” of a 421 and the and moves into the actual boosted (power to about 28”-29” and pause for a 303. But most of my flights are by myself mode, increase in power is heavily couple of seconds to allow turbo system these days and the Crusader is working dependent on a rather delicate, to stabilize and then smoothly advance out very nicely for that mission. ever changing balance of fuel, MAP, power to takeoff level. RPM. Each of these items needs to be With every airplane I’ve ever owned, continuously in balance with the others Tony Saxton - Director of Tech Support it’s taken about a year to sort out the in order to accelerate smoothly. TTCF mechanical bugs and the Crusader has been no exception. I’ve had fuel In these later serial number 421C’s Extended Baggage Compartment STC tank leaks sealed, landing gear work, Cessna installed the GTSIO-520N for 310D exhaust system work, heater work and engine, replacing the previously I’ve replaced both an electrical and installed GTSIO-520L. The only Tony, I own a 1960 310D (it’s a Riley engine-driven fuel pump. Plus my first difference in the newer version Turbo Rocket conversion). It has an annual ran a little over $10,000. But -N engine was a change in the fuel extended baggage compartment back I’m confident we’ll have the bugs out system. The fuel pump was changed to F.S. 130. I’m not finding any STC’s soon and I’m looking forward to a long to a “simpler” unit that was more of or record in the log books pertaining to relationship with what I’m now sure will a straight pump and all of the fuel this mod. It was done either by Riley or be one of the best airplanes I’ve ever adjustments, and reference androids at least before the plane was modified. owned. were moved to the fuel controller. They FAA/ACOs are no help. Any ideas? also did away with the additional unit of the fuel limiter. In my opinion, this fuel Thanks, Larry - system was a step backwards and NOT TTCF Member an improvement. In the -L engine there was a lot of wiggle room to adjust mid Larry, I’m range fuel flow, and a talented mechanic not sure of could finesse fuel at the mid-range and any STC for still have proper fuel flows at idle and at this mod and max power. I am positive that none With the -N system this just isn’t is currently possible. Very limited adjustments only active. Have result in linear up and down scale fuel you tried flows over the entire range. If you set getting the 337 the max fuel flow to match and it is history file for adequate, and the mid range is to high or low - tough luck. The only thing you can (continued)

THE TWIN CESSNA FLYER • JANUARY 2013 | 19

readers write (continued from page 19)

the aircraft through the Aircraft Registry have tried to use our amp clamp with Tony, just wanted to let you know, before Branch of the FAA? the fluke meter to measure the actual we pulled the A/C motor, we pulled the current but, the current is all over the alternators and had them tested and This sounds like a possible Riley map and not steady. found out that the left alternator had conversion but as was his typical one of the stator wires open and was operation he would do additional items We have checked all connections and only capable of about 60% of output. on individual aircraft. These may have for voltage drops/line losses across After we re-installed the alternators, been a field approval or, like many, just all connectors and the most we have problem fixed. Everything works as a tongue-in-cheek natural extensions of noted is .5 ohms and a 1 VDC difference stated per the maintenance manual/ other mods. Even if you find out the STC between the main bus and at the load P.O.H. number it is very unlikely that you will side of the A/C motor connector. We get anything like drawings, weight and attribute this to the 15 foot long 4 Just wanted to thank you and follow up balance info, operations supplements, AWG lead from the current limiter. with our results for any future issue’s etc. These things are just gone with None of the wires are overheating or from members regarding electric driven inactive STC’s and mods. are corroded. The system has sort of a A/C system problems. So, the moral to “part winding start” dual connector w/ the story here is; check those alternators Unfortunately the FAA is beginning resistor system and we have verified that for correct output. to take a dimmer view of these older the resistor ohms and the timer relay all types of “It’ll fly” certified mods/repairs work as required. Robert and have recently been taking some mechanics and owners to task to prove We feel like we are at a point where we 421 Fire Extinguishing System initial and ongoing airworthiness of the are going to pull the motor and consider mod. In a few cases it has taken field rebuilding the brushes and springs. Tony, I have been shopping for a 421C approvals and or mod removal to satisfy As you know, removing the motor is a to replace our B36TC Bonanza off and these questions. big pain because it is in the nose bay on for over 2 years now. I have always and we have to recover the refrigerant, immediately eliminated any candidate Buyers should look carefully during a disconnect all the refrigerant lines, wires that does not have the fire detection prebuy evaluation for such gottcha’s. and remove the entire pallet...We just and extinguishing (FDE) system. I was wanted to check in with you to see if you very close to having a perfect candidate Tony Saxton - Director of Tech Support have experienced symptoms like this purchased this week but at the last TTCF on any of the electric air conditioning minute someone else swooped in and systems you have worked on? Thanks for got it. Finding the ideal aircraft for 303 Electric Air Conditioner Drawing your support. our mission has been very difficult, Too Much Current especially with my mindset regarding Robert, TTCF Member the FDE system. You have written in Tony, we have run into an issue with the a past Readers Write column that the electric motor that drives the factory Robert, the voltage drop of the 1 VDC detection system is ineffective and not installed (JB Air or now Keith/Meggitt) is normal for this length of run. It is worth maintaining. I am curious if air-conditioning system on our Cessna unfortunate that such a heavy draw you feel the same way regarding the 303 Crusader. The load from this motor motor is mounted so far from the voltage extinguishing part of the system; not is dragging the bus voltage down to source but installation room just dictates only regarding effectiveness, but also its below 22VDC (using the aircraft 95Amp that it be mounted that way. necessity in the first place. Alternators)and we are concerned about high charging current (to recharge the Like you, I feel that the most likely Thank you again for your time and new Gill G-247 battery) after using the problem is the motor. These motors have for all you do to promote Twin Cessna air during ground taxi and during the very high wear rates due to load, and aircraft. initial takeoff with the air off. The P.O.H. heat. If you overhaul or repair the motor states that @ 1200rpm there should be it is a good idea to hook it up to a 27 volt Todd, TTCF Member no discharge on the ammeter but in our source and run it for several hours prior case it is pegging the bottom end of the to installation and then blow out as Todd, this is just my experience and meter no matter what power source much carbon dust as possible. The first does not reflect any research or FAA or engine rpm we use. We have used runs before the brushes wear-in have a data so please “take it for what it’s a 220VAC@20Amp/28VDC@100Amp very high load. While just free running worth”. In 37 years of working primarily GPU as well as our golf cart (tapped the motor is not the most effective way of on twin Cessna’s I am not aware of a for 30VDC) in the hangar and the best doing this, it is better than nothing. Also single instance when the engine fire we can get is 24VDC on the bus.The make sure of adequate cooling (a fan) extinguisher was ever actually used. In current draw according to the P.O.H. is during this run. that time I have seen numerous engine 80 Amps + or - 5amps so, we suspect the fires, both in aircraft with and without motor is just drawing more current than Tony Saxton - Director of Tech Support the system is capable of delivering. We TTCF (continued on page 22)

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Readers Write (continued from page 20)

the optional fire extinguisher system within the wing structure the release something I can point him to for how installed. In several instances (especially of the FDE centered in the engine they should be maintained or adjusted when the FDE is installed) the pilot did compartment would be of little use so I get proper airflow control? not identify the presence of fire and it as it is not capable of getting into the self-extinguished or was inadvertently compartment. Nick, TTCF Member extinguished when some additional operational problem prompted the pilot It is critical to identify engine fires early, Nick, the locking mechanism is inside to shut down the engine. and don’t hesitate to shut off fuel and the cable. I have tried several things to shut down the engine (this is why we fly “fix” these and have only been mildly Primary engine fires center around TWIN Cessna’s) before fire spreads. successful. The only real answer is a exhaust related releases, which in most cable replacement, new available from cases can be controlled by shutting down Another point is that the control panel Cessna or FAA/PMA replacement from the engine, or flammable fluid releases’ for the fire extinguisher system is the RAM Aircraft. Current prices are: of oil, fuel, and in some installation same unit that is used in the detection hydraulic fluid. These fluid releases system and the lack of repair support RAM: Part # 1820-3 $960 each are more problematic. In the engine of this combined unit can make both Cessna: Part # 9910269-30 $1,443 each compartment firing the FDE may put systems un-maintainable. out the fire but with this one-shot- Do you currently have an engine fire Tony Saxton - Director of Tech support system it would be critical to stop the extinguisher system in the B36TC? TTCF fluid release as well or it will simply The basic structure and engine layout Uneven Fuel Flow Increases with Boost reignite. Most times stopping the fluid is nearly identical to a Twin Cessna Pump Use release alone is all that is necessary to nacelle and the fire related danger stop the fire. potential is virtually the same. My point Tony, I own a1968 310N N204DF with is that if you have accepted the risk of an IO470VO engine. When I turn my The most dangerous problem is if the no FDE in the Bonanza why not in the fuel boost pumps on low when switching fluid release fire spreads beyond the 421C? The 421C, in reality, has no more tanks or in preparation for landing- my engine bay area into the surrounding inherent fire risk than that of any other right fuel flow increases about 1 gal to wing/aft nacelle structure. If this occurs, Continental equipped turbocharged 1.3 gph while the left only climbs 0.3 to the fire can gain a “life of it’s own” model aircraft. The 421C also has the maybe 0.5 gph higher. Should I suspect a and may continue even when not feed huge advantage of being able to shut weak or failing left boost pump? directly from the original fluid source. down one of the engines with minimal In any case, when the fire spreads impact to control a fire, which in the Thanks, Kyle - TTCF Member Bonanza would result in a much more dire emergency. Kyle, your fuel boost pumps are fine. The low pressure is determined by running My final words are to inspect and the same pump as is used on “High” as maintain the exhaust system in tiptop well as prime only in a lower voltage shape (regardless of the aircraft), mode. The voltage runs through a large change fluid hoses on some type of dropping resistor that is in the flap recommended schedule, and conduct well and it is adjustable (per Cessna regularly scheduled engine inspections. MM). What you are seeing is not really Be ever watchful regarding the the boost pump output, but rather the indications of engine fires particularly engine driven pump reaction (increase) sudden unexplained MAP drops (failed to the electric boost pumps increase in exhaust), unexplained sudden fluid loss inlet pressure. from cowling, smoke, and any areas of discoloration on cowlings. The engine driven pumps response will be different depending on their own Tony Saxton - Director of Tech Support settings, as well as the normal input TTCF. difference in range of the boost pump. Your indication is well within Problem Tightening 340 Cowl Flap the normal range and unless it gets Control rich enough to adversely affect engine operations, it will be fine. Top Left Inset: Fire Control Panel. Bottom: Tony, the cowl flap plunger for the right Engine fire extinguisher bottle in the engine on my 340A doesn’t seem to Tony Saxton - Director of Tech Support right wing of a 421. Known instances of tighten enough to keep the flaps entirely TTCF this system actually detecting a fire and open or closed. My mechanic has taken a extinguishing it are few. pass with minimal improvement. Is there

22 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • JANUARY 2013 | 23

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24 | TWINCESSNA.ORG From the Editor (cont. from page 15)

hazards for a pilot to deal with. In this but most importantly, the 303 fits my all the bells and whistles. He recently article, we hear from a pilot who has mission needs perfectly right now. added both strakes and hubcaps and in years of experience in these exact flight this article he gives a detailed report on conditions in a variety of airplanes, Pirep- Strakes and Hubcaps: Seldom how they improved both his speed and, including his 340. do airframe mods get the positive especially, his climb rate. The results endorsements that these two do. APM’s are truly remarkable. If and when they Member Kevin Ware explains how strakes have been available for a couple become available for the 303, I’m getting he plans a flight across the Cascade of years now and I have yet to hear an both. mountains in the winter, using an actual owner say they were not a worthwhile Angel Flight as an example. His analysis investment. The hubcaps, or “wheel Until next month, fly safely! shows that the safety of a flight depends covers” to be technically correct, from on the amount and quality of planning Premiere Aviation are relatively new, that went into it. That’s why I really but they are getting the same high level liked his article. Safe flying begins on of member endorsement. Member Max the ground. Nerheim owns a very nice 421C with

A Year With My 303: Not a week goes by that I don’t get a call from someone asking, “How do you like your 303 Crusader?” This article only partially answers that question. I faced a real challenge in keeping it short enough to fit in the magazine. There is just a lot to talk about, particularly considering the extensive panel renovation I did.

But the bottom line is that I love my 303. It’s not an airplane for everyone. It’s the slowest Twin Cessna, for example, but it makes up for this in other ways. As the last piston twin ever designed by Cessna, it includes some of the best features of the Twin Cessna line, such as trailing link landing gear, and it has a lot of refinements other Twin Cessnas lack, such as a true dual bus electrical system. I really appreciate these features

Follow The Twin Cessna Flyer on Twitter! Visit: www.twitter.com and follow @TwinCessnaFlyer

THE TWIN CESSNA FLYER • JANUARY 2013 | 25

PIREP: Strakes & Hubcaps by Max Nerheim, TTCF Member

I installed APM’s strakes on my 1980 421C during its annual this fall. Prior to this, my airplane had lower power setting: 1700 always been slower than book, both in RPM, 27 inches, 29.5 GPH climb and cruise. After the strakes, the ROP, 15500 feet, -7C, 30.03 speed improved by several knots, but barometric, 189 KTAS (POH the climb speed improved dramatically. is 179 KTAS). These results Also, in descent, I now have to use my have held true in a number of speed-brakes, as 25 inches plus flaps and subsequent flights. At 25,000 I installed strakes first and they boosted speed slightly gear does not slow the airplane down feet at approximately 34 and climb performance dramatically. like it used to! GPH the cruise speed is now average climb rate with strakes and around 200 Knots, or around 220 Knots hubcaps below 20,000 feet increased at 42 to 46 GPH. Needless by 233 fpm from 636 to 868 fpm, a 37% to say, getting 10 KTAS increase from the earlier flights. From above POH numbers, 20,000 feet to 25,000 feet the average when before I could not climb rate improved by 253 fpm from even get to book values 393 fpm to 648 fpm, a 65% improvement is amazing. I have never from stock. (See table above.) Sub- seen these climb rates or jectively, the performance increase is cruise speeds in the 5+ years I have owned it. I (continued on page 29) suspect the added climb and cruise It’s obivious from this picture of my airplane on jacks how performance also the open wheel could disturb the airflow under the wing, means better particularly during climb. single engine performance, which is what I am really after.

Since the subjective performance increase (especially in climb) seemed too good to be true, I went to www.flightaware. com and used the historic flight data to calculate as objectively as possible my average climb rates with and without strakes and hubcaps. (Since there is no way of accurately estimating the winds aloft for each flight, I did not try to use this method to calculate average speed The wheel covers are slightly convex, a increases.) I always use the shape that was determined to best smooth same cruise climb power setting the airflow. Plus, they look good. (35 inches and 1900 RPM) and Right after installing the strakes, I most of my flights are at about installed the Premiere Aviation Wheel the same weight. I recognize Covers (hubcaps), a 30 minute procedure that variations in temperature per side. The test flight was very and other factors could have impressive with cruise climb and the affected performance but cruise speeds improving significantly. the Flightaware data should For example, in cruise I saw these provide some confirmation numbers: 1800 RPM, 29 inches, 42 GPH of my inflight measurements, ROP, 15500 feet, -7C, 30.03in barometric, subject to a margin of error. 201 KTAS (POH is 195 KTAS). At a Based on my calculations, the

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28 | TWINCESSNA.ORG PIREP: Strakes & Hubcaps (continued from page 26)

consistent with how the plane feels: the performance. The hubcaps added effort to get up to the flight-levels seems more to the climb and cruise greatly reduced, and the plane is more speeds. Given the cost of the stable in yaw (especially when heavy). modifications and the installation time, my opinion is that every 421C I called Peter Danto at Premier Aviation should have the hubcaps. If there (the maker of the Hubcaps) and asked is money left in the budget, I am if they might get an STC for increasing super pleased with the combined the maximum gross weight with performance of both strakes and strakes and hubcaps since the climb hubcaps, and recommend them performance has increased so much. both for speed and single engine Peter replied that it would be very hard, safety margin. My expectations have as FAA regulations would require them been exceeded. The performance to prove the strength of the airframe at improvements allow the airplane to the increased GW. A quick calculation get up to the flight levels efficiently shows the improved climb rate is the and fast, saving a lot of fuel and rough equivalent of adding 5% more thus increasing the range. And if horsepower or 2 inches of MP. Does increased speed is needed, 220 KTAS this imply the airplane might be able can be achieved on approximately to handle 5% more gross weight? That 45 GPH around FL250, giving the would be 378 lbs, an 18% increase in 421C similar performance to some useful load! (smaller) twin turboprops!

The strakes added stability and climb

THE TWIN CESSNA FLYER • JANUARY 2013 | 29

Classified Ads

Aircraft for Sale/Wanted July 2006, New Leather interior and 7908; [email protected] Paint Jan. 2005, 6 seats pilot and co- ‘61 310F Riley pilot sheepskin, 6 plc. Extensive rework 1979 Cessna 340A RAM VI - 4617 800 Conversion; in 2004 all AD,s. Always hangered, TT, 868/600 SMOH, 575/575 SPOH, 200 kts at 12,000 800 Navomatic, KX155, KY196, G530/430, GTX 330, Radar Alt, Color ft. Completely KT76A,KNS80 Rnav, ADF, Northstar Radar/Stormscope/WX Data Link, 400B restored and M2 Loran/GPS, Tanis Heaters/Engine AP, 183-Gals, Air, VGs, Known Ice, upgraded. Over covers, Davtron, Rosen Visors, VG,s Hoskins, JPI 760 (MN) Asking Price $130K invested. Pictures Available. $102,000 CDN Rob $259,000. Jerry Temple (972) 712-7302, TT 3011, RE 53 SMOH, LE 30 SMOH. 780-918-9572, [email protected] www.jerrytemple.net GNS-430W, KX 155/KI209, GTX327 xponder, TMA 350D audio panel/ 340 Wanted For Lease: Albuquerque 1980 Cessna intercom, Century III A/P, single piece based Single Pilot P135 340A Operator 340A RAM windshied, new paint in ‘08. Much more. seeks to lease a 340 for 3, 6 or 12 IV - 4909 Call Clayton 937-603-7222 or c.talley@ Months. No Passengers . Early morning TT, 356/356 att.net Medical Lab Missions. Pro Pilot. JTA SRAM, 356/356 Trained. Call Rodney Black at 505 SNP, G480, ’68 310N 4450TT 1100SMOH, Hot 280-6147 EX500, 800B Props, Stec 60-2, King Digital, JPI760, AP/FD, 183-Gals, Fuel Computer, JPI Gami’s, side brace kit, new landing 1972 340. TT 4953 - RE TT 2161 435 EDM760, Air, VG’s, K.Ice, March 2013 gear torque tubes, Too much recent SMOH, LE 1584 TT (compression 73- Annual (WI) Asking Price $279,500. maintenance and improvements to 77). RP 435 TT, LP 435 TT 68 SOH. No Jerry Temple (972) 712-7302, www. list. Would like to move up to a 340. known damage history. KY196, KX175, jerrytemple.net Kyle Scott 970-867-8414; Kyle Scott KNS80, GX55 GPS, KT76, 2nd Trspdr, [email protected] KR76, HSI, KMA24, 400AP. 184 gal, 1978 Cessna 414A RAM VII - 5209 TT, Paint 6, Interior 8 (new cloth 2008). L: 16 SMOH/3 Since Teardown Insp., R: 1969 T310P, 4387TT, 502/502 SRAM, Annual 5/12. Wing votices with increase 3 SROH, 16/16 SPOH, 8 Seats, Spoilers, 502/502 SN Props, Q-Tips, King Panel, GW. New brakes, disc, batteries at VGs, K.Ice, Air, Shadin, WX1000, Color VGs, New Glass, Side Brace Kit, Lots last annual. 117.5K. John Karlen Radar, 800B, (IA) Asking Price $395,000. More TLC, Extensive Restoration, For a [email protected] 517-643-2939 Jerry Temple (972) 712-7302, www. complete list, call Bill (360) 907-7788 jerrytemple.net 1975 CESSNA 1976 Cessna 310R - 5729.3 TT, RE 340 RAM, 1979 414A Ram IV 6700TT 1100/450 1060 • LE 509, 163 gallons, Tanis 5860 TT, 0/460 SMOH Avidyne EX600 (Charts & Engine Heaters, New Engine Blankets, SMOH, Engine Weather), Garmin 530, STEC60-2, VGs, Garmin 530W, KX155 NAV/COM, 400A warranties, fire detection/extinguish P&I 2004, Autopilot, BFG 1000 StormScope, 50/50 SPOH, recent boots, annual 10/12 always K176A Transponder, DME, RNAV, Yaw G430W, STEC hangared and professionally flown. Damper, Prop Sync & Accumulators, 65 Alt preselect, G696, Radar, GAMI, $399,000. Brian (512) 658-9493; brian@ Electric Trim Vertical, Roll Trim, 6-Place VG`s, SHADIN, JPI, Sat WX, A/C, Full cbimanagement.com Intercom, Oxygen, Door Seal, Lighted Deice, 183Gal. $209,900. 514-947-1638, Walkway, Hot Props, Hot Plate, Alcohol [email protected] 1980 Cessna Windshield, Boots - Wings, Elevator, 414AW RAM Vertical, Vortex Generators. Many nice 1977 Cessna 340A RAM VII VII - 7249 extras. Good, clean condition. $130,000 One of the best on the market. 3700 TT, TT, 546/1029 Call Dick Phelps at 563-332-5444 or 675 SMOH, 300 since new cylinders, SRAM 197/197 [email protected] Known Ice, GNS530W, GNS430W, SPOH, Winglets, Avidyne Flight Max EX500 MFD w/ Spoilers, VGs, 1967 Cessna 320E S/N: 0006. TTSN 3457 Traffic, Strikefinder, Nexrad and IFR Exc. 2007 P & I, Beautiful Wood, Air, hrs 1151/209 SMOH Props 5/5 SPOH. charts/Plates, Interior and exterior K.Ice, Shadin, GEM, G530, SL30, Very fast 1700 lbs useful load. Canadian (JetGlow Paint)– excellent, Annual Feb Avidyne Entegra EX5000, Color Radar, Reg. Annual 29/04/2011. 3 Blade 2013, KFC200 Autopilot and Flight WX Data, STEC 55X, Alt. Alert/Pre- McCauleys, electric boots, wing deice Director, Shadin Fuel, King KDF 805, Select (TX) Asking Price $475,000. boots, KN63, Honeywell KTA870 - Traffic, Jerry Temple (972) 712-7302, www. heated Radar: Bendix B2000 Digital Radar, jerrytemple.net windshield. WX500 Stormscope, Transponder KT79 Oxy Bottle and Collins KT76A transponders, Radio 1973 421 B Roberston STOL, land & 2004, New ALT King KMA24, Long Range Fuel, T/O in 1700 ft, VG’s, 2400 TT, LE & RE Janitrol Upgraded Fuel Lines, VG’s. For more 400, new 8 place interior 2005, always Heater information call: Shannon at (229) 886- hangared, Garmin 430W, full copilot

30 | TWINCESSNA.ORG Classified Ads instruments, PS 8000, Sandal, + much Parts for Sale/Wanted For Sale: 24/28 Volt Prestolite more, NDH, awesome performance, exc. Alternator # AVL-901R for gear drive boots, 200 gal., extensive Annual, Pueblo 340 Instruments and Radios for Sale: All large Continental engines. Never used Co, (PUB), $169,000 David 719-650-8667 removed due to glass panel conversion. and still in original box. Cessna # is Examples: Garmin 530/430 WAAS, GTX same as 639229 and more. Cost $1,350. 1979 Cessna 330 Mode S, RDR 160, Insight 1200, Will sell for $800. Call Joe @ 925-698- 421C Golden Shadin fuel computer, all standard 340 1377. Eagle - 6272 engine gauges and flight instruments. TT, 1340/1276 Call Alejandro at 281-249-5089 or FOR SALE: Cessna 414 Fuel Selector SMOH, [email protected]. Decals. Strong, UV protected, color 1419/1419 fast,laminated self adhesive exterior SPOH, As removed from Cessna 421C, complete grade material. Match originals. G530/430, S-Tec 60-2 autopilot including auto $50.00 / set. Bill Burger (775) 749-4043. Sandel Elec. HSI, GTX330/327, KWX56 trim, altitude preselect and GPSS. [email protected]. Radar/WX500/GDL69 WX Data, STEC Harness’s and cables were removed as 55X AP/FD, STEC Yaw, STEC Altitude intact as possible. 100% operational For Sale 1 Oil Pad Pre-Select, 252-Gals, Shadin, Insight when removed. Servo’s are as removed, Heater: HotPadd GEM, Spoilers, VG’s, Air, K.Ice, 9/2013 the servo’s mounts are new. Flight Model 47; 250 Annual, Excellent Shop/Records (CO) director instrument and 4” NSD360 HSI watts, 120 volts, Asking Price $305,000. Jerry Temple available. T/ and transducer included. Pad is 4 X 7 (972) 712-7302, www.jerrytemple.net Inventory list available on request. inches. FAA-PMA. No installation documents or prints. Adhesive already 1980 421C N5874C $485,000 RAMVII, Approx. 800hrs. time in service. Make on pad. Never 8 Seat, TTAF: RE 276 SMOH/ LE 715 offer. Kent McIntyre – 316.946.4870 – used. $65. Call Bob 704-910-1790 or SMOH; Props 276/725.7 SMOH. Total [email protected] [email protected]. 262 gal. GNS530W/430W, GMA340, GTX330/327,TIS, EX500 w/BendixColor For Sale: Pilot’s Side Heated windshield. Flight Training Radar, GDL-69A, WX-500, GEM- 9910049-9 left hand hot windshield. Fits 602(EGT/CHT),Shadin Fuel Flow, KFC- all models of 414, 421 and 425. Used like NC based Cessna 310 Training specialist 250 AP w/Alt Select,406MHz ELT. ‘07 new. 14,000. Call Tom’s Aircraft 800- for initial, recurrent, IPC, or task- Gray leather/Light gray headliner/ 441-1485 or [email protected]. specific in customer aircraft. Customized matching side panels/dark gray carpet. for your specific operational needs. Pilot Aft refreshment center, dual tables, 421 Cleveland Wheel Assembly. P/N and/or aircraft safety and operational fwd & aft dividers w/ privacy curtains, 40-135 (not the ‘A’ version. This is for audits also available. Guy R. Maher; belted Lav Seat. Crew seats: Oregon s/n 1220 & below). Condition is “as [email protected]; 704-548-0066 Aero w/Sheep Skin. JB Electric A/C. removed.” Disc is below minimum Dann Fabian @ 601-937-1017 thickness; will sell the halves & spacer Cessna 300-400 Flight Training or [email protected] separately. Each half list new at $700; Specialist. Multi-Engine Training, CFI the spacer $200 new. Will sell assembly MEII, Lafayette, Louisiana, Call (337) 1981 Cessna for $500. David at 925-831-0200, 334-1444 or (337) 322-9006, airgary@ 421C Golden [email protected] earthlink.net Eagle – 4539 TT, 550/1168 For Sale: 2 Ray Jay Turbochargers for Flight Training, Florida and south SMOH, GAMI, Continental engines. Model 325 E10-1; Georgia, 300 and 400 Series Twin Tanis, 1108/1108 part #642721; $1,000 ea. Contact Toby @ Cessnas, 1,500 hours in type, 30,000 SPOH, 715-394-6624 hours plus, 21,000 multi, call Charlie 234-Gallons, Shadin, GEM, Strakes, (904) 233-7340 Spoilers, VGs, Air, Known Ice, Garmin Engine Instruments For Sale: 2 Oil 750/650, Terrain, Charts, Sandel HSI, press/Cyl temp/Oil temp gauges Cessna 300/400 Series Flight Training 497 Skywatch, Radar Alt, RDS-81 P/N 662019-0101; Shadin Fuel Flow Specialist. Insurance Approved Intial Radar, WX500, WX Data Link, STEC Indicator (Twin Engine) P/N 92053P; and Recurrent flight training in your 55X, GPSS, Alt. Pre-Select, August 2013 Gemini Insight 1200 P/N 1200-001; Flow aircraft. Discounts for TTCF Members. Annual (MO) Asking Price $499,000. Scan Model 201; Cessna Tach Indicator Call Neil Meyer, (320)743-3811 www. Jerry Temple (972) 712-7302, www. P/N C6680160101; Cessna Manifold aviationenhancements.com jerrytemple.net Pressure (Twin) P/N 662026-0113; Alcor EGT Indicator P/N 46155; 2 Tach Watauga Flight Service located in JTA E-mail Newsletter see www. Transmitters P/N MS 25038-2; 2 each Elizabethton, TN. See our ad on page jtatwins.com to register to receive the tach generators P/N 22667×; Contact 29 and be sure to check out the “Always JTA Newsletter. Jerry Temple (972) 712- Gabriel at 787-409-2859 or gips1934@ 7302 www.jtatwins.com hotmail.com (continued on page 33)

THE TWIN CESSNA FLYER • JANUARY 2013 | 31

MICRO VORTEX GENERATORS • Improved Safety Micro VGs are installed on the leading edge of the wings and on tail & Characteristics surfaces and strakes are installed on the engine nacelles to help keep air attached longer at slower speeds. This reduces the Stall • Improved Controllability Speed, improves controllability, improves characteristics, creates • Eliminate Vmca a more stable instrument platform and gives better aileron response and rudder authority. • Gross Weight Increase • Zero Fuel Weight CESSNA 300 SERIES • Lower Lift Off Speed 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A • Lower Stall Speeds • Saves Tires & Brakes • 1 Day Installation • Cessna Twin Micro VG Kits CESSNA 400 SERIES $1950. to $2950. 401, A, B, 402, A, B, C, (800) 677-2370 411, 411A, 414, 414A, 421, A, B, C 4000 Airport Road, Suite D Anacortes, Washington 98221 (360) 293-8082 FAX (360) 293-5499 Vortex Generator Technology [email protected] http://www.microaero.com

32 | TWINCESSNA.ORG Classifieds (continued from page 31)

Learning” section of our website at Recurrent flight training, In your Insurance approved initial/recurrent www.flighttrainonline.com. Contact me aircraft, Flight Reviews or IPC checks training in Cessna 340/414/421 aircraft. at [email protected] when you pickup your aircraft or when Gold Seal and NAFI Master CFII/ we drop it off!!! See article in March MEI based Houston. Will travel. Gerry Cessna 300-400 Series Flight Training TTCF edition about special 421 single Parker, 713-826-6663, gparker@pmkc. Initial or recurrent flight training in engine training. com. your aircraft. Call Jerry Lunsford, (817) Call TAS Aviation at 419-658-4444 And 480-8866, jerry@planetexans ask for Marla or Jim Cessna 310 Flight Training based in NY. . Insurance approved initial/recurrent Initial or recurrent flight training in your Cessna 300/400 series training in our or your aircraft. Call aircraft, ATP CFII, New England based, Patrick Harris, (607) 644- will travel, call James Shepard, 207-409- 5628 6906. [email protected] Cessna 300/400 series Wright Aviation: Initial Twin Cessna Flight Training Initial FITS Accepted, Recurrent Twin Cessna and Recurrent in your Training, Glass & TAA initial and aircraft by ATP and refresher, G500/500, GNS430/530, Aspen Gold Seal CFI, CFII, visit www.wrightaviaiton.net MEI Southwest based. email [email protected] Todd Underwood http:// call: 480-203-0599 www.findapilot.com/ Pilot-12523.html 623-202- We Need TAS AVIATION,INC. [email protected] Cessna 300/400 Series Your Training. Initial/ Email Address:

We have email addresses for about 80% of our membership. If we don’t have your email address, you are missing out on important information from us.

If you have a concern about privacy, rest assured that we do not share the TTCF email list with anyone.

THE TWIN CESSNA FLYER • JANUARY 2013 | 33 Aviation Oxygen Systems

Masks and Cannulas Portable Systems PMA Built-In Systems Approve P d Retrofit Kits arts Emergency Systems Parts & Accessories

Celebrating 25

YEasA theRS Call for WORLD LEADER Price In High-Duration Oxygen Systems Phone (800) 237-6902 • www.aerox.com

34 | TWINCESSNA.ORG The SM TWIN CESSNA Flyer

Engine & Systems Seminars

When: FEB. 21 - 24, 2013

Where: CONTINENTAL MOTORS

MOBILE, AL

Twin Cessnas have complex systems and powerplants. The best owners and pilots have an intimate knowledge of how their airplanes are constructed and how they operate. Join fellow Twin Cessna pilots, owners and maintenance technicians at the Continental Motors facility in Mobile, AL on Feb. 21 - 24 and get detailed knowledge about your airplane engines and systems. It will make you a safer pilot as well as allow you to operate your Twin Cessna more cost effectively. More than 900 owners and operators have attended these seminars in the past. You will not be disappointed.

Engine Seminar Systems Seminar feb. 21 - 22 feb. 23 - 24

Topics Covered: Topics Covered: 1. Engine Nomenclature 1. Introduction 2. Engine Cooling 2. Landing Gear 3. Ignition 3. Fuel System 4. Engine Oil 4. Electrical System 5. Periodic Maintenance 5. Environmental Systems 6. Fuel Injection a. Heater & AC 7. Turbocharging & Exhaust b. Pressurization 8. Engine Support Structure 6. Flight Controls 9. Engine Overhaul & Repair 7. Type Certificates 10. Engine Operations 8. Corrosion This seminar covers TCM O-470 through IO-550 and All 300 and 400 series piston-powered Cessnas are covered. TSIO-470 through GTSIO-520 engines.

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

Cost: $495 for either seminar or $900 for both.

For Details and To Register: Visit www.twincessna.org or call us at 704-910-1790

THE TWIN CESSNA FLYER • JANUARY 2013 | 35

The SM TWIN CESSNA Flyer P.O. Box 12453 • Charlotte, NC 28220 www.twincessna.org

Mark Your Calendars!

Twin Cessna Flyer

Fly-in Convention!

Wichita, KS June 27 - 29, 2013

visit www.twincessna.org for details