March2019-Final.Pdf

The MARCH 2019 TWIN CESSNAFlyer

2019 FLY-IN CONVENTION MAY 15 - 18 (see page 8)

FEATURING:

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FEATURES

The Twin Cessna Flyersm P.O. Box 12453 FROM THE EDITOR 310Q LANDING GEAR Charlotte, NC 28220 4 20 Phone: 1-877-977-3246 Conventiion & seminar updates, MISHAP Email: [email protected] Brian Stoltzfus, illegal charter The electro-mechanical landing gear Website: www.twincessna.org flights, spatial disorientation, FLY- on Twin Cessnas requires TLC - more The Twin Cessna Flyer Magazine is the official publication of the The Twin ING magazine, In This Issue, and so than your average GA airplane. Cessna Flyersm owners organization, P.O. Box 12453 Charlotte, NC 28220. more. Adjusting one part of it affects all the The price of a yearly subscription is $85 ($130 international), which includes other parts. Member Euel Kinsey had a one-year membership in The Twin FLY-IN CONVENTION a gear incident that illustrates what Cessna Flyersm owners organization. 8 PREVIEW can go wrong with less-than-perfect The Twin Cessna Flyer is not affiliated with or sponsored by Textron Our convenion is this month! Check maintenance. Aviation or the Cessna Aircraft Com- pany. out our superb speaker and events lineup. Visit our website to register. MAGIC KINGDOM PILOT Twin Cessna owners and operators 26 are encouraged to submit articles and Most Twin Cessna owners know Jerry pictures for publication. Once submitted, the articles and pictures become HAMMER 414A Temple, one of the premier brokers the property of The Twin Cessna 10 Flyersm and cannot be returned. The Way down in Southern Alabama specializing in our fleet. Jerry’s been in act of making a submission for publication is an express warranty that the is a fascinating man who owns a aviation all his life but his first flying submitted material does not infringe on pristine, low time 310R and, now, job after leaving the military invovled the rights or copyrights of others. an equally impressive 414A. A visit Mickey Mouse - no kidding! Published articles MARCH include opinions or specific recommendations to his home airport resulted in this on aircraft maintenance or operational practices. story, which wound up being about 28 READERS WRITE These opinions and recommendations more than just his airplanes. Nacelle tanks, alternator failure, adding are solely those of the article author and not necessarily those of The Twin deice boots, short engine runs, proper Cessna Flyersm. The Twin Cessna Flyersm does not endorse any practice that CIRCUIT BREAKERS nose trim, oil leaks, and more. would be in violation of FAA regulations 14 or the aircraft POH/AFM. AND INFLIGHT

Nothing appearing in The Twin FIRES CLASSIFIEDS sm 36 Cessna Flyer MARCH be reproduced Have you ever reset a popped circuit or distributed without the express permission of the publisher. breaker in ﬂight? After reading this 40 UPCOMING SEMINAR article, you’ll likely reconsider the INFORMATION wisdom of this practice.

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

from the editor

by Bob Thomason, Editor

will be at TAS Aviation in Defiance, OH, last year, it was the thing I missed most. and the other will likely be held in Las Vegas, NV, at KHND. We’ll also post A few years back, AuRacle stopped details on the website as soon as these manufacturing the units for piston are scheduled. aircraft. In December of last year, they announced they were ending repair IN MEMORIUM: BRIAN and parts support as well. That is STOLTZFUS unfortunate news for anyone who owns these units. Preferred Airparts When I bought the unit, I took comfort has been a strong in the fact that AuRacle was owned supporter of The CONVENTION by a huge defense/aerospace firm, Twin Cessna Flyer REGISTRATION NOW Ultra Electronics. Financial stability since our founding in OPEN would not be an issue going forward, 1988. It has been one as it might be with a smaller company. of our major sources What I neglected to consider was their See pages 8 and 9 for convention details. for Cessna parts, commitment to the General Aviation You can and should register now. We are Brian Stoltzfus both new and used. market. Without that commitment, I’m expecting a full house in Santa Fe this 1963 - 2019 Preferred currently sure it was easy to pull the plug on a year from May 15 - 18. Register at www. carries over 100,000 product that wasn’t producing defense ttcfevents.com. part numbers of new Cessna parts and industry profit margins. they have a large supply of used parts Please note that this site belongs to our from aircraft parted out over the years. event orgnizer which means you cannot use your TTCF username and password. The company was founded in 1982 by You must create a new user profile for Ken Stoltzfus Sr. and his sons Ken Jr. your first convention signup. If you have and Brian Stoltzfus. Ken Jr. passed any issues with the site, contact me at away from an illness in 2011. Sadly, [email protected] and I’ll help you Brian perished in an aircraft accident on with the process. January 21 of this year, when the DC-3 he was piloting crashed at his home field Support has been discontinued for the SEMINAR UPDATE in Kidron, OH. AuRacle 2120, one of the most beautiful engine instrument ever made. We’ll have at least two more seminars Brian had 10,000 flight hours and 5,000 this year, both in the fall. If we fill up the of those were in DC-3s. For the past Hopefully, our members who own Ft. Myers seminar in late February, we 20 years he and his wife have been AuRacles will have good luck and they’ll may schedule another spring seminar. flying mission flights in East Africa for keep working. If not, many options Check the website for the latest news Samaritan’s Purse. We mourn Brian’s are available from companies that are on this. I’ll also send out an all-member loss not only because of what his dedicated to the GA market. email if we decide to move forward. company has done for our fleet but also because of what he did for humanity. The exact dates for the fall seminars Our thoughts and prayers are with the AVOIDING ILLEGAL have not been set yet but they will be Preferred Airparts family. CHARTER FLIGHTS held in September and October. One AURACLE SUPPORT The National Air Transportation Association (NATA) is on the offensive DISCONTINUED “The speakers were great but regarding illegal charter flights that it’s the friendships that make it. impinge on their members’ legitimate When I updated my T303 Crusader in charter businesses and potentially I seriously can’t believe there 2011, I wanted a state-of-the art engine endanger the public. A couple of high were not 500 people there. monitor. I chose the AuRacle 2120. It profile cases have elevated concern Why would you not go?” suffered some early probe failures but among operators and the FAA, including once we got those fixed it was reliable. I a business jet operator that conducted came to love that instrument. I thought Andrew, Convention Attendee hundreds of illegal flights and was hit it was the most beautiful engine monitor with a $3.3 million fine last year. on the market. When I sold that airplane

4 | TWINCESSNA.ORG What does this have game. I’ll pay you!” Politely decline or, accident involving a CE525 CitationJet to do with Twin get your charter certificate like I did. that lost its pilot-side PFD while flying Cessnas? One way from Salt Lake City to Tucson. The pilot the FAA fights these SPATIAL struggled to control the airplane while “Part 134 ½” or DISORIENTATION AND trying to get to VMC conditions. He lost “gray charters” is IFR PILOTS control and crashed. with ramp checks. I was caught up in According to the BCA article, studies one once. Back when Another great aviation publication is show it takes 35 seconds to get complete I had a legitimate The FAA is ramp Business and Commercial Aviation, control of an airplane using instruments charter business checking for illegal edited by longtime aviator and journalist when flying from VMC into IMC. While and was flying my charters. Check the William Garvey. What I like best about it should take less when transition from 421, a team of FAA regs and make sure BCA are its safety articles. Those alone primary to backup flight instruments, your flights are in inspectors walked make it worth a subscription. I find it would not happen instantaneously. If compliance. out of the FBO onto their accident analyses to be a little nothing else, there is the startle effect: the ramp at 8 AM deeper and insightful than those in other “What? This can’t be happening.” just as I was loading my passengers. publications. The lesson, of course, is to be proficient At this very predictable, busy time for The January on our backup instruments. When was GA arrivals and departures there were issue had an the last time you practiced an approach probably 8 or 10 airplanes on the ramp, article on risk to minimums using your backup either loading or unloading passengers. reduction for instruments only? At each of the airplanes, the inspectors single-pilot operations. asked the passengers questions FLYING MAGAZINE including, “Where are you headed It was a Are you ready for “the big summary of KUDOS today? Who owns the airplane? How red X”? Keep those partial do you know your pilot?” I just showed some of the panel flying skills sharp! When I was a kid, my dad used to drag them my charter certificate and they material that my brother and me around while he left, but they worked the other airplanes was covered ran his errands. One night we were hard. I don’t know if they found any in the Single Pilot Safety Standdown illegal charters that day, but if there was at last year’s NBAA Convention. (continued on next page) one - they would have found it. Several accidents were profiled which emphasize the risks of task There are other ways illegal operators over-saturation, incomplete get caught. NATA has a charter understanding of cockpit customer education program and automation, and spatial encourages passengers to call a hotline disorientation. It was the latter if they suspect their provider may not be that caught my attention. in compliance. Also, an illegal charter is taking business from a legitimate We usually think it’s VFR operator so they are highly motivated to pilots who succumb to spatial report suspicious activity. disorientation, most often via the VMC-into-IMC scenario. As it turns out, quite a few The legalities of this issue are complex. Cessna 414 FAA STC SA01294WI We may do a future article for a deeper fatal spatial disorientation accidents involve instrument MT-Propellers reduce noise and vibration C 172D-P,R,S dive. But, if your passengers are paying - C 182A-R you for any of your flight costs or giving rated pilots. How is this certifed propeller models C A185E,F - 30More than years of production you anything else of value (the FAA is possible? C 206, 208 Caravan - STCs worldwide30 C 207 brutal about this - it doesn’t have to be - 210 C T210M-P, P210N,R One scenario is the black hole More than blades in service money) you need to make sure you are - million 70,000feet hours C T303 event. This is where a large - 150 C 310 legal. Additionally, court cases have held More than MT-Propeller C 336/337A-F that if you, as the pilot, do not have a body of water or sparsely -systems fying20,000 C 340,340A +RAM C 400 reason for flying to the destination other populated area makes the service centers worldwide lights on the ground disappear -62 C 414 +RAM, than just delivering the passengers, your Best weight to price ratio C 421C - Available for aircraft, airships, wind- flight could be an illegal charter. at night. The classic case is a - C 425 night takeoff over a lake. The tunnels and hovercraft and many more... A good starting place to get educated is pilot takes off visually and FAR 61.113. Further, there are special becomes disoriented before FLY GREEN - FLY MT transitioning to instruments. MT-Propeller USA, Inc. MT-Propeller, Germany regulations for charity flying, leasing, 1180 Airport Terminal Drive Phone: +49-9429-94090 and flying political candidates. AOPA, DeLand, FL 32724, USA Fax.: +49-9429-8432 NATA, and NBAA are good sources Another scenario is the failure Phone: (386) 736-7762 [email protected] of an attitude indicator or Fax: (386) 736-7696 for detailed information. And if your [email protected] neighbors says, “Hey, how about flying primary flight display. The me to see my grandson’s basketball BCA article profiled an www.mt-propeller.com

THE TWIN CESSNA FLYER • MARCH 2019 | 5

FROM THE EDITOR (continued from previous page) at the local drug store, which had a of this time for the avionics work, an owner, and he owns a beautiful 421C. He magazine rack. I was 11 years old and a Annual, and the autopilot installation, set out to find a low-time 414 for Sandy, cool looking magazine cover caught my I did get it back for brief stints and flew and shepherd it through an extensive attention. It was called FLYING. That it as much as I could. That meant hand upgrade process that included new was November of 1964. My dad bought flying. I made several trips with two- to engines, airframe mods, as well as new the magazine for me and I have read three-hour legs and one four-hour trip. paint and interior. The result is one of every single issue since. I still have that At the end of the longest trip, I had to the finest 414s in the fleet. old, beat up Nov. ’64 issue. I probably shoot an approach to near minimums. read it a hundred times as I became Whew! That was a workout. I’m so glad I chose to visit Sandy immersed in the world of General to see his airplane rather than just Aviation. After relying heavily on an autopilot interviewing him on the phone. I got to for about 20 years, I was pleased those meet his business team which included old hand-flying skills came back so his pilot, his COO, and some of his quickly. What did catch my attention family members including his wife, however was how little time there was to Linda, and their daughter. I learned do anything else. I could not divert my about their business, which specializes attention long enough to really do a deep in renovating courthouses and other old dive into studying charts, analyzing the government buildings. onboard weather, or fiddling with my fancy new panel. His last-minute suggestion to see his gun collection turned out to be a highlight I’m also accustomed to spending time of my visit. As it turns out, Sandy is reviewing my emergency checklists on quite the collector. He has car, tractor, long flights, but there was no quality and motorcycle collections as well. time for that either. It became obvious to Since I didn’t have time to see those, I’m FLYING magazine has some great new me that that is the big advantage of an plotting a return trip to Samson! writers. Check it out. autopilot. It’s not for helping the pilot fly the airplane; it’s for freeing him up to Circuit Breakers and In-Flight Fires: In- FLYING has had its ups and downs over accomplish other tasks. Can’t wait for flight fires are rare but the consequences the years, but its come-and-go hallmark my 3100! are often tragic. All fires need fuel and has been great writing. I think of people Handflying an ignition source. Often, the source is like Richard Bach, Peter Garrison, without an electricity resulting from a short circuit. Gordon Baxter, Richard Collins, Len autopilot The purpose of a circuit breaker is to Morgan, and Lane Wallace. The current means shut off the electricity in a circuit in Editor, Stephen Pope, is returning the less time the event of a short somewhere in the magazine to its good-writing roots. It is for other system. When the circuit breaker pops, a smart move. (As we say in the South, cockpit the electricity is shut off. “Dance with the one that brung you.”) chores like He’s introduced several talented, new studying Often the short is temporary, due to some writers in recent months, including Sam charts and transitory event. The circuit breaker can Weigel, Ben Younger, and David Mamet. weather. then be reset and everything’s back to normal. But if there is a permanent short If you’ve let your subscription lapse IN THIS ISSUE in the system, the breaker will pop again because you just couldn’t stand one - if it is functioning correctly. If it’s not more boring report on a business jet, Hammer 414A: Sandy Hammer lives in a functioning correctly, there is a serious pick up a copy and see what you think. little town in Southern Alabama called risk of a fire. Kudos to FLYING. Samson. Samson has two stoplights. It also has a really nice little airport The AFM for the Cessna 421C says adjacent to Sandy’s home and ranch, a popped circuit breaker should be HAND FLYING where he keeps his 182, 310R and THOUGHTS allowed to cool for three minutes and 414A. The 414 is the newest addition then it can be reset one time. If it to his fleet. It’s primarily a business pops again, it should not be reset. But My airplane went into the avionics shop airplane which is replacing a King Air if you’ve got a severe short in a very in August of last year and hasn’t had that Sandy and his team have used to high voltage circuit, like an electric air an autopilot since. I had a new Garmin build their very successful construction conditioner, reseting the breaker even panel installed and removed the old company. once might be dangerous. 400B. My airplane is now at Genesys in Mineral Wells, TX, having the S-TEC Sandy has a secret weapon when it This article discusses circuit breaker 3100 installed. comes to buying airplanes: his friend risks and best practices for preventing and business partner Oscar Barber. problems. While my airplane has been down most Oscar is a lifelong pilot and aircraft

6 | TWINCESSNA.ORG 310Q Landing Gear Mishap: I know Jerry contacted me recently with this right! Read this and enjoy. I sound like a broken record about story idea. It was prompted by a column Twin Cessna landing gear but there is in another magazine by well-known Until next month, fly safely! a reason. We continue to see landing aviation author Barry Schiff. It seems gear mishaps due to improper gear Barry made a small mistake in his rigging. The electo-mechanical gear on reporting and Jerry wanted to correct a Twin Cessna is an engineering marvel. it. You might say this was a “Mickey It does its job reliably but only if it is Mouse” thing to do, and you would be maintained exactly according to “the book” - meaning the official model-specific Cessna Maintenance Manual.

Some other airplanes are more tolerant of landing gear neglect. What makes Twin Cessnas different? One reason is how tall they sit. Because of this, we get great prop clearance and the most beautiful, long-legged airplanes in the GA ﬂeet. The downside is that this setup imposes greater strains on the system that must be alleviated with regular re-rigging.

Member Euel Kinsey wrote this article a few years back about how replacing one part in his gear system led to the failure of another. The likely cause was improper gear rigging. Reading the article drives home how interconnected all the parts and pieces are and how important top-notch maintenance is.

Magic Kingdom Pilot: Most of us at least know who Jerry Temple is, if we haven’t met him in person. Jerry has been selling Twin Cessnas for over 40 years and in recent years has been the most well- known broker in our ﬂeet.

THE TWIN CESSNA FLYER • MARCH 2019 | 7

Twin Cessna Fly-In Convention Santa Fe, NM (KSAF) MAY 15 - 18, 2019

amidst all the confusion and chaos. As A&P/IA who has worked extensively on pilots, we’ll walk away better knowing Beechcraft Bonanza and Baron aircraft what we can do to help our passengers for the past 20 years. This year he’s in an emergency. going to talk to us about how to ensure our engines are healthy - even if we Dr. David Strahle don’t plan to circle the globe. was one of our most popular speakers at Tom Turner is one of both our 2014 and 2016 the best aviation safety Registration is now open for our 2019 conventions. David is writers in the business. A Fly-In Convention! You can register now known as the “father U.S. Air Force veteran, he at www.ttcfevents.com. The following of datalink.” Almost 40 now directs the education are key convention highlights. years ago, he envisioned and safety arm of the Dr. David the weather-in-the- 9600-member American Doreen Welsh is one Stahle, Nexrad cockpit system we now Bonanza Society. As of the most popular expert. enjoy. He’s coming back an active CFII, Tom is speakers on the this year to talk about Tom Turner, renowned for his ability to aviation circuit. She Nexrad updates and best practices. You ABS Safety teach pilots how to handle was a flight attendant don’t want to miss his talk! Director. engine-out situations on US Airways flight in twin-engine aircraft 1549, which ditched in Adrian Eichhorn, (admittedly mostly Barons, but we’ll the Hudson River in a JetBlue Airways forgive him.) Doreen Welsh, 2009. In her talk, “90 pilot, spoke to our Miracle on the Seconds to Impact,” convention in 2017 ForeFlight: ForeFlight has been busy Hudson Flight Doreen will recall that about flying his lately updating general aviation’s Attendant. fateful day and how Beechcraft Bonanza premier flight planning app. They will she helped passengers around the world in Adrian give us an extensive evacuate to safety 2016. He is also an Eichhorn. update.

Tony Saxton, TTCF Tech Advisor, will conduct his popular Twin Cessna Technical Issues presentation. Tony Saxton, Tony is the world’s TTCF Director leading expert in Twin of Tech Support. Cessna maintenance.

One of our most popular regular speakers is Peter Basile, a senior Air Safety Investigator for Textron Aviation (Cessna). Peter will analyze several Twin Cessna accidents, sharing with us the complex detective work that goes into determining each accident’s cause. Each case is wrapped up with lessons learned.

We will hear from both RAM Aircraft and Continental Motors on engine- related issues, as well as Garmin and Genesys/S-TEC about avionics and autopilots. Rick Lindstrom from Aveo Lighting will be speaking to us about updating our aircraft light with LEDs.

On Friday we’ll take a break from the classroom and travel by bus out to Santa Fe Regional Airport for a few hours of airplane viewing and static displays.

8 | TWINCESSNA.ORG Following that we’ll hold our model- speciﬁc breakout sessions, which will allow owners to discuss issues speciﬁc to their particular airplanes (303, 310, 340, Convention Sponsors 414, and 421). Each breakout will be Platinum Bronze facilitated by a TTCF member. Gold Silver

Friday evening we’ll have a live auction, which will be a fun opportunity to pick up some wish list items at (hopefully) bargain prices. We’ll also view the extremely popular “Twin Cessna Landings” video.

Saturday evening will be set aside for individual dinners in the scenic Sante Fe area. Throughout the convention, we’ll have time built in to visit vendor booths for one-on-one product updates. Vendors & Supporters Companion Activities Below is a list of Vendors from prior year Conventions who will likely Bring your spouse or companion! There come to Santa Fe. Convention attendees will get to meet company is so much to do in Santa Fe. Plus, representatives and get answers to all their product and service we’ll have a couple of tours of area questions. attractions. We are currently planning an offsite dinner on Thursday evening at a location to be announced. Finally, your partner will want to attend the Pinch Hitter Ground School offered by SIMCOM. More activities are being added, so check the website for the latest details.

Arrival and Other Notes

Plan on ﬂying into the Sante Fe airport (KSAF). The Santa Fe Jet Center will be our host. Transportation to and from the hotel will be provided so you won’t need a rental car.

We’ve planned the convention so there is something for everyone. Whether you own a VFR-only 1956 classic 310 or a late model 421 with dual glass panels, you’ll enjoy the convention. In addition to learning, we’ll also have a good time with lots of socializing and storytelling over meals and breaks. You’ll make many lasting friendships.

See our website for complete and up-to- date details. Registration opens March 15. Register early to ensure a spot at what will likely be our best convention ever.

THE TWIN CESSNA FLYER • MARCH 2019 | 9

HAMMER 414A

by Bob Thomason, TTCF Editor

Sandy Hammer and Oscar Barber are airplane Oscar located for Sandy was in low-time airplane. “Everything else on business partners, but they met years Canada and had to be imported. Then, an airplane can be made new, but you ago through airplanes. Oscar, who lives it needed extensive upgrades including can never remove airframe flight hours,” in the Tidewater area of Virginia, had new engines and multiple airframe Oscar said. A final requirement was a a 182 for sale. He had a good friend mods. Roberson STOL kit. Oscar has one on his from a little town of 1,800 421 and he likes the flexibility people in Southern Alabama it adds in allowing access to called Samson, which is shorter airstrips. Low airframe where Sandy lives. It so time plus a STOL kit narrowed happened that Sandy was in the market considerably, but the market for an airplane Oscar found a 414A in Red Deer so Oscar’s friend introduced Canada, about 90 miles north them. In the course of their of Calgary, that fit the bill. It first conversation they only had 2,600 hours on it and learned they were both in had just had a brand new G600 the construction business. and GTN 750 installed. Oscar, Moreover Sandy had some utilizing his five decades of projects underway in Virginia experience buying and selling Beach, Oscar’s backyard. One airplanes, proceeded to deal. of them wasn’t going well and Oscar offered to finish it The owner was asking $350,000. for Sandy and do it without Oscar and Sandy offered even having a contract. It $300,000 contingent upon was a success and the two inspection. After visiting the companies have partnered airplane and learning it had on over 150 construction not flown much in the past ten projects since then. years and would need extensive catch up maintenance, the offer They’ve also got a strong was lowered to $250,000 and connection through airplanes. that was contingent on a prebuy Both have had cover stories in acceptance inspection at TAS past issues of this magazine. Aviation in Defiance, OH, to Sandy has a pristine 310R ensure there were no airworthy which was featured on the maintenance issues. Due to cover of the February 2015 a downturn in his business, issue. Oscar has had two the seller was motivated and cover stories: his 340 was in Sandy bought the airplane for the December 2015 issue. He $250,000. traded up to a 421 which he upgraded extensively and it Sandy’s 414A was a project airplane that had been sitting in Then the fun began. The was on the February 2018 Canada, lightly used, for the past decade. Now, it’s better than new. aircraft had to be deregistered cover. Recently, when Sandy in Canada and registered decided his company needed to downsize Oscar flies a 421 so I asked him why he in the U.S. Then there was customs the corporate King Air to something he chose a 414 for Sandy. “The 414 is just paperwork just to get it into the U.S. could fly himself, he called on his friend easier to fly and that is important given “I knew how challenging all this would and business partner Oscar to help. Sandy’s experience level. That big wing be so part of the deal was that while we Once again, Oscar completed a business makes it more forgiving, particularly would buy the airplane as is, the seller project for Sandy successfully. “How when you are flying at maximum gross would have to deliver it to TAS,” Oscar good could it get?” Oscar chuckled. “I weight. If you pull the power on a heavy explained. Once in OH, TAS did the got to buy a great, low time 414 and 421 at a slow airspeed, it’s going to fall final acceptance inspection and the sale upgrade it extensively using somebody out from under you. The 414 will settle was complete. After that, an Annual else’s money!” more gently. Plus, Sandy would be was conducted along with extensive taking flight instruction in this airplane modification work which included I recently visited Sandy at his Samson, and I felt like an instructor would be two new RAM VII engines. One of the AL, airport home and ranch to see and more comfortable teaching in a 414.” So, original engines was high-time and one talk about his 414. I also talked to Oscar a 414 it would be. was mid-time but Sandy wanted to start by phone to hear his part of the story. with fresh powerplants. It was not a simple transaction as the Next, Oscar steered Sandy towards a (continued on page 12)

10 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • MARCH 2019 | 11

HAMMER 414A (continued from page 10)

But before the mods started, TAS uncovered a problem that was almost a show-stopper: there was an unapproved, and dangerous, cable repair to the Robertson STOL system that had to be fixed. Lancair International now holds this STC and while they can supply some parts, support for this particular problem was minimal. From rudimentary drawings, TAS had to build a jig and rebuild was now the system. This ran up the cost of the complete. Annual and acceptance inspection alone Oscar up to $70,000. summarized it this way: Once that hurdle was overcome, the “It was a lot engines were installed along with APM of work, but strakes. A RAM VII installation on a for a total 414A is not a simple affair. The rivets in investment the engine beams are stainless steel and of $575,000, each rivet has to be drilled out by hand Sandy has a one at a time in order to accommodate brand new the installation of the double intercooler 414 that’s scoop. All this took about seven months. better than “Tony built a new airplane,” Oscar the day explained. “The airplane had been it left the factory.” While at Cimarron Aircraft sitting for several years and had a long for painting, Rick Harris list of squawks to fix.” of Interiors Unlimited Sandy and renovated the interior, his team put After the Annual and upgrade, the including the cabinetry. airplane was flown to Cimarron Aircraft the airplane in El Reno, OK, for a new paint job and to work interior. Sandy’s wife, Linda, made the right away. It’s primarily a business decision about the new paint scheme airplane. Trips have been made to Above: A Robertson STOL kit requied - it would be a carbon copy of the construction sites as far away as New some extensive repair work. New APM one on Oscar’s 421! The interior was Mexico. More common trips are to strakes will improve handling. refurbished by Rick Harris of Interiors locations in the Southeast and Mid- Below: After much deliberation, Sandy’s Unlimited, also in El Reno, and included Atlantic. wife, Linda, decided the new 414 would new leather seats, carpet, and cabinetry be painted just like Oscar Barber’s 421 refinishing. The results, particularly the While Sandy has his pilot’s license, he’s (shown at right). cabinets, are beautiful. The restoration still working on his multi ticket. His full time pilot, Casey, does the PIC flying with Sandy in the right seat. “At my age, I don’t think the insurance company will ever let me fly this airplane without a safety pilot,” Sandy said. For this reason, Sandy is keeping his 310 which he’ll be able to fly solo once he gets his multi.

What does the future hold for Sandy and his 414, other than a lot of business travel done in style and at half the cost of a King Air? While completely satisﬁed with the airplane now, Sandy told me

12 | TWINCESSNA.ORG the only upgrade he might like is a new autopilot to replace his original, should it fail. The likely candidate would be an S-TEC 3100. He’s had a favorable experience with the 55X in the past and thinks the 3100 would be a nice upgrade. It would be, but Sandy’s got a ﬁne 414A as it is.

If you read the February 2015 cover story about Sandy’s 310 you may recall what an interesting character he is with his ranch and his collections of old cars, motorcycles, and tractors. While I didn’t have time to see these, as we were ﬁnishing lunch at the local diner, Sandy asked, “Would you like to see my gun collection?” We had about an hour before I needed to depart, so I said, “Sure.”

We drove back to his ranch house, which is right next to the airport. We went into his garage and on one wall was a huge door that looked like it was the entrance to an old bank vault. Sandy explained that that was exactly what it was. He had salvaged the door from one of his renovation projects. He spun the combination wheels opened the door….and I walked into what I can only describe as an amazing ﬁrearms museum! On display, mounted on beautiful polished wooden racks and inside glass cases were riﬂes from the Revolutionary and Civil Wars, dueling pistols in their original cases, side arms from the old West - everything you could imagine. Not only that but there were the swords and knives from the same periods.

Sandy took the next 30 minutes or to show me his favorite items (see photos at right). He knew the history of each one in great detail. He told me who it originally belonged to, its historical signiﬁcance, and how he came to buy it. I was in awe. Sandy’s not just a collector but an amateur historian. His love for his collection was evident by the beautiful displays and his intimate knowledge.

After this little diversion, I was kicking myself for not building in enough time on this trip to see his car, motorcycle, and tractor collections. I can’t imagine what they must be like! I deﬁnitely see another trip to Samson, AL, in my future. Next time, I’ll plan to stay a while. No telling what I might see!

THE TWIN CESSNA FLYER • MARCH 2019 | 13

CIRCUIT BREAKERS & INFLIGHT FIRES

by TTCF Staff

twincessna.org. in daytime VMC, no CBs would be essential. The safest course of What Every Twin Cessna Owner Should action, assuming you can’t identify Do the precise source of the smoke, would be to shut off all electrical In addition to reading the SAIB, we power (except the mags, of course), recommend every Twin Cessna owner do and land ASAP. In IMC, an essential three things: CB might be to a single navcom or even pitot tube heat if you happened 1. Know the state of your wiring. Go to be in icing conditions. A more through you logbooks. Has there thorough discussion of this topic been any “suspect” electrical work is included the SAIB. (A complete Do not automatically reset a popped circuit on your airplane? Can you find the assortment of CB markers and caps breaker in flight. It could be a fire hazard. proper entries for each piece of can be found at Sporty’s and other electrical equipment you currently pilot supply sites.) Imagine yourself in flight, all set up in have in your airplane? If not, an a comfortable cruise configuration and, inspection is in order. • Essential CBs should be reset in all of a sudden, you smell something flight only once: burning. What do you do? If you have 2. Ask your shop to pay special to think about this for more than a attention to your wiring during your - after at least one minute; few seconds, you should set aside some next Annual Inspection. Make sure - if there is no remaining smoke or time to spend studying the emergency your pullable circuit breakers are “burning smell”; section of your POH/AFM. It could save pulled and reset at least once a year. - and if the affected system and your life. (Early Twin Cessnas have breakers equipment is needed for the that cannot be pulled by hand.) operational environment. The youngest of our airplanes has 35-year-old wiring. The oldest - 65 3. Review In-Flight Smoke/Fire Important Note: The above advice years old! Over time insulation becomes Procedures. would not apply to early Twin brittle and wires chafe due to age, Cessnas which have circuit breakers contact and vibration. Add to this the that cannot be pulled manually. fact that most of our aircraft have had Resetting a tripped circuit breaker numerous avionics upgrades which “If you have to think about that could not be pulled manually involve wire addition and relocation, (how you would respond would not be advisable. and you have a situation that calls for close inspection. to smoke in the cockpit) • Do not reset any non-essential CBs for more than a few in flight. 2004 310R Crash seconds, you should set • Revise the preflight checklist to The 2004 crash of a NASCAR Cessna aside some time to spend delete “Circuit breakers-In” if 310R put a spotlight on the danger of applicable and insert: “Check in-flight electrical fires. Specifically, studying the emergency circuit breakers and if a circuit this fatal accident resulted from the section of your POH/AFM.” breaker is not set, do not reset the resetting of a circuit breaker on a circuit breaker if there is a related weather radar circuit that produced maintenance malfunction.” smoke in the cockpit during the Smoke In the Cockpit previous flight. On the next flight, with Review these procedures and be the circuit breaker reset, the aircraft Review your POH/AFM and study the prepared to ACT FAST if you smell caught fire resulting in a fatal crash just memory items so you can react instantly smoke in the cockpit or experience 12 minutes into the flight. to a smoke in the cockpit situation. other evidence of fire. Airline studies In most Twin Cessnas this means have shown that a cabin fire can become On December 23, 2009, the FAA immediately reducing the electrical load uncontrollable in as little as 15 to 20 released a Special Airworthiness and looking for a place to land. minutes. We can assume that in the Information Bulletin (SAIB CE-10-11) If you find a popped circuit breaker, confined area of a Twin Cessna, the time that details best practices for dealing follow the instructions in SAIB CE-10- available to act would be considerably with popped circuit breakers in our 11 which include: less. Consequently, as with in-flight Twin Cessnas. We consider it mandatory icing, you must act immediately! reading for all Twin Cessna owners. The • Mark those circuit breakers essential full SAIB is on our website at www. for safety in flight. If you are flying (continued on page 16) 14 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • MARCH 2019 | 15 CIRCUIT BREAKERS (continued from page 14)

Thankfully, in-flight fires are rare, but This has not always been my Resetting CBs and not waiting for the consequences can be tragic. Let’s all philosophy with regards to a tripped the ice to build up on the boots be prepared. breaker. For many years I have reset before activating them are a couple circuit breakers without ever having of examples that come to mind. Follow-up from the Forum a problem. Probably could reset many more without a problem. Wise words from Mr. Thibault. As I was preparing to publish this article I came across this post on our online But it just takes one time for member Forum. The author is Steve something to go wrong which can Thibault. lead to an inflight fire. NO - THANK - YOU! Especially after following Steve began flying 32 years ago, and the recovery of a friend these past he has been a flight instructor for 27 three months who had an onboard of those years. He now has over 16,000 fire. Hopefully he will be released hours of flight time, and has given more soon from the hospital burn unit and than 14,000 hours of dual instruction, will then continue the next phase much of it in Twin Cessnas. He is at home - years of recovery ahead of currently with Sim Flite Minnesota. him. Steve said: Sometimes you do things the way I personally will not reset a circuit everyone has done them in years breaker in-flight unless I absolutely past and sometimes you see things in need the equipment that is a different light and realize that just It’s good practice to excercise your circuit connected to the circuit breaker. maybe there is a better way (safer breakers by pulling and reseting them all way) of doing things. at least once a year.

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THE TWIN CESSNA FLYER • MARCH 2019 | 19

310Q LANDING Gear Mishap by Euel W. Kinsey, TTCF Member

Editor’s Note: We orginally published pattern and dropped the gear. this article in the December 2011 issue. The right main gear light did Euel’s experience clearly reinforces not illuminate. what we continally preach here at The Twin Cessna Flyer: maintain your I cycled the gear once and electro-mechanical landing gear per had the same indication. I the frequecy and instructions in the let the tower know about the maintenance manual. Make sure your problem and asked for a flyby shop understands this. so that he could confirm the right gear was down. Tower I continually get calls and reports from confirmed that it looked buyers and owners who are unaware of down. Since my mechanic this. That’s why we keep pounding away had just replaced the left with this message. Our goal is to get the torque tube and a complete rate of gear incidents down to the GA re-rigging (or so I thought), fleet average. We are not there yet. I was fairly confident that it was a microswitch adjustment on the right side, and was not I have I have owned my 310Q for more that concerned. But, just in than 13 years. I use it regularly for case, I decided to touch down business travel. About a month before on the left gear first. My gear incident occurred after we replaced this MLG my gear incident, I was taking off for torque tube and completely re-rigged the landing gear. a $200 hamburger flight. After raising It was a calm day, the gear, the tower pointed out that the and I floated down left gear did not retract. I lowered the the runway a little gear and returned to the airport for an before setting it down uneventful landing. gently. When I touched down on the left gear, Upon inspection of the left gear the plane started to mechanism at my hangar, the torque veer to the left off the tube had a spiral fracture which seemed runway and I seemed to begin at a weld and extended almost to be leaning left. After halfway down the tube. I consulted with processing things for my mechanic of more than 20 years, a second, I realized and we decided that since the floor was that the left gear was going to have to come up to access the collapsing. I leveled gearbox, we should just take the plane the plane, pulled up down for annual inspection a month and then leveled it out. early. I ordered the torque tube, and the With the stall horn mechanic replaced it and spent quite a protesting, I applied bit of time readjusting the gear using full power and escaped the “Rig It Right” video and the service the clutches of gravity. manual as references. I pulled up the gear, On June 26, 2011, I had a very close call notified tower of the on my check out flight after the annual problem, and headed inspection. Usually, I drag my mechanic out to the north to sort along, but it was a beautiful Sunday things out. I grabbed morning and I wanted to get in the air. the checklist and So, I didn’t wake him up. followed the manual gear procedure. Once After the usual careful preflight I felt that the gear inspection (making sure all the was completely down, inspection panels are on, etc.), I took to I noticed that there the air. After lingering for a few minutes was now no safe gear over the airport, I flew out to the north indication on either for a complete systems check. Upon main! returning to the airport I entered the I flew out to the

THE TWIN CESSNA FLYER • | 20 north about 35 miles while the tower alerted the Detroit Fire Department and prepared for my return. (We have an apparatus on the ﬁeld, but the Fire Department must come from a nearby station to man it.) I began my return thinking about my options.

I told the tower that I didn’t think it was going to turn out well and I would likely make a mess of the runway. I debated out loud on the tower frequency whether I should just pull up the gear and belly it in. I was wondering about control if one or both of the main gear collapsed and the nose gear remained extended. What would happen? I pondered whether I should belly it on the grass or the runway.

Ultimately, I decided to leave the gear down (the checklist says once it is down, leave it there) and ride it out.

During this time, I also documented on the tower frequency the measures I had taken, what I was seeing in the gear indications, how much fuel I had on board, and described what had happened on the ﬁrst landing. I asked the tower to call my mechanic, who lives about 10 minutes away, and notify him of the problem and to see if he had any suggestions.

Upon landing, we surveyed the damage. Here is the broken end on the MLG outboard drive tube.

When I returned to the airport, I did one more ﬂyby. A few pilots also assisted the tower by taking a look as I ﬂew overhead. One pilot thought that it looked like the right main may not be fully down. With all of the emergency equipment in place, I decided to land. I prepared for an emergency landing.

(continued on next page)

THE TWIN CESSNA FLYER • MARCH 2019 | 21

310Q MISHAP (continued from previous page)

from my mechanic who was possible modes of failure for the parts: obviously relieved that this ended so well. A television news 1. The torque tube may have failed camera was in my face almost because of a binding (partially frozen) immediately. My mechanic then main gear pivot pin. Once a new torque pointed out that the overcenter tube was installed, then the weaker pieces on the left landing gear links in the gear system failed. were missing! The attachment tab had broken off of the upper main 2. The mechanic may have improperly gear trunion. The parts were gone adjusted the gear and caused excessive and the microswitch was hanging stress on the parts which failed. by the wires. Now that it has been reassembled and More startling, the left propeller the process of rigging the gear has had touched the runway during begun, I think my mechanic believes this my ﬁrst landing! It appears that may have been a problem of his creation. all three blades touched only once The clue was on the right landing gear because the degree of damage was indicator light. Recall that the right so different in severity. The blades landing gear light was not lit when I were all saved by the propeller dropped the gear for the ﬁrst shop. time. It seems that the left side had stopped it just short of completing its The only other evidence of the full travel. Although locked, it was not close call came on the tail. It making contact with the switch on the appears that the tie down hook gear. may have touched (without damage to the associated (continued on page 24) bulkheads) and there is a one 18” long x 8” wide area of paint rubbed off the bottom of the left outer plastic piece on the elevator. This plastic is not heavily gouged nor is it broken. I suspect this piece may have rubbed in the grass when I pulled up the plane abruptly.

The pictures above show the broken ear on the I can only speculate that main landing gear upper trunnion at the lock link the prolonged time in the pivot bolt point. air after the emergency manual extension locked On final, I opened the door (wow, does the gear into place sufficiently that make a difference in how it flies) that it held on landing. full flaps, and prepared to shut off the Needless to say, a lot of parts fuel on short final. I prepared to shut needed to be replaced, the most down electrical as soon as I touched expensive being the upper down. I landed firmly on both mains main gear trunion. Removing with the stall horn blaring at the this part proved to be a real threshold of the runway. To my surprise, chore for the mechanic. The the gear held! I exclaimed into the radio, forward main gear pivot pin “Holy *&%$ Batman” and rolled out a was extremely difficult (almost short distance. impossible) to remove. He required a special tool (which The right engine died before I could was made for him) to get it out. restore fuel to it and I taxied on the left engine to where the fire trucks and EMS After pondering this problem crew and my mechanic were waiting. with my mechanic and Tony I exited the plane and got a bear hug Saxton, I believe there are two

THE TWIN CESSNA FLYER • | 22

(continued from previous page)

THE TWIN CESSNA FLYER • MARCH 2019 | 23

310Q MISHAP (continued from page 22)

Thus, it would seem to me that the left contact with any object that results gear actuator was stressed and adjusted in a loss of engine RPM. Propeller too far, which wouldn’t allow the right “Even if rigged properly, strikes against the ground or gear to completely extend. Thus, the things need to be any object, can cause engine and connection on the upper main gear component damage even though trunion failed. Perhaps the binding main able to move. Proper the propeller may continue to gear pivot bolts contributed to this. lubrication is critical.” rotate. This damage can result in catastrophic engine failure. Tony’s Comment: Having not been directly involved in the process, I can’t We need to take this seriously. There say for sure what happened, but it’s 11B recommends a tear-down inspection have been several engine failures that quite possible that though the gear was after any prop strike that requires more I know of attributed to prop strikes. rigged properly, the components were than minor blade dressing. From the Service Bulletins are not mandatory in not disassembled, cleaned and lubed bulletin: the U.S. but why risk an engine failure? adequately. I’ve seen instances before These documents exist for our beneﬁt! where a correctly rigged gear system has A propeller strike is: (1) any problems because a lack of lubrication. incident, whether or not the engine is operating, that requires repair Even if rigged properly, things need to to the propeller other than minor be able to move. Proper lubrication is dressing of the critical. Frozen pivot bolts, which can be blades as set seen in one of the pictures, might have forth in Part I, been the problem.This situation is much B of this Service more of a concern as aircraft continue to Bulletin or (2) be used less due to curtailed ﬂying. any incident while the engine Editor’s Note: Euel doesn’t mention if he is operating had his engines inspected after his prop in which the strikes, but Continental Motors in SB96- propeller makes Aircraft Simulator Training

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24 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • MARCH 2019 | 25

Magic kingdom pilot by Jerry Temple, JTA Twins

In the summer of 1971 I was in Fort a constraining factor. decided to call then and offer me a job Lauderdale converting my military Pilot on the GI. I passed to pursue my career Credentials into FAA Certificates and A critical guest at WDW was the “Day with Cessna. It was a smart move. I Ratings when I read an article about an Tripper” - a local, central Florida spent three years in the Piston Division airport being built at the massive Walt resident bringing visiting family to and was then promoted to manage Disney World (WDW) project. WDW. They arrive in the morning, park Citation Jet Marketing. A year later, I their car and spend lots of money and go was in Southern California working for After a few calls and letters, I made home the same day. Management felt the Cessna’s West Coast distributer, flying contact with Bob Hicks in Pasadena, $400 million investment was justified and selling Twin Cessnas. CA. Bob had been a pilot on Pan Am’s and I was hired as the STOLport Clippers flying throughout the Pacific. Manager. My STOLport staff would I’m now Jerry Temple Aviation (JTA), He was a successful businessman and be WDW Cast Members, not airline and still fly and sell Twin Cessnas. was good friends with the Chairman and employees. We set up a doublewide Why this article? A few months ago, President of Walt Disney Productions. as the Office and Passenger Terminal. retired TWA captain and noted general From Bob, I learned that Shawnee We had port- a-johns. The Bulldozers aviation author and regular AOPA Airlines had proposed to establish arrived, trees were cut and a runway Pilot magazine contributor Barry Schiff service directly into WDW from the was built. answered a reader’s questions about nearby Orlando Airport/McCoy Air the WDW STOLPort. He wrote that the Force Base - MCO, today’s Orlando WDW opened in Oct. 1971 and I was music from the “It’s a Small World” ride International Airport. WDW’s aviation man. I interacted with would be played for arriving passengers FAA, airlines, contractors, a Goodyear while taxiing to the ramp. A few weeks later he invited me to Blimp visit, etc. meet him in Orlando. He explained that False. A rumor. Some engineer’s idea of Shawnee had proposed that Disney I was 25 and this was my first job. Who ...wouldn’t it be cool if we...? build a 3,000 ft STOL runway and do I go to with wants/needs/problems? terminal. Why, you ask, would WDW Shortly after the opening, I was visited As the first and only STOLport Manager, consider an Airport project? If you are in by Kelvin Bailey, Disney’s chief pilot I can say this idea was never presented, the theme park business, or stadium or and co-captain, Chuck Malone. They discussed, or planned. Have you ridden mall business, available parking is often wanted to keep an eye on the aviation in a Twin Otter with its screaming Turbo activities at WDW. Perhaps props? this was a request from top management.

Kelvin and I had an immediate bond - USMC, enough said. This could be useful, I thought, as the STOLport project was an idea ahead of its time. The Twin Otters arrived with few passengers and soon the closing of the base was inevitable. I Above: 25-year-old Jerry Temple and the Twin Otter began to lobby for a job he ﬂew out of the WDW STOLport. on Disney’s Gulfstream GI. Instead, I was given a job as a Theme Park Supervisor. I had zero park experience. I was a poor Adventureland Supervisor.

I applied and was hired by Cessna in Wichita and my General Aviation/ Twin Cessna career began in 1975. Disney

26 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • MARCH 2019 | 27

READERS WRITE

Roberstson style Fowler ﬂaps are installed, the drain for this aft tank may have been moved anywhere.

Additionally, since these tanks transfer into the tip tank, an additional drain is added in the leading edge that simply drains the feed line from the tip tank. This, however, does not drain the actual nacelle tank.

Tony Saxton - TTCF Director of Technical Tony Saxton - Director of Support and owner of TAS Aviation (see Tech Support, TTCF ad page 7). PlanePower Alternator IMPORTANT NOTE: Members may Installation Caution submit technical questions by emailing them to [email protected]. Bob, I’d like to warn Because accurate answers depend on our membership about precise information about your airplane, the importance of you MUST include your aircraft model inspecting the alternator and serial number with each request in installations in our order for us to answer your question. planes. On the way down Damge resulting from incorrectly installed PlanePower to Mexico for our Wings altenator: Nacelle Tank Drain of Witness Christmas Top Left: Oil pan with cotter pin, nut, and washer from in Mexico present the alternator, also the four bolts and lock plates from the Tony, where is the nacelle tank fuel delivery (that you wrote crank gear. The alternator clutch evidently backed all four drain on a Twin Cessna? the articles on) my left of those bolts out and dropped them in the pan as well. The alternator out light came donut gear is spinning loose now. Top Right: The gear with no bolts and a lot of wear on the Jabe, TTCF Member on. This did not surprise teeth from the loose alternator clutch. me because the regulator Bottom Left: Inside walls of the oil pump with metal had been acting up. We Jabe, it depends on which type nacelle grinding away at it. tank you have installed. had a new regulator at Bottom Right: Alternator clutch. the hangar and I asked The forward mounted factory nacelle my mechanic to be gone. We found them in the oil pan along tank has the drain line routed down ready to install it when I got back from with the lock plates and such. After into the gear well and then runs inboard Mexico. pulling the engine and finding that the along the rear of the landing gear well to cost of repair and inspections surpassed the actual drain valve at the wing-to- While departing Mexico, climbing half the cost of a new engine from RAM, fuselage or wing-to-stub wing junction, into the clouds at 300 feet AGL, the I decided to order a new engine. depending on the model Twin Cessna oil pressure on that engine started we’re talk about. This drain is about 2/3 dropping. It stabilized at the bottom The reason for the failure was incorrect of the wing width aft from the leading of the green arc and we landed to clear installation of the Plane Power edge. customs in Brownsville. We did a full alternators. The installing mechanic, power run up to clear possible clogs and in 2013, left in the washer between If the nacelle tank is a forward mounted the oil pressure came back to full. We the clutch and the alternator that STC’d Tom’s Tank, the drain is a simply flew home to Terrell with the oil pressure is installed for shipping only. The a push style draincock up in the gear and the engine working perfectly (except installation manual says to remove it, well on the upper skin. the alternator was still out). and a service bulletin came out in 2010 stating that they have to remove the If the nacelle tank is an aft nacelle Because the regulator replacement washer but still the washer was there. mounted STC’d Tom’s Tank, the aft didn’t help with the alternator out The installing mechanic’s mistake drain is again a push style and is in the problem we pulled the alternator and eight years ago cost me $60,000 today. flap well and the flaps must be lowered found the castle nut, cotter pin, and the Plane power / Hartzell says improperly to drain. With this installation and four bolts that hold the gear to the crank (continued on page 30) 28 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • MARCH 2019 | 29

Readers Write (continued from page 28)

installed alternators like mine usually Airborne-Parker Hannifin valves and for these since they don’t have any stock. fail 250 hours in. Mine made it 600. controls, dry vacuum pumps, (STC# https://txtav.com/ Good luck. SA55GL, Airborne Kit #710) and Needless to say I am thankful the engine Goodrich surface boots. Tony Saxton - Director of Tech Support, ran smoothly all the way home from TTCF Central Mexico. Even though I did not I have no preference to either method want to buy a new engine this year, I am regarding reliability. You’d have to 340A Flap Gearbox Failure a grateful man! investigate pricing to determine which one is more cost effective. Tony, you have helped me before. I’m the Shayne, TTCF Member happy owner where they sanded almost Tony Saxton – Director of Tech Support, 2000 rivet heads off…. court meeting Shayne, I’m sorry for your experience TTCF in about a month. In line with a permit but thanks so much for sharing it. to fly we had an ACAM inspection of You’re right, we need to inspect our Source for 340 Seat Belt Part the German LBA. They didn’t find a alternator installations regardless of lot but they grounded the aircraft for the type installed. I’m convinced this Tony, I have to change my seat belts due a “level 1“ finding: they claim that the is the reason Cessna went back to belt- to EASA regulations that they need to flap actuator gear box wasn’t overhauled driven alternators in the 303 Crusader. It be replaced every 12 years. When we (calling EASA they said this is not a eliminates one potential source of engine opened up the pilot and co-pilot sides to mandatory airworthiness item… but damage and possible failure. replace the inertial belt we discovered that’s another story) that the previous maintenance Bob, TTCF Editor organization had fabricated the spacer In order that I’m a step ahead: block out of wood! I want to obviously Retrofitting a 340 with Deice Boots use the correct part or this installation. • Do these gear boxes fail easily and See the diagram from the parts manual. often? (my Cessna 340A - serial no. Tony, my 1973 340 does not have boots. 603 has 4530 hr. and 2900 landings)? It does have hot props, pitot/stall After looking via Cessna this part has • Is the overhaul kit from Cessna still vane heat, an alcohol system for the been out of production for 30 years available? Price? windshield, and the wing illumination apparently. Any chance to source from • If that kit is available can a good light. My question is can this aircraft be somewhere else...failing this do you have shop do it or only specialized outfitted with boots at this point. If so dimensions and specs for us to produce overhaul facilities? what is all required? here from a block of aluminum? Kind regards and thank you very much Jeff, TTCF Member Spiros, TTCF Member for your help.

Jeff, the first comment I need to make Spiros, I don’t have the dimensions in Curò, TTCF Member here is that even with the addition that this spacer block is only in a few of the boots the aircraft can never be serial number aircraft and optionally Curò, the flap gear box has some level equipped to operate as a “Know Ice” equipped blocks of 340s. I found none of failure, and while not an epidemic, (FIKI) aircraft due to your model/serial available during a quick search of it still happens with some frequency. number. But yes boots can be added. (See suppliers. Sorry about not having any solid the Technical and Safety page of the numbers, but these type of non-accident TTCF website for an article explaining failures are nearly impossible to track Twin Cessna Known Ice certification in noncommercial aircraft fleets. requirements.) Discussions on this with Cessna seem to indicate that a gear box failure will Method #1: is to add all of the equipment result in a split flap type situation, (valves, timers, indicators, brackets etc.) which is not true at all. The typical from the factory installation, most likely failure is for the flaps to just stop found on a salvaged 340, and then install running (mostly when in the down new deice boots from Goodrich or Ice position) but occasionally the internal Shield. This system consists of wet style gears will fail so that both left and right vacuum pumps and a number of air/oil flap panels will be released and airflow separators, lines, and control valves. Sometimes the only replacment option for will retract them. rare miscellaneous parts like this seat belt Method #2: would be to contact UTC spacer block is to make them. Cessna SNL05-10 defined the time limits Aerospace Systems “Goodrich Deicing” and the availability of overhaul kits and http://www.goodrichdeicing.com/ They Your best bet would be to contact release of new service material to aid in have an older STC for the installation Textron/Cessna and see if they would overhaul/repair of the flap components of surface deice equipment the utilizes provide drawings with material call outs as well as the mechanical landing gear

30 | TWINCESSNA.ORG components. 400 Series Nacelle Tanks These installation kits have not been available for over 30 years and most The new manual is a #D5266-2-13 which Tony, is it possible to retrofit nacelle fuel likely Cessna would not entertain you would need. The Flap Overhaul tanks to a 414A or 421C? I happen to restocking, even if you could afford kit is a 5115237-201 and is in stock at have a 1977 414 with dual nacelle tanks the price. Finding a salvaged aircraft Cessna. and I am considering whether they could with the tank installed and fitting it to be removed and fitted to a different another aircraft may be a possibility but The kit is complete with everything aircraft. I am aware of the wing locker again the installation hours will be very needed and Cessna says that the new tanks but I would hate to give up the high. I’ve never done one of these and gear sets are better than the original locker space. really have no idea, but I have a copy of with special hardened surfaces for the installation instructions for the 421C longer service life. The repair is a little Michael, TTCF Member and it consists of 41 pages of detailed tedious, but should not be beyond the instructions. scope of most technicians to complete Michael, if you are talking about the in house, with no real special tooling forward nacelle mounted tanks offered The easier way is to install the STC’d beyond a small inside blind bearing as an option from Cessna it may be Tom’s Tanks (O&N Modification) in the puller. possible to install them but these were forward nacelle thus leaving the rear done with something called an AK kit. section open. This kit was designed as A company in Wichita, B&S Aircraft, The 414A and the 421C are different an aftermarket installation thus making will also complete these overhauls. tanks with different fuel quantities. Following overhaul of this gear box the (continued on next page) entire flap system will require re-rigging.

Tony Saxton - Director of Tech Support, TTCF

340 Gear Door Gaps

Tony, could you advise if the gap you see in the picture provided is normal. It is between the main gear door and the airframe. It’s the same on both sides. After all my heavy SID work last year, It seems they should be ﬂush.

Many thanks once again.

Spiros, TTCF Member

Or Overhaul Your Own With Our PMA Parts, .015, .030, or .040 Over At Aircraft Specialties Services we know Our technicians have years of experience Starter Adapter failure can be a truly frustrating rebuilding these Continental adapters, using experience. A perfectly good aircraft that just the highest quality parts. We can also overhaul sits on the ramp. This usually happens at your own core, if you prefer, and get it back to It’s not unusual or a big problem if gear the worst possible time, when it’s sitting on you quickly. doors don’t close perfectly ﬂush. someone else’s ramp for example. We also Give us a call; we can get you back in the air know making repairs with a factory new Starter fast and at a price you can afford! That’s the Adapter is a very costly proposition. Spiros, these doors don’t always ﬁt Aircraft Specialties Services promise. tight along the front edge, and this That is why we stock a full range of overhauled position may be normal for your aircraft, Starter Adapters ready for immediate exchange. however if they weren’t this way before and now they are I would investigate as to why.

Tony Saxton - Director of Tech Support, TTCF

THE TWIN CESSNA FLYER • MARCH 2019 | 31

Readers Write (continued from previous page)

and I’ve been starting the engines and running them up to temp to charge the batteries etc. I’ve been told that I’m “Everyone from engine hurting them by creating moisture that over-haulers to Continental doesn’t burn off in a n hour. Is that true? suggest that (ground runs Bill, TTCF Member for inactive engines) is Bill, yes, it is true. Everyone from engine not a good practice.” over-haulers to Continental suggest Nacelle fuel tank retroﬁts are still that this is not a good practice. The oil there something special for RAM. Also, available. The STCs formerly held by O&N never gets totally warm enough for a where do I get them. Aircraft are now held by Griggs Aircraft. long enough period of time to boil off the moisture and the act of running the it much more doable and is available Bill, TTCF Member for virtually all models of twin Cessna’s engine introduces even more moisture, which is corrosive. with nacelle lockers. Bill, the internal and external decals

will be a combination of the ones Cessna It is best to place the engines into short O&N Modifications in Factoryville PA requires, additional or changed placards closed its doors in 2016 but the fuel tank or long term storage as defined in the Continental M-O manual Chapter 9. STC was continued by Griggs Aircraft per RAM Aircraft modification STC,

Reﬁnishing in Tunkhannock PA: http:// plus additional ones required by various Tony Saxton - Director of Tech Support, griggsaircraft.com/ Hope this helps. other installed STC’d equipment. TTCF Tony Saxton – Director of Tech Support, Finding out what is and what isn’t Decal Replacement TTCF required is a tedious task that is different for each aircraft depending on installed Tony, I have a 1976 Cessna 340A RAM IV Short Engine Runs equipment. Try: and I want to replace all the decals. Do I utilize the original Cessna decals or is I have an airplane for sale, a 421C Aerographics in Loveland CO 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A 401, A, B, 402, A, B, C, 411, 411A, 414, 414A, 421, A, B, C

32 | TWINCESSNA.ORG http://www.aerographics.com/ which can be emulated by a stack of type seal. Check for leaks and use a drop about 4 or 5, AN960-10 washers. (See or two of light oil on the upper shaft to Aero Decals in Palm Bay FL parts manual Figure 81 item 5 and 6. lube the bearing. http://aerodecals.com/ Install the seat and slide aft most of the way and reach in-between the two This is a 200 hour or Annual inspection Higher Graphics in Tampa rollers and install the bolt into the item as well as on condition if fuel https://www.highergraphics.com/ hole and the underlying nut plate and contamination is encountered. tighten. Plus a host of others. Tony Saxton – Director of Tech Support, Tony Saxton - Director of Tech Support, TTCF Tony Saxton - Director of Tech Support, TTCF TTCF 340A Oil Leaks 340 Fuel Selector Valve Servicing 310 Nose Trim after Autopilot Change Tony, I hope you guys are surviving Tony, the C340 service manual says the polar vortex! I have a couple of Tony, I just got back from getting an to service the fuel selector valve filter questions if you have time. STEC 3100 installed. My old autopilot annually or every 200 hours. The service had equipment in the tail whereas procedure, as far as I can decipher, is 1) Reference the photo I have attached. the 3100 does not. The CG has moved to remove the valve from the airplane, enough forward such that the “normal disassemble it and clean the filter. This (continued on next page) takeoff range” by the trim wheel results seems to me in still a too nose heavy trim. Acceptable to generate a takeoff trim is back (nose up) and out lot of wear on of that range. Have you seen this before flare fittings and is it acceptable to have takeoff trim and the valve out of this range? itself. Is this really required Also I have never messed with the two in your middle seats but when they put them experience? back in after install moving them full Is there a forward causes them to come off the different way rails. Is there supposed to be a stop they to service the forgot to put back in? filter?

David, TTCF Member Jabe, TTCF Member David, I can’t imagine this much weight shift with a simple autopilot change. My Jabe, on these thoughts would be that the elevator trim selectors, system has been redone due to the old the bowl and autopilot removal and when reinstalled the screen was rigged incorrectly and/or maybe assembly different. The indicator can also be in is easily a different spot or out of rig. Reset the accessible and rigging. removable without Remember that in Twin Cessnas the removing the trim tab travel Up (nose down) is much entire selector less travel than trim tab Down (nose valve. Shut up). The rig dimensions are in the off the fuel maintenance manual and when they say and remove like 10 degrees up and 26 degrees down the six attach they are talking about the tab deﬂection screws around direction, and not the nose travel. Also the bowl and remember the requirements of AD remove the 2016-17-08 elevator trim hardware screen. Blow replacement if removed. out the wire screen type The middle seats have a stop that is ﬁlter with about 1/2 way down the actual track compressed on the inboard track which looks like a air. Reinstall simple #9 hole. The stop consists of an the screen and AN3-12A bolt and an #0812996-1 stop the bowl with (Cessna wants $247.73 each for these) new O-ring

THE TWIN CESSNA FLYER • MARCH 2019 | 33

Readers Write (continued from previous page)

What is the drain for in the photo that modification and the incorporated Please let me know what the problem is closet to the camera on the centerline fiberglass scoop. No oil or fuel should could be and how to proceed regarding of the scoop? I have referenced the drain from this line unless the engine the diagnosis. Additionally, let me know parts manual and the service manual drive side seal is bad or the fuel pump of anything else I could have done while but cannot find what this drain is for. I fuel side seal is bad. This bears checking flying, including whether I should have normally have oil on the floor from this into. also tried switching to the standby drain the size of two quarters after the voltage regulator. airplane sits for a week. No oil comes I would replace the air/oil separator from the drain in flight. (again available from RAM) as we find Amir, TTCF Member them heavily corroded on the inside 2) After about 30 hours I have oil coming and this will block the oil outlet on the Amir, as we discussed on the phone this out of the breather. When I clean the bottom (which has a small crimped style alternator system is not, by design, air oil separator the oil/water mixture outlet inside the can) or not sealing on very redundant. does not appear to be draining properly. the top cap. The oil return line is clogged. The can The problem with the main/standby will be half full after 30 hours. I have As you say it can also be an issue with style system is that, while there are cleaned and flushed the oil return line the engine simply having too high of two alternators, they are controlled twice now, both times after 30 hours of crankcase pressure thus overwhelming by a single voltage regulator (VR) / flying, at which point the oil starts to the breather system. You can complete a overvoltage control (OVC). If operating spill overboard from the breather line. crankcase pressure test per Continental on the main system and there is a Any thoughts other than possibly some Motors and RAM directions. problem (short, or wire failure) that excessive crankcase pressure? affects the the VR or the OVC, it Tony Saxton – Director of Tech Support, effectively shuts down both alternators. Mark, TTCF Member TTCF Yes there is the selectable standby VR/ Total Electrical Failure in a ’67 320 OVC and if it is a component problem only, then switching to the STBY Tony, last week, I was flying my 1967 position will correct the problem. If, Cessna 320E to Sacramento when I had however, the issue is a short or wire a total electrical failure! This happened failure, switching to the standby within 20 minutes of the departure. components will simply fail those units First, Oakland Center notified me of not as well. Thus the goal of redundancy is receiving my transponder and asked me not very well served. to recycle. Right afterward the first com radio started acting up, blinking first In this instance; YES you should have then going off completely. I tried the tried the standby position to reestablish second radio to no avail, it was getting the electrical system. juice but not working. Tony Saxton - Director of Tech Support, I checked the fuses and all seemed OK, TTCF and then tried checking the alternators, ammeter, then turning the alternator 421 Testimonial switch off and then on again on each alternator. I then reset both alternators, Greetings Bob, always enjoy your This drain is likely the engine driven fuel but nothing helped. I turned back and articles. I can hear you talking as I pump “dry bay” drain. It should not be put the gear down with the remaining read them. In the November issue of leaking oil. juice left in the batteries, contacted the last year, you discussed the #4 question ATC using my cell phone, and landed. you are asked most often: are these old Mark, check on the inside of the cowling I thought one alternator should be able airplanes reliable? I wanted to share my for tube connection but typically this to handle the load should one alternator experience. outlet is the drain line for the engine goes off line. driven fuel pump “dry bay” drain. It I’ve owned and operated a 1977 421C for has been located in this spot from the One thing I did not do was switch the 20 years. Spectacular aircraft! I put on original due to installation of RAM main Voltage Regulator to the Standby. 4,000 hours, about 200 hours annually,

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34 | TWINCESSNA.ORG runways which allows for slow power Feedback on Icing Flight Article advancement (easy on the engines) and less wear on brakes and tires on landing. Last month I wrote a piece about a flight I made in an area of forecasted It might be hard to believe, but icing. WeatherSpork co-founder Scott pressurization worked perfectly and Dennstaedt sent me a lengthy reply. He matched the POH specs for all altitudes did not criticize my decision to fly but with only minor tweaking. The original showed me how much more preflight factory air and 800 autopilot, also good. weather information was available. It Dennis Oliver’s 421C. He flew it 4,000 On trips to Las Vegas in the summer, I was an impressive analysis but too long hours without a single trip cancellation always put in hangar so aircraft would to print in the magazine, so I posted it due to a mechnical issue! not get heat soaked. on the Technical and Safety page of our website under “TTCF Info.” Check it on average. About $20,000 a year was I did have the opportunity to sell the out for a short course in icing preflight spent on maintenance. Golden Eagle. At Prebuy, I offered the weather briefings. buyer $100 for every light and switch I can’t recall having to ever cancel a trip that didn’t work. They all did! Bob Thomason, TTCF Editor due to mechanical reasons. I always taxi in slowly after landing (4 - 5 minutes) Look forward to your excellent to let turbos spool down and do post- magazine each month. flight checks on the lights, mags, etc. so if there is a problem, it can be repaired Dennis, TTCF before the next flight. Member

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THE TWIN CESSNA FLYER • MARCH 2019 | 35

Classiﬁed Ads

Aircraft for Sale/Wanted 32 years, ADS-B G750, G530W, GTX 330 Xpd, GDL 88 Out with a Garmin ADS-B, GDL 69 WX Data, Flightstream 1966 Cessna 310K GTX-335, GNS 480 210, 400 B, 183 Gal, Shadin, JPI 760, N494W. 6491 TT. Nav/Com/GPS, VGs, Air, K.Ice. Annual due July 2019. IO-470 260 HP MX-20 MFD, KFC Useful Load 1834 LB. NDH, All Logs. LE 728SMOH RE 200 A/P, American Located (OK). Asking Price $447,000. 825 SMOH. Good Aviation Intercoolers, 300lb Gross Contact Jerry Temple at (972)-712-7302. compressions. McCauley props: 432 Weight Increase, Deice Boots, Prop www.jerrytemple.net SPOH. Dual VOR/ILS - Dual Com KR Deice, Alcohol Deice for Windshield. 87 Bendix/King, Digital ADF Interior and paint in good condition. 1971 Cessna 401B. Priced to move! Garmin 155 GPS, STEC system 40/50, TTAF 3832.0 - Priced to sell. Art $90,000. TT 7038. LE 605 SMOH - Prop Transponder/Altitude Encoder. Johnson (541)729-1099 or (541)484-2434 605 SOH. RE 605 SMOH - Prop 605 Cleveland Wheels and Brakes. Airwolf [email protected] SOH. Spar Cap Due 500 HRS. ASPEN Filter Kit. Hangard at KLVN - Lakeville EFD 1000. S-TEC 55X A/P. GARMIN MN. Maroon Trim on White - Ex. 1978 340A RAM VII -- 3395 TT, 107/107 530W, 430W. GTX 330 Transponder. Condition-Very Clean $69,000. Jim SMOH, 107/107 SNP, Excellent Paint GMA 340. EDM 760. KWX 56 Radar. Gilmore 612-685-4506 or smwwinglead@ & Interior, Aspen 1000, G530W, Ex 500 (765) 585-0272, Stephen Songer, SWI gmail.com MFD, Radar, Garmin GTX 345 Xpd Aviation. [email protected] ADS-B In & Out, Traffic, WX Data, 1977 Cessna 310R; 400B AP/FLT Dir, Shadin, JPI 760 1979 414A RAM 6832 TTAF; 474 Gem, Air, K.Ice, Spoilers, VGs, Strakes, IV, 7426 TT, 599/67 SMOH Engines and Nacelle Fire. Excellent Maintenance. SRAM, 499/499 props; Cessna 300 Annual Due Sept 2019. Located SPOH, G600 W/SVT & 400 avionics plus Addison, TX (KADS). Asking Price & ALT Pre-select, GNS 430; NSD-360 HSI; Good paint & $405,000. Contact Jerry Temple at (972)- 530W, GTX 330ES, interior; Complete logs; November 2018 712-7302. www.jerrytemple.net GDL-88, GDL-69A, P200 WX RADAR, Annual; July 2017 IFR; $109,900; Guy 400B IFCS w/YD & ALT Pre-select; Maher, Lanier Media Aviation Services: 1979 340A RAM1V- WX-900, JPI-760, PMA-8000B, K-ICE, (704)-287-3475, [email protected]. TT 3724 All Logs, February 2019 Annual, August Q-tips TSOH 2017 IFR, Good paint, Very nice interior. Wanted - 310R Lease for 100 Hours. 1054/1054 Props $299,000. Guy Maher, Lanier Media JTA customer needs M/E Hours. Contact TSOH 208/208. Aviation Services, (704)-287-3475; Jerry Temple at (972)-712-7302. www. Immaculate Interior/ [email protected]. laniermedia@ jerrytemple.net Exterior. 183 gal; FIKI; -Keith A/c. gmail.com. New Glass Panel in 2015; 2 x GTN750, Want to Buy: I am looking for a RSTOL- Aspen EFD1000; GMA35; GWX70 1982 414AW RAM equipped 340. Please contact Edmund Radar, Avidyne TAS615 ADS-B; Golze VII -- 5880 TT, at: [email protected] ADL110B Euro Wx & SMS system; 550/550 SRAM WX500 Stormscope, Century A/P & VII 335 HP, 495/93 1977 340A 4497TT, digital pre-select. Based in London SPOH, Winglets, 1059 since RAM UK ; N registered; would ferry to Spoilers, VGs, Air, VII conversion US. $260,000 with new annual, K.Ice, Shadin, JPI 760 Gem, Dual G with Scimitar williamsfl[email protected] 530W, Ex 500 MFD, Dual GTX 330ES props, 670 STOH - ADS-B Out, Stormscope, Radar, WX , Known Ice, 1979 340A, RAMVII Data, 497 Skywatch Traffic, STEC 65 1995lb useful load, 183 gal, Leather, -4069 TT,L305/R11 AP, STEC Alt Pre-Select. Excellent P&I, 530W, 430W, Color Radar, Sky Watch 74SMOH,Props86/8 Quality Maintenance, All Logs, NDH, Traffic, STEC 55X with Alt capture, 6SPOH,G500FLTD 1767 Useful, Annual Due Sept. 2019. Known Ice, radar alt, spoilers, Factory isplay,G530W, GDL Located (ID). Asking Price $479,000. Air. Never Damaged, well maintained, 69A WX Data, 800B Contact Jerry Temple at (972)-712-7302. Sept annual with overhauled condenser A/P, Alt Pre-Select, 200Gal, Shadin JPI www.jerrytemple.net blower, electric altimeter, and new tires. Gem, Spoilers, VGs, Keith Air, K.Ice, Getting Avionics upgrade this month TANIS Heat, Excellent P&I. 1746LB 1968 421: 5589 TT, for GTX345 ADS-B and Aspen E5. Useful Load. Annual Due Dec 2019. GTSIO-520-D 271 Consider trade for Lancair 4P $269,000 Located (ND). Asking $277,000. Contact SMOH(L) and 1400 (303) 817-2033. john.seabury@comcast. Jerry Temple at (972)-712-7302. www. SMOH(R), new net jerrytemple.net starter adapter kits on both. Sept ’18 1978 Cessna 340A S/N 340A0490. Fine 1981 340A RAM VI - 7074 TTAF, 30/30 Annual. Garmin GNS530, GNS430, condition, Annual completed July SMOH, 30/30 SNew Props, G 500 w/SV, GMA340 audio panel, GMX200 MFD 2018, One owner, hangered for past

36 | TWINCESSNA.ORG Classified Ads w/Jepp Chartview data, and a Garmin Parts For Sale/Wanted Aircraft Accessories GTX330S transponder w/traffic. S-Tec International: Twin 60-2 with elec. trim. Aspen AT-300 Cessna accessory displays terrain on VSI. JPI engine overhaul facility. monitor w/fuel flow. Pressurization Specializing in Fuel and deice work flawlessly. P&I are Parting out 300 through 400 series Pumps, Fuel Selector Very Good. Windows/glass in excellent aircraft. Most flown to our facility. All Valves, Landing Gear shape. This corporate airplane is a great with records, have 110 aircraft in 300 Actuators & Trim Tab Actuators. Quick bargain at $99,500 OBO. Contact Shawn series & 84 aircraft in 400 series. Oldest turns & overhaul exchange available. [email protected] in aircraft parts at 58 years in business. 770-703-4316 or [email protected]. (800) 821-7733 whiteindustries.com www.aaiair.com 1980 Cessna RAM 421C Priced to Sell! Misc. Avionics For Sale: Removed for Carolina Avionics & Aircraft Interiors – LH: 764 Hrs Since upgrade. Cessna 400B autopilot w/yaw Salisbury, NC (KRUQ). Custom design RAM overhaul (1,600 damper (working well when removed), & installation of interiors and avionics Hrs TBO), RH: 94 Make offer. Contact editor@twincessna. upgrades. First class interiors, glass Hrs SMOH, ADS-B org cockpits, new instrument panels, and Compliant, Oilamatic Engine Pre- ADS-B solutions…one stop service. For Oilers Installed, 230 Gal Long Range T303 Parts Buy/Sell/Trade-Call Robert info and quotes: www.CarolinaAvionics. Fuel, RAM Gross Weight Increase, in Florida at (386)547-9880; robert. com or call Gary at (704) 630-0211 for Known-Ice, Good Condition Inside and [email protected] avionics help ([email protected]). Out. Located in IL. Contact Courtesy Aircraft 815-229-5112 or email darcy@ Large Cessna 414A Parts Package for Flight Training courtesyaircraft.com. Complete specs at sale!! Contact tom for info and pictures: www.courtesyaircraft.com 503-446-0910 or homestead623@yahoo. Initial and recurrent training in all com . 300 and 400 series Cessnas. Insurance 1980 421C Golden Eagle -- 6300 TTAF, approved. Your aircraft / your location. 602/602 SRAM, 718/718 SPOH. VGs, Complete Landing Light Assbly from ‘59 MK Leighton. 561-738-7056 or Spoilers, Strakes, Wheel Covers, 2013 310C. Working when removed, includes fl[email protected]. Paint, JTA “9” Int., G600, Charts, bulb. $1,000 incl. shipping. Bob: 530W/430W, GTX 345, ADS-B In/Out, [email protected] Insurance approved initial and recurrent Skywatch, Radar, KFC 200, 232 Gal, training in Cessna 310/340/414/421 Shadin, JPI 760, Air, K.Ice. 2175 LB Parting Out a 1956 Cessna 310: Airframe aircraft. Gold Seal CFI, CFII, MEI. 40 Useful. Located (NC). Annual Due July and associated components. Many good years experience. Based at KEDC near 2019. Asking Price $525,000. Contact and clean airframe structure, flight Austin TX. Proficient with G500/600, Jerry Temple at (972)-712-7302. www. control, and systems parts available. [No GNS430/530, GTN650/750 units. Gerry jerrytemple.net engines, props, or avionics.] Guy Maher; Parker, 713-826-6663, gparker@pmkc. 704-287-3475; [email protected]. com 1981 421C - 4908 TT, 87/87 SMOH, Parting out 320 D: control surfaces, Cessna 300/400 series flight training 87/87 SPOH, wings, gears, brakes, engines, interior, initial and recurrent in your aircraft by 530W/430W, instruments 503-803-5661 or stanturel@ ATP and Master/Gold Seal CFI/DPE GTX 330, ADS-B aol.com Southwest based. Todd Underwood at In & Out, GDL http://www.findapilot.com/Pilot-12523. 69 WX Data, Radar, 800B, Shadin, JPI For Sale: Cessna 414 Fuel Selector html 623-202-6910 toddmunderwood@ 760, Air, K.Ice, Excellent Interior, Top Decals. Strong, UV protected, color fast, me.com Shop Maintenance. Located Conroe TX. laminated self adhesive exterior grade Annual Due 12/31/2019. Asking Price material. Match originals. $50.00 / Watauga Flight Service located in $447,000. Contact Jerry Temple at (972)- set. Bill Burger (775) 749-4043. bill_ Elizabethton, TN. See our ad on page 712-7302. www.jerrytemple.net [email protected]. 34 and be sure to check out the “Always Learning” section of our website at Twin Cessna Buying or Selling Maintenance www.flighttrainonline.com. Contact Assistance: My 40+ years of experience dmoo@flighttrainonline.com in GA aircraft sales can be your personal Airborne Flying Service: Hot Springs safety net in finding the right twin AR. 20 years of Twin Cessna experience: Cessna 300/400 Series Initial or Cessna for you – or selling the one you Inspections, troubleshooting, repairs, Recurrent Ground and Flight Traing in have. For a no obligation consultation, modifications, and more. Instrument and your Aircraft. Texas based near DFW, contact Guy R. Maher, email: avionics repair station adjacent to our or will travel to your location. Jerry [email protected], 704-287-3475d, facility. Call: Mark or Wesley at (501) Lunsford: [email protected] 817 www.laniermedia.com. 624-2462 or [email protected] (continued on next page)

THE TWIN CESSNA FLYER • MARCH 2019 | 37 Classifieds (continued from previous page)

480-8866 training in your 300/400 series aircraft, article in March 2012 TTCF edition ATP CFII, New England based, will about special 421 single engine training. C300/400 Initial/Recurrent training. travel, call James Shepard, 207-409- Call TAS Aviation at 419-658-4444 And Insurance approved. 26 years over 6906. ask for Marla. 4000 Twin Cessna Pilots trained. www. rtcpilot.com 1-800-727-1014 Wright Aviation: Initial Twin Cessna FITS Accepted, Recurrent Twin Cessna Aerial Sim Training specializing Training, Glass & TAA initial and in Cessna 300, 400 piston aircraft. refresher, G500/500, GNS430/530, Insurance approved initial & recurrent. Aspen, visit www.wrightaviaiton.net. Precision Flight Controls DCX MAX email [email protected] Promotion AATD Flight Sim. www. NOT A TTCF MEMBER? aerialsimtraining.com or contact Jeff at TAS AVIATION, 626-552-9214 Bus or [email protected] Cessna 300/400 San Gabriel Valley Airport (formally El initial & recurrent “I have to laugh every Monte Airport) KEMT training in your aircraft. Flight Reviews time renewal comes up. or IPC checks when you pickup your Insurance approved initial/recurrent aircraft or when we drop it off!!! See I wonder not how much money the renewal costs; rather, how much money you will save me this year, next year, and even the year after that! If you only knew how much money I save on annuals and maintenance because I’m a member, you’d be asking me for a bigger slice.”

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THE TWIN CESSNA FLYER • MARCH 2019 | 39

The SM TWIN CESSNAFlyer

ENGINE & SYSTEM Seminars

When: 1) SEPTEMBER 2019 (TBD) 2) october 2019 (TBD)

Where: 1) Las Vegas, NV (KHND) 2) TAS AVIATION, DEFIANCE, OH (KDFI)

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

Systems Seminar ENGINE Seminar

Topics Covered: Topics Covered:

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

BENEFITS INCLUDE:

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

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

Supporting Twin Cessna Owners Worldwide since 1988 P.O. Box 12453 Charlotte, NC 28220

Application for Membership

1. ______Date: ______Name (First, Middle Initial, Last)

2. ______Address

3. ______/ ______/ ______City State/Province Zip or postal code

4. (______) ______Email: ______Area Code Phone (required)

5. ______/ ______/ ______Airplane Model Serial # Registration #

6. Check Membership Desired:

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Please fll out and fax to: 1-877-977-3246 or email to [email protected] Join online with a credit card at www.twincessna.org