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TOUCHING DOWN IN DEATH VALLEY p.46

August 2020 • cessnaflyer.org CESSNA 208 CARAVAN 35 Years Moving People and Parcels p.34 Another Set of Eyes: Top 10 Avionics Enhanced Vision Systems Upgrade Mistakes p.40 and how to avoid them p.26

Renovating an Interior Mounting Side Panels p.20 2 • Cessna Flyer / August 2020 …the heart of your aircraft®

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CONTRIBUTING PHOTOGRAPHERS Paul Bowen James Lawrence Keith Wilson

1042 Mountain Ave., Ste. B #337 Upland, CA 91786 Call or Text: 626.844.0125 www.cessnaflyer.org

Cessna Flyer is the official publication of the Cessna Flyer Association. Cessna Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. POSTMASTER: Send address changes to Cessna Flyer, 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. Subscriptions, advertising orders, and correspondence should be addressed to 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.; Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is designated for your magazine subscriptions. The information presented in Cessna Flyer is from many sources for this reason there can be no warranty or responsibility by the publisher as to accuracy, originality, or completeness. The magazine is sold with the understanding that the publisher is not engaged in rendering product endorsements or providing instruction as a substitute for appropriate training by qualified sources. Cessna Flyer and Aviation Group Limited will not assume responsibility for any actions arising from any information published in Cessna Flyer. We invite comments and welcome any report of inferior products obtained through our advertising, so corrective action may be taken.

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August 2020 / Cessna Flyer • 5 August 2020 • Volume 17 • Issue 8

The best way to Prop & Cowling prevent damage 8 THE VIEW from HERE • from dust is to Jennifer Dellenbusch install a new air 8 LETTERS to the EDITOR filter prior to CESSNA FLYER EVENTS flight. 10 12 THE HIGH and the WRITEY • Kevin Garrison 16 QUESTIONS & ANSWERS • Steve Ells

Cockpit & Fuselage 20 RENOVATING AN INTERIOR, PART FOURTEEN: MOUNTING SIDE PANELS • Dennis Wolter 26 THE TOP TEN AVIONICS UPGRADE MISTAKES, AND HOW TO AVOID THEM • Dale Smith 34 35 YEARS MOVING PEOPLE AND PARCELS: CESSNA 208 CARAVAN • Scott Kinney 40 ANOTHER SET OF EYES: ENHANCED VISION SYSTEMS • Dave Higdon

46 TOUCHING DOWN IN DEATH VALLEY • Dennis K. Johnson

Tail & Rudder 54 NEWS 64 ADVERTISER INDEX 66 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING

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August 2020 / Cessna Flyer • 7 The View from Here Letters to the Editor By JENNIFER DELLENBUSCH Send your letters to [email protected] Dragon 921: A Unique Cessna Warbird By Charles Largay Website dreaming July 2020 To Jennifer, I just received the Cessna Flyer with the WHAT WOULD THE PERFECT Cessna Flyer website be to you? A-37B 921 article. You did a great job on the What features would it have? What would it look like? How article, and obviously Keith added some would it function? great photos. We have made a few updates to the Cessna Flyer site over I hope your readers find it interesting. I feel very fortunate to be able to fly such a fun the years, but we know it can be improved, and we’d like you to warbird, and a Cessna, at that! help us by providing ideas to improve it. Charles Largay I’ve looked for help online, found blogs with titles such as: “Three Questions you Need to Ask to Build the Perfect Web- site,” “Seven Things You Need to Know to Build the Perfect Rejoined Member Looking Website,” and “Five Features You Must Include for the Perfect Website.” There’s good information in some of these, but it’s for Next Cardinal geared toward the website owner. I want to know what you To Mr. Dellenbusch, would create for yourself if time, money, and technology were I wanted to let you know that I received no barrier. the Cessna Flyer with the Cardinal article. It may not be possible to provide you with all you de- Thank you so very much for locating and sire, but it pays to dream big. Out of this exercise, forwarding the magazine to me. I greatly appreciate it and have already read the we may come up with some great and work- magazine. able ideas that we can put into place. I had a 1968 Cessna Cardinal for four I’m going to send a survey out years, and then I moved to the Piper Arrow, in mid-August asking questions but I missed the Cardinal so much that I am to help you to help us in our selling the Arrow and I am now going back website improvement project. to the Cardinal. I have rejoined CFO and I I would very much appreci- am now looking for the next airplane. You don’t know how much I enjoy ate your participation. You reading Cessna Flyer. I even show them to are welcome to contact me my mechanic so he will stay up with all the directly with ideas, gripes, current issues. They have been extremely and inspiration, as well. helpful. Again, thank you for your help. Blue skies, Keep up the good work. Dan Page

Reply: Hi Dan, This was such a nice email to receive. Thank you! I believe Cessna Flyer Association and CFO will be everything you need to enhance your ownership. We’re here to help. Be well, stay healthy, and spend your kids’ inheritance on your Cardinal. Kent

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

When Your Nosewheel is in the Back Taildraggers offer unique rewards for pilots who are willing to learn their quirks.

ack in the days when Smokey was still trying to appre- They tried everything they could think of to fix this problem. hend the Bandit, and a mood ring was a popular piece of Test flights using blocks of wood in lieu of skids did not go well, Bjewelry, I ran into a friend of mine who had just gotten nor did their other idea of tying small goats to the bottom of the a job flying co-pilot on the Boeing 727 for a backwater Mi- airplane, which ended in some messy landings. Just when they ami-based cargo company. thought they would have to build an FBO around the airplane “What is it like to land that big thing?” I asked. after every flight, a poorly paid line crew member—let’s call him “Not hard at all,” he said. “Once you get used to flaring 50 Kevin—came forward and suggested the use of wheels. feet in the air at 120 knots with the main gear wheels 60 feet Wheels were all the rage back then, and many a flapper behind the cockpit, it is a piece of cake.” had them on their flivvers, so Kevin thought they might turn It absolutely blew my mind that I might someday be flying out to be the “bee’s knees.” an airplane as huge as that. Tons of flying time and thousands Aviation engineers of the day began their “round goat” of landings later, I wonder why I was so worried about it. An experiments with two wheels in the front of the underside of the airplane is an airplane, after all, and I went on from that 1970s aircraft (the underside being considered then, and now, to be the smoke-filled FBO lobby to fly some pretty big airplanes all best side to aim at the ground when landing), with a wooden skid over the world. on the back. Eventually, they arrived at the idea that the airplane would roll better if they added a third wheel to the …you can buy a used tailwheel aircraft tail. Hence the term “tailwheel.” Bringing you into the loop like I did, for the price of two 1970 Ford Brand-new production aircraft equipped with tailwheels are available today for the price of a house in Malibu, California, that has a saltwater Pintos and a mood ring. swimming pool…or you can buy a used tailwheel aircraft like I did, for the price of two 1970 Ford The idea of flying a big airliner was exciting and fright- Pintos and a mood ring. ening because it was unknown to me, but I later found that My personal preference is for inexpensive, used taildrag- landing a Boeing 727 is no easier or harder than landing any gers. I have been eating since I have been very young, and other aircraft, once you have done it a few hundred times. have utilized the extra money that I might have spent on a Pilots and people in our little corner of the aviation world new taildragger on such things as food, rent, prop wash, and that we call “General” often seem to have the same awe and T-hangar door grease. angst when it comes to flying machines that have their nose- New or old, taildraggers all operate the same. They all wheels in the back—tailwheel aircraft. want to switch ends from back to front when you are taking off or landing. This tendency to “ground loop”—a term that is The history of tailwheel flight not as fun in practice as it sounds—comes from the fact that Most people do not know that the use of the tailwheel to most of the weight of the aircraft is behind the main gear and make marginal landings on the grass and dirt airfields of our it constantly wants to be in the front. forefathers and foremothers began almost immediately after Every tailwheel aircraft that has ever been produced and Wilbur and Orville aviated off a windy beach in their appropri- every pilot who has ever flown a taildragger has ground looped ately named Wilbur and Orville Flyer. at least once. If the person trying to sell you their taildragger The W&O Flyer was equipped with wooden skids that were tells you that it has never been ground looped, I fully expect used to help the airplane slide to a stop after flight. These you to laugh at them in the most derisive way you can manage skids worked very well when all they wanted to do was take as you return your checkbook to your pocket and back away. off or land, but they were not very useful when it came time to While there is no such thing as a “good ground loop,” the taxi back to the hangar so they could catch the FBO’s courtesy quality and damage cause by them can run the gamut between crew train and go out for a dollar hamburger—the equivalent “mildly embarrassing” and “call the bulldozer person to pull of today’s $100 hamburger. this thing out of the mud.”

12 • Cessna Flyer / August 2020 August 2020 / Cessna Flyer • 13 The High & The Writey

Every tailwheel aircraft that has ever been produced and every pilot who has ever flown a taildragger has ground looped at least once. There is nothing to worry about. Anybody who can rub Tailwheel training their tummy and pat their head while standing on one foot and I recommend that you always try to go for the mildly em- reciting Shakespeare’s Falstaff soliloquy in the original Latin barrassing form of the ground loop. To do this, you will need can easily learn to fly a taildragger. training from a qualified tailwheel instructor. You may have noticed after a thorough reading of the FARs Congratulations! You’re one of us… that there is no such thing as a CFI-TW (CFI-tailwheel). All It may have taken buying me a dozen lunches and hours you need to be a CFI who teaches tailwheel techniques is to of nerve-wracking training, but once trained, you are now and tell potential victims that you are a CFI who teaches tailwheel forevermore a tailwheel pilot! techniques. This is exactly how I got my first job teaching a As a fully qualified tailwheel pilot, you are now allowed to tailwheel student. We sort of learned together. buy me dinner; or at least the nachos. You are also qualified to Try to find an instructor who has years and years of expe- wear the official tailwheel pilot hat, use the secret tailwheel -pi rience in the ground looping of all kinds of tailwheel aircraft. lot handshake, and lounge around various FBO lobbies making These people are fairly easy to spot on any airport. They all fun of those insipid nosewheel flying geeks. have a sort of “twitchy” look in their eyes and most wear jodh- You have joined the pantheon of tailwheel aviators. Pilots purs and carry a riding crop. like Doolittle, Lindbergh, Earhart, Saint-Exupéry, and Wrong- As a semi-professional tailwheel flight instructor, I can tell Way Corrigan have all gone before you, ground looping various you that your training will consist of at least an hour of ground historical aircraft throughout history. You are one with them briefing on the characteristics of tailwheel aircraft and then now, and will forever be looked upon with awe and respect by some flying time. The ground briefing hour will go more quick- those who have not mastered the wheel of the tail. ly for both of us if you buy me lunch. The flight part will first consist mostly of taxi training Excelsior! along various taxiways. We will then attempt an equal number of takeoffs and landings. How many hours will your flight train-  KEVIN GARRISON’S aviation career began at age 15 as a ing take? This depends on three things: lineboy in Lakeland, Florida. He came up through General How competently you can take off and land with only a few Aviation, retired as a 767 captain in 2006, and retired from mildly embarrassing ground loops. instructing airline pilots in 2017. Garrison’s professional The quality of the place you took me to lunch. writing career has spanned three decades. Send questions And how much money I need to make the payments on my or comments to [email protected]. two 1970 Ford Pintos.

14 • Cessna Flyer / August 2020 SWITCH OUT YOUR VIEW When it’s time to replace your mechanical ADI, the digital GI 275 is an easy-to-install solution that offers more reliable information to help drive your autopilot.*

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19-MCJT25883 GI275 ADI Ad_SPLIT-8.25x10.75-CessnaFlyer.indd 1 3/13/20 9:47 AM Questions & Answers By STEVE ELLS

NORSEE Equipment, Air Filters and Air Boxes, Talking with Your Mechanic Replacing a turn coordinator with an electronic instrument, air filter and air box options for a Cessna 182, having a frank discussion with a mechanic about missed items on an annual inspection.

The turn coordinator in my 1979 Cessna 182P Skylane is enhancing” equipment without it being approved by one of the about ready to die. It wobbles in flight, and after I shut traditional approvals which include the original design approval Q down the engine at my tiedown, the gyro makes a lot of (Type Certificate Data Sheet [TCDS]), Supplemental Type Cer- noise as it winds down. It doesn’t keep spinning long. I could tificate (STC), Parts Manufacturing Approval (PMA), Technical get another one, or get this one rebuilt, but aren’t there other Standard Orders (TSOs), and field approvals. options? The range and number of items that can be installed is Steve

Yes, there are. During the last decade, the FAA has …you can legally install a made it easier to complete certain tasks that are deemed A to be safety improvements. Garmin G5, a Dynon D10A, a This FAA program is called the NORSEE program. The acronym is for “Non-Required Safety Enhancement Equip- ment.” (Find more on the FAA’s NORSEE website, listed below in uAvionix AV-30, or one of the Resources. —Ed.) As I understand it, this was first implemented following a other electronic replacements spate of fatal low altitude loss-of-control accidents. The industry and the FAA worked together on this program to make it in place of your turn coordinator easier to install angle of attack (AOA) displays which better define where the wing is in the lift and stall spectrum than an airspeed gauge or readout. with just a logbook entry. The FAA issued a 14-page policy statement—Policy No. PS-AIR-21.8-1602—to standardize the approval process and expanding and today includes items such as Levil Aviation’s describe the type of equipment that would be considered. That Broadcasting Outer Module (BOM), carbon monoxide detectors, statement reads in part: and powered instrument panel tablet mounts from Guardian Subject: Approval of Non-Required Safety Enhancing Equip- Avionics; among other pieces of safety enhancing equipment. ment (NORSEE) In your case of a failing turn coordinator, Policy State- Date: 03/31/16 ment PS-ACE-23-08, titled “Replacement of Vacuum Driven The types of equipment that may be considered NORSEE Attitude Indicators in 14 CFR, Part 23/CAR 3 Airplanes” include, but are not limited to the following: Traffic advisory sys- states that you can install electric instruments in place of any tem, Terrain advisory (such as a terrain awareness and warning vacuum-driven instrument. Here's the text: system (TAWS)), Attitude indicator, Weather advisory, Crash- This policy statement describes acceptable compliance methods worthiness improvement, Configuration advisory (such as gear for replacing vacuum-driven attitude instruments with elec- advisory for floats and takeoff/landing configuration), Supple- tronically-driven replacement indicators. Electronically-driven mental indication (such as a fuel flow or fuel quantity indicator), attitude indicators include indicators that use electrical power to Monitoring/detection system (such as a smoke, carbon monoxide, (1) excite an internal gyro, or (2) replace the operation of the gyro or fire detector), Extinguishing system (such as a fire extinguish- with microelectronics. Electronically-driven attitude indicators er), and Stability and control (such as an autopilot or stability may replace the existing attitude indicators used in VFR or IFR augmentation system). airplanes. So, what does this mean? It means you can install “safety Since I believe your turn coordinator is electrically pow-

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August 2020 / Cessna Flyer • 17 Questions & Answers ered, the guidance for replacing it with an electronic attitude I like it because it’s very easy to see if the paper media is dirty. indicator is in Advisory Circular (AC) 91-75. It’s cleaned by back-blowing with compressed air. Your mechanic can cite the AC as approval to replace your The other is the Brackett filter. This system consists of a turn coordinator with an electrically powered instrument, and metal housing that’s attached to the air intake portion of the the best part is that the replacement can function as an attitude cowling. Dust and other airborne debris is captured by a sticky indicator. That means you can legally install a Garmin G5, a substance that is on a dense foam material held in place in the Dynon D10A, a uAvionix AV-30, or one of the other electronic re- housing. The Brackett filter assembly part number for a 182 placements in place of your turn coordinator with just a logbook is BA-8110. The cost is $86. The elements should be replaced entry. All these options are much more reliable and provide at every annual or 100-hour inspection, or more often when much more information than your worn-out turn coordinator. operating in dusty areas. Replacement elements cost $20. There are a few caveats. Each electronic replacement must Both systems will protect your engine from airborne dust. have a backup battery that’s independent of the aircraft battery, In any case, if the dust results in you needing to go “on the and each must fit in the same instrument panel hole the turn co- gauges” to safely fly, I would advise you to land as soon as pos- ordinator came out of. Although there’s mention of field approvals sible to lessen the possibility of windshield and engine damage. and STCs in the policy state- My experience is you ment, the concluding sentence create all kinds of memo- An extreme example of a neglected says most of these changes are ries when weather or other engine inlet air duct and mounting. regarded as minor, therefore circumstances cause an requiring only a signoff in the unplanned stop. maintenance records. Happy flying, Happy flying, Steve Steve I recently read the I’m planning a article you wrote on cross-country flight this Q Cessna 182 inspection Q weekend from eastern tips and have pasted the to central Texas, right in the portion I’m concerned about path of the Saharan dust below. I would appreciate any storm. help locating this gasket for Can you foresee any risk my 182K. I’ve not been able to flying our Cessna 182 through locate it online. it, in terms of airflow to the “AD 77-04-05 mandates engine and/or damage to the a visual inspection of the cylinders? rubber seals on the flange of the flexible duct where it clips to I appreciate your thoughts. the carburetor air box. This old AD is often missed; SE76-18 Gary applies. Above is an extreme example of a neglected engine inlet air duct and mounting.” Yes, damage can occur due to dust getting into the (The article Bart references is available on the Cessna Flyer engine through the induction system. The best way to website. It’s linked below in Resources. —Ed.) A prevent damage from dust is to install a new air filter Bart prior to flight. Inspect it upon arrival. Kent Dellenbusch, ace parts finder at Cessna Flyer, responded: Change it if it appears Hi Bart, dirty. The best way to Check out Dynamic Propeller. They have what you need. There are two types (Link in Resources. —Ed.) of air filters approved for prevent damage Kent your 182 (three, actually, but I have zero experience from dust is to Follow-up Q: with the third type). I have another concern. After my previous annual, I found First is the Donaldson that my mechanic missed a cowl flap hinge (which I see paper filter which is the install a new air Dynamic Propeller also offers) that was about to fall off. This filter that Cessna originally most recent annual, he missed an intake gasket. Both prob- installed in 182s of that filter prior to lems I found myself after the annuals. vintage. A new Donaldson I’m struggling with how to address this kind of stuff with filter (Part No. 0750038-4) flight. my mechanic. He is a nice guy but is not taking any responsi- assembly sells at Aircraft bility for these types of things. I guess it’s up to me to know to Spruce for $135. It must be replaced (by AD) every 500 hours. Continued on Page 62 

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14367 VBA 2.99-CESSNA FLYER.indd 1 7/7/20 4:50 PM Renovating an Interior, Part Fourteen

MOUNTING This month, Dennis Wolter walks us through SIDE wrapping and mounting Cessna side panels.

PANELSast month’s article on side panels ended with the carefully bond the finish material to the backing panel. Be completion of the sewing process. Now we’re sure to locate the seams and pleats accurately over the ready to trim, mount, and wrap the finish covers marker lines drawn on the backing panel. on the repaired or new metal side panels. Pay particular attention to the tapered ends of the The first step in this process is to apply a cording, making sure that they end neatly at the edge Lcoat of brush-on or spray-on upholstery contact cement of the backing panel. Don’t forget to accurately make a to the back of the seams and pleat lines of the upholstery, neat V-cut at the edge of the backing panel so that the and along the marker lines on the metal side panel. After extra thickness of the cording lays flat at the panel’s allowing the adhesive to partially dry for 10 to 15 minutes, edge when the cover material is wrapped over the end

The all important V-cut that creates a relief to allow the thick Neatly ending a corded seam at cording to neatly wrap over the the edge of a side panel. edge of a side panel.

20 • Cessna Flyer / August 2020 Applying glue to the seam lines on both the back of the finish cover and the side panel.

August 2020 / Cessna Flyer • 21 Carefully pulling the material as you go will result in a wrinkle-free and snugly-stretched side panel. of the backing panel. side panel. Apply a coat of adhesive to side panel. The idea is to ensure none of Now, we begin the edge wrapping the perimeter of the back of the side the foam wraps over onto the side panel. of surplus finish material around the panel as well as to the back surface of Repeat this step at the center area of all perimeter. Start by separating about 2 the exposed finish material. four edges of the panel. With the finish inches of the lightly glued foam and cam- Start at the center of the side panel material glued at the centers, continue bric backing from the finish material. and, with a light pulling motion, neatly wrapping the edge of the panel by lightly Next, neatly trim away the foam and wrap and bond the approximately 2 pulling the material toward the cor- cambric backing to the edge of the metal inches of finish material down onto the ners as you bond it to the metal panel.

Cutting the finish material to accommodate a slightly rounded outside corner. Note that the cuts are set back about 1/8 inch from Wrapped, slightly the corner of the side panel. rounded, inside corner.

Using sharp scissors to precisely cut the surplus foam and backing material along the edge of a side panel.

22 • Cessna Flyer / August 2020 The tighter the radius of the curve, the closer the cuts should be to one another. Moving evenly from the center to the the finish material at the corners. It’s a and move outward to the others. Using edge will allow you to work any potential good idea to avoid sharp corners. At Air this process allows the corners to be wrinkles out toward the corners of the Mod, we create a small radius at each nicely wrapped, with no surplus material panel. Carefully pulling the material as corner of the backing material. Then overlapping that would create a bulky you go will result in a wrinkle-free and we make small pie cuts, as shown in the mess at outer corners. snugly-stretched side panel. photo on Page 24. Wrap the center pie Now, let’s talk about inside corners. The final step in wrapping side cut over the edge with a light pulling When cutting the material for an inside panels is neatly trimming and wrapping motion as you press the material down corner, we like to allow for a 1/8-inch

Finish material, cut and ready to be wrapped at a rounded inside corner.

Finished side of a Nicely wrapped slightly rounded rounded inside outside corner. corner.

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August 2020 / Cessna Flyer • 23 V-cuts ready to be wrapped over V-cut finish material wrapped the edge of an outside curved over the outside curved edge of Wrinkle-free edge of an panel. a panel. outside curved side panel. One important edge cutting detail: do not cut the finish material all the way up to the edge of the backing panel. inside radius. Wrapping this slightly radiused panel involves small V-cuts along the edge. corner involves two cuts in the finish material The tighter the radius of the curve, the closer approximately 1/8 of an inch apart and ending the cuts should be to one another. Wrap the just short of the edge of the backing panel. material over the edge with a light even pulling Again, wrap the thin center strip first and then motion. For an inside curved edge, you need to the two ends of the adjoining material. This make multiple straight cuts in the finish mate- will create a neat, wrinkle-free inside corner. rial along the curved edge of the panel. Pull the Move on to wrapping long curved edges. material outward as it is being pressed down Wrapping an outside curved edge of a side along the curved edge of the side panel.

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24 • Cessna Flyer / August 2020 One important edge cutting detail: do not liners. But, with only a few exceptions, they cut the finish material all the way up to the aren’t the monsters some think them to be. edge of the backing panel. Stop the cuts short Until then, fly safe! of the panel edge by about 1/16 to 1/8 inch. This small amount of material will create a  Industrial designer and aviation neat finish as you wrap the material around enthusiast DENNIS WOLTER is well-known for the edge of the metal backing panel. giving countless seminars and contributing his expertise about all phases of aircraft As with so many technical things we at- renovation in various publications. Wolter tempt, practice makes perfect. Make up little founded Air Mod in 1973 in order to offer test samples that replicate the geometry and private aircraft owners the same professional, materials of the process at hand. You will be high-quality work then only offered to glad you did. corporate jet operators. Send questions or Next month, it’s on to those dreaded head- comments to [email protected].

Smoothly wrapped finish side of the same inside curve.

Straight-cut finish material ready to be wrapped over the edge of an Wrapped inside curve inside curve of a side panel. of a panel.

August 2020 / Cessna Flyer • 25 Outlet Simple Fixed Displacement Pump

26 • Cessna Flyer / August 2020 THE TOP 10 AVIONICS UPGRADE MISTAKES, and How to Avoid Them Avoiding these common mistakes will help you ensure that your upgraded panel will deliver the performance and capabilities you want while keeping your budget intact.

“An expert is a man who has made all the mistakes which can be made, in a narrow field.” — Niels Bohr, Danish physicist

an aircraft owner, sooner or later, Mistake No. 1: you’re going to upgrade your legacy AS avionics. Whether it’s the latest A little knowledge is a dangerous thing. GPS navigator or a complete replacement of One all-too-common mistake that everyone shared was everything in the panel, it’s one of the most that owners would do some searching on the internet and put exciting and rewarding things you can do together their dream panel based on incomplete information. to your airplane. But you need to exercise “They want to save money by keeping some of the avionics caution; there’s potential for expensive they already have, but don’t understand that what they have mistakes at many points along the way. in their panel may or may not work with the new avionics To get the experts’ they want to install,” Conroy explained. “Mixing analog with new digital systems can cause problems, and that can raise perspective on how to By Dale Smith the price a lot. Their expectations are often higher than reali- avoid those mistakes, ty, and their budgets are lower than reality. Cessna Flyer contacted representatives “An owner may just want to install a new IFR GPS navi- of three well-respected avionics shops: gator, and they think all it takes is connecting the power and Dewey Conroy, COO, Pacific Coast ground,” he added. “They don’t realize that it’s at least a 35- Avionics; Monica Gualandri, Repair Station hour installation job to get it all to work together and make it Coordinator, Sarasota Avionics and IFR certified. There are just so many different elements.” “Many times, there are other options that the customer Maintenance; and Rick Ochs, CEO, Spirit has not considered. And many of them are better than what Aeronautics. They generously shared their they originally had in mind,” Ochs said. “Customers watch insights on some of the most common videos on the internet and fall in love with a certain technolo- mistakes and how owners can avoid them. gy or brand all the time.”

August 2020 / Cessna Flyer • 27 Mistake No. 2: Falling in love with the wrong Mistake No. 3: technology. Not taking advantage of the expertise available to you. “We see it all the time; the owner wants ‘that’ regardless of whether or not ‘that’ will work in Lucky for this owner that he connected with their situation,” Ochs said. “For example, there’s a shop that took the time to learn about this new a new digital indicator on the market that unit and his aircraft before giving him a quote. everyone wants in their It saved him a lot of heartache. But, it’s not an panel. They’ve seen it uncommon mistake for aircraft owners to try in a magazine or online to go it alone when it comes to specifying what and have decided that’s goes in their new panel. the ticket to their panel Keep in mind that an established and upgrade. reputable avionics shop is more than happy to “It may or may not discuss your needs and goals for your panel be. We had the owner upgrade as part of its quote services. of a cabin-class twin “Today’s avionics are much more integrated asking for a quote for than ever before, so it’s important for an air- the unit. After seeing craft owner to have both short- and long-term it online, he was convinced it was perfect for his goals for the aircraft. Not thinking in these airplane,” he added. “After doing the necessary terms can easily lead to equipment selections research for our quote, it turns out that this that may not integrate down the road,” Gualan- indicator will not display the flight director V-bars dri said. “It’s best to contact somebody who is like his current analog unit. In fact, the version experienced with these installations and who of his autopilot with the flight director is not on can set them up with something that works the avionics OEM’s AML-STC for that display. It’s right and will make the pilot happy. something the typical owner might not think to “We try very hard to look at each situation learn before making up their mind.” and communicate, so the customer under- In fact, in this situation, Ochs said that the stands all the added costs and such. Just so twin’s owner had received a quote from another avionics shop to install that very unit. Had he gone with the installation based on that quote, he would have been extremely disappointed when the new unit didn’t work the way he wanted.

28 • Cessna Flyer / August 2020 they’re aware of it before we start,” Conroy said. “Once we Mistake No. 4: know what their goals are, we can help determine the best way Not being transparent with the to get there. What do they want their avionics to be able to do? avionics shop. Do they only fly VFR, IFR, or hard IFR? “When we do know exactly what their goal is, we can create While you probably don’t have a a package that best meets their needs. But they have to trust clear picture of what’s gone on behind us to help them,” he added. “It doesn’t matter how much they your aircraft’s panel through its lifetime, spend or what they install; it’s in our best interest to make sure chances are you do know if there are that every customer flies away behind their dream panel.” problems with your existing avionics. It could be as simple as an intermittent So, even with the most detailed quote comm problem or, perhaps, something more serious like the autopilot won’t hold altitude or a course. in hand, do yourself a favor and expect Either way, it’s critical you give the avionics shop representative a the unexpected when it comes to complete list regarding every little avionics or instrument issues you trying to connect the old with the new. know of. Even if you’re not sure it’s a problem, take the time to tell the Speaking of getting the right guidance to help you achieve shop’s technician about it. It can save your end goal with your upgrade, keep in mind that the age of you a lot of stress in the end. the average General Aviation airplane is nearing the big 4-0. The bottom line is, having them Chances are there have been more than a few technicians install a new piece of equipment only working behind that panel over those years making who- to have issues that are caused by knows-what-kind-of-connections. some other faulty unit—which they So, even with the most detailed quote in hand, do yourself have to spend time troubleshooting— a favor and expect the unexpected when it comes to trying to will only drive up the difficulty and connect the old with the new. cost of the installation.

August 2020 / Cessna Flyer • 29 Mistake No. 5: Doing too much or too little.

When it comes to avionics upgrades, it’s so easy to go over- board, but what about doing too little? It does happen. Owners can get so caught up in saving money that they lose sight of the big picture. Conroy cautioned that another common mistake is trying to do an upgrade one part at a time. In most cases, that can end up costing more money in the long run. “I get asked all the time, ‘What should I put in my airplane?’” he explained. “I can’t say. I don’t know how you use the airplane. Some pilots can get by with an iPad — others need all-glass touch-screen units with a digital autopilot. “But no matter what you install, the absolute biggest mistake Mistake No. 6: an owner can make is to try to equip your airplane for the next Not learning how to fully use the avion- owner,” Conroy added. “Or to add new equipment to help it sell. It ics you install. doesn’t work. Unless it’s a mandate like ADS-B, you’d be lucky to No matter how much you spend, it’s all but get half of your avionics investment.” wasted if you don’t take the time to learn how to use each unit’s features to its fullest. Luckily, thanks to much-improved Pilot's Operating Conroy cautioned that another Handbooks and YouTube, it’s a lot easier than it used to be to gain that knowledge. common mistake is trying to do an “Not only are today’s avionics more intuitive and easier to operate, but the manufacturers upgrade one part at a time. In most have also done a great job over the past few years improving their manuals and training cases, that can end up costing materials,” Ochs said. “They’re writing them in a way that you can actually read and understand more money in the long run. to learn how to operate the equipment.”

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30 • Cessna Flyer / August 2020 GCA-CessnaFlyer-7.125x4.9375.indd 1 6/1/20 10:09 AM Client: Gulf Coast Avionics Ad Title: We know avionics inside and out. Publication: Cessna Flyer Trim: 7.125 x 4.9375 Mistake No. 7: Not sharing your actual budget with your avionics shop.

Talk to any avionics shop owner and they’ll tell you that the typical owner will give them every detail about what they want in their panel. But, when it comes to budget details, they pretty much clam up. Keeping that critical information a secret is a big mistake. “We run into it all the time—a prospect wants a quote on an avionics upgrade, and they either don’t have a budget or, worse, don’t have a realistic budget,” Gualandri, said. “The avionics OEMs are fantastic at marketing—they put prices in their ads, ‘Starting at $X,XXX…’ Then owners figure out their budget using those types of numbers. “Owners don’t realize that with the cost of the labor, accessories, and other necessary components, the total cost of the installation can be up to twice the cost of the equipment,” she said. “Since the OEMs never talk about these variable prices, the aircraft owner has no idea what those costs are and how they impact their budget.”

Mistake No. 8: cautioned. “Once your airplane is in reputable shop—preferably a Selecting an avionics shop their shop with the panel removed, member of the Aircraft Electronics by price alone. you’re pretty well stuck.” Association. The bottom line is, be suspicious Also, make sure that all the While everyone wants a smokin’ of any price that seems too good shops you get quotes from are deal, do you really want to cut to be true, especially if that quote authorized to sell and service the corners when it comes to buying and is coming from an online source brand of avionics you want. That installing equipment to which you will that has not seen your airplane authorization matters because if trust your life and your family’s lives? in person. It’s highly unlikely that you ever have an issue, the OEM That’s a mistake nobody can afford the low-cost shop has figured out may not honor the warranty claim to make. But, alas, many do. a way to buy the avionics and do if the equipment was installed by “Customers have to be careful the installation so much more a non-authorized shop. When in whom they are getting quotes from, efficiently than other shops. doubt, get it in writing. especially if it’s online,” Conroy Look for an established and

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August 2020 / Cessna Flyer • 31 CESSNA SUPPORT, DELIVERED. Cessna Flyer Association benefits. Monthly Full-color Magazine editions, a listing of safety alerts, and a Delivered to your doorstep Cessna Flyer magazine is the best type- product directory. You can view videos club magazine—bar none. and photos uploaded by members and and your devices. staff, browse the knowledge base, and You’ll enjoy our mix of technical articles, join our forums. Parts Locating destination articles, historical pieces, Our parts locating service goes beyond a flight reviews, and commentary from Our online forums are a great source for simple scan of a database, No one does leading aviation writers. question-and-answer interaction and it better. an excellent way to connect with other Monthly e-Newsletter members, the CFA staff, and contributing Technical Support With links to the digital editions of the editors. When you contact us with a technical magazines, member surveys, latest news question, you tap into a network of and offers from supporters, and more. Annual Gathering for Members experts—people who have experience Our Gathering at Waupaca is an annual flying and fixing your model of Cessna. Cessnaflyer.org/Member online forums: event held near Oshkosh, Wisconsin, the Cessnaflyer.org contains an archive weekend before EAA AirVenture. The next of our magazine articles and digital Gathering will be held in 2021.

JOIN NOW AND BECOME A CESSNA FLYER MEMBER Join or Renew online at www.cessnaflyer.org 32 • Cessna Flyer / August 2020 Mistake #9: Buying “cheap” avionics online.  DALE SMITH has been an aviation journalist for 30 While surfing the Web for deals years. When he’s not writing on avionics can be fun, as old sailors aviation articles, Smith would say, “Thar be dragons in those does commission aircraft thar waters…” Every avionics shop illustrations specializing in has had an aircraft owner come in the seaplanes and flying boats. door with a box full of “deals” they got Smith has been a certificated online. And the reputable ones have pilot since 1974 and has flown refused to install said avionics in that 35 different types of General owner’s airplane. Aviation, business, and World Why? There are a lot of reasons, War II vintage aircraft. Send but the biggest is once the avionics questions or comments to shop agrees to do the installation, [email protected]. that unit becomes their responsi- Mistake No. 10: Forgetting you bility. Unless you have bullet-proof must pay for the installation. documentation on that unit’s history, RESOURCES: it’s just not worth the risk. Besides, “Another thing that gets overlooked CFA SUPPORTER while the mark-ups aren’t huge, sell- is final payment. We make sure PACIFIC COAST AVIONICS ing avionics is part of how the shop from the beginning of each job that pacificcoastavionics.com/ owner keeps their hangar open. the payment schedule is defined, If you need to save money, work communicated, and agreed to,” OTHER/NON-SUPPORTER with the shop up front to see if Gualandri said. “When you drop your SARASOTA AVIONICS they’re willing to let you help in the car off for service, you’re expected sarasotaavionics.com/ search for pre-owned avionics. That to pay when you pick it up. Same way they can help keep you clear of with your airplane. Payment in full is SPIRIT AERONAUTICS problems. required before you take off.” spiritaeronautics.com/

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2020 Cessna Flyer Piper Flyer2 Wednesday, December 11, 2019 8:46:27 AM 35 Years Moving People and Parcels: Cessna 208 Caravan Hundreds of operators worldwide, including delivery giant FedEx, depend on Caravans every day for critical missions. This rugged airplane flies in the most challenging of environments, carrying huge loads, all while offering top-tier reliability. The Caravan is, as Cessna calls it, truly the "Ultimate Utility Vehicle."

the Cessna 208 Caravan’s than 2,700 Caravans (and variants) have cast an eye toward the utility aircraft 10th anniversary in 1995, been sold since the initial delivery of a niche. World War II surplus aircraft like For Cessna produced two Cara- Model 208 Caravan to Federal Express the Douglas DC-3 (C-47) had occupied vans (one standard, one Grand) embla- in February 1985. this space for many years, as had aging zoned with the slogan “Count On It!” The skies are full of Caravans in 1950s-era designs like the de Havilland Though the advertising was target- nearly every possible use: cargo, char- Beaver and Otter. The nature of utility ed at customers looking for a simple, ters, scheduled airline service, air tours, operations (off-airport, extreme weather, economical, and reliable load-hauler, the skydiving operations, personal use, remote locations) had also led to signifi- “Count On It!” tag line could have just corporate use, humanitarian service, cant fleet attrition. as easily been describing the model’s missionary work, law enforcement, and In November 1981, Cessna commis- pivotal role in helping Cessna weather even military sorties. sioned a new design; with goals summed the lean economic times of the mid and Cessna continues to produce and sell up by Project Engineer Larry VanDyke: late 1980s. the 208 Caravan and 208B Grand Cara- We had a design philosophy to make it In the first 10 years of production, van EX models. rugged. Make it go to the field and operate Cessna sold approximately 750 Cara- for days on end, with little or no main- vans. The versatile and rugged Caravan “A Singular Sensation” tenance. It had to be as simple to use as continued to sell consistently well over In the wake of the 1970s energy possible. A number of operators would fly the next decade and a half. In all, more crisis, Cessna’s market research team the airplane all over the world. The air-

34 • Cessna Flyer / August 2020 Photography courtesy Textron Aviation By Scott Kinney planes come into the maintenance base on many different fuels. 100LL Avgas was totype’s stall speed was only 53 knots at Friday night or Saturday night. They spend (and continues to be) difficult to source in gross weight, nearly as slow as a Cessna Sunday doing routine maintenance, and it some parts of the developing world where 182Q (49 knots). goes back to work, often to remote villages, the Caravan was intended to operate. Rugged, fixed tricycle landing gear and stays out all week. The PT6A-114 is certificated to run allowed for operation on rough runways. (as interviewed by Jeffrey Rodengen for off Jet A, Jet A-1, Jet B, JP-1, JP-4, JP-5, Four large doors, including two crew “The Legend of Cessna”) or JP-8. The Caravan’s POH has a pro- doors, an airstair door, and a 50-inch The first designs attempted to vision allowing for emergency use of “all square cargo door (big enough to load borrow from Cessna’s existing product grades of military and commercial avia- pallets, sheet goods, or oil drums) were line; stretching and widening a Cessna tion gasoline,” including 100LL Avgas. standard. Prop clearance was good at 13 Model 207 Stationair fuselage. However, The PT6A was also astoundingly inches with standard tires, or just over it soon became clear that the new model small and light, at less than 350 pounds, 15 inches with larger tires and wheels. required a new, clean-sheet design to leaving more useful load for cargo-haul- The Caravan was certificated in the accommodate sufficient cargo and/or ing purposes. United States for 10 occupants and an passengers, as well as fuel. According to Though not explicitly designed as a 8,000-pound mtow. In other countries, it Chief Engineer John Berwick, “…when STOL aircraft, the Caravan’s high pow- could carry up to 14. we designed the Caravan, we designed a er-to-weight ratio, large wing area, and While the airplane wasn’t fast by pickup truck with wings.” large flaps (covering 70% of the wing- any means, it still delivered a 180-knot A 600 hp Pratt & Whitney PT6A-114 span) were conducive to short takeoff cruise. Flight into known icing condi- turboprop was the powerplant of choice. and landing distances. The Caravan tions (FIKI) was part of the certification The turbine offered a long overhaul prototype had a takeoff distance of 1,210 plan from Day One. Cessna made the interval (3,500 hours); years of proven, feet over a 50-foot obstacle; with similar decision to forego pressurization in reliable service; and the ability to run on field requirements for landing. The pro- deference to simplicity, yet the aircraft

August 2020 / Cessna Flyer • 35 could still climb to 30,000 feet. of which airplane would fit the require- they also allowed Cessna to develop Flying magazine’s Richard L. Collins ments remained. According to Smith, several additional Caravan models. called the new 208 Caravan “A Singular the answer wasn’t hard when Cessna The 208 Cargomaster, developed at Sensation” in an April 1983 cover article. launched the Caravan program: the behest of FedEx, featured car- His concluding statement would prove We looked all over the world. We had to go-friendly interiors and eliminated prescient: have an airplane that was very economical windows. 40 of this model were deliv- …it’ll do a lot more work than an old and very reliable… …We became aware of ered to FedEx. Beech 18 and will approach the productiv- Cessna’s innovative approach to the utility Another FedEx model, the 208B ity of a DC-3—all on one little PT6. The airplane business: taking a rugged design Super Cargomaster, was certificated in airplane might even find a role for itself and marrying it to the very proven PT6 in a October 1986. Like the 208 Cargomas- as a short-haul airline aircraft… True, the single engine versus a traditional twin-enter, it had no cabin windows and had Caravan isn’t the all-purpose travel ma- gine configuration. And the rest is history. a cargo-friendly interior. The fuselage chine that many of us use, but it’s probably -Fred Smith, CEO and Founder, received a 4-foot stretch to allow for adaptable to more different roles than any Federal Express more cargo. airplane now in production. That alone As interviewed by Jeffrey Rodengen for The 208B was initially powered by suggests a bright future. “The Legend of Cessna” the same Pratt & Whitney PT6A-114 as In 1985, FedEx committed to buy 30 the 208 Caravan, but it quickly received FedEx Caravans; an order which couldn’t have an upgrade to the PT6A-114A, producing Overnight delivery service Federal come at a better time for Cessna, as its 675 hp (a boost of 75 hp). Its useful load Express (FedEx) was founded in 1971 other single-engine aircraft sales had in a bare-bones cargo configuration was by Fredrick “Fred” Smith. By the early dropped dramatically. a staggering 4,421 pounds, thanks to a 1980s, Smith and FedEx had realized the The solid book of FedEx orders slight increase in gross weight to 8,750 limitations of road networks for offering bolstered Cessna’s bottom line as Cessna pounds mtow. expedited package delivery services to halted production of other single-engine Another FedEx influence on the smaller communities. Airplanes were aircraft in 1986. Not only did the FedEx Caravan design was the development an obvious solution, but the question orders help bridge these hard times, of the ubiquitous Caravan belly cargo Alamy Stock Photo Stock Alamy

36 • Cessna Flyer / August 2020 pod (seen on Page 35). The pod was 208B Grand Caravan can haul up to 14 J. Mac McClellan in the June 1985 issue designed to fit the original Caravans and people. of Flying. 208 Cargomasters delivered to FedEx, In 1998, the FAA approved the Cara- Robert Goyer, in December 2005’s which often would run out of cargo room van and Grand Caravan for commercial issue of Flying, agreed. “After flying the before exceeding their weight-carrying passenger IFR flights. 208B a bit, I think the comparison [to a capacity. These pods are now often An updated Grand Caravan, the 208B Cessna 182’s easy-flying characteristics] seen on Caravans in passenger service, Grand Caravan EX, was certificated in does the Caravan a disservice. It may look allowing for the maximum amount of December 2012. Though it features an big and boxy, but it’s not even remotely room in the passenger cabin. The pod is 867 hp Pratt & Whitney PT6A-140 and truck-like in its flying manners. It is, in fiberglass with an inner Kevlar liner, and offers improved climb rates, its maximum short, one of the best flying airplanes I’ve it can carry over 800 pounds. takeoff weight increased only slightly ever had the chance to handle.” By the late 1990s, FedEx had taken to 8,807 pounds. Additional interior ap- Mark Twombly of AOPA Pilot delivery of roughly half of the production pointments and the larger, more powerful remarked “If there is no comparison in run of Caravans. engine eat into the useful load, which is size between a Grand Caravan and a still an impressive 3,532 pounds. Many 182, there is in flying qualities. In fact, Additional Caravan models Grand Caravan EXs are sold to individual once you acclimate to the height and the Development of an amphibious and corporate buyers who value the air- spaciousness of the cockpit, you tend to Caravan began in 1983 alongside the plane’s versatility and are willing to sacri- imagine yourself in a smaller Cessna.” land-based aircraft. The 208 Caravan fice top speed. An amphibious version of Amphibian was certificated in March the Grand Caravan EX is available. “The World Is Your Runway” 1986. Many of these amphibians are The consistency in Caravan annual owned by private operators, including Flying the Caravan sales over the years is astounding. Tex- wilderness hunting/fishing lodges across The consensus is that the Caravan tron Aviation (Cessna) has sold no fewer Canada and Alaska. The Royal Canadi- flies much like other Cessna high-wing than 69 aircraft (2018) and no more than an Mounted Police also owns several of singles…or perhaps even better. The Car- 107 (2012) over the last decade; with these amphibians, which are used for avan is docile, predictable, and capable. an average of about 80 aircraft a year, wilderness law enforcement. A brief selection of reviews from over the according to data from the General Avi- The 208B Super Cargomaster led to years illustrates these characteristics. ation Manufacturers’ Association. Most a passenger version featuring the same “…This utility airplane with its clunky sales are the larger 208B Grand Caravan 4-foot fuselage stretch. This 208B would work-clothes look may be the best flying (now Grand Caravan EX) model. be known as the Grand Caravan. The single Cessna has ever produced,” wrote Cessna’s marketing division claims

August 2020 / Cessna Flyer • 37 2020 208 Caravan Specifications 2020 208B Grand Caravan EX-POD (includes cargo pod) DIMENSIONS DIMENSIONS Length 37 feet, 7 inches Length 41 feet, 7 inches Height 14 feet, 11 inches Height 15 feet, 5 inches Wingspan 52 feet, 1 inch Wingspan 52 feet, 1 inch Wing Area 279 square feet Wing Area 279 square feet

WEIGHTS WEIGHTS Maximum Takeoff Weight 8,000 pounds Maximum Takeoff Weight 8,807 pounds Basic Empty Weight 4,730 pounds Basic Empty Weight 5,310 pounds Useful Load 3,305 pounds Useful Load 3,532 pounds Full Fuel Payload 1,081 pounds Full Fuel Payload 1,286 pounds

PERFORMANCE PERFORMANCE Maximum Cruise Speed 186 ktas Maximum Cruise Speed 185 ktas Maximum Range 1,070 nm Maximum Range 912 nm Takeoff Distance (50-foot obstacle) 2,055 feet Takeoff Distance (50-foot obstacle) 2,160 feet Landing Distance (50-foot obstacle) 1,625 feet Landing Distance (50-foot obstacle) 1,836 feet Maximum Operating Altitude 25,000 feet Maximum Operating Altitude 25,000 feet Figures from Textron/Cessna

38 • Cessna Flyer / August 2020 that with a Caravan, “The World Is Your vintage airplanes. Send questions or are available free on Google Books: Runway.” Though they are undoubtedly comments to [email protected] books.google.com. The Flying website, referring to the Caravan’s ability to oper- flyingmag.com, also contains copies ate in all environments, it’s hard to miss of these articles.] the global distribution of the Caravan RESOURCES / SOURCES Online fleet. The Caravan is certificated in over GENERAL AVIATION MANUFACTURERS AOPA FACT SHEETS 100 countries. Approximately 40% of ASSOCIATION: 2019 ANNUAL REPORT aopa.org/go-fly/aircraft-and- the Caravan fleet operates outside the gama.aero/facts-and-statistics/ ownership/aircraft-fact-sheets/ United States. statistical-databook-and-industry- cessna-208-caravan All told, Caravans have accumulated outlook/ aopa.org/go-fly/aircraft-and- over 20 million flight miles (including ownership/aircraft-fact-sheets/ the million-mile Caravan featured in this Type Certificate A37CE (208 Caravan, cessna-208b-grand-caravan issue on Page 40). 208B Caravan/Grand Caravan) The Caravan design has certainly lived tinyurl.com/Cessna208TCDS CESSNA CARAVAN up to the promise that Richard Collins cessna.txtav.com/en/ saw back in 1983: “Whether flying checks Print turboprop/caravan or packages or chickens, day or night, the Rodengen, J. L., Fernandez, E., & Caravan will do a lot for a little.” Lieber, A. The Legend of Cessna. CESSNA GRAND CARAVAN EX Fort Lauderdale, FL: Write Stuff cessna.txtav.com/en/turboprop/  is a self-described Enterprises, 2007. SCOTT KINNEY grand-caravan-ex aviation geek (#avgeek), commercial Lewis, J. D., & Cook, L. Caravan, pilot, and flight instructor. He is Cessna’s Swiss Army Knife with FLYING associate editor for Cessna Flyer. Wings! Newcastle, WA: Aviation Apr. 1983, Jul. 1987, Mar. 1988, Sep. Scott and his partner Julia are based Supplies & Academics, 2008. 1988, Jul. 1991, Jan. 2002, Dec. in Eugene, Oregon. They are often 2005. [Note: many back issues of found buzzing around the West in Flying, including those cited here,

August 2020 / Cessna Flyer • 39 This Cessna 208B Grand Car- avan, owned by IMS Inc., was the first to get the Astronics Max-Viz 600 EVS after the STC was approved.

40 • Cessna Flyer / August 2020 ANOTHER SET OF EYES: ENHANCED VISION

SYSTEMSAn enhanced vision system (EVS) from Astronics helped Dan Weber pilot a Cessna 208B Grand Caravan safely for more than 10 years and 1 million miles. By Dave Higdon

any pilots know the value of enhanced vision systems (EVS), but few know it as well as Dan Weber. Weber flew one of the first Cessna 208B Grand Caravans fitted with the Astron- ics Max-Viz 600 EVS, and its images helped Mhim log years of vision-enhanced flying. Weber and the Grand Caravan have logged 1 million miles over more than 10 years, in support of jobs for Indus- trial Maintenance Services Inc. (IMS). Weber, the chief pilot for IMS, says simply, “The EVS increases the safety of our operations. I would not want to fly the airplane without it.” IMS, located near northern Lake Michigan, is a highly diversified heavy and general construction company providing professional, technical, and construction services to production facilities, municipalities, government agencies, and private industry. IMS used the Caravan to transport company personnel to its projects throughout the country, visiting more than 260 locations over the past decade.

EVS system Astronics’ Max-Viz 600 EVS uses a multispectral camera with a 320 by 240 long-wave infrared sensor, and a visible light and near-infrared sensor. It offers patented blending and dynamic range management image processing designed for General Aviation aircraft. Housed in an aerodynamic surface mount fairing, the lightweight sensor is quickly and easily installed. The sensor images present on any display that accepts NTSC, PAL, or analog RS-170 video signals. Depending on the installed avionics of an aircraft, images generated by the Max- Viz 600 may also be displayed on a panel-mounted screen or on a compatible viewing screen like the glareshield-mounted flat-panel display in IMS’ Grand Caravan. The Max-Viz 600 EVS, unlike synthetic vision systems, shows the real world in real time.

August 2020 / Cessna Flyer • 41 Pilot Dan Weber and the IMS Grand Caravan fly nearly every day, and have logged over a million miles together.

A veteran ATP and Caravan pilot the Caravan has a liquid TKS anti-ice Weber’s background includes 37 system. In the wintertime, or any time years of flying, during which he has of year when you’re flying at altitudes amassed more than 17,000 hours. below the freezing temperature at night, “I’ve flown that Caravan for the you have to be aware of icing conditions. company since it was purchased brand- “With this airplane, you want to coat new in late 2008,” Weber recalled. “At the airplane with the anti-ice fluid before that time, we were one of the first ones you penetrate the icing conditions. So, [to purchase the EVS option] after the with the EVS system, I can see the cloud Alaska State Police had the EVS system formations approaching the airplane, I certified on their airplane. So, that coat the airplane with TKS fluid, and it’s camera has been on our Caravan pretty uneventful when I enter icing.” much since the first year of operation, Weber continued, “The EVS works until recently when we swapped it out well for that type of situation. Without for the new one.” the EVS system, you had to fly with “And it was maintenance free,” he your lights on and hope you could see said. “Never had an issue with it whatso- the clouds in time before you entered ever. Basically, it works as advertised.” the icing conditions. It is just a lot more Throughout all those flight hours and workload on the pilot. miles, Weber became a firm believer in “It’s pretty uneventful with the night the value of EVS. vision system. And [the EVS] does have “I definitely don’t want to fly the a heating element and it keeps the lens airplane without it,” he said firmly. “You clean in most icing conditions.” know, there’s a lot of positives to hav- But Weber found more utility in the ing that type of system. The company system beyond just helping him see thought anything that could increase the safety of our operation, that we would go ahead and install it on the airplane.”

The many reasons for EVS Weber gave Cessna Flyer a detailed accounting of how he depended on the system on the IMS Caravan, and his own words best reflect those experiences. “On the Caravan, the main reason that I use it is because Glareshield-mounted EVS display on IMS' first Grand Caravan.

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August 2020 / Cessna Flyer • 43

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Max-Viz 600 EVS camera lens, showing pockmarks clouds at night. and wear and tear from a “When you’re million miles of flight. The landing in poor visi- camera still delivered a bility, it helps for sit- good image without any uational awareness. maintenance. I would say 75% of our flights are in the morning before sunrise. It doesn’t matter what time of year—it could be summer or winter—we always depart early.” Real-time weather awareness is www.aircapitoldial.com another place the EVS shines. “With [email protected] thunderstorms, not only can I see them on the satellite image on my multifunction display, I can see them on the radar, and I can see them on the display for the night vision while I am in the clear. And with the EVS system at night, it’s obvious where the weather starts and ends in your area,” he continued. “You can see a line of weather and, if you didn’t have EVS, you’d have to rely on your satellite weather, which has a delay to it, and it’s not as accurate as the radar system. Radar is pretty much up to the minute and should be used as your primary means of weather avoidance.”

Collision avoidance (of all types) EVS systems like Astronics’ Max-Viz 600 also provide a safety edge right down to ground level, as Weber explained. “You know, in the years that I operated the airplane, I had three different times with wildlife on the runway—two were deer, and the third time involved Performance Promised; coyotes,” he recalled. “If I didn’t have the system, one or Performance Delivered! two times out of those three, I proba- • Smoother engine operation • Increases power bly would have hit something. So, EVS works well for that. It’ll pick up the heat • Better fuel efficiency • Reduces maintenance costs of the animals.” In the air, the Max-Viz 600 augments Factory Support: 248-674-3433 collision-avoidance systems. electroair.net | Sales 281-728-8732 “At night, when you are in the clear,

44 • Cessna Flyer / August 2020 you can see most of the traffic flying by if they are out in front of the aircraft. And sometimes when it’s hazy or if MAIN there’s poor visibility, the system will pick up the traffic when you really have TURBO a hard time seeing it with your eyes.” SYSTEMS, INC.

A zero-maintenance tool In the decade that IMS operated its We Will Help You Troubleshoot Your System! Caravan with the original camera, Weber (Teaching Subject At FAA Endorsed Events) said, “It never had a maintenance issue. You basically turn it on, and it’s either on or off. We never had any reason to take • TURBOCHARGERS • PRESSURE RELIEF VALVES it in for any type of maintenance. I really • OVERHAUL - EXCHANGE • WASTEGATES TURBOCHARGERS can’t get over that. The system, to me, is BALANCED a no-maintenance system.” • CONTROLLERS • WE BUY CORES AT OPERATIONAL SPEEDS ON OUR The only call Weber made to Astronics VSR TEST MACHINE was because cosmetically, the Max-Viz Visit Our Web Site to See the VSR In Action 600’s lens was pockmarked because of rain, sleet, snow, sand…everything it was “ A family operated business since 1988, including a exposed to in a million miles of hanging licensed A & P mechanic and commercial pilot” beneath the port wing, adjacent to the lift strut. “Other than that, it still worked fine…the picture was still good. I was real- 1-800-847-8815 • 559-635-3322 ly surprised how pitted the lens was, but Fax 559-627-1960 GARY MAIN the picture was still clear on the screen.” “Sensitive to your needs” 6am – 6pm PST • Mon – Fri www.mainturbo.com Adding EVS to the Caravan’s replace- “Sensitive to your needs” [email protected] ment aircraft IMS decided to replace its hard-working 2008 Grand Caravan with a brand-new Grand Caravan EX. And, of course, it is equipped with Astronics’ Max-Viz EVS 600. Since the EVS 600 is now tied into the Caravan’s Garmin G1000 NXi Multifunction Display, Weber says the display is crisper, bigger, and easier to zoom in and out. With 400 hours already on the new airplane, it is ready for the next million miles.

 DAVE HIGDON is an award-winning aviation journalist based in Wichita, Kansas. In his nearly 40-year career, his work has taken him from covering sport aviation to the airlines to business aviation. He’s an instrument- rated private pilot and an aviation photographer, as well. Send questions or comments to [email protected].

RESOURCES EVS Systems ASTRONICS CORP. astronics.com/dual-sensor-evs#Max- Viz%20600

(239) 405-6117

August 2020 / Cessna Flyer • 45 DESTINATION

TOUCHING DOWN IN DEATH VALLEY

46 • Cessna Flyer / August 2020 Land at the lowest elevation airport in the United States before exploring the 3.4 million acres of Death Valley National Park. BY DENNIS K. JOHNSON

ilots who venture to Furnace Creek Airport (L06) will earn bragging rights for making the lowest possible landing in the USA. There’s something special about watching your altimeter spin down past 0 feet msl as you land at Furnace Creek. At 210 feet below mean sea level, it is not only America’s lowest elevation airport, it can also be the hottest and driest. That’s not surprising, as it’s located in sunny Death Valley PNational Park, California. TOUCHING DOWN IN DEATH VALLEY

Photography Dennis K. Johnson

August 2020 / Cessna Flyer • 47 If “furnace” and “death” don’t conjure images of rest and Built on borax relaxation, you’ll be pleasantly surprised to find it really is a Pilots who have reached a certain age, or youngsters great spot for a holiday. Make sure to allow time to spend a few who like vintage TV shows, may remember “Death Valley days exploring the largest national park in the lower 48 states. Days,” a Western TV series that ran from 1952 to 1970. The Pilots and their passengers can enjoy desert scenery and show was sponsored by the Pacific Coast Borax Company adventure sports, visit historic Old West sites, travel to “anoth- (later U.S. Borax) and during each episode the host would er planet,” and luxuriate at a posh resort. Although the world’s pitch one of the company’s soap products, such as 20 Mule record high temperature of 134 degrees Fahrenheit was recorded Team Borax, a laundry additive, Borateem laundry de- July 10, 1913 at Furnace Creek, during other seasons, the weather tergent, and Boraxo, a powdered hand soap that airplane TOUCHINGis quite comfortable and not DOWN at all deathly. IN DEATH VALLEYmechanics might use. What to See and Do in Death Valley

DEATH VALLEY IS INFAMOUS Visitor Center is located in Death Valley—it does photographed here. Bring for its brutally high next to the Ranch at Death rain here at times—trickles your album and compare the temperatures, rugged Valley at Furnace Creek, on to this low spot before view. landscapes, and unusual California Highway 190. Pay evaporating. Along the way, Farther along Highway geological features, park fees, obtain permits, it picks up various salts and 190, you can drive 5,476 including dry salt lakes, and get information here. minerals, hence the name feet vertically up to Dante’s massive sand dunes, It’s normally open 8 a.m. to “Badwater.” Don’t fill your View for a wide view of the colorful rock formations, 5 p.m. daily, but is currently canteen here. Look up at valley, with Badwater Basin and rocks that magically closed due to COVID-19. the mountainside to spot far below. move by themselves. The Fees can also be paid a sign, 279 feet above, that Sites to the north of most popular sites are at self-service kiosks or marks sea level. Furnace Creek include accessible along paved online. roads by car, bike, or guided tour, and each offers a HOW LOW CAN YOU GO? different landscape and To get as low as you trails to hike. Some of can go in America, drive to the major geologic sites Badwater Basin, a name in Death Valley include that doesn’t sound so Badwater Basin, Devil’s Golf tasty. At -279 feet msl, Course, Ubehebe Craters, it’s the lowest spot on Mesquite Flat Sand Dunes, the continent. Ironically, Racetrack Playa, Dante’s Mount Whitney, the highest View, and Zabriskie Point. point in the continental U.S., is only 88 miles away. COVID-19 CLOSURES You’ll find Badwater Basin As of July 2020, all Death about 18 miles south from Valley National Park roads, Furnace Creek along (who trails, and overlooks are could guess?) Badwater From Badwater, you might the Ubehebe Craters, open, but the visitor Road. But first, after 12 drive to Zabriskie Point, 5 the Mesquite Flat Sand center and other facilities miles, turn off the road to miles southeast of Furnace Dunes, and the Racetrack are closed. The Ranch at visit the Devil’s Golf Course, Creek along California Playa. Ubehebe is a field of Death Valley is open, but a vast salt pan covered with Highway 190. This is a craters created by volcanic the Inn at Death Valley is jagged salt crystals. popular overlook—as it’s the eruptions, with the largest closed until October. Check At Badwater Basin, closest to the resort—with 2,600 feet wide and 770 online or call for the latest you’ll walk around the views of Death Valley and feet deep. information. muddy hole that is the exceptionally colorful and Just 2 miles from lowest spot in Death Valley convoluted rock formations, Stovepipe Wells are the FURNACE CREEK VISITOR and the entire United composed of sediments from Mesquite Flat Sand Dunes, CENTER States of America. It’s not an ancient lake. For rock and the largest dunes in the The National Park exactly a wondrous sight. roll fans, the cover of U2’s park. Visitors are allowed to Service Furnace Creek Water that accumulates “Joshua Tree” album was walk over the dunes, as the

48 • Cessna Flyer / August 2020 It was the mining of borax that first brought people to this harsh environment. From 1883 to 1889, men lived at the Har- mony Borax Works, located about 2 miles from the Furnace Creek Resort and airport. There, they mined and processed the borax, and loaded it on the 20-mule-team wagons for the 150-mile journey to the nearest railway station. After the borax operations had ceased at Furnace Creek, the Pacific Coast Borax Company—which had decided to get into the hotel business—selected the site to build a Mission Revival style luxury resort, including an airport. When the Continued on Page 51 

footprints are blown away For those who enjoy each day. The sunsets mountain biking and here are popular with backcountry driving—going tourists as the dunes and off-road is not allowed surrounding mountains in Death Valley National change colors with the Park—there are hundreds setting sun. of miles of rugged gravel The Racetrack Playa roads to explore. Pick is one of America’s most up the “Backcountry & mysterious geologic Wilderness Access Map” features, a seasonally dry from the NPS to plan your lake with “sailing stones” trips, and don’t rely on GPS. that move over the surface and leave long winding Dark skies tracks in the ground. Some Death Valley’s New Age believers claim remoteness means it has that universal forces or There is an extensive the major tourist sites, such some of the darkest night alien beings move the rocks; display of mining as the Mesquite Flat Sand skies in the nation. It is certainly not that the is wind equipment, wagons, and Dunes trail, an easy 2-mile certified as an International pushing the rocks over very locomotives outside loop around the dunes. Dark Sky Park. Many thin layers of water and ice. the Borax Museum Campers who want to get visitors drive to the Yes, ice does occasionally next to the Ranch at off the established trails can Harmony Borax Works form in Death Valley. Death Valley. Inside, the pitch their tent in remote from Furnace Creek to get There are many more museum displays models spots, overlooking vast a dark and wide view of the natural wonders throughout of 20-mule-team wagon landscapes, under starry night sky. People staying at Death Valley; some that trains, pioneer artifacts, skies. Stovepipe Wells go to the are rarely visited. You can and mineral specimens. Due to the rugged Mesquite Flat Sand Dunes. find an extensive list on The park visitor center also climate and landscape, For many people, this will the National Park Service has exhibits on the mining anyone who leaves the be their first experience (NPS) website as well as on operations in the valley. trails should be extremely seeing the Milky Way as Wikipedia. well prepared and fully it stretches from horizon ACTIVITIES equipped. Backpackers to horizon across the SOAP MINING There are plenty of must obtain a permit at nighttime sky. For the American history recreational activities, from the Furnace Creek Visitor buff, especially those hiking, camping, biking, Center. Star Wars interested in the Old West, backcountry driving, and Death Valley has more Various locations in mining, and/or soap, you stargazing; or you could than 700 miles of roads. The the park were used to can visit the remains of the dress up and pretend you’re major sites are connected film the Star Wars movies Harmony Borax Works. This a Wookiee. by well-paved roads, which “Episode IV - A New Hope” is the 1880s plant where For hikers and mountain are suitable for all bikes and “Episode VI - Return borax was processed and bikers, the trails in the park and cars. Some roads are of the Jedi.” Filming loaded into mule-drawn range from less than a mile relatively flat, such as those locations included the wagons for the long haul to to 14 miles long and are along the valley floor, or you Golden Canyon, Artist’s the train station at Mojave. rated easy to difficult. The can pedal uphill 5,476 feet Drive, Desolation Canyon, The works are 2 miles north NPS website lists the park’s above the valley to Dante’s 20-Mule-Team Canyon, of Furnace Creek. trails. Many start and end at View. Dante’s View, and Mesquite

August 2020 / Cessna Flyer • 49 What to See and Do in Death Valley

Flat Sand Dunes. Visit each site to “Oasis at Death Valley” resort, with see if you can recognize scenes from the hotel, restaurants, store, golf the movies. For information about the course, visitor center, Jeep rental, filming sites, the NPS has published a gas station, and NPS visitor center. guide on their website. Stovepipe Wells Airport is located next to a smaller resort, with a hotel, Furnace Creek Golf Course campsites, a restaurant, and general The Furnace Creek Golf Course store, but it’s less comprehensive and offers golfers a chance to play on the farther from the major tourist sites. world’s lowest elevation golf course, Be prepared—no airport in the park at -214 feet msl. The desert course is has fuel or tie-down ropes. Bring your surrounded by palm trees with views own tie-downs. Read the National of the mountains, and players are Park Service airport information on afterward refreshed at the 19th Hole the NPS website before arriving. restaurant and bar. Furnace Creek Airport (L06) Jeep rental and tours The airport has one runway, 15/33, Farabee’s Jeep Rentals & Tours that is 3,065 feet by 70 feet, at 210 at Furnace Creek is the only vehicle feet below mean sea level (-210 feet rental in the park, so plan ahead if msl). As of February, when I visited, you’re flying in. The company rents the runway was in poor shape, with Jeeps equipped for the remote numerous cracks that have formed gravel roads, but remember that small ridges, approximately 1 inch going truly off road is not allowed in high, in the surface. I’d land there with the park. The main sites in the park an appropriate airplane, but some are accessible by paved roads or pilots won’t like the condition of the well-maintained gravel roads that runway. Each pilot must make that any car can use. Jeep rentals are decision. Until it’s resurfaced, you only available September through might consider Furnace Creek as a May, but the company operates backcountry airfield and fly in with an guided tours all year. Before heading airplane that’s able to deal with rough out, be sure you have a full tank of ground. Be careful on landing not to gas (there is a gas station at the catch a tire on a ridge and start to resort), plenty of water and snacks, swerve. Overfly the runway first and and stay on the roads. pick the best spot to touch down. Carry enough fuel to make your Airports alternate if you decide to fly onward, There are two airports with paved and enough for your return, as there’s runways within Death Valley National no fuel available. Bring tie-downs Park. Furnace Creek Airport is the and sun shields, or just a white sheet primary one. It’s located at the to cover your instrument panel, as

50 • Cessna Flyer / August 2020  Continued from Page 49 “Inn at Death Valley” opened in 1927, well-heeled guests, especially the rich and famous of Hollywood, were able to fly in. The Inn still welcomes visitors to Furnace Creek.

Furnace Creek Airport Engine Originally, there were two gravel Monitoring runways, one hangar, and fueling facil- & Flight Instruments ities. Although operated by the resort, Premium ANR the airport was located on National Park Headsets Service land. Throughout the interwar period, the airport was often used by the

Lowest Prices What to See and Do in Death Valley on Radios Go LED & Be Brighter - In Stock there’s no shade at the airport. Call the hotel for a ride to your room.

Stovepipe Wells Airport (L09) The second airport in the park is Stovepipe Wells Airport (L09) at Stovepipe Wells Village, about 18 miles northwest of Furnace Creek. 2 ADS-B In -39 The airport sits at 25 feet msl with one runway, 05/23, that is 3,260 feet by 65 feet of lightly cracked asphalt, although it’s smooth enough to easily land. That’s one pilot’s opinion; overfly the runway and decide for yourself. ADS-B - The village offers a modern hotel with a swimming pool, RV and camping sites, general store, gas station, restaurant, and saloon. It’s 2 miles west of the Mesquite Flat AUDIO Sand Dunes, but without ground transportation available, it’s difficult PANELS to explore much more of the park Hear Them Clearly... from there. Farabee’s Jeep Rentals at Furnace Creek might be willing First Time, Every Time to deliver a Jeep if you arrange the delivery in advance. The Parts to Start If you’re seeking more peace than Everytime In Stock the Furnace Creek campgrounds, this could be a better spot to pitch your tent for a night. At least, fly out from Furnace Creek during your aerial exploration of Death Valley and land so you can add one more airport to your logbook.

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August 2020 / Cessna Flyer • 51 Army Air Corps for training. During World War II, the airport was designated the “Furnace Creek Emer- gency Landing Field,” that Army and Navy planes from nearby military installations could use as an alternate landing site. Abandoned by the military soon

Where to Stay in Death Valley

Furnace Creek Most visitors base their visit at Furnace Creek, the town that hosts the airport and the Oasis at Death Valley resort which offers the most amenities in the park. A secondary resort at Stovepipe Wells is the site of the only other airport in the park. At least, most people make a stop at Furnace Creek to fuel their car, stock up on food and water, and check in with the park rangers at the visitor center. Don’t forget to pay your entrance fee. The Oasis is operated by Xanterra, SUPER CAPACITY a company that operates tourist Gill LT 12V Sealed VRLA Aircraft battery* facilities at many national parks. The resort offers a hotel, campground, GetG MMaximumi RReserve CCapacityi to HHandledl gas station, general store, golf course, Increased Aviation Electronics. swimming pool, restaurant, bar, and 7025-24 7035-34 souvenir shop. The historic Inn at Available Now, Available Now, at Distributors at Distributors Death Valley is separate from the Oasis to provide more peace and solitude for those with more cash. The airport, museum, additional campgrounds, RV park and, visitor center are operated by the National Park Service (NPS). There are four campgrounds at Furnace Creek; three operated by the NPS and one by the resort.

FAA-PMA Approved FAA-PMA Approved The Ranch at Death Valley For Over 162 For Over 242 The Ranch at Death Valley is the Aircraft Models Aircraft Models main hotel at the Oasis resort. Don’t expect luxury here, as the Ranch is operated by a government concessionaire, but the rooms are clean and serviceable. New rooms Celebrating 100 Years of Battery Innovation were being constructed in February *For aapprovedd applicatioons; See GGillbattteries.comm foor a full list of airrcraft models sservicced by tthis battery 2020, so by the time you fly in, you may be housed in a new, modern | 909.793.3131 | GILLBATTERIES.COM room. Located at the center of the

52 • Cessna Flyer / August 2020 after the war, a new civil airport opened in May 1953, 1 mile west of the original wartime runways. You can walk across the old runways, which are now used as a very long parking lot for the resort and campground. The new airport is Continued on Page 60 

resort, the Ranch’s 224 guest rooms are convenient to all the facilities, and less expensive than the posh Inn at Death Valley.

The Inn at Death Valley The Inn at Death Valley was originally built with just 12 rooms. More rooms were added in the 1930s, plus amenities such as the swimming pool and tennis courts, and the Inn soon became a favorite winter vacation spot for the rich and famous. Many Hollywood stars stayed there, including Clark Gable and Carole Lombard. The design was inspired by California Spanish Missions, with stone and stucco exteriors, red tile roofs, archways, and arcades built around a garden of date palms and a natural spring. Today, the historic Inn is a luxurious resort that evokes the times of classic Hollywood. The spring-fed pool is kept at a comfortable 87 degrees and guests can play tennis, golf, or tour the park. The Inn is located 1 mile east of the Oasis and it’s pricier than the Ranch, and far more expensive than camping, but worth the splurge. The Inn has 66 guest rooms.

Camping The Oasis resort operates Fiddler’s Campground and the NPS operates the Furnace Creek, Sunset, and Texas Springs campgrounds at Furnace Creek. At Stovepipe Wells, the park’s secondary resort, the Stovepipe Wells Village has 14 RV sites and the NPS operates the Stovepipe Wells campground. The NPS has six more campgrounds throughout Death Valley. Backcountry camping is permitted at specific locations in the park, but this is an option for only the most experienced and well-prepared campers. Call the NPS to reserve your campsite or book online.

August 2020 / Cessna Flyer • 53 *Compiled from press releases

GARMIN PILOT ADDS CONFIGURABLE DOCUMENT VIEWER NIGHT MODE, AND MORE

OLATHE, Kan., June 8, 2020—Garmin their flight plan using the FltPlan.com recently announced the addition website or Garmin Pilot, now have the of new features to the Garmin Pilot option to print their navigation log or app on Apple mobile devices. New the weight and balance sheet from enhancements to the document Garmin Pilot. Garmin Pilot Europe viewer allow customers to configure subscribers also have the option to folders so they can more easily print the IFR auto-routing briefing organize documents, such as pilot’s packet. guides, cockpit reference guides, and more, within the app. Additional ADDITIONAL FEATURES: features include the display of • When the terrain database elevation information in the radial is downloaded, elevation menu, night mode on approach information can be viewed within charts, the option to print the the inner circle of the radial navigation log, and more. menu on the map. • Pilots can easily view a new DOCUMENT VIEWER ENHANCEMENTS logbook report that details Documents stored within the the airports they have visited. document viewer in Garmin Pilot are Each logbook period displays now synced across all Apple mobile a map with pins to reflect the devices running Garmin Pilot. These destination airport, as well as folders are also customizable by color the date, flight time logged, and and can be reordered for improved more. organization of documents such as pilot’s guides, cockpit reference • The display and animation of guides, checklists, and more. lightning has been enhanced on the moving map. NIGHT MODE ON INSTRUMENT • Garmin Pilot also supports the APPROACH CHARTS Apple Pencil 2 and a variety of While flying at night, pilots can gestures. now invert the colors on Garmin FliteCharts or Jeppesen terminal The newest release of Garmin approach procedures for enhanced Pilot on Apple mobile devices is readability during night flights. Pilots available immediately. For new have the option to select night mode customers, Garmin Pilot is available from the menu in the top right corner in the Apple App Store as a free when viewing a chart on the map download for the first 30 days. page, in the charts binder, in split- After the 30-day trial period, screen view on the synthetic page, or customers may purchase an while viewing the airport page. Once annual subscription of Garmin Pilot selected, night mode is consistently starting at $79.99. Garmin Pilot displayed throughout the app. is supported by Garmin’s award- winning aviation support team, which NAVIGATION LOG AND WEIGHT/ provides 24/7 worldwide technical BALANCE PRINT OPTION and warranty support. FltPlan.com customers in the U.S., For more information, visit Canada, and the Caribbean that file garmin.com/aviation.

54 • Cessna Flyer / August 2020 MCFARLANE ANNOUNCES FAA-PMA APPROVAL ON VERNIER-ASSIST THROTTLES Randy Miller BALDWIN CITY, Kan., June 11, 2020— McFarlane Aviation Products recently WESTERN AIRCRAFT announced the FAA-PMA approval of Vernier-Assist Throttles. Finally, the wait GROWS SALES TEAM is over for safer, smoother, more precise throttle controls. WITH ADDITION OF McFarlane’s new assembly offers the best of traditional friction-type and NE REGIONAL SALES vernier-type throttle controls. Operating on friction alone eliminates the need for MANAGER threads, locking balls, and pins. Simply turn the knob for fine adjustments, or BOISE, Idaho, June 22, 2020— push in or out for coarser movement. An Western Aircraft, a Greenwich adjustable friction lock secures the control AeroGroup company, announced in position but is easily overridden in case of recently that it has hired Randy an emergency. Miller as a regional sales “Our Vernier-Assist throttles are safe, precise, manager. and dependable,” said Engineering Manager In his new role with the Austin Beine. “These throttles are completely Western Aircraft MRO Sales jam-proof. Our design provides precise rotary Team, Miller works with jet adjustments with the quick response of a owners and operators, and is friction-type throttle control.” responsible for maintenance Without the cumbersome release button or sales on Cessna Citation and complicated locking thread that are subject to Embraer Phenom aircraft. jamming, the McFarlane patented roller action Miller has more than 25 uses only friction to drive the vernier action. The years of corporate aviation friction control provides smoothness, precision, sales experience, particularly and safety when operating the throttle. These with airframe and engine controls are FAA-PMA approved for installation maintenance sales. Prior to in most single engine aircraft, and come with joining Western Aircraft, he complete documentation, including ICA. worked for several large MRO For more information, please visit companies, including Textron mcfarlaneaviation.com or call (888) 352-0076. Aviation, StandardAero, and most recently Constant Aviation. He holds a commercial pilot certificate, and in his spare time, enjoys restoring and flying vintage aircraft. Miller holds a Bachelor of Arts degree in political science from Mesa State College in Grand Junction, Colorado. For more information about the company, visit westair.com.

August 2020 / Cessna Flyer • 55 AIR PLAINS SERVICES SALUTES THE CESSNA 172, 65 YEARS AND STILL GOING WELLINGTON, Kan., June 17, 2020—Air Plains Services, a world leader in General Aviation engine and avionics upgrades, salutes the iconic Cessna 172 Skyhawk, celebrating 65 years since its first flight, and still going strong. “We are very happy to pay tribute to the storied history of the incredible Cessna 172, marking 65 years since its first flight in June 1955,” said Mike Kelley, founder and owner of Air Plains Services. “I am proud to say we’ve been supporting this airplane for more than 40 of those years from our shop in Wel- lington, so we speak with some author- ity about its longevity, its performance and durability, and its role as the most popular airplane model out there.” According to Textron Aviation, Cess- na has produced Three of the Cessna more than 45,000 172s operated by aircraft under the Silverhawk Avia- 172 umbrella—the tion Academy just most produced outside Boise, Idaho, aircraft model in equipped with the aviation history. Air Air Plains 180hp XP Plains has provided engine upgrade.

56 • Cessna Flyer / August 2020 Silverhawk Cessna 172XP by Air Plains 180hp engine upgrades to more than 2,500 of those aircraft, with more engine upgrades being installed or shipped worldwide regularly. Air Plains also manufactures a variety of PMA parts for the Skyhawk including baffle kits, airboxes and airbox brackets and gaskets, and propeller bulkheads. The Cessna 172 is also the world’s most famous primary trainer aircraft, used by flight schools around the world. The upgraded 180hp engines sold by Air Plains improve the aircraft’s suitability in flight school or training environments. Installa- tion cost of a new 180hp is comparable to the cost of a scheduled overhaul, and the upgrade offers more reliable performance, more efficient operation, and increased payload to make it a true four-place aircraft, all making the total cost of ownership preferable to other options. For more information about any of AT APPROVED TURBO COMPONENTS, INC Air Plains products or services, call WE ARE MORE THAN JUST A BOX WITH A PART (800) 752-8481 or (620) 326-8904, or NUMBER ON IT. WE PROVIDE EXCEPTIONAL visit airplains.com. For online shopping, CUSTOMER SERVICE WITH EVERY visit the Air Plains web store at OVERHAUL OR EXCHANGE! shopairplains.com. TURBOS TESTED @ 100,000 RPM ON VSR MACHINE

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August 2020 / Cessna Flyer • 57 HARTZELL ENGINE TECHNOLOGIES ANNOUNCES SUPPLIER PARTNERSHIP WITH CONTINENTAL AEROSPACE TECHNOLOGIES TO BE EXCLUSIVE PROVIDER OF NEW STARTER ADAPTERS FOR CONTINENTAL PISTON AIRCRAFT ENGINES

MONTGOMERY, Ala., July 6, 2020—Representatives of Hartzell Engine Technologies recently announced that the company had begun a supplier partnership with Continental Aerospace Technologies to manufacture a line of starter adapters for current and legacy- series Continental piston aircraft engines. As of July 1, Hartzell Engine Technologies is the exclusive manufacturer of starter adapters for all Continental Aerospace Technologies factory-new, rebuilt, and factory overhauled engines. “As part of the new agreement, we have been working closely with Continental to complete an engineering transition of the current units,” said Keith Bagley, president of Hartzell Engine Technologies. “We have also completed the transition of production tooling and manufacturing to our facility here in Montgomery. “We are currently shipping the first two models of the new- generation Sky-Tec Starter Adapters for Continental IO/TSIO-360 and GTSIO (geared)-series piston aircraft engines,” he added. “And we are currently working through production readiness builds on units for the remainder of the engine models. “Hartzell Engine Technologies’

58 • Cessna Flyer / August 2020 Sky-Tec brand is the leader in starter and starter accessory systems. Continental recognized that we could update the performance of these units using our technology, and that’s exactly what we have done,” Bagley stated. “While the two new Sky-Tec Starter Adapters have seen some manufacturing improvements, you will see more significant upgrades in future product releases.” Bagley said that Sky-Tec Starter Adapters for the Continental Aerospace Technologies IO/TSIO- 360 and GTSIO-series of engines are currently available for both the new product and aftermarket segments in North America through Aircraft Spruce and Specialty, Quality Aircraft Accessories, Hartzell Engine Technologies international distribution channels, as well as through Continental’s master distributor, Boeing. For more information, please visit hartzell.aero.

August 2020 / Cessna Flyer • 59 Destination  Continued from Page 53

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August 2020 / Cessna Flyer • 61 Parts avionics Questions & Answers EnginEs  Continued from Page 18 ProPs look for them and address them myself. #1 for Aircraft Parts Support Should the mechanic have addressed Since 1984 the issue at annual? Since there is an Same-Day Worldwide OverOver 55 MilliMilliOOnn AD, I would have assumed that this is his Shipping responsibility. Now, I’m wondering what We Price Match! iin-Stn-StOOckck PartPartSS!! else he overlooked during the annuals. Search our Parts Bart for Free 24/7 Follow-up A: DoDSon.coM cAll uS toDAy At 785-878-8000 I recommend that you give the “In- spection Tips” article to any mechanic you hire to work on your airplane. It’s an excellent guide. That mechanic is guilty of breaking the law by not finding and complying When buying from one of our with the AD on the air box duct gasket. That is serious business. advertisers, tell them you saw their His job is to comply with the regula- tions, and he must take this seriously. ad in Cessna Flyer magazine You have some power here if you want to a.) educate or b.) take him to task. You can give him a copy of the inspection checklist while expressing your displea- sure; you can give it to him while telling him you’re going elsewhere because you don’t trust him; or you can call the local FAA Flight Standards District Office (FSDO) and tell them what you found. Your course of action will depend on whether he has expressed remorse for his failures. That’s one thing. Is he B.A.S. Inc. receptive to using the 182 inspection P.O. Box 190 Eatonville, WA 98328 checklist? If so, you can choose to continue to work with him. But don’t forget, RESTRAINT WITHOUT he has missed two items; neither should RESTRICTION have been overlooked. A four-point inertia However, if his explanation for not shoulder harness/ doing the AD seems nonsensical to you lap belt system that is FAA-STC and or sounds weak, I would move on. What PMA approved for does your gut tell you? most Cessnas. There’s a bottom line here. You, the Visit our website pilot, are responsible for the airworthi- for a complete listing of available ness of your airplane. If you can’t trust aircraft models and the guy/gal you contracted with to en- pricing for Cessna, sure the airworthiness of your airplane, Piper, Beechcraft & Luscombe. it’s on you. Happy flying, RETRACTABLE PULL HANDLES Steve FOR TAILDRAGGERS IMPORTANT: This article describes work that may need to be performed/ supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your www.basinc-aeromod.com mechanic before starting any work. Toll Free 1-888-255-6566 (Pacific Time) (360) 832-6566 • Fax (360) 832-6466

62 • Cessna Flyer / August 2020  STEVE ELLS has been an A&P/ IA for 45 years. He is a commercial pilot with instrument and multi- PJ2 engine ratings and loves utility and COM RADIO bush-style airplanes and operations. Ells served as associate editor for Backup radio with AOPA Pilot until 2008. He owns built-in headset jacks Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to editor@ cessnaflyer.org.

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August 2020 / Cessna Flyer • 63 Advertiser Index Advertise with Cessna Flyer Call Kent Dellenbusch 626.844.0125

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

64 • Cessna Flyer / August 2020 Directory

Mailing and contact Information for Cessna Flyer Association

CESSNA FLYER ASSOCIATION Cessna Flyer Association Parts Locating, Technical Support 1042 Mountain Ave. Ste. B #337 Upland, CA 91786 member event & Vendor Discounts 626-844-0125 EMAIL [email protected] EMAIL [email protected] REGISTER: thegatheringatwaupaca. simpletix.com/ We have contacts everywhere in the Benefits industry and we’ll assist in finding you Cessna Flyer and Piper Flyer that part or getting an answer to your Cessna Flyer magazine Association members fly in to question. That’s what we’re here for. beautiful Waupaca (KPCZ) for a EMAIL Saturday night cocktail reception, Many vendors offer discounts to [email protected] with full slate of informative seminars on members. Call or email Kent for more questions, comments, or concerns Sunday and Sunday evening banquet information or ask our vendors when about the content of the magazine. at the Waupaca Ale House, and then contacting them directly. Remember enjoy the air-conditioned motor to tell them you are a Cessna Flyer EMAIL [email protected] coach to EAA AirVenture on Monday, Association member. for damaged or missing issues. Tuesday, and Wednesday with an optional night bus on Wednesday to accommodate viewing the night Website – CessnaFlyer.org airshow. Fabulous raffle prizes at our Sunday drawing! EMAIL [email protected] for concerns regarding the website or with problems logging in.

CessnaFlyer.org contains an archive of our magazine articles, a listing of Service Bulletins, Airworthiness Directives, and safety alerts, a product directory called the Cessna Yellow Pages, plus an events calendar, knowledge base, our library of member photographs and videos— and our forums (see next item).

Online Forums CessnaFlyer.org/forum

Our online forum, located within the association website, is a great source for question-and-answer interaction and an excellent way to converse with other members, the CFA staff, and Cessna Flyer’s contributing editor, longtime A&P/IA, Steve Ells.

August 2020 / Cessna Flyer • 65 Vintage Cessna Advertising and Marketing

1977 Cessna Brochure Cessna 180, complete with avocado-colored interior.

66 • Cessna Flyer / August 2020 Instrument Corporation August 2020 / Cessna Flyer • 67 68 • Cessna Flyer / August 2020