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The Twin Cessna Flyersm P.O. Box 12453 FROM THE EDITOR 414 PROJECT - YEAR Charlotte, NC 28220 4 16 Phone: 1-877-977-3246 Seminar updates, landing gear rig- ONE RESULTS Email: [email protected] ging, new Garmin products, good- In a way, all Twin Cessnas are project Website: www.twincessna.org bye to Cape Air 402s, landing on the planes in that there is usually a lot of The Twin Cessna Flyer Magazine is the official publication of the The Twin wrong runway, In This Issue, and catch-up maintenance after purchase. Cessna Flyersm owners organization, P.O. Box 12453 Charlotte, NC 28220. more. What happens if you deliberately buy The price of a yearly subscription is $85 ($130 international), which includes one that you know will need a lot of a one-year membership in The Twin FISHER 414AW maintenance? You got a deal on the Cessna Flyersm owners organization. 8 414As are the most sought-after purchase price, but is it worth it in The Twin Cessna Flyer is not affiliated with or sponsored by Textron Twin Cessnas. Owners who buy the long run? Ted Dupuis gives us his Aviation or the Cessna Aircraft Com- pany. them typically make significant answer. upgrades, and George Fisher is no Twin Cessna owners and operators are encouraged to submit articles and exception. His article gives the de- PIREP: MT PROPS ON A pictures for publication. Once submit- 20 ted, the articles and pictures become tails, and it is accompanied by some T303 the property of The Twin Cessna Flyersm and cannot be returned. The great pictures. More and more Twin Cessnas are act of making a submission for publica- tion is an express warranty that the converting to composite props, including submitted material does not infringe on NEW S-TEC 3100 a few T303 Crusaders. Most owners the rights or copyrights of others. 12 AUTOPILOT report improved performance, but Published articles may include opinions or specific recommendations on aircraft This new state-of-the-art digital most of the information out there is maintenance or operational practices. These opinions and recommendations autopilot was announced at anecdotal. Member Tom Srachta was are solely those of the article author Oshkosh, and it has since created able to conduct an actual fly-off with and not necessarily those of The Twin Cessna Flyersm. The Twin Cessna Flyersm quite a stir. Plans are for it to be another T303. He reports his detailed does not endorse any practice that would be in violation of FAA regulations STC’d for most Twin Cessnas next results. or the aircraft POH/AFM. year. I interviewed Jamie Luster, Nothing appearing in The Twin sm Director of Sales and Marketing READERS WRITE Cessna Flyer may be reproduced 24 or distributed without the express at Genesys, to learn more about Inflight problems, prop-cowl alignment, permission of the publisher. the autopilot, its pricing and Colemill engines, leaking fuel selector, availability. alternator circuit breakers, heater AD questions, air conditioning, and more.

The twin cessna flyer advisory committee CLASSIFIEDS Larry A. Ball - New Haven, IN 32 Anthony R. Saxton - Defiance, OH 36 UPCOMING SEMINAR INFORMATION

Cover photo provided by Eddie Liendo. Editing assistance provided by Rose Comaduran. Copyright 2017, The Twin Cessna Flyersm. All rights reserved.

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 3

from the editor

by Bob Thomason, Editor

SEMINAR UPDATE Our winter seminar will be held in sunny St. Petersburg, FL, at the Albert We had a big crowd at our seminar in Whited airport (KSPG). This has Defiance, OH, last month. Tony’s hangar always been one of my all-time favorite was packed with owners soaking up airports. Within walking distance of valuable knowledge about their Twin downtown, it is right on the water. The Cessnas. If you missed it, don’t despair. runways are short enough at 3,675 and Join us this month, November 2 - 5, 2,865 feet to mean it is a true GA-only when we’ll be in the California wine airport. No big jets here, although it country at the Nut Tree Airport in does have a control tower. Vacaville, KVCB. Note that the Systems Seminar will be held on the first two There is a superb terminal, complete inspection, which resulted in the days and the Engine Seminar on the last with an excellent restaurant. This right MLG collapsing during two days. is where we will hold the seminar. landing. Only a short walk away is the Dalí It’s not too late to register. You can find museum (www.dali.org) which houses Given this Probable Cause, I suppose we complete information and registration an incredible collection of Salvador can’t fault the magazine too much for forms on our website at www. Dalí’s works, including some of the the article title, however it is inaccurate. twincessna.org. Or just call me at 1-877- surrealist paintings for which he is so FAR 43, which defines the requirements 977-3246. I’ll answer any questions you famous. Downtown is alive with music for maintenance on Part 91 operated have and sign you up. festivals and other events, and the aircraft, gives maintenance shops lots beaches are not far away. If you can’t of leeway in how to conduct an Annual Don’t forget that some of us will be Inspection. There is no legal requirement visiting the ICON A5 factory on the field make it out to California in November, put this one on your calendar. that a shop follow specific inspection on Wednesday afternoon, so let me know timelines in the Maintenance Manual if you will be joining us. We had a great unless they are contained in an official time a few years ago at this location and GEAR RIGGING - WHO’S Airworthiness Section - which the 310 I am really looking forward to returning. RESPONSIBLE? manual does not have. See you in Vacaville. A recent article in a major aviation Further, FAR Part 91.403 (a) states: publication profiled a Cessna 310J gear collapse accident. The title was: The owner or operator of an “Mechanic’s Error Bends a 310.” The aircraft is primarily responsible story was the age-old tale of a 310 for maintaining that aircraft in with out-of-rig landing gear which an airworthy condition, including finally collapsed. An Annual had been compliance with part 39 of this performed on the airplane four months chapter. prior to this particular accident, and the gear system had not been rigged Thus, proper inspection/maintenance as specified by the Cessna factory is the owner’s responsibility, not Maintenance Manual. The manual states necessarily the shop’s. And while there that the landing gear must be rigged per the specific instructions in the manual at every Annual Inspection or 200 hours, whichever comes first. This applies to all Upcoming Seminars “People ask why I keep Twin Cessnas with electro-mechanical 1) November 2 - 5 at Nut Tree coming back. It’s simple: landing gear. Airport in Vacaville, CA these seminars are the The NTSB Probable Cause for this (KVCB) best value I have ever accident stated:

encountered in aviation.” The insufficient right main landing 2) February 8 - 11 at Albert gear (MLG) down-lock tension due Whited Airport St. to maintenance personnel’s failure Petersburg, FL (KSPG) — Carl, 310 Owner to perform a rigging procedure during the airplane’s most recent 4 | TWINCESSNA.ORG web site: https:// explore.garmin.com/ en-US/txi/. It’s in line with past pricing and there are trade-in/ upgrade programs. Units will begin shipping by year’s end.

These new products are a big advance It’s the owner’s responsibility to make sure for our panels. The the landing gear is rigged properly. That large screens that are means using both the schedule and the highly customizable, Shown above is one possible configuration of the new Garmin procedure prescribed in the Maintenance with units that talk Manual. TXi series of displays. They are highly configurable, are to each other and interlinked, and include battery backup. is no legal requirement for Part 91 emergency battery backup availability, are the things I be configured for VIP transport, cargo, operators to comply with any inspection parachuting, and medevac, and can even procedure in the Maintenance Manual, like. Further, database updates will be easier, and downloading and analyzing be equipped with floats for amphibious any good Twin Cessna shop and any operations. The airplane is not yet FAA reasonably-informed owner should be engine and flight data will be enhanced. The avionics revolution continues. certified, but that is expected in 2018. aware of the gear-rigging requirement. I’m no expert, but I think this design The Twin Cessna Flyer has been What might we see from the other manufacturers? will see a lot of success. I think the publicizing the need for proper gear U.S. GA manufacturers missed a great rigging continuously since our founding opportunity in letting this airplane go to in 1988. We discuss it in detail in our GOODBYE 402s an offshore competitor. seminars and remind owners regularly We’ve known it was coming for some here in the magazine. What will happen to Cape Air’s 402s? time. Now we know when. In a little My guess here is somebody, somewhere over a year, January 2019, Cape Air will Are you positive your shop is rigging will find a way to squeeze more life out take its first delivery of a Tecnam P2012 your gear per the detailed procedure of them. They may be high time, but and begin retiring its fleet of Cessna outlined in the manual each year? If not, they’ve been well maintained. you may end up like the owner in this 402s. The Tecnam P2012 is a twin- accident. engine, high wing, fixed gear airplane that can seat up to 11 people. The Cape WRONG RUNWAY Air version will be powered by two NEW PRODUCTS FROM Multiple incidents of airplanes landing GARMIN 375 HP Lycoming engines. Cape Air is commited to buying 100 P2012s, more or attempting to land on the wrong runway have been in the news recently. Many of us have wondered when Garmin than enough to fully replace its fleet of 402s. They must see a lot of value in this This has raised alarms at the FAA. They might update the G500/600 to touch issued a Safety Alert for Operators screen. The question was answered in transition, as each Tecnam costs $2.3 million. That’s about $2.1 million more (SAFO) on August 18 of this year. The early October when Garmin announced SAFO includes a lengthy list of things its new TXi series of avionics. But they that a good used 402 would cost (if you could find one that is not totally worn pilots can do to prevent this from didn’t just convert the units to touch happening. They include: screens. They also added a ton of new out). features and new displays that can be The P2012 is a brilliant design. It can • Reduce cockpit distractions during customized extensively. Almost anything approach and landing phase of can be displayed on any screen, and flight. the units are compatible with the GTN • Have a technique to verify you are 650/750 series. The new units are: approaching the correct airport and lined up with the correct runway • G500/600 TXi and practice this on every flight. • G700 TXi • Use visual cues such as verifying • EIS TXi (engine monitor) right versus left runways. • Be on the lookout for “expectation The units feature three different display bias.” Be careful not to fall back on sizes: 7 inch portrait, 7 inch landscape your past experiences. Verify! and 10.6 inch. See the nearby picture for • Pay attention to inflight updates, one possible configuration. including ATIS and possible runway Cape Air’s 402s will begin being replaced changes based on wind or other next year by the Italian-made Tecnam New features are too numerous to factors. list, but detailed product information, P2012s. Did U.S. GA companies miss an opportunity? including pricing, can be found on their (continued on next page) THE TWIN CESSNA FLYER • NOVEMBER 2017 | 5

FROM THE EDITOR (continued from previous page)

• Always include the assigned landing and has had many other adventures in maintenance surprises when we buy runway and your call sign in the his life. He didn’t want to share them all a Twin Cessna. Even the world’s best read back to a landing clearance. in print, so if you ever bump into him prebuy inspection cannot discover every • If cleared to land early or prior at a TTCF event, buy him a drink and possible issue with a particular airplane. to entering the pattern, verify the prepare to be entertained for a while! Buyers need to adjust their budgets runway assignment with ATC as you In this article we profile his beautiful accordingly and have a financial reserve get closer to the airport. 414AW. for bad surprises like the one Ted found. • Beware of lighting conditions that create visual challenges. Be New S-TEC 3100 Autopilot: Oshkosh PIREP: MT Props on a T303: Tom especially alert at night. featured a flurry of announcements Srachta’s beautiful T303 was featured in • Utilize navigation equipment such about new avionics. Most important to the August 2010 issue of this magazine. as Localizer/GPS (if available) to Twin Cessna pilots were two autopilot It was a superb writeup on the Crusader verify proper runway alignment. announcements: the Garmin GFC600 in general and Tom’s airplane in • Request assistance from ATC if and the S-TEC 3100. These autopilots particular. He has one of the nicest experiencing any disorientation or if will be shipping soon, and many of us Crusaders flying today. unsure of position. who’ve been waiting to upgrade will • On short final, make final have a choice to make. He made it even better recently by verification of correct runway and installing MT composite props. The big ensure that no vehicles or aircraft In this issue, I interview Jamie Luster, question with an expensive upgrade like are present. Director of Sales and Marketing at this is always about performance. Does • If you are ever in doubt of your Genesys Aerosystems, owner of S-TEC, performance improve enough to justify approach or landing on the assigned about the new S-TEC 3100 autopilot the cost? But measuring performance runway, perform a go around that will eventually be certified for most improvement is difficult, and most procedure and promptly notify ATC. Twin Cessnas. What excites me most PIREPS we get are anecdotal. In about the 3100 is that it can use the Tom’s case, he performed a fly-off with These days, servos already in place for the 55X, and another T303 equipped with standard most of us have there will be favorable trade-in pricing. props. While not perfect — Tom and GPS and it I’ll certainly consider the new Garmin his friend are not test pilots — the data is a common autopilot but as a current 55X owner, strongly suggest significant performance practice to load I suspect a cost analysis will favor the improvements. Plus, as Tom points out, the approach S-TEC. We’ll see! the new props look really cool! so you have a runway 414 Project - Year One Results: Member Until next month, fly safely! centerline on Ted Dupuis has had a number of the screen articles in this magazine, and he posts Actively confirm that even in VMC prolifically on our online you are lined up for the conditions. If forum, so many of you already correct runway on each you are not know his story. He runs a non- and every landing. doing this profit dog rescue organization, it is a good Cloud Nine Rescue Flights, idea to start. This is one of those pilot transporting dogs scheduled errors that make many of us say, “That to be euthanized to areas could never happen to me.” Remember, where they can be adopted. virtually all of the pilots who have ever He started by using a 310, but lined up on the wrong runway would upgraded to a 414 over a year have said exactly the same thing. Be ago. He knew the airplane that careful out there! he bought would need a lot of work, and it did. IN THIS ISSUE In this article he talks about Fisher 414AW: I first met George Fisher the issues and challenges he at our seminar in Ft. Myers in 2016. He faced as he brought the 414 also attended our Convention in Tucson up to a reliable status. It’s earlier this year. There were so many useful information for any people there I didn’t get to spend much owner who buys a “project time with him, but those who did said, plane” - that is, one where a “You gotta meet this guy!” I knew then I lot of catch-up maintenance is had a good candidate for a cover story. expected.

George is a physician, flew F4 Phantoms One key lesson is that we in the Vietnam era, was a sailboat racer, all need to be prepared for

6 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • NOVEMBER 2017 | 7

Fisher 414AW

by George Fisher, TTCF Member

Some years back I sold my Bonanza the paint and interior experience with performed my first annual, and they did A-36 and purchased a great 1993 Baron my Baron 58, and I was happy to be an excellent job. I had them remove the 58, which I flew for eight years and able to avoid that again. N414TA had a nose wheel mud guards, and I advise about 1,100 hours. It was a fine airplane. new, very nice paint job, recent interior everyone to do that.The guard can But like many of us, I soon wanted a restoration, winglets, VGs, Garmin become bent, and can result in a nose pressurized, cabin class aircraft. That 750, and Garmin 600. Over a period wheel failure on retraction. I learned meant turbocharged engines or perhaps of several months, I added a basic JPI this and many other key tips at the Twin even a turboprop or jet. So I sold my engine monitor, a Shadin digital fuel Cessna Flyer maintenance seminars. wonderful Baron 58, all the while flow monitor, a second Garmin G750, a wondering if I had I have also learned made a big mistake. I that we are not loved that airplane. maintaining these aircraft, we are A Cessna 340 that truly rebuilding Jerry Temple was them. Owning and brokering in Dallas flying our airplanes caught my eye, but is a joy but it is I decided I needed also, for most of us, a larger cabin. I a second or third considered a number career. Further, I of airplanes, not decided that being just Twin Cessnas, a well- trained but I finally decided and proficient I wanted a 414A. pilot is important After investigating and essential, so I a lot of airplanes, I fly regularly and George Fisher’s 414 has every mod one could want: winglets, strakes, wheel covers and finally found N414TA, retrain often. RAM VII engines. a beautiful 414AW, close to home in Flying N414TA Fort Worth. A number of mechanical Flight stream 210, exhaust extensions, is an honor and a pleasure. Having the issues were found during the pre-buy strakes, LED pulsating nacelle lights, ADS-B in and out, XM weather, traffic, inspection, but fortunately the seller a second Garmin ADS-B transponder, and on-board active weather radar agreed to correct the problems. The shop a GDL-88, a GDL-69A, a Garmin WX- makes cross-country flight a joy. The doing the pre-buy was unable to resolve 70 color Doppler radar, wheel covers, a touchscreen is wonderful. Having the the mechanical problems so I decided to 406 Megahertz ELT, and sheepskin seat METARs, TAFs, weather, winds, radar, fly the aircraft to Corpus Christi where covers. If I had to do it again, I would charts, etc., on the panel makes it David Holschulz at Advantage Aviation have installed a second G-600 on the possible to have all the information that took over. He corrected the problems and copilot’s side, and I may still go back one can get on ground, right in front of updated the logbooks. Dave has been a and have it done. The excellent avionics you. I find that amazing. great mentor to me over the years. additions were done by Mark Pledger at Flite Electronics in Addison, TX. Some of my most exciting trips At this point, I began my transition in N414TA have been to the Twin process. I did initial training at a well- I have found that the combination of Cessna Seminar in Fort Myers, FL, known simulator company and flew winglets, strakes, VGs, and wheel covers and attending recent Twin Cessna about 12 hours with an instructor. I must has lowered the drag and the stall speed Conventions in Charleston and Tucson. say, the first few hours were humbling of the 414 markedly. My aircraft stalls at Meeting new friends, exchanging ideas, in spite of my 3,100 hours of flight 58 knots now. With the lower stall speed and learning more about our airplanes time. The most difficult part for me I can make approaches over the numbers made these experience very rewarding. I was transitioning from the G530 in my at 85 knots and touch down at 70 knots. strongly recommend that anyone owning Baron 58 to the G750-G600 touchscreen My land and stop distance and work on or interested in buying a Twin Cessna avionics in my 414. I went to a Garmin the brakes are much less than before. take advantage of these remarkable G750 G600 Seminar in Olathe, KS, for The RAM VII engines have been very opportunities. two days. It was an excellent experience, impressive. I can now cruise between Fl and I highly recommend it. Garmin is 190 and Fl 220, which is where the 414 my friend. performs best. Typical cruise speed is a solid 220 knots. Having completed the transition, the upgrades began. I had been through DFW Aero Mechanix in Addison, TX, See pictures on page 10.

8 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • NOVEMBER 2017 | 9

FISHER 414

Picture Notes: Photos by Eddie Liendo. George’s beautiful companion, Frankie, loves to fly with him. George flew F4 Phantoms during the Vietnam era. He still fits in his uniform!

10 | TWINCESSNA.ORG Thinking About Selling?

As we go through life’s stages, there are many decisions to be made. If you think the time may be right to sell your Twin Cessna, think Jerry Temple Aviation.

www.jerrytemple.net PHONE 972 . 712 . 7302 E-MAIL [email protected] We’ve got the FAX 972 . 712 . 7303 process down.

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 11

NEW S-TEC 3100 AUTOPILOT by Bob Thomason, TTCF Editor

I recently or 600 or an Aspen PFD. They must One of the things that separates us interviewed be connected to something like the from the competition is that we are an Jamie Luster, non-TSO’d Garmin G5 to get attitude autopilot company. We aren’t distracted Director of information. Since it is TSO’d, the by other product lines. This means that Sales and S-TEC 3100 can be connected to a we are going to be more aggressive Marketing G500, G600, Aspen PFD, or other TSO’d about getting STCs for more airplanes. of Genesys device. In the case of a 3100/G500 or While we are starting with four lines of Systems about 600 setup, if the Garmin unit has the aircraft, we expect to be adding models their new right software, it will fully integrate quickly. If we have 10 owners come to us state-of-the- including setting the altitude for and sign a purchase order, we’ll get the art digital altitude preselect. We are working with STC. Other companies might require 50 autopilot that Aspen to allow this as well, but timing or 60 owners to commit. Jamie Luster, Director will eventually from Aspen is currently unclear. For Sales and Marketing, be certified for some makes and models, we can use the We recognize that Twin Cessna owners Genesys Aerosystems. Twin Cessnas, internal AHRS plus an ADC or pressure are very hungry for a new autopilot, the S-TEC transducer for the attitude information. especially the 300 series. (Editor’s Note: 3100 Digital Flight Control System. this includes the 310, 320, and 340. The Here is the transcript of our discussion, Twin Cessna Flyer: Your Genesys 2100 303 will not be included in this round lightly edited for clarity. autopilot has been installed by some but may be later.) So we see them as a of our 400 series owners. Is the 3100 a focus of our second round of STCs. Our Twin Cessna Flyer: Genesys announced derivative of the 2100? turnaround on STCs is three to four the 3100 at Oshkosh. What was behind months, so approval should come pretty the timing of that? quickly.

Luster: Several things. Recently the Twin Cessna Flyer: Don’t forget the 400 FAA has become more lenient in series. I think you’ll find at least equal allowing non-TSO’d equipment to be demand there and perhaps a greater STC’d for certified aircraft, particularly willingness to buy since their hull if the equipment is safety related. values are higher. Their only options for Because non-TSO’d equipment requires modern autopilots now cost upwards of less rigorous testing and certification, $50,000+. it is less expensive to produce, making Luster: At Genesys we had been focused it much more affordable. Owners of on the Part 25 market. Our 2100 Luster: They are on the radar. As you older, legacy aircraft simply could not autopilot was directed at that market. know, the Genesys 2100 is certified for afford autopilots that cost a significant While we wanted to mimic the features the 400 series so we are very familiar percentage of their hull value. These of the 2100, we couldn’t use it as the with that fleet. newer, lower-cost autopilots are a better basis for the 3100 because it would just fit for their budgets. be too expensive, so everything about Twin Cessna Flyer: Many of us have the 3100 is different - circuits, software, S-TEC 55Xs in our airplanes now. Will It’s obvious that safety is enhanced etc. The result, though, is an autopilot we be able to use our old servos? when a 35-year-old autopilot is that will fly a lot like the 2100 and even replaced by a modern digital unit. This have some additional features like a Luster: Yes, if it already has an S-TEC leniency by the FAA in allowing new straight-and-level button. We feel like 55X, the existing servos will work. safety-related equipment to be made this autopilot will have great appeal to available to older airplanes has also our legacy S-TEC customers. Twin Cessna Flyer: What about found its way into the TSO’d market. installation? Does the 3100 just slide That is what has allowed us to develop Twin Cessna Flyer: How close is the into the old 55X rack? the S-TEC 3100, which clearly enhances 3100 to being ready for the market? safety with features like flight envelope When do you expect to sell your first Luster: No, it’s not a plug-and-play. The protection. Our market research over production unit? 3100 has about the same profile as the the last few years has confirmed that 55X, but a different connector rack so owners of legacy aircraft are ready for Luster: We have already started getting some wiring changes are necessary. It’s cost-effective autopilots like our 3100. STCs for the 3100, which means we definitely a simpler installation than should be shipping around February. installing from scratch. One important thing for people to We will initially focus on four types understand about the non-TSOd of aircraft, with more to follow soon. Twin Cessna Flyer: I haven’t heard a autopilots is that they cannot be The four we are targeting first are firm price yet for the 3100. Has it been connected to a TSO’d piece of Cessna 182s, 210s, Piper Saratogas, and set? equipment, like say, a Garmin G500 Bonanzas. (continued on page 14)

12 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • NOVEMBER 2017 | 13 S-TEC 3100 (continued from page 12)

Luster: Not yet. We expect to pin it Damper. The 3100 system with Yaw down in the next couple of weeks but we is $24,995 List. The 3100 system is are shooting for it to cost about the same “One of the things that planned to be ready to ship by mid- as a 55X does now. That’s in the $20,000 separates us from the 2018 (April/May). to $25,000 range. competition is that we are Upgrade paths are available as Twin Cessna Flyer: Is there anything else an autopilot company. We well. Upgrade prices start from you’d like our readers to know about the aren’t distracted by other $9,995. Prices will vary depending 3100? on the current S-TEC autopilot being product lines. ” upgraded, and if trim and/or yaw is Luster: We have a link on the home page already installed. of our website where owners can go and express their interest in the 3100. We’ll I am hoping that you might be Bob use this data to help determine the order able to pass this info on to the twin in which we’ll obtain the STCs. community. I wanted to send a quick follow up regarding the new 3100 autopilot. We And finally, I’d like to reiterate what Jack will be announcing our plans to do the I said earlier about Genesys/STEC STC in the 340 series aircraft. The List being a company focused exclusively As we received new updates from price for the 3100 system is $19,995. on autopilots. For our competitors, it’s Genesys on the S-TEC 3100 we will This includes Automatic Electric not their main focus. I hope owners will notify membership via our website, Pitch Trim. In addition to basic two- keep this in mind as they shop for a new email and Twitter. The Golden Age of axis functionality, the 3100 comes autopilot. new autopilots is arriving! with altitude preselect functionality, vertical speed commands, indicated Editor’s Note and Update: After this airspeed hold, GPSS, Level Button, interview was recorded, I received the Envelope protection, and much following email from Jack Somsen, more. The only option that is not Regional Sales Manager from Genesys: automatically included is Yaw aircraftsimulatortraining.com The BEST Twin Cessna Training Insurance Approved The BEST Twin Cessna Instructors

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14 | TWINCESSNA.ORG

414 Project - Year one results by Ted Dupuis, TTCF Member

About a year ago, I wrote an article for condition of the aircraft going into 2017. this magazine about the “project 414” However, more issues arose. that my non-profit Cloud Nine Rescue Flights purchased to replace our 310. We The left turbo, which had been stuck needed a larger, more capable aircraft when we purchased the aircraft but we that would give us more space, better were able to free, ended up seizing up altitude capability, pressurization, plus completely and required replacement. the ability to carry a stretcher, which In the process of replacing the turbo, would allow us to expand our mission. we saw that the left engine outer engine At the time of last year’s article, and beam had previously had an improper with about 75 hours on the airplane repair, and a number of rivet heads since purchase, we were pleased with had broken off. The repair was in a our 414, but a number of potentially location we couldn’t see during the high dollar maintenance items and prebuy inspection. This meant we were upgrades had been identified. facing one of the most dreaded repairs on a Twin Cessna: an engine beam replacement. So, one year later (and about 16 months This first year of ownership of Cloud Nine’s since purchase), where are we now? Did 414 featured a lot of restorative, catch-up this still prove to be a good decision, The exfoliation corrosion on the engine work. We knew it was a “project plane” would we do it again, and would I beam was significant – roughly a going in. recommend it to others? quarter-size area that went completely through the top half of the metal. This components with new parts. First, I’ll review the past year’s had been caused by an exhaust leak Timing issues with my shop meant this maintenance history. Our 414 needed at some point in the plane’s history, repair ended up being incorporated new props and we opted to go with probably decades ago. into our 2017 annual inspection. A MT’s 4-bladed propeller STC (see the benefit was that I was able to perform June 2017 issue for a full report on Engine beam replacement is dreaded an owner-assisted annual, taking all the this upgrade). This has proved to be a for good reason. It is a huge fantastic upgrade, although MT has a job that requires massive long lead time (due to high demand for amounts of labor, and the their props), which resulted in three beams themselves aren’t cheap. months of downtime. This was a significant blow that would mean considerable We made good use of the time, though, downtime and cost. That and completely overhauled both said, I never complain about 20-year-old fuel systems. In the process, finding structural issues on the we found out that one of the fuel ground. (I will complain about limiters had a ruptured diaphragm, finding them in the air when which was repaired. We also replaced the engine falls off!) all of the 20-year-old fuel and oil hoses with new ones. We removed some After removal of the left broken and unnecessary avionics to aid engine, we also found that a in weight reduction, and also replaced number of the rear exhaust the old ALV-9510 alternators, which components were showing were working fine, with new ALV-9610 their age and needed to be alternators. This resulted in even more replaced. Exhaust isn’t an weight savings. area you want to neglect on Twin Cessnas. My engine During replacement of the alternator beam replacement is proof of couplers and washers, we found one that. Many ADs strike me as had a loose nut and the washer had unnecessary, but the exhaust worn significantly. This was a ticking AD on our planes is needed time bomb that could have resulted in a and enhances safety. catastrophic engine failure - proof that these should be checked any time an Thanks to a joint sponsorship alternator is changed. from RAM Aircraft, DART Aircraft Parts, and AWI, With this work behind us and the new we were able to replace props, we felt pretty good about the the deteriorated exhaust

16 | TWINCESSNA.ORG panels off/out and putting them back in, as well as performing some “nice to do” work. We removed four unused antennas from the airplane (two of which were large and bulky), and some inop/unused avionics and associated wiring. I felt the antennas were especially important to remove. Many shops leave unused antennas on aircraft to avoid having to plug the holes. However this hurts performance and thus safety. On our old 310, Unfortunately we uncovered engine beam corrosion that was in a hidden area and consequently missed on the prebuy inspection. This meant beam replacement, which is major surgery on a Twin Cessna. I found that removal of unused antennas resulted in The Aveo landing lights are simply and rebuilding the left side fuel selector. significant performance gains, especially phenomenal — the brightest I’ve ever (We had already rebuilt the right side in climb. The 414 needs all the help it seen. at the first annual). We also replaced can get in climb performance! All in all, we removed about 30 lbs from the inop fuel transfer pump for the the airplane during the annual, and over right nacelle tank, getting us back up We also took the opportunity to replace 150 lbs since acquisition. to the full 203 gallons of fuel capacity. our landing and nav/strobe lights in the We used new screws to put the airplane wing tips and tail stringer, with LED The basic annual itself yielded no back together to make removal much units from Aveo Engineering. I am a big surprises. Items we knew we’d have to easier next time. The engines checked believer in LED nav/strobe lights. Not do in advance included rebuilding a only do they improve recognition, they nose strut, some new aileron bearings, weigh less than the items they replace. (continued on next page)

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 17

414 Project (continued from previous page)

to fly medical transports, filling a gap cost-effective for us, it does not describe between organizations such as Angel the flying situation of the typical Twin Flight and a full-on air ambulance. Cessna owner.

If I could do one thing over, it would be My advice for the typical owner is to the engine beam repair. The A&P was buy the best airplane your budget will very experienced at sheet metal repair allow and then be prepared for a year or and did a good job, but because this so of fixing things. You won’t likely have was his first Twin Cessna engine beam, all the project plane issues we have had, it took him longer than we would have but you and your shop will be busy. As liked. In retrospect, an experienced Twin Tony Saxton says, all Twin Cessnas are Cessna shop would have been a better restoration projects. choice for this challenging work. Aveo Engineering nav/strobe LED lights are the brightest I’ve seen, plus they save Although feeling good, we are not out of weight. They are an excellent upgrade. the woods yet. Even for airplanes that aren’t considered “projects” it often out beautifully with good compressions, takes more good borescopes, and no metal in the than a year filters. or two for all the issues to So given the events of the past year, how surface. am I feeling? Would we have bought this airplane if we had a do-over? The Should the answer is yes because we expected average Twin this level of level of restoration and Cessna buyer downtime. This is just a fact of life with consider a project airplanes. You can’t rush the project plane process. Taking the needed time results like Cloud Nine in better long-term reliability and lower did? In a word, long-term cost. no. Cloud Nine is in a unique In spite of the extensive downtime, position. I we’ve flown the aircraft nearly 140 hours have extensive since purchase 16 months ago, which is mechanical and more flight time than the average Twin wrench-turning Cessna owner logs. experience, and Cloud Nine At this point, we’ve replaced most has some great of the accessories on the aircraft. sponsors who Magnetos are next on the list, just as a support our preventative maintenance/reliability mission which item. The pressurization has always held helps keep our maximum differential, and the airframe parts costs to itself is very clean and in good condition a minimum. overall. Our missions also tend to be The post annual test flight and the first long, a couple trip thereafter showed excellent results. of legs with 10 Climb to FL190 (starting at ~750 MSL) to 15 hours of took 25 minutes (hot summer day), and flight time, and we beat book speeds at all altitudes. The spread out with plane is roughly 10 knots faster in cruise 10 or more days than it was a year ago, and there is even of downtime more performance and efficiency work between flights. that can be done. The downtime allows us Our animal rescue transport partners to work on are thrilled with the plane in spite of the issues and downtime we’ve had, and we purchased improvements. a stretcher earlier this year to allow us While this is

18 | TWINCESSNA.ORG 1979 414A For Sale

• 3988 TT (s/n 0215) • 10 hours since RAM VII conversion • 10 hours on new Scimitar Props • Known ice • Spoilers • Winglets • Maintained by Air Impressions (Waco, TX) • New paint/interior to your specifications

Avionics

• Garmin G600 • Dual GTN 750s • GMA 35C Audio Panel • GTX345R TXP Remote ADS-B In/Out • STEC 55X autopilot • JPI 960 Engine Monitor • WX500 Stormscope • Flight Director • Copilot Instruments

Bill Barton, owner of Atlanta Aircraft Sales, Inc., has been specializing in 400 series Cessnas since 1989 having owned 43 414As and 7 421Cs. He has refurbished these aircraft as needed, including RAM VII engines and props, complete interiors, total upgrade of avionics paint, and any mechanical upgrades as needed. In addition, Bill has offered his services as broker, consultant and advisor to clients in the past. If you are looking to purchase or sell a Twin Cessna, give Bill a call. His investments in the past can help you in the future.

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 19

MT PROPS ON A T303 by Tom Srachta, TTCF Member

I recently purchased MT props for my $40,000 for appearance seems like a RPM, as any other number was prone to T303. The STC is pending but I had high price to pay. A nose job on my face vibration. This was in spite of the fact no problem getting them with a field might be money better spent if there that I had my old props dynamically approval. Since I currently have about were no other benefits from the MTs! balanced and replaced my Lord mounts. 50 hours on them, I thought I’d share So why did I replace the OEMs and With the MTs, I am now even able to my experience in case other owners are what are the performance gains? First, operate down to 2,100 RPM with smooth considering the move. my mechanic wanted the original props operation. inspected and at least resealed, if not The first thing that you should know overhauled, every five years. I was Wouldn’t it be great to have a fly-off is that the MTs are only three pounds already a little past due so I thought if I between a T303 with OEM props and lighter per side than the original was ever going to make the switch, this mine with its new MTs? There are not props. Some articles have stated a would be the time. My old props were many T303s in the entire country, but twelve pound difference but I think in good condition, but at the moment one of them happens to be in the same this is a calculation error. The original there is not much demand for them, so I hangar as mine! Except for the props, equipment list has the weights and wholesaled them out. Tim Appleby’s 303 and mine are quite moments for each part of the spinners, similar. Both are very well maintained. and then the totals. It would be very Here are the performance results, but Both have recently had their annual possible to add the totals plus the first, there are some caveats. All my inspection. Both have had their props individual weights and thereby double flying with the MTs has been below dynamically balanced. All four of our the weight savings. 12,000 feet. Many 303 owners cruise engines have had their fuel flows set higher than that even though the properly. Both are FIKI. Both aircraft The spinner assemblies on the MTs are airplane is unpressurized. Also, my have similar avionics, including G500s Kevlar and much simpler and lighter engines only have 110 hours on them as our primary flight instruments (no than the original Cessna assemblies. since being rebuilt, and I flew the first vacuum gauges). Keep in mind that (On a side note, I have the OEM spinner 100 rich-of-peak. So most of my MT while we both have multiple thousands assemblies with chromed spinners. experience has been ROP but my recent of hours and fly regularly, we are not test If anyone would like to purchase experiments at LOP settings yield pilots. them, they are in excellent condition.) similar results. There was a lot of talk at the Tucson For the test flight, we set our tire convention about the lighter swing The MTs are smoother - no question. pressures to match and filled our tanks weight of the props possibly making And that’s especially important for a to the rim (only two on the T303 for 153 the engine more susceptible to kickback 303 since it is the most vibration-prone gallons total). The flight profile was to during startup. My personal opinion Twin Cessna. (The specially built, set the brakes, advance the throttles to (with no credentials) would be that three derated TSIO-520 used in the 303 has max, and then let the horses gallop. We pounds per side at the spinner would not fewer counterweights since maximum decided to time the acceleration to 80 make a significant difference. RPM is limited to 2,400.) In the 14 knots without the use of flaps. It was a years that I have owned my 303, I have The new props look really cool. However always cruised at the maximum 2400 (continued on page 22)

T303 Crusaders are rare airplanes. How would I find another one to conduct a flight test with and compare my new MT props with the standard OEM props? In the hangar next door, of course, where my good friend Tim Appleby keeps his nearly-identical airplane!

20 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • NOVEMBER 2017 | 21

MT PROPS (continued from page 20) hot day for September in the Midwest, the fence at 80-85 knots. with temps at 88F. There was very little If I close the throttles, wind only a slight cross wind. After I will touch down hard liftoff we climbed at 27” and 103 knots without a fairly dramatic (Vy). Normally we would use 24 inches final rotation. Even at in the climb, but it was a hot day and for 90 knots the airbrake more power we chose 27 inches. effect is noticeable. This is not a bad thing - as it Our plan was to time our climb from certainly cuts down on the 2,100 feet to 6,100 feet. So the timer roll out - it just requires started at 2,100. Our 400B autopilots some adjustments and will not hold a set airspeed. I would like awareness. I would guess to say that we nailed the airspeed to that in the unlikely event the 103 knots, but again we are not test of a complete engine pilots and some wandering occurred. loss at Vmc on takeoff, My arrival at TTCF’s Tucson Convention earlier this year. I I’m tempted to say that Tim erred more you would need to act still had the OEM props then but with some R&R needed on than me, but he might read this and then promptly. them, it seemed a good time for an upgrade. the truth would come out. Here are the results:

Acceleration from 0 to 80 knots:

Tim (OEM props): 19.38 seconds Me (MTs): 16.54 seconds

Climb from 2,100 to 6,100 MSL:

Tim (OEM props): 4.14 minutes Me (MTs): 3.58 minutes

In percentage terms, the MTs’ acceleration was about 15% better and climb was 14% better. If accurate, those are significant differences. Again, this was not a My buddy Tim scientific test and Appleby. we only conducted it once. Plus, we didn’t climb to normal T303 cruising altitudes of 9 to 12 thousand feet.

Normally fewer prop blades mean more speed. Some boats I raced in my youth had only one blade for the extra speed it provided. We did not formally test for cruise speed differences, but I believe that the MTs did not add anything to my speed at 12,000 feet or lower. Nor did I perceive any decrease.

You do experience a noticeable increase in drag when you close the throttles during landing with the MTs. I suggest that some power be carried into the flare, or else add a few knots to the over-the-fence speed. I usually cross

22 | TWINCESSNA.ORG BETTER PERFORMANCE AND A SAFER FLIGHT “...the MTs’ acceleration was about 15% better and climb was 14% SIMPLY PUT: STRAKES WORK better...signifcant differences.”

There are some other differences in the MT props. The boots extend almost half-way to the prop tips, compared Investing in your Cessna’s safety is the safest investment you can make. to about one third on the OEM. Plus, Dual aft strakes from Aircraft Performance Modifcations, Inc. (APM) the MT boots operate on two opposite have been rigorously tested and proven—in the lab and in the air—to blades simultaneously. The OEM heating improve safety, performance and yaw control for your Cessna 340 and elements have inner and outer heat. The 400 cabin-class aircraft. power drain seems the same. For more information visit www.AircraftSTC.com FAA & EASA APPROVED The MT props have a wooden core and a stainless steel leading edge, and thus should experience less erosion due to rain, etc. The MT spinners have a sealing plate behind the prop blades. My guess is this helps reduce drag. I opted for the chrome-like coating on the spinners. I was warned that this scratches easily and cannot be easily fixed, so I put a warning on the cowling. MT recommended the painted spinners, but I like the chrome look. I figured if I damaged the chrome I could always paint the spinners.

One downside to the MTs is that it took a long time to get them. I would hate to damage a blade and have to wait that long for a replacement. Then again, composite props are supposedly easier to repair in the field.

Would I recommend that you rush out and purchase the MTs? It depends on the flying that you do. I have heard that Or Overhaul Your Own With Our PMA Parts, .015, .030, or .040 Over you pressurized guys who operate in the flight levels get more performance At Aircraft Specialties Services we know Our technicians have years of experience Starter Adapter failure can be a truly frustrating rebuilding these Continental adapters, using gains. For me, I think switching to MTs experience. A perfectly good aircraft that just the highest quality parts. We can also overhaul made sense because I was facing some sits on the ramp. This usually happens at your own core, if you prefer, and get it back to maintenance costs on my OEMs. Why the worst possible time, when it’s sitting on you quickly. spend more money on the old props someone else’s ramp for example. We also Give us a call; we can get you back in the air when I could put the same money know making repairs with a factory new Starter fast and at a price you can afford! That’s the toward new ones that perform better. Adapter is a very costly proposition. Aircraft Specialties Services promise. That is why we stock a full range of overhauled And don’t forget: they look cool too. Starter Adapters ready for immediate exchange. And, especially important for the 303, they reduce vibration.

I’ll provide an update as I gain more experience.

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 23 readers write

problems that normally are considered minor. Pilots rarely consider the various combinations of problems that can arise due to a single event. One plus one can add up to far more than two!

Be prepared for unexpected inflight issues and think broadly about how you get from where you are to a safe landing, even if it is not where you originally planned to go.

Phil, TTCF Member

Phil, what you say is so true as my case A slight misalignment between the prop illustrated when I realized if an engine spinner and cowling is common and does not appreciably affect performance. Tony Saxton - TTCF Director of Technical failed over Lake Michigan that I might Support and owner of TAS Aviation (see not make it to shore on the remaining ad on page 5). one with the gear stuck down. I also Colemill IO-550 Engine Questions recall having to shut down an engine Inflight Problems Compound - Be in my T310R back in the late ‘90s. Tony, I met you and Bob at Oshkosh. Prepared Like you, I decided to fly to an airport You may recall that four of us purchased about 100 miles away to a good shop. a 1978 Cessna 310R with Continental Bob, I have been flying since 1965 and I was not prepared for how much the IO-550A Cole Mill engines in 2014. The have about 10,000 hours in everything airplane slowed down (about 120 kts at engines now have 1590 hours since new from hang gliders to F16s. I currently full power on the good engine) and even (1700 TBO.) As we discussed at Oshkosh, own a Cessna 340. more so by the astronomical full power during this year’s annual metal was fuel flow. It all made sense, I just wasn’t found in both oil filters. You both urged I read and reread your writeup in the prepared for it. Thanks for your sage us to remove the lifters and inspect September issue (p. 6) about when you advice. them. Our A&P did so, and three lifters put the gear handle up in your Crusader on the right engine and one on the left . . . and nothing happened. Bob Thomason, Editor appear to have “full face spalling,” the others less so. The prop governors were I was impressed with your first action 421 Prop to Cowl Misalignment pulled and the oil screens showed no which was to fly the airplane. Failure to metal. follow this guidance has caused more Tony, I was wondering if it makes any problems than quickly or mindlessly difference if the rear of the propeller We borescoped a number of camshaft looking at a check list has ever spinner is not aligned (height wise) lobes, which the A&P also visually solved. First fly the aircraft and then with the cowling? I would think it inspected. Under the A&P’s supervision, look at the check list. should be aligned if for no other reason I performed the inspection procedure than aerodynamics. Mine are below listed in Continental SID 05-1B. I About 30 years ago, I owned a 310. I the (bump) cowling by something like carefully felt all cam lobes with a pick took off from KAVL and the very same 5/8” to 3/4”. The gap does not seem to tool, and the only area where the pick thing happened to me. I climbed above change in climb. Is it possible that I am “caught” were two “pits” on the right surrounding high ground and then not getting max performance because engine cylinder #1 exhaust lobe, neither examined the issue. I decided to fly home of resultant blade angle? I know it is of which was at the top of the lobe. The about an hour away. A short time later, possible to add a washer to the front A&P concurred with my findings. I realized this was not the best idea mount to raise the engine. Does it make because the aerodynamics of a 310 with any appreciable difference? We photo documented all this and sent it the gear down are different. With one off to Mike Busch, who also had urged us engine out, the lower indicated airspeed Jim, TTCF Member to look into the lifters. He recommended and the higher angle of attack combined that we replace any spalled lifter and to cause an additional problem. This was Jim, this little bit of misalignment makes return to service with shorter oil change a hot summer day and my engine temps absolutely no discernible difference intervals, oil analysis and inspection rose alarmingly. in flight. As you say, though, it can of oil filters - both of which we had be alleviated by shimming per the previously been doing. Since the lifters Whenever the situation has changed to maintenance manual. were original, the A&P recommended an abnormal one, your decision process that we replace all the lifters, which he should change also. Consider other Tony Saxton – Director of Tech Support, did, using Continental OEM lifters and problems that may arise as a result, and TTCF the procedure listed in SID05-1B. be prepared to deal with these unrelated

24 | TWINCESSNA.ORG We are now groping for the proper don’t think I can bring any of my mixture settings for our normally partners to LOP operations yet. aspirated IO-550A engines. As I think I mentioned, we have the “altitude FYI we try to “baby the engines” with compensating” mixture controls, which our usual procedure being full throttle were found within tolerance two years for first 1,000 ft followed by a “cruise ago after completing the rather involved climb” at 23 “squared” (63% in the Continental testing procedure. Continental performance chart) at 140 kts. Using this, the highest CHT we During the annual, following a have ever seen is 412 degrees on takeoff Mike Busch suggestion, we had our after a fuel stop on a hot day, dropping A&P increase the full throttle fuel flows, out of the 390 CHT alarm level within a which are now 28-29 gph, up from 24- few minutes (but with no shock cooling 26 before. Now, however, our cruise fuel alarms) and settling to mid 300s CHTs in flows on the “altitude compensation” cruise at altitude. system are also increased to 18.5-20 gal/hour. These rates have meaningful We would value your thoughts. Thanks impact on our endurance and range. for all you do for Twin Cessna owners.

Using our rather new JPI 790 Charles, TTCF Member (with alarms set to Mike Busch recommendations) we find that we are Charles, good catch of the lifters. I am now 145-175 ROP on the first cylinder seeing at least an engine per week with to peak EGT using the “altitude this issue. compensation.” What is your feeling about manually leaning to 80-100 ROP (continued on on the first cylinder to peak in cruise? I next page)

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 25

Readers Write (continued from previous page)

The short answer is at a 23 squared Tony Saxton - Director of Tech Support, EGT and notice that the Left engine has setting and 63% power, as long as the TTCF a fuel flow rate of about a gallon more CHT remains at or below 400 degrees, per hour than the right engine in order absolutely nothing that you do with 340 Alt Out Sensor and Fuel Flows to match EGT’s. the mixture control can damage the engine. Continental allows for peak EGT Tony, I have two questions for you What do you think is going on and operation at 65% or lower and any other regarding my 340. should I be concerned? Thanks for your setting is going to be cooler than that brilliant advice as usual! (either rich or LOP.) 1) Is it OK to put the Alternator Out Sensor next to the voltage regulators, Kirby, TTCF Member FYI the Colemill IO550 STC indicates providing I can get aux power to that that the installed engine be a IO550A area? The sensor is normally next to Kirby, yes (in the 310R) but does not indicate alternator, but the wire from the low it is fine to any specific spec number. It is legal to side of the Alternator Out light can’t mount the change the fuel pump to the manual be found out there. A solution could alternator out leaning unit #646212-21 which makes be to just run the aux power from the sensor inside. the IO550A a spec -10B in lieu of the alternator into the cockpit next to the Really the best current spec -43A1. This can get rid of voltage regulators which would be solution is to the frequently problematic auto leaning handy. I have found the low side wire simply replace pump. from the out light and would be easy to the existing connect to the sensor at that location. Cessna voltage Tony Saxton – Director of Tech Support, regulator and Plane Power (Hartzell TTCF 2) My fuel flow on my new left Ram overvoltage Engine Tech.) voltage IV engine is not quite right, despite controls, and regulators are superior to 310N Leaking Fuel Selector three different shops adjusting metered the alternator the original Cessna units. fuel flow according to Cessna/Ram out module Tony, we have a problem on our 1968 specifications. Here are some clues with the single FAA/PMA Plane Power 310N with fuel from the right hand main that might help you in solving my R1224 Rev. C voltage regulators, which tank filling into the auxiliary wing tank. dilemma. At idle -1,000 RPM - when have all these function combined and is We understand this is caused by a faulty I turn the low Aux pump on low, the a much better unit. valve in the fuel selector unit (Cessna engine starts running rough. I can p/n 5226005-6). Our engineer has quoted solve this by leaning the mixture out or Regarding your fuel flows, first it is very an enormous amount to replace the increasing the manifold pressure. At full common and I have written about this existing unit. take off power and with the Aux pump several times, to see the aux pump force on low, the left engine has a fuel flow the engine driven pump pressure down Can these units be reconditioned or of around 33 gallons per hour, where as when turned on and up when off. It has are they available on the second hand the right engine only has 31 gallons per to do with the increase and decrease market? If so, have you contact names? hour. When I reduce manifold pressure fuel bypass forced by the extra pump to 34-35 inches, the left engine has pressure. I would look at the aux pump Patrick, TTCF Member fuel flow around 25 gallons/hr and the output pressure. There is a specific right engine around 27.5 gallons, both method in the maintenance manual that Patrick, the rubber seats are special mixtures full rich. Interestingly, when I explains how to adjust the pressure and are not replaceable in the field. It turn off the Aux pump, the left engine output by adjusting large dropping does have a spring loaded steel ball fuel flow increases by at least 1 gallon resistors under the seat. that occasionally has stuff under it or is per hour which helps cool the engine. I corroded that is accessible by removing also notice after I get to cruise @ 17-18 I still believe the fuel set up is not the blue fitting, removing a snap ring gallons per hour, when I turn on the Aux correct. Does this installation have the and then lifting out the spring and ball. pump to low, the left engine fuel flow fuel limiter? If so, the engine fuel pump decreases by about .5 to .8 gals/hr. The must be set for a specific cruise climb This is Shaw Aero unit #1H13-14 and right engine does not seem affected by setting without the influence of the it has been astronomically priced for the Aux pump on low. Also I have been fuel limiter and then the fuel limiter is decades. You could try all the normal adjusting mixture using inputs from the reconnected to the system and it is then salvage companies but my luck with a fuel flow gauge (Hoskins) and the EGT set for the max takeoff setting. used units has been extremely poor. gauge which I know is a composite of (continued on page 28) all cylinders. I like to be at 1475 on the

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26 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • NOVEMBER 2017 | 27

Readers Write (continued from page 26)

An empirical limit of 1,475 seems incorrectly adjusted can cause non- somewhat rich, but the reading is highly zero readings. Most of these issues will dependent on the probe placement. require accessing the floats inside the tank. Tony Saxton - Director of Tech Support, TTCF Another issue is that the gauge and senders were produced by Liquidometer 414A Alternator Breakers Popping Corp. in Long Island City, NY - a 1930s king of automotive and commercial Tony, we have a 414A that on two liquid measurement equipment which successive flights has popped the The old brass type fuel float system used in has been long gone since the mid- alternator circuit breakers. On the first pre-1970 Twin Cessnas is error-prone and 1970s. Parts are non-existent, except in flight the left one popped but on the next only one company repairs them. salvage, and the only repair company flight it was the right one. On each flight I’m currently aware of is Air Parts the pilot was monitoring the opposite Chris, TTCF Member of Lock Haven, PA: ( http://www. alternators than the one that the breaker airpartsoflockhaven.com/ ) popped on. Chris, the system in this aircraft Do you have any ideas as to what could (actually all Twin Cessnas prior to A new bright light is however shining be going on? 1970) are simple variable resistance from the tunnel for all of these older float type sensors and in the 48-gallon aircraft of various makes and models Kirk, TTCF Member system there are three tank units in with a company called CiES Inc. of series connection. The float is a simple Bend, Oregon: (https://www.ciescorp. Kirk, with just this limited information wire-wound resistor connected to the net/ ) This company has designed and it is very hard to discern a cause. I know float arm and its resistance increases as built new generation magnetic field of no past historical problem in the fleet the float lowers. The gauge responds to fuel level senders and systems. They that is similar to what you describe. the float (floats) changing resistance. As offer OEM installations for the likes resistance increases (less current flow) of Cirrus, Mooney, Tecnam, etc. and For the 100 amp breaker to open the gauge reads lower. have started offering various STC indicates a rather large overload caused installations on legacy aircraft models by a component fault (which may not be This is a error-prone setup, especially as well. Unfortunately this hasn’t made continuous), short in system wiring, or with multiple probes. Corrosion, it to the Twin Cessna line yet, but I it could be a loose or faulty connection. faulty grounds, wiring faults, etc. have had talks with them and looked at Something like a shorted or failed are common problems. Sorting their information and I feel that an FAA starter/starter relay or a faulty air- out the multiple connections can “Field Approved” installation is well conditioner motor or fans are examples be a real challenge. Additionally, within the near term for someone willing of things that can create a huge load. improper alignment of any one of to tank the time and effort. the probes, a damaged or sticking Another issue could be a faulty battery brass float, or a lower level stop tang Tony Saxton – Director of Tech Support, or battery connections which forces the alternator system to overload charge the battery.

Take a systematic approach to investigation and try not to “bounce around” troubleshooting.

Tony Saxton - Director of Tech Support, TTCF

Fuel Sensors for a 1968 421

Tony, our 1968 original “straight” 421 • Descent Rates Up to 3.5 Times Faster has 48 gallon aux tanks. The fuel gauges • Spoils Lift and Increases Drag for these tanks are terribly inaccurate, • Avoid Engine Shock Cooling and do not read zero when the tanks are • Operational in Icing Conditions empty (left side especially). • Maintain Cabin Pressure • Deploy to Vne Can some type of maintenance or repair • Asymmetric Fail-safe • Hydraulic Simplicity be done to the sensors to improve the accuracy, and/or, at least have the gauge 1-800-544-0169 • PowerPacSpoilers.com read zero when the tank is empty?

28 | TWINCESSNA.ORG TTCF their hands. One suggestion that frequently works is to Heater AD Confusion work out a viable plan and present it to the FAA, rather Tony, I’m writing in regards to AD 2017- than to just ask the FAA “what 06-03. After thoroughly reading the do I do?” AD, I am having an issue meeting the compliance requirements on a model The 8240E (in 310Q, 8240-E heater. In particular, paragraph s/n 310Q0454 through (g)(1) calls for an inspection using the 310Q1160) is virtually instructions in paragraph (i)(1) or (j) identical to the later 8259 HL of this AD, as applicable. The problem models. Per AD2017-06-03 is that none of the technical data Appendix 1, the appropriate addressed in paragraph (i)(1) applies to Service Manual for this heater heater model 8240-E, and paragraph is Stewart Warner Service (j) applies to models other than models Manual #35710. This should ON TIME. 8240 which again, is not applicable to be a straight forward AMOC our heater since it is a model 8240. with a Letter of Authorization ON BUDGET. (LOA). Follow the information Appendix 1 to the AD lists the manual in the AD note (m) and Unprecedented Experience. for the 8240E heater (PM35710), as CFR39.17. acceptable when applying for an AMOC. Whether you fly for business or I have emailed the Chicago ACO, and Send a letter with the specifics: they told me that in order to comply pleasure, Kubick Aviation is your with AD 2017-06-03 paragraph (g)(1) - Aircraft Make/ Model / s/n partner in aviation. on my 8240E heater, I would need an and Registered Owner. AMOC. How is everyone else complying with the AD? I’ve been told that Hartzell - State the AD note number Engine Technologies has an AMOC. I and a short reason for AMOC have contacted them and I’m waiting on request. a response. I also have some questions (continued on next page) about the inspection requirements in paragraph (g)(2), but for now I’m just trying to make sense of paragraph (g)(1). Trust 90 years of combined Ignacio, TTCF hands-on experience held to Member the highest standard of safety, Ignacio, once quality and customer service. again the FAA authored technical Aircraft Maintenance requirements Avionics that are not well defined and even Aircraft Charter contradictory. Some Pick-up and Drop-of Service of this stems from the FAA FREE Estimates not being able to use proprietary private company information “in kubickaviation.com part or in whole” to define regulatory [email protected] action. This leaves the legal (906) 779-5500 mandated language to “dance around Ford Airport, Kingsford, MI (KIMT) the specifics” FAA CRS# and owners and FULL SERVICE FBO 2KAR596C operators to simply Authorized Cessna Service Center hold their heads in

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 29

Readers Write (continued from previous page)

- State that AMOC is for Inspections on the best way to proceed: repair to service. of para (g) (1), (2) (I through v), (parts availability?) or replace (new (3) (I THROUGH iv) and you will or overhauled?), information for new There are other specialized companies use information in Manual #35710 or overhauled units that are available that can do this as well. A couple of the and the Cessna 310Q maintenance for replacement as well as sources and bigger players in this market (not an manual #D872-10. approximate cost. exhaustive list) are:

- Section (g) (4) PDT will use Meggit Thanking you in advance for all your - Aircraft Heating in Redding, CA. Inspection Procedure #IP-347. help in this matter and for all you all - Harold Haskins in Dothan, AL. you do for the Twin Cessna world. - Air Parts of Lock Haven, PA. - Final Statements should say something like “this action Gary, TTCF Member They can “repair” or “Overhaul” your constitutes an alternative with an heater. acceptable level of safety.” Gary, your cheapest Remember that you cannot use this option would method until authorized by the FAA and be to repair then a copy of that authorization needs and/or to be sent to the local FSDO manager. overhaul your Good luck. current heater. With proper Tony Saxton - Director of Tech Support, information TTCF it is possible to do this in Heater Options your shop, but the shop may Tony, I am dealing with the South need to build Many heaters are failing the Southwind heater AD2017-06-03 pressure Wind heater AD and my mechanic has some test test and owners are evaluating their options. One option that eliminates pressure tested my unit and it failed. equipment for any future repetitive inspections is to replace the heater with a Hartzell I would like to get some guidance proper return Engine Technologies CD14073-1 heater. -)#2/å6/24%8å'%.%2!4/23 så)MPROVEDå3AFETY -ICROå6'SåAREåINSTALLEDåONåTHEåLEADINGåEDGEåOFåTHEåWINGSåANDåONåTAILå åååå#HARACTERISTICS SURFACESåANDåSTRAKESåAREåINSTALLEDåONåTHEåENGINEåNACELLESåTOåHELPå KEEPåAIRåATTACHEDåLONGERåATåSLOWERåSPEEDSåå4HISåREDUCESåTHEå3TALLå så)MPROVEDå#ONTROLLABILITY 3PEED åIMPROVESåCONTROLLABILITY åIMPROVESåCHARACTERISTICS åCREATESå så%LIMINATEå6MCA Aå MOREå STABLEå INSTRUMENTå PLATFORMå ANDå GIVESå BETTERå AILERONå RESPONSEåANDåRUDDERåAUTHORITY så'ROSSå7EIGHTå)NCREASE så:EROå&UELå7EIGHT #%33.!åå3%2)%3 så,OWERå,IFTå/FFå3PEED 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A så,OWERå3TALLå3PEEDS så3AVESå4IRESåå"RAKES såå$AYå)NSTALLATION så#ESSNAå4WINå-ICROå6'å+ITS #%33.!åå3%2)%3 åååTOå 401, A, B, 402, A, B, C, å  å  411, 411A, 414, 414A, 421, A, B, C å!IRPORTå2OAD å3UITEå$ !NACORTES å7ASHINGTONå  å åå&!8å å  6ORTEXå'ENERATORå4ECHNOLOGY MICRO MICROAEROCOMåååHTTPWWWMICROAEROCOM

30 | TWINCESSNA.ORG I’m not sure of your specific model Cessna wants a ton money just for the Boulder CO. http://www.aircommcorp. here but depending on the extent of the filter: $1500. In other applications, this com/ This is a permanent but expensive peripheral parts desired, the cost can is about a $25 item. I have not checked fix. run between $2800 and $4000. Parts on a new compressor yet. are generally available but as you might Tony Saxton – Director of Tech Support, guess wait times and shop backups are Also, I have heard of a conversion TTCF common so check ahead. system that uses the over counter freon, 134A. Do you have any experiences with The downside of this approach is that it this and do you know where I could does nothing to relieve the requirements purchase this kit? of the AD2017-06-03 repetitive Thank you for all your help in advance. inspections. Keep up the great articles. Another approach is to install a new production Hartzell Engine Technologies Pat, TTCF (HET), formally C&D Associates heater. Member Again without specifics as to your heater model, an example would be the model Pat, especially if 8259 style in the 310R. HET factory new the compressor replacement would be the CD14073-1 is bad I with a new list price of $7,499. would look at an R134A HET is taking about four weeks for conversion build up from time of ordering and I which would have been assured by HET Technical change the Representative, John Popel , that HET is compressor committed to offering the best possible as well as product and to keep delivery of items the receiver with a minimum of down time. dryer. I’ve done several of these While not without the typical level and it’s very of ongoing maintenance these type of straight forward. combustion heaters, the HET heater does relieve the requirements of AD2017-06- Except for 03. the detailed cleaning and Tony Saxton – Director of Tech Support flushing of the TTCF old oil in the system it is little 421 Air Conditioner Not Cooling different than changing parts. Tony, I have a 1976 Cessna 421C- 0137 and am having air conditioning An STC problems. The unit is an R-12 system, so for this is it is not easy replacing the refrigerant. available from: I had both evaporators rebuilt because Steinbach & they were leaking. The shop in Associates in TX Oklahoma did a great job. My problem, http://www. even before the evaporator repairs, is conversion that the unit is not cooling properly. I airkits.com/ believe it is due to the pressures. At an home.html 85 degrees F cabin temperature with the airplane running at 1500 RPM, the Of course suction pressure is very high 50 to 60 the entire psi and the discharge pressure is very Cessna system low 130 psi. I believe it is either the could also be compressor is bad or possibly the filter replaced with / receiver plugged up. The best air the electrically temperature out of the registers is about driven “Keith” 65 degrees F. It used to run in the upper air system which 40s to lower 50s depending on the cabin is now owned by temps. AirComm Corp. and moved Any thoughts would be helpful as from Texas to

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 31

Classified Ads

Aircraft for Sale/Wanted 9000 TCAS / Bendix RDR 160 Color 480/480 SMOH, 480/480 SPOH, G650, RadarDisplays / On Avidyne / Cessna GTX 330, Radar Alt, Keith Air, VGs, 1969 310P w/air EA 401 Electric Altimeter / Cessna 400 K Ice, Shadin, Excellent P & I, 400B conditioning. 1,962 Auto Pilot / Aspen EFD 1000 Pro PFD . w/FLT Dir, Alt Alert. Annual Due TT. 254/211 SMOH. Always hangared. For more information, Jan 2018, Located (TX), Asking Price 0/0 props. Updated please visit www.davidsonair.net. $3455,000. Contact Jerry Temple at (972) straight nose gear. $245,800 Contact Skip Davidson 712-7302 www.jerrytemple.net. 140 gal. fuel, 180 501.912.0020 [email protected] kts, and 24 gph. Just completed $34,000 1980 414A RAM IV annual. New: engine lifters, hoses, tires, 1977 340A RAM VII - 3140 TT, 290/290 - 6700 TT, 472/472 windshield, aux tank bladders, gear SRAM, 290/290 SPOH, GAMI, TANIS, S RAM MOH, strut seals. We can upgrade interior DUAL G430W, GMX200, Charts, Color 16/16 SPOH, King and/or radios and delver worldwide. Radar, WX 500, WX Data Sandel 3500, Silver Crown, Ex Headliner in great shape. $69,500. GDL90 Traffic & WX Data, STEC 55X, 500, G-400 GPS, Contact Tom Rincker 818-554-7439 or ALT Pre-Select, 203GAL, Shadin, JPI Charts, Color Radar, WX Data Link, 818-709-7430. [email protected] 760, K ICE, Nacelle Fire, 3/2018 Annual. 800B Autopilot with FLT Dir, Alt Pre- Located (TN) Asking Price $299,000. Select, Air, K Ice, VGs, Hoskins, Gem, 1976 Cessna 310R - 6375TT, L- 576 Contact Jerry Temple at (972) 712-7302 2041 useful, Oct 2017 Annual. Located SMOH/R- 1351 SMOH - 821 STOP, www.jerrytemple.net. (NM). Asking Price $325,000. Contact 721/721 SPOH, G530W, Radar, WX Jerry Temple at (972) 712-7302 www. Link, 400B A/P, JPI EDM 760, R/STOL 1971 Cessna 401B. $125,000. TT 7038. jerrytemple.net. System, VGs, DeIce Boots, Annual Due LE 605 SMOH - Prop 605 SOH. RE 605 Nov/2017, Excellent Pilot/Maint/Clean SMOH - Prop 605 SOH. Spar Cap Due 1981 CESSNA per JTA. Asking Price $125,000. Contact 500 HRS. ASPEN EFD 1000. S-TEC 414A Chancellor. Jerry Temple at (972) 712-7302 www. 55X A/P. GARMIN 530W, 430W. GTX $360,000. TTAF jerrytemple.net. 330 Transponder. GMA 340. EDM 7,837. RAM Series 760. KWX 56 Radar. (765) 585-0272, I TSIO-520-NB 1980 Cessna 335 Stephen Songer, SWI Aviation. dsonger@ engines. Left 0 SMOH, Right 361 SMOH. N335CT: 5332 centrebank.net Operated on Part 135 Certificate and TT, 1284 SFRML, maintained in accordance with an FAA 1529 SFRMR w/15 1972 Cessna approved progressive maintenance STOH. Known ice 414 - 3494TT, program. No known damage history. cert., factory AC, 183 gal. G530W. 2014 1086/1039TSO, King KLN-90B GPS, Dual 1038 Comms, paint/interior. 340 cabin, but with no 383 TSOP, Dual Dual 1048 Navs, Dual 859A Xponders, pressurization so no insurance yearly Aspen 2000 PRO, Hoskins CFS 2000A Fuel Totalizer. recurrent school. All US logs, recent GTN750, Dual Vortex Generators increase GW to IFR. $139,000. Bill: 316-942-0822 or EI MVP50 Engine/System Monitors, 7,100lbs. Willoughby, OH. Contact Mike fl[email protected]. Trig TT31 Transponder, Cessna 400 Toman - Classic Jet Center - 440-942- Autopilot. Keith Air, New Boots, 178G 7092 or [email protected] 1975 340 RAM VI - 5770 TT, 1067/500 Fuel (new locker tank), VGs, All logs, SRAM GAMI, 585/585 SPOH, 2008 P&I, NDH. Asking $198K. Contact: Troy 1981 414A RAM VII - 5388 TT, 530W/430W, Avidyne EX500 MFD, GTX Tollen - 415-350-4212/ttollen@gmail. 1131/1131 SMOH, 1131/1131 SPOH, 330/327, Stec 55X, Alt Pre-Select, 203 com G750/650, GTX 330ES, GDL69A WX Gal, AuRacle Engine/Systems Monitor, Data, GTS-800 Traffic, GWX 20 Radar, VGs, Keith Air, Full DeIce, Annual 5/18, 1979 Cessna 414A Flight Stream, Shadin, JPI EDM 760, 1930LB Useful. Annual Due 5/2018. RAM VII - 4691 Air, K.Ice. VGs, Wheel Covers, Nacelle Located (TX). Asking $265,000. Contact TT 1493/1493 Fire, Part 135 Current. Approved Min. Jerry Temple at (972) 712-7302 www. SMOH, 1657/1657 Equip. List. Located (NM). Asking Price jerrytemple.net. SPOH, G600 $413,000. Contact Jerry Temple at (972) Flt System, 712-7302 www.jerrytemple.net. 1977 Cessna 340A G530W/430W, Color Radar, GDL 69A, RAM VII, GAMI GTX 345 XPD/ADS B In & Out, STEC 1982 414AW RAM Fuel Injectors / 55X, K Ice, JB Air, VGs, Shadin, Nacelle VII - 6489 TT, Hartzell Scimitar Fire, Pre-Select, Excellent 2015 P & I, 335/335 SMOH, Props, Prop 421 Seats, Annual Due May 2018. All 686/686 SPOH, Synchrophaser / PS Engineering G Logs, NDH, USA. Located (MN). Asking G750/650, GTX Plate Interior Audio Panel / Six Place Price $425,000. Contact Jerry Temple at 33ES, GDL 69A WX Intercom / Garmin 530 WAS Number (972) 712-7302 www.jerrytemple.net. Data, GTX 800 Traffic, Flight Stream, I / Avidyne Ex 500 Display With Full KFC 200 AP, Shadin, JPI 760, Air, K.Ice. Charts / XM Weather / Ryan ATS 1980 Cessna 414A RAM IV- 8486 TT, Training/Delivery Optional. Part 135 Current. Approved Min. Equip. List.

32 | TWINCESSNA.ORG Classified Ads

Located (NM). Asking Price $510,000. 1979 Cessna 421C, in aircraft parts at 58 years in business. Contact Jerry Temple at (972) 712-7302 6700/hrs. TT (800) 821-7733 whiteindustries.com www.jerrytemple.net. SNEW, NDH, All Logs, last annual Parting Out a 1956 Cessna 310: Airframe 1982 414AW RAM VII - 6489 TT, 335/335 by Air Impressions, and associated components. Many good SMOH, 686/686 SPOH, G750/650, GTX 10/280 - hrs. and clean airframe structure, flight 33ES, GDL 69A WX Data, GTX 800 SMOH by Western Skyways & Factory control, and systems parts available. [No Traffic, Flight Stream, KFC 200 AP, overhaul, 150/150 – hrs. on SPOH, engines, props, or avionics.] Guy Maher; Shadin, JPI 760, Air, K.Ice. Training/ All new panel (10/17) no post lights 704-287-3475; [email protected]. Delivery Optional. Part 135 Current. sports all new Garmin equipment 750 Approved Min. Equip. List. Located – w/ audio panel, 430w, ADS-B, radar, For Sale: Cessna 400 IFCS. Removed (NM). Asking Price $510,000. Contact Stec55X, f/f, engine mon! New paint from 1973 Cessna 310Q for new system. Jerry Temple at (972) 712-7302 www. 2015 & new interior 11/17! Strakes, Computer, Controller and Mode Selector jerrytemple.net. speed brakes, lots more – see www. just reworked by Autopilots Central ridgeaire.com for specs and photos – it a with 8130-3’s. Servos also available. Will 1975 Cessna 421B: nice one – no stories. be very negotiable on price. Guy Maher, S/N 421B0802, (704)-287-3475; [email protected]. C-GADG. 4894 1980 Cessna TT. LE 8 hrs 421C - 7500 TT, Large Cessna 414A Parts Package for SMOH. RE 1048 L-1350 SMOH sale!! Contact tom for info and pictures: SMOH. Props 164 SMOH. New Paint / R-170 SNEW, 503-446-0910 or homestead623@yahoo. Aug. 2011. New leather interior 2015. 2017 Exterior, com . GNS430WAAS coupled with autopilot, Excellent Int., KX155A, KI209, GTX327, KT 76A – G600, Dual G750, GTX 330 - ADS T303 Parts Buy/Sell/Trade-Call Robert Mode C, Dual Cessna navs w/HSI, Dual B-Out, 497 Skywatch Traffic. 800B A/P, in Florida at (386)547-9880; robert. RMIs, Bendix RDR 140 Color Radar, Alt Alert/Pre-Select, 252 Gal, Shadin, [email protected] Cessna 800 ADF, KN 64 DME, Co-pilot JPI EDM 760, Air, VGs, K.Ice, Fire instruments, GMA347, Alcor Engine System, Training Provided. Annual Due 1958 310B Tuna Tank Analyser, AOA indicator, King Radar Dec.2017. Located (GA). Asking Price ends and wing root Alt, KI250, Cessna 800 Integrated Flight $409,000. Contact Jerry Temple at (972) covers. Excellent shape. Control System with Yaw Damper 712-7302 www.jerrytemple.net. Make me a fair offer. (Flight Director), Icarus GPSS module Gregg: skyranchpilot@ Sam 001, factory air, known ice, 222 1981 Cessna 421C - 5619 TT, L-126 yahoo.com gal. usable, NDH, complete logs. Hrs/R-896 Hrs SRAM OH, 896/896 $200,000. Contact Steve at: sforget@ SPOH, 2016 Paint & Interior. G430W, Bruce’s Custom Covers: 421C (s/n 1084). legroupeforget.com Garmin MX-20 MFD, Color Radar, Purchased new in 2013, used four times. GDL69WX Data, Garmin GTX 330/327, Will pay for themselves quickly and 1976 Cessna 421C - 6180 TT, L-26/R-425 Cessna 800 A/P w/Alt Pre-Select, 234 avoid the mess of deicing. Full fuselage, Hrs SRAM OH, G530W/430W, EX500, Gal, Shadin, GEM, Air, K. Ice, Spoilers, wings, nacelles and horizontal stab & WX500, Color Radar, Skywatch Traffic, VGs, Annual Due 11/2018. 2180 Lb. elevator. Minor alterations of the cabin XM WX Data, STEC 55X, Alt Pre- Useful. Located (TX). Asking Price cover to accommodate your antenna Select, 234Gal, Shadin, JPI 760, Air, $400,000. Contact Jerry Temple at (972) placement. $2100 new, make offer. K. Ice. Nacelle Fire. Oct. 2018 Annual. 712-7302 www.jerrytemple.net. Kevin at [email protected], 231-883- Located (MI). Asking $289,000. Contact 2007 Jerry Temple at (972) 712-7302 www. Twin Cessna Buying or Selling jerrytemple.net. Assistance: My 40+ years of experience Parting out 310Q & T310Q, both aircraft in GA aircraft sales can be your personal complete including engines & props, 1979 Cessna 421CW safety net in finding the right twin except no avionics or instruments. Can TT 6630 SMOH Cessna for you – or selling the one you ship world-wide. Contact: mwchartier@ 400 L & R & Props. have. For a no obligation consultation, gmail.com Factory Air, GNC contact Guy R. Maher, email: 530 WAAS, Garmin [email protected], 704-287-3475d, Parting out 320 D: control surfaces, 330es XPNDR, 234 www.laniermedia.com. wings, gears, brakes, engines, interior, Gal. Fuel, RAM Winglets, Color WX instruments 503-803-5661 or stanturel@ RADAR, Radar Alt. AP Cessna 800B Parts For Sale/Wanted aol.com IFCS, K-Ice, Shaden Dig. FF, 7 seats + Belted Potty, Annual c/w 3/2017, New Complete Landing Light Assbly from ‘59 Carpet, Many extra’s, NDH, $289,000. Parting out 300 through 400 series 310C. Working when removed, includes Call Jerry Lunsford (817) 480-8866 aircraft. Most flown to our facility. All bulb. $1,000 incl. shipping. Bob: [email protected] with records, have 110 aircraft in 300 series & 84 aircraft in 400 series. Oldest (continued on next page)

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 33 Classifieds (continued from previous page) [email protected] fl[email protected]. TAA initial and refresher, G500/500, GNS430/530, Aspen For Sale: Cessna 414 Fuel Selector TAS AVIATION,INC. Cessna 300/400 visit www.wrightaviaiton.net Decals. Strong, UV protected, color fast, initial & recurrent training in your email [email protected] laminated self adhesive exterior grade aircraft. Flight Reviews or IPC checks material. Match originals. $50.00 / when you pickup your aircraft or when Insurance approved initial and recurrent set. Bill Burger (775) 749-4043. bill_ we drop it off!!! See article in March training in Cessna 310/340/414/421 [email protected]. 2012 TTCF edition about special 421 aircraft. Gold Seal CFI, CFII, MEI. 40 single engine training. Call TAS Aviation years experience. Based at KEDC near Maintenance at 419-658-4444 And ask for Marla. Austin TX. Proficient with G500/600, GNS430/530, GTN650/750 units. Gerry Airborne Flying Service: Hot Springs C300/400 Initial/Recurrent training. Parker, 713-826-6663, gparker@pmkc. AR. 20 years of Twin Cessna experience: Insurance approved. 26 years over com Inspections, troubleshooting, repairs, 4000 Twin Cessna Pilots trained. www. modifications, and more. Instrument and rtcpilot.com 1-800-727-1014 Cessna 300/400 series Flight Training avionics repair station adjacent to our Initial and Recurrent in your aircraft facility. Call: Mark or Wesley at (501) Cessna 300/400 Series Initial or by ATP and Gold Seal CFI, CFII, MEI 624-2462 or [email protected] Recurrent Ground and Flight Traing in Southwest based. Todd Underwood at your Aircraft. Texas based near DFW, http://www.findapilot.com/Pilot-12523. Aircraft Accessories International: or will travel to your location. Jerry html 623-202-6910. [email protected] Twin Cessna accessory overhaul facility. Lunsford: [email protected] 817 Specializing in Fuel Pumps, Fuel 480-8866 Selector Valves, Landing Gear Actuators TTCF Classifeds Work! & Trim Tab Actuators. Quick turns & Cessna 300/400 Flight Training overhaul exchange available. 770-703- Specialist. Insurance Approved 4316 or [email protected]. www.aaiair. Recurrent flight training in your “Once listed, I had more com aircraft. Discounts for TTCF Members. Call Neil Meyer, (320)-260-3288 than 12 people call me Carolina Avionics & Aircraft Interiors – [email protected] about the listing and the Salisbury, NC (KRUQ). Custom design & installation of interiors and avionics Insurance approved initial/recurrent frst person that came to upgrades. First class interiors, glass training in your 300/400 series aircraft, look purchased it.” cockpits, new instrument panels, and ATP CFII, New England based, will ADS-B solutions…one stop service. For travel, call James Shepard, 207-409- info and quotes: www.CarolinaAvionics. 6906. - Byron, TTCF Member com or call Gary at (704) 630-0211 for avionics help ([email protected]). Wright Aviation: Initial Twin Cessna FITS Accepted, Recurrent Flight Training Twin Cessna Training, Glass &

Aerial Sim Training specializing in Cessna 300, 400 piston aircraft. TWIN CESSNA Insurance approved initial & recurrent. Precision Flight Controls DCX MAX SWITCH COVERS Promotion AATD Flight Sim. www. aerialsimtraining.com or contact Jeff at • Replace Faded 626-552-9214 Bus or [email protected] & Dirty Covers! San Gabriel Valley Airport (formally El • Full Size & Mini Monte Airport) KEMT Covers Available! • New Switch Covers Watauga Flight Service located in Look Great! Elizabethton, TN. See our ad on page 34 and be sure to check out the FOR MOST 300/400 SERIES: “Always Learning” section of our 310 Model: $30 /set See product photos at website at www.flighttrainonline.com. 340 Model: $35 /set www.jtatwins.com Contact dmoo@flighttrainonline.com 400 Series: $40/set Initial and recurrent training in all Minis: $15/set 300 and 400 series Cessnas. Insurance E-mail or Fax your order request to approved. Your aircraft / your location. MK Leighton. 561-738-7056 or [email protected] or 972.712.7303

34 | TWINCESSNA.ORG

CESSNA 340 TAILCONE

FAA/PMA Approved

**Short Lead Time: Usually ships in 7 to 10 Days **Currently priced at 1/3 of the Factory List Price **Inspection plates eliminate tailcone removal at each inspection **Manufactured with fiberglass, not ABS like original [email protected] (660)885-8317

www.avfab.com

Call for Price

THE TWIN CESSNA FLYER • NOVEMBER 2017 | 35

The SM TWIN CESSNAFlyer

Systems & Engine Seminars

When: 1) NOVEMBER 2 - 5, 2017 2) February 8 - 11, 2018

Where: 1) nut tree airport Vacaville, ca (KVCB) 2) Albert whited Airport St. Petersurg, FL (KSPG)

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

Systems Seminar ENGINE Seminar

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

BENEFITS INCLUDE:

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

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

Details and Registration ARE AVAILABLE NOW Visit www.twincessna.org or call us at 1-877-977-3246 membership application

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

Application for Membership

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

2. ______Address

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

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

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

6. Check Membership Desired:

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