Twin Cessna Flyersm P.O

AUGUST 2018 TWIN CESSNA

FEATURING:

340A RESTORATION DOWN UNDER MEMBER SURVEY RESULTS SPECIAL 310 SIGHTINGS TRADING CRUSADERS READERS WRITE AND MUCH MORE...

TWIN CESSNASM

FEATURES

The Twin Cessna Flyersm P.O. Box 12453 4 FROM THE EDITOR 20 SPECIAL 310 SIGHTINGS Charlotte, NC 28220 Phone: 1-877-977-3246 Upcoming seminars, new alternator The pictures tell the stories. One 310 Email: [email protected] SAIB, ATC privatization, power-by- spotted in remote Africa provides Website: www.twincessna.org the-hour for Twin Cessnas, In This thrills to visitors, including local school The Twin Cessna Flyer Magazine is the official publication of the The Twin Issue, and more. children. And another famous 310 had a Cessna Flyersm owners organization, P.O. Box 12453 Charlotte, NC 28220. special visitor recently. The price of a yearly subscription is $85 ($130 international), which includes 8 340A RESTORATION a one-year membership in The Twin DOWN UNDER TRADING CRUSADERS Cessna Flyersm owners organization. 22 To “restore” a Twin Cessna means The Editor recently sold his 1982 T303 The Twin Cessna Flyer is not affiliated with or sponsored by Textron different things to different own- Crusader and bought a newer, 1984 Aviation or the Cessna Aircraft Com- pany. ers. To member Chris Panayiotou, model. It was an “all-in-the-family” who lives in Australia, it meant a affair, as he bought the new airplane Twin Cessna owners and operators are encouraged to submit articles and complete tear down and rebuild of from a TTCF family and sold his old pictures for publication. Once submitted, the articles and pictures become his beloved 340. For what he spent, one to a member of our group. Plus the property of The Twin Cessna Flyersm and cannot be returned. The he could have easily afforded to TAS did the prebuy inspections on both act of making a submission for publication is an express warranty that the upgrade to a turboprop. But why do airplanes. submitted material does not infringe on it when a 340 is such a perfect fit for the rights or copyrights of others. his mission? 26 READERS WRITE Published articles may include opinions or specific recommendations on aircraft Partial power takeoffs, manifold maintenance or operational practices. These opinions and recommendations 14 MEMBER SURVEY pressure drops, TBO extensions, aux fuel are solely those of the article author RESULTS - PT. I pump ops, MLG strut leakage, and more. and not necessarily those of The Twin Cessna Flyersm. The Twin Cessna Flyersm Many of you took the time to does not endorse any practice that would be in violation of FAA regulations answer a lot of Twin Cessna Flyer 32 CLASSIFIEDS or the aircraft POH/AFM. survey questions a few months Nothing appearing in The Twin Cessna Flyersm may be reproduced ago. In this article, we present the 36 UPCOMING SEMINAR or distributed without the express first part of the results. We are an INFORMATION permission of the publisher. experienced and mature group of pilots!

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

THE TWIN CESSNA FLYER • AUGUST 2018 | 3

from the editor

by Bob Thomason, Editor

FALL SEMINARS NEW ALTERNATOR SAIB 4.1.3 of the M-0 manual. A copy of the SAIB can be found on our website on the Technical and Safety Info page. Registration On June 20 of is now open this year, the for our fall FAA issued ATC PRIVATIZATION seminars. a Safety WON’T DIE First, we Airworthiness will hold our Information ATC privatization has been reintroduced annual West Bulletin (SAIB twice in last minute, back-door efforts Coast seminar NE-18-16) since it was first defeated earlier this at Hillsboro directed to year. Fortunately the proponents have Aviation, located on the Portland- owners of been beat back each time. Still, one Hillsboro Airport (KHIO) in Oregon. It airplanes with thing is clear: the fight is not over. is now firmly scheduled for September Continental 520 13 - 16. and 550 engines We can be that have direct sure there I understand the weather in the area drive alternator will be more is great this time of year, and it’s been systems. This attempts years since we’ve held a seminar there, includes most to finagle a so we are expecting a big crowd. Thanks Twin Cessnas. If your Twin Cessna has privatization to member Rick Sottile for his help The purpose a front-mounted engine- bill through arranging this was to alert driven alternator, make Congress, so exciting location. owners to the sure your shop follows we need to possibility of the proper installation constantly be Our final seminar potential failure and inspection on high alert. of the year will be of the alternator procedures as outlined That means held on October drive coupling in Continental M-0 making sure 18 -21, at TAS following Maintenance Manual. you are on Aviation in Defiance, OH. This is our maintenance the email Tech Advisor Tony Saxton’s shop, and events and/or improper installation. lists for AOPA’s Privatization the dates are firm. TAS is currently This failure could result in loss of engine the AOPA, Emergency Checklist. booked out for a full year, so we’ll have power in flight and forced landing. EAA, and plenty of Twin Cessnas in various stages NBAA. And when they notify you that of disassembly and repair to look at. The SAIB is a result of 2015 fatal another attempt is being made, contact accident involving an A36 Bonanza, your congressional representatives Details can be found on page 40 of this where the alternator drive coupling immediately and tell them why ATC magazine, and you can register online failed sending metal throughout the privatization is a bad idea. from our website: www.twincessna.org. engine, causing oil starvation and engine For both seminars we will be conducting failure. The NTSB report on the accident AOPA has a particularly good the Systems Seminar on Thursday and stated: “Either an out-of-tolerance document entitled “AOPA Privatization Friday, and the Engine Seminar on coupling or an improperly installed Emergency Checklist.” Just Google that Saturday and Sunday. one can result in insufficient clamping force holding the coupling against the alternator. If there is insufficient clamping force, the coupling can rotate on the shaft and cause unusual wear and the ultimate failure of the coupling.” This is not a newly-discovered risk. It is addressed in the Continental Maintenance Manual M-0 where proper installation practices and inspections are detailed. If your airplane has an engine mounted alternator, make sure your shop is familiar with section 10 -

4 | TWINCESSNA.ORG more than simply paying maintenance in a Putnam Fund and is not an asset expenses out-of-pocket. of the company...if the company were to dissolve then the management team A relatively new company, PistonPower, would simply return the unused monies is offering several maintenance to each contract holder.” programs like this to piston aircraft, including certain Twin Cessnas. Right I don’t have space to outline all the now, they have programs for the maintenance plans and fees here, but term to get a copy. We’ll also put a link 414 and 421 that are equipped with I’ve looked them over and I believe they to it on our website. It not only lays out RAM engines, but they can customize (continued on next page) the argument against privatization, but programs for other aircraft. Our recent lists alternative actions which, when member survey compared to privatization, would be showed that more effective in modernizing ATC. 30% of our membership POWER-BY-THE-HOUR would be FOR TWIN CESSNAS interested in such a program. I know if I still Turbine operators have long benefited owned my 421, I from engine and even airframe would definitely maintenance programs. They pay an be interested. hourly fee to the program management Unpredictable company and then most, if not all, maintenance maintenance expenses are paid by that costs are company. the biggest challenge There are many benefits to programs in using the like this, including: 1) Your maintenance airplane in a costs become predictable because business. unexpected events are covered by the program and your hourly fees. 2) the The number program protects you, the operator, one risk of a 100% against these unexpected events. program like (In our case, this might be a cracked this is the crankcase or an engine tear down due to company behind metal in the oil.) 3) according to VREF it. After all, and Blue Book, an aircraft enrolled on you are paying a PistonPower Program increases the them an hourly residual value of your aircraft because fee. Will they all maintenance is covered going come through forward, the engines are treated as new when you have and transfers with the aircraft upon a maintenance sale. event? PistonPower The flip side is that if you have a good was founded maintenance experience with your by Ron airplane and no unexpected events, Zilberbrand, a program like this might cost you who founded Jet Support Services, Inc. — the world’s largest Many turbine independent operators provider of protect hourly cost themselves maintenance against programs for unexpected turbine aircraft. maintenance Plus, the events. Now company states piston operators on its website, have that “The client option too. money is placed

THE TWIN CESSNA FLYER • AUGUST 2018 | 5

FROM THE EDITOR (continued from previous page) are worth checking out for any 414 It’s people like Chris who help keep our Since the FAA started its re-registration or 421 owner who values predictable fleet viable. While he’ll enjoy it in the project a few years ago, I’ve always maintenance costs. My bottom line, years to come, he’s created an airplane thought the new registrations preliminary analysis is you may that will be attractive to potential underrepresent the fleet. I think it’s pay more for the program in good owners far into the future. likely some people have just failed to maintenance years and much less in bad re-register. How many? Your guess is ones, but either way your maintenance TTCF Member Survey Results - Part 1: as good as mine, but I would not be costs will finally be predictable. Many of you participated in this years surprised if actual flying aircraft are member survey, and we present the first 10% higher than the FAA list shows. For more information, visit the part of the results in this article. Our PistonPower website at www. response rate, at 20%, was good. That still leaves a lot that are no longer pistonpower.com. flying. Some crashed. Others went to the Why is it important to know about scrap yard, and some are just wasting IN THIS ISSUE our membership? Well, as the gossip away on tiedowns or in the back of rag tagline goes, “Inquiring minds hangars. Those are the ones that make 340A Restoration Down Under: A lot want to know.” In other words, it’s just me sad. of our cover stories feature extensive interesting to know how we compare to restorations of Twin Cessnas. We read our fellow members. What are we flying? On the flip side, some have been elevated them and marvel at the amount of effort How much do we fly? How old are we? to places of permanent status and glory, and expense it takes to restore one of These are all questions I have as a Twin as gate-guards and display aircraft our airplanes to like-new status. Most Cessna owner, and I suspect many of you around the world. That’s the case with of these stories are about U.S.-based do too, particularly if you filled out the the two shown in this article. It’s great airplanes. When one of our members survey. to know that people around the world outside the U.S. engages in a restoration, appreciate Twin Cessnas like we do! where rules are more stringent and Another reason for the survey is it gives SIDs are mandatory, the costs and effort us an idea of the health and popularity Trading Crusaders: This article is a little involved are breathtakingly higher. of the Twin Cessna fleet. Are we gaining self-indulgent and I thought about not new members? Are younger people publishing it. After all, it’s all about This was the case with Chris buying Twin Cessnas? How do Panayiotou’s 340 project in Australia. members feel about owning It was a bare-metal-up project. I asked their airplanes? Our survey Chris how much it cost and he declined let’s us “take the temperature” to give me a figure; he just said he could of the membership. have bought several other 340s for what he spent restoring his. You’ve really got And finally, your input helps to love your airplane to put that kind of me make the Twin Cessna money into it, and Chris certainly does. Flyer a better organization. It lets me know what you value In addition to the thoroughness of most and how we can improve the restoration, one of the things that our group. So thanks to all impressed me about Chris’s project was who participated and I hope the extensive list of mods he added, you enjoy seeing the results. which included strakes, VGs, spoilers, Part II will be in next month’s and something I’ve only seen a couple issue. of times on a Twin Cessna - an infrared nose camera for night and low-visibility Famous 310 Sightings: I flying. When you plan to keep your love it when members send airplane at least another ten years like interesting pictures of Twin Chris does, adding mods like these Cessnas (or Twin Cessna makes sense as it makes the depreciation people) they spot while hit easier to absorb. traveling, or even on their home fields. This month I was Additionally, when Dan Moore and Jerry fortunate to get news of two Temple spoke at our convention they sightings - both of 310s. listed performance mods as one of the top things that most improves the value Roughly 5,500 310s were built of a Twin Cessna. When the time comes between 1954 and 1982. Today, for Chris to sell his airplane, it will sell there are only about 1,850 easily and he’ll get top dollar for it. on the FAA registration list. Where did they all go?

6 | TWINCESSNA.ORG me and my buy/sell experience. Would In fact, they remind me of my old 421. plan to install a Garmin G500 TXi with anybody else really be interested in it? When you pull the power to idle you the ESi engine monitor. I’m also in line can clearly feel the props trying to to be the T303 STC aircraft for the new My rule for articles is they’ve got to be drive the engine. I find that on final, I STEC 3100 autopilot. More on this later, more than just interesting - they have am jockeying the throttles much more as well. This could be my last airplane to contain some information that could than I did in my old airplane. I do think ever. But, then, I said that about my last be useful to other owners. If I read an it will be doubly important to get the Crusader! article and come away with two or three prop feathered quickly in the event ideas that might improve my own Twin of an engine-out situation. I plan to Until next month, fly safely! Cessna ownership experience, then experiment with this in the future and I consider it worthwhile. Given that will report the results. standard, I decided to go ahead with this The next step for this new airplane will article. In it I discuss the processes I’ve be a panel upgrade - of course! It’s got used with some success over the years to some great equipment already, but I both buy and sell airplanes. I talk about what makes a good prebuy shop. And finally, the article may give some comfort to those of you who wonder if all the money you’ve spent on your airplane is worth it. My “Crusader Trade” was the single most enjoyable airplane buy/sell experience I’ve ever had. I hope you enjoy reading about it.

I’ve got about 16 hours on my “new” Crusader as I write this. There are some major differences compared to the one I sold. First, it has the optional cargo door which is nice, but not absolutely necessary. It also adds about 25 lbs. empty weight. In total, my new Crusader is about 100 lbs. heavier than my old one. That’s a lot, and I plan to weigh the airplane at some point to see if it is accurate. I may be forced to leave behind some of the luxurious (and heavy) camping gear I’ve accumulated over the years for my annual trip to Oshkosh!

But the biggest difference between my new and old birds are the MT composite props. The “new” airplane is much smoother and quieter. In fact, the difference is amazing. As reported by others, you have to be careful with these props when reducing power to idle. The drag from those four blades act exactly like speedbrakes and the airplane will slow quickly.

THE TWIN CESSNA FLYER • AUGUST 2018 | 7

340A RESTORATION DOWN

UNDER by Chris Panayiotou, TTCF Member

My passion for flying began at the age of this flight I knew six. As a young lad I had severe asthma. that I would fly Back in the 60s, asthma medication as airplanes one day, we know it today did not exist, so my despite the fact parents were advised by the experts to that no one in our send me to a drier climate, preferably family had any prior Europe. My parents decided to send me aviation history or to my dad’s birthplace in Cyprus. experience. I was truly bitten by the So in 1966 I boarded a Qantas flying bug. Boeing 707, my first ever trip in a plane, bound for Athens, and then on I thought I would Olympic Airways to Cyprus. My uncle become an airline accompanied me as Mum and Dad pilot, but I still could not afford a ticket. We flew the vividly remember Kangaroo route, which back then meant the day in 1976 when After flying my 340A for about 15 years, I decided I would keep it at the plane would make at least four to my father told me least another decade. That called for a major upgrade. five refueling stops. My uncle graciously that my application After recieving my PPL and getting gave me the window seat. to the Qantas pilot cadet program had about 200 hours under my belt, I went to been declined. I was devastated. my local flying school for back country To this very day, I clearly remember how flight training. I thought I knew all there amazed I was to see the airplane leaving It would be 19 years later, with a was to know about flying, but aviation the ground and flying. I had a million career and business in the construction always has something to teach you. questions. What were the moving parts industry, that I would get my chance Backcountry training was what really on the wings? How much air did the to take the controls of a Cessna 206 taught me how to fly. plane need to fly? Why were there four on floats whilst on holidays in the engines, etc. Tasmanian wilderness.

To my surprise the stewardess, who By now I was in my mid-thirties and must have felt sorry for my uncle, took still had a craving for flying. This time me to the flight deck where I sat with there was no turning back. Armed with the pilots who were only too happy to a desire to get my private pilot’s license, answer every question I had! It was on I walked into my local flying school in at Camden Airport (YSCN) and got my PPR in 1994, followed by my IFR license shortly afterwards.

About two years later, I was the proud owner of a Rockwell Commander 114 with 1,800 hours total time on it. Everything was rebuilt. Here is a new We flew the 114 everywhere; up and engine beam being prepared to receive a down the east cost of Australia and new RAM VII engine. occasionally into the Ozzy Interior. The highlight of this period of my flying life Most of this training involved was our trip to Uluru (Ayres Rock). understanding wind and weather conditions. In addition, precise speed Over half of the Australian Outback control was essential to getting in and was considered remote flying territory, out of short airstrips. And we had to meaning you were encouraged, but not learn how to estimate runway length. obligated, to carry an HF radio, and These strips were not regulated, so the whilst in controlled airspace, provide an data was typically not published, and ETA to your next destination. even the data that was published was My restoration of VH-VVK was not your Most airports in the Outback are dirt not always accurate. Runway conditions, ordinary paint, panel and interior redo. airstrips which generally belong to large including looking out for wildlife, We stripped the airplane to bare metal and farm stations, or are managed by the were important. Fuel planning was a replaced every wire, fuel line, and accessory local councils, so a very good knowledge challenge. If available, it was usually while fully complying with the SIDs in the of remote flying is essential. in 44-gallon drums. Ringing ahead and process. (continued on page 10)

8 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • AUGUST 2018 | 9 340 down Under (continued from page 8)

checking the local airstrips, which in found what I was looking for, locked at least another 10 years, so I decided Australia often means calling the local away in a hangar and luckily at an to do a complete ground-up restoration. pub or property owner, was a must as airport close-by. It was a 1976 340A, This was not going to be a simple engine conditions can change overnight in some VH-VVK, that had been owned by a change, avionics upgrade, and paint locations. Then there was the survival local surgeon who had passed away. It job. I wanted a thorough nose-to-tail equipment, which involved carrying had RAM VI engines with only 200 hours restoration and refurbishment. your EPIRB, lots of water, a mirror, on them; I purchased it on the spot. torch, spare plugs, oil, leads, basic tools, As a low time 3,200 hour twin, it made and a portable first aid box. The transition to the 340 was very perfect sense to me to invest the time challenging because I did not have a and money to bring it up to brand-new Those days were exciting, but with twin rating or instrument rating. It was condition. So I flew my plane to my the birth of my two boys and a a big step-up, and the biggest challenge shop at the Parafield Airport, and after growing desire to upgrade to a twin, was just staying ahead of the airplane. considerable discussions with the shop it soon became apparent that I needed I made the early decision to have my manager and avionics engineer, we something bigger. It would need to be local flight instructor fly with me for the began the restoration project. faster, and more importantly, able to get first 70 to 90 hours until we both felt above the summer thermals and weather. I was proficient enough to handle the From the start it was our goal to I recall reading every magazine article airplane. I remember on one occasion completely VVK down to bare metal and doing as much research as I could. we went out in the training area and inside and out, replacing every wire, did over 15 stalls and over 18 simulated every fuel line, all fuel bladders, every At first I narrowed the search to a engine failures. I owe a lot to my flight fuel pump, both engines (with Ram VII Beechcraft Barron P58, a Cessna 404, instructor who taught me basic skills engines), all and a Cessna 421. I quickly ruled like planning ahead for takeoffs, speed flap and gear out the Baron and 404 as I narrowed and engine management, managing motors and my airplane search to the following icing encounters, handling emergencies, all moving parameters: and flying in controlled airports and surface- airspace, which at the time were all new cabling, etc. 1. Minimum endurance of four to me. hours with a 30 to 45 minute We upgraded reserve with four adults on Another thing I had to learn was how the brakes board plus some baggage. to maintain the airplane. The biggest with new 2. The plane had to be pressurized challenge was finding a shop that knows Cleveland to get above most weather and and understands Twin Cessnas inside four-PUC had to have a cabin. and out. It took me over two years system, 3. It had to cruise at or above 195- of trial and error, but today I fly my replaced all 200 kts. airplane over three hours from Sydney the circuit 4. It had to be a low-time airplane. to a shop on the Parafield airport in breakers and This from-behind view not Adelaide. They have a very good Twin switches with only shows the strakes new ones, Using these criteria, I narrowed my Cessna knowledge base. but one of the LED lights selection to either the 421 or 340. All upgraded which replaced all the old the 421s I saw were high-time and in Once this box was ticked, the other all lighting incandescent light bulbs. poor condition. After nine months of biggest challenge was complying with internally searching, in the year 2000 I finally the Cessna SIDs program (Supplemental on the instrument panel and externally Inspection Document), which over here with LED lighting, replaced the is mostly mandatory. This work, which pressurization valve with a new one, and I did in 2010-11, involved over 770 shop replaced all the door and wing locker hours. seals and rubbers with new ones.

Interestingly we have never had any Finally, all new Garmin and engine problems finding replacement parts, and instrument avionics were installed most of the folks we regularly speak to together with a new C&D heater, new (predominantly in the US), including leather interior, autopilot, Max-Viz those within Cessna, have been more infra-red nose camera (look closely at than happy to help and go out of their aircraft’s nose on the cover picture), and way with advice. a digital Ultra AuRacle 2120 engine display. Today, I still own my Cessna 340A and I still love flying the plane as much as I Structurally, both engine beams were Here VVK is getting ready for paint. did when I first bought it. A few years Note the strakes. I also installed VGs and ago, I made the decision to keep her for spoilers. (continued on page 12)

10 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • AUGUST 2018 | 11

340 DOWN UNDER

(continued from page 10) replaced, and at the same time we country of ours installed new straight flight heat shield and made travel kits. All SIDS items were inspected and in it a breeze. It competed, and a new paint scheme was has very good applied, with power pack spoilers, VGs, operating costs, so and new APM strakes. doing what I did has improved the The result is a near-new aircraft that reliability of my meets my style and mission flying plane to that equal parameters. VVK, with its new avionics of a new aircraft, panel and autopilot, is a dream to fly. A which would cost bonus has been an 11 to 16 knot speed considerably more increase, especially in the high flight - if a comparable levels. At any altitude above FL190 I one were even normally now plan for a true airspeed of available. 213 to 226 knots, with a 73 litre per hour Of course the panel was upgraded but the avionics world is changing fuel burn per side (roughly 19 GPH per VVK is an easy so fast there is more to do. I’ll be adding an STEC 3100 autopilot and side or 38 total). airplane to fly and perhaps new Garmin TXi equipment. it always manages All this took over 1,800 hours of labor, to put a smile on my face. It handles You might think I would be done with and the total cost was probably twice itself beautifully and can easily tolerate upgrades but I’ve already got my the value of a good 340. But for me, some icing, haul a good fuel/passenger eye on a new Garmin G600 TXi, and living down under with a limited pool of load and, with the VGs and strakes, has when certified, a Genesys 3100 digital good Twin Cessnas and my desire to fly benign stall characteristics. I can plan autopilot. Stay tuned! a 340 for another 10 years, this project to fly it at 5,000 feet or at FL 220 with was money well spent. From day one mostly the same fuel flows - something VH-VVK has opened up this beautiful you simply cannot do with a turbine.

12 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • AUGUST 2018 | 13 TTCF MEMBER SURVEY

RESULTS - PT. 1 by Bob Thomason, TTCF Editor

Every few years we ask our members to complete a survey about themselves, their airplanes, and their flying. Knowing key facts about these subjects helps us fine-tune the organization to best meet member needs. Earlier this spring, we conducted our third survey since I took over as President in 2010. This article is the first of two, presenting the results of our most recent survey.

This chart is self-explanatory, but here are the key takeaways:

• 310s make up the largest single group of airplanes. This makes sense as 310s are the largest group of Twin Cessnas on the FAA registry, comprising 39% of the total. Of our 310 owner survey respondents, 11% own tuna-tank classics, 48% own short-nose non-classics, and 41% are 310R owners. Interestly, compared to our 2014 survey, we have a lower percentage of tuna-tank classics now (20% in 2014), and a higher percentage of 310Rs (32% in 2014). • Among all our respondents, total cabin-class Twin Cessnas outnumber non-cabin class airplanes 52% to 43%, and this trend is increasing. People tend to join an owners organization shortly after they buy their airplane, when excitement and enthusiasm are high. There has been more market activity among cabin class Twin Cessnas than non-cabin class in the last few years. • Five percent of our member respondents do not own Twin Cessnas - yet. These are the smart ones, learning all they can before taking the plunge. • Our members who own T303s have doubled from two to four percent since 2014. The 303-dedicated section of the Forum has helped drive this.

We asked survey respondents what airplane they owned prior to their current Twin Cessna hoping, to ﬁnd a pattern. All we found was that the vast majority moved up from single engine airplanes or other light twins. There was no model (say 210 or Cirrus) that was more prevelant than others. They ran the gamut from a Scottish Aviation Bulldog (whatever that is!) to a Beechcraft Queen Air to TMBs and Pilatuses.

We also asked survey participants what airplane might eventually replace their Twin Cessna. Again, no speciﬁc model emerged, but most either listed a larger airplane like a single engine turboprop or said their Twin Cessna would be their last airplane. That makes sense given the average age of our members (shown later).

And ﬁnally, about 36% of our member respondents own an airplane other than their Twin Cessna. Most were smaller airplanes including homebuilts and taildraggers.

• About 9% of survey respondents are brand new Twin Cessna owners, buying their airplanes within the last year. • A full 41% bought their Twin Cessnas in the last five years, which represents a healthy amount of fleet turnover. • 55% have owned our airplanes longer than five years, making us a well-balanced organization of longtime and new owners.

(continued on page 16)

14 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • NOVEMBER 2017 | 15 SURVEY RESULTS (continued from page 14)

• Our member respondents flew their Twin Cessnas an avearage of 101 hours in the 12 months prior to the survey. That’s about the same as our 2014 survey. • A full 61% of us flew100 hours or less in the past year, and that percentage is up from 49% in 2014. • One reason for more people flying less is that a number of members reported their airplanes were down for significant periods for avionics or other upgrades. • Since 36% of our members own more than one airplane, their total flight time per year is higher than reported here. We have many members who fly professionally as well.

• 40% of those who responded to the survey either fly or have flown professionally in the past. This is up from 29% in 2014. • 24% are currently flying professionally. • The percentage of retired professional pilots among our membership has increased from 12% in 2014 to 17% in 2018. This is a reflection of the increasing wave of retirement from the airlines which is expected to accelerate in the next 10 years. We can expect this portion of our membership to continue increasing.

We’ve never asked this question on one of our surveys before but the chart at left shows the age distribution of our membership. We are deﬁnitely an older group:

• 38% of us are over 65. • Only about a quarter of us are middle aged (55) or younger. • Only 9% are 45 or younger. • Only two people completing the survey were under 30 years old. • The average age of our members is 61 years old.

Is this something specific to our group that we should be concerned about? I don’t think so; it’s just a reflection of overall pilot demographics. Plus, one has to have accumulated some level of financial assets to buy a Twin Cessna and that most often doesn’t occur until later in life.

16 | TWINCESSNA.ORG !" !" !

The chart to at left is self-explanatory.

• The vast majority, almost 80%, own our airplanes by ourselves. One thing this means is that if the ﬁnances get tight, most of us still have the option of adding partners to share expenses. These results are unchanged from 2014.

!" "

• About 60% of us use our airplanes at least partly for business. • Within this group, about 30% of their total flying is done in conjuction with their business. • Many members devote a significant amount of their flying time to charity flights, (e.g. Angel Flight, Veterans Airlift Command and similar groups). This type of flying was not included as business flying.

• We are a highly-qualiﬁed group of pilots. 77% of us have either a Commercial or Airline Transport license. • 81% of us have an instrument rating. • 15% have a seaplane/ﬂoat plane rating. • 9% have a glider rating. • 5% have a rotorcraft/helicopter license. • Many members mention in the comments that they have A&P/IA licenses, CFI licenses, and multiple type ratings for almost every type of aircraft.

• Total ﬂight time. • How we maintain our Twin Cessnas. • Affordability of our airplanes. • Ownership challenges. • Plans to upgrade, and more.

THE TWIN CESSNA FLYER • AUGUST 2018 | 17

THE TWIN CESSNA FLYER • AUGUST 2018 | 19

SPECIAL 310 SIGHTINGS

Above: I received these pictures and the email below from member Charles Schlumberger, who travels the world extensively in his position as Lead Air Transport Specialist for the World Bank.

Bob, I’ve attached two pictures I recently took in Burkina Faso. The Civil Aviation Authority of Burkina Faso displays this C310 at the entrance of its headquarters in Ouagadougou. The stairs are so that school children can have a look at the cockpit.

You are welcome to publish the picture at one of the future magazines. Maybe entitle it, “A somewhat glorious ﬁnal resting place of a C310 in Western Africa.”

Left & Editor’s Note: I had no idea where Burkina Faso was, so I looked it up. It is a former French colony that gained independence in 1960 as the Republic of Upper Volta. It was renamed Burkina Faso after a coup in 1983.

Right and Below: This email came from Harold “Woody” Wood, head of EAA Chapter 93 in Indiana, PA. Woody leads the team that has restored one of actor Jimmy Stewart’s 310s - a 1960 F model. He reports:

The Jimmy Stewart Museum had Judy Stewart (daughter) here this past Friday to give the George Bailey award to Rocky Bleier. Saturday afternoon we hosted Judy to a Power Point presentation covering the restoration progress, and showed the plane to her and the public. We served airplane cookies at this event. Judy was very excited about the plane and told several stories about riding in this 310 and also her dad’s Super Cub.

20 | TWINCESSNA.ORG ! ""!" !%%* !% !! " ( ! , ! ""!!% !!"" " , "!% "* 4 ( "" !""# " 8 !""# " 8 8 " ! #" ! (! " ! % # "! ! !(( 4 $ %! &'("$ % ?33 )*) 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A )*"" +, -.! "" ! ! * ! / 633 0-1234051234 401, A, B, 402, A, B, C, :933;<==>5?=3 411, 411A, 414, 414A, 421, A, B, C 6333 8( . ! 8$ !%!1955- :?<3;51?>9395' :?<3;51?>2611 7 ! !"% @ 4ABB***4 4

THE TWIN CESSNA FLYER • AUGUST 2018 | 21

TRADING CRUSADERS

by Bob Thomason, Editor

As some of you know, I just sold my these owners, I got a feel for who might lacked the optional cargo door I wanted, T303 Crusader and bought another one. actually sell at a reasonable price and but it was extremely well-maintained I had owned N9476C, a 1982 model (s/n who wouldn’t. This approach generates and had lived a pampered life. Just my 179) for about seven years - the longest a group of good airplanes to look at. kind of bird! I bought it for $170,000 I had ever owned an airplane. I had and immediately began the upgrade invested over $200,000 in upgrades and One Crusader owner who responded to process. only needed a few more things to make my 2011 letter was Tom Srachta from it perfect. Why sell? I’ll explain. Morris, IL. Tom had serial number 296, I had seven great years with 76C, and which was one of the last built, so I went then something tragic happened: Tom When I was shopping for 76C I used a to Morris to see it. It had a beautiful Srachta passed away suddenly in late technique that 2017. A few had worked months went by well for me in and I contacted the past. The Tom’s widow, best airplanes Judy, and his are usually good friend and not actively hangar-mate, for sale, yet Tim Applegate, if you can who also owns locate a good a nice 303. I off-market wanted to offer airplane, to help them approach sell it. I was the owner, Two great Crusaders. I sold the red one, a 1982 s/n 179, to member Barney Welch and bought the happy with 76C and make a black one, a 1984 s/n 296, from Tom Scrachta’s widow, Judy. and in fact was strong offer, getting ready you can sometimes get a great airplane paint job and was well-equipped. I made to buy a set of MT props for it. But in and avoid all the run-outs and project him a strong offer, but no luck. It was talking to Judy and Tim, I was reminded planes listed online. (I’m stunned by the clear Tom did not want to sell it. (Tom of what a great airplane Tom owned and number of stories I hear about airplanes later wrote a great piece on his airplane how extensively he had upgraded it. that are completely misrepresented in for the August 2010 issue of this Among other things, he had just added their online spec sheets. Buyers show up magazine. Read it and you’ll see how MT props, plus a G500, dual Garmin only to find damage history and missing much he loved his Crusader). GTN750s, the GTX 70 digital radar logs when the ads specifically stated the with a 12 inch antenna, Garmin traffic, opposite.) So I pursued other options and bought Flightstream 510, and several other nice 76C from an architect in Madison, WI, items. All this airplane would need from So in 2011, I mailed a letter to who also responded to my letter. His me would be a new autopilot to replace all registered Crusader owners airplane needed more work, had an the 400B and an engine monitor. (approximately 100) which said in part older paint scheme than Tom’s, and “…I am not So I went to Morris and Tim and I flew looking for N303CM. The a deal. I am famous “one- looking for a thing-led- best-in-class to-another” airplane and happened, am willing and I made an to pay top- offer which dollar for Judy accepted. it.” This gets Now all I had an owner’s to do was sell attention and 76C. Brokers generates a can be a big lot of calls help selling because most airplanes, but people will if you’ve got sell anything the time and at the right energy, I’ve price. In Smiles and handshakes! Left: Barney and I celebrate closing on 76C. Right: Tim Applegate, Tom found some talking to Srachta’s good friend and hangar-mate, delivered 3CM to me in Defiance. Photos: Marla Pancake. techniques

22 | TWINCESSNA.ORG cRUSADERS (continued from previous page) process versus the unknown of selling Right: This to someone across the country and is something managing more complex logistics. Time you don’t see is the scarce commodity in my life right very often now and selling to Barney promised given the small T303 ﬂeet size. to conserve as much precious time as That’s Barney possible. I accepted his offer. (and TAS pilot Jim Duval) The prebuy went smoothly. Some headed home might say Barney violated the old to OK at the maxim about not letting the shop that lower left and maintains the airplane do the prebuy, Tim enroute but I have done the same in the past. to Deﬁance The more important issue is choosing a to deliver shop you can trust. Barney was TAS’s N303CM to customer for the prebuy and they were me in the top looking out for his interests and not center of the picture. mine. That’s how a good shop works.

I already had N303CM under contract, and with my airplane sold, was ready to take delivery. Tony had done a prebuy along with Tom’s mechanic a few weeks earlier. It had required a new cylinder and a new nose gear bell crank but was now ready to go. The day after I completed the sale of 76C to Barney, Tim graciously ﬂew 3CM from Morris to Deﬁance so I could take delivery.

Some of you may have met Tom Srachta. He was a regular Convention attendee. If you had a chance to talk to him, you knew how much he loved flying. Like many of us, he fell in love with flying as a child and took lessons as soon as he could. He flew continuously throughout his life and owned a succession of airplanes. The Crusader had been his favorite. He and his wife Judy (they met in high school) had countless memorable trips in 303CM.

Every time I visited Morris during the buying process - for the initial test flight, the prebuy, etc. - Judy was there. After each flight, she would get out a spray bottle and towel and clean the airplane, often with tears in her eyes. And when Tim towed the airplane out of Tom’s hangar to fly it away from Morris for the last time and deliver it to me, Judy sprinkled Tom’s ashes on the wings of this special airplane. Over time, 3CM will become more and more my airplane. But it will never become totally mine and that’s OK. I’m honored to be its caretaker and hopefully someday, pass it on to someone else who will love it as much as Tom did and I eventually will, I’m sure.

24 | TWINCESSNA.ORG As I write this, Barney has 76C back one Spring to bike with my two boys. in his hangar in Oklahoma City while he’s earning his multi rating in a 1963 Beechcraft Travel Air. His insurance company is requiring 25 hours of dual before he gets turned loose. That’s completely adequate, as the Crusader is Sunrise at Stovepipe, Death Valley. a very simple and easy-to-fly aircraft. We woke up the next morning, well- The attachments we develop with our rested, to some of the most beautiful airplanes can be powerful. TAS pilot Jim desert scenery ever. I soaked it all in and Duval and Barney left for Oklahoma just marveled at what our airplanes allow us before 3CM arrived, and as I watched to do. it depart, I recalled the amazing adventures I’d had with it - some of If you want to know why some of the best of my flying life. There was the us engage in the insanely expensive TTCF trip to Cuba with my family - a endeavor of buying, upgrading, and trip I thought I’d never be able to make My youngest son and I arrived around flying Twin Cessnas, you need look in my lifetime. There was our amazing sunset one day and planned to pitch no further than once-in-a-lifetime journey to Alaska which I made with our tent and camp but the wind was memories like these. my brother and fellow TTCF members. too strong. I had removed the seats in Flying a thousand feet over a wilderness the airplane to carry the bikes, so we river with majestic mountains soaring secured the bikes up on both sides was surreal. outside and spent the night inside But I think my all-time favorite memory on the spacious was flying 76C out to Death Valley cabin floor of 76C.

THE TWIN CESSNA FLYER • AUGUST 2018 | 25

Readers Write

fuel pressures a bit higher, but we’ve the end the attempt to kept these CHT’s never been able to get it rich enough to below 400 degrees is a rather fruitless keep our CHT’s down at full throttle. endeavor. Stay below 420 degrees and set the takeoff fuel flow to slightly over the While we love the cruise performance of maximum setting and that’s the best that our Bearcat conversion (we’ve easily had can be accomplished. it up to 17,000 feet while still climbing at 500 fpm), keeping the CHTs within Tony Saxton – Director of Tech Support, reasonable limits during the climb has TTCF always been something we’ve had to watch and from what I understand, Sudden Drop in Manifold Pressure this is a common problem with this conversion. Tony, I own a Cessna 335 and last week I was flying cruise at 8,000 feet with Ian, TTCF Member 29 inches of manifold pressure, ROP mixture, aux fuel pumps on LOW, Tony Saxton - TTCF Director of Technical Ian, the Partial Power Takeoff and fuel selectors on the main tanks. Support and owner of TAS Aviation (see article was primarily focus toward Suddenly my right engine started ad on page 7). turbocharged models. It is understood loosing manifold pressure and dropped that all normally aspirated models, all the way down to 20 inches. I enriched Partial Power Takeoffs Revisited when faced with higher elevation the mixture and added power but airports, are limited to reduced power nothing happened. Since it held at 20” Tony, I just read the article on Partial on takeoff (and initial climb) which must and I was over the ocean, I didn’t want Power Takeoffs (June 18 issue) and be dealt with. to experiment much with other settings found it quite interesting. I wanted and worsen the problem. After about to get your opinion on what may be The IO550 conversion in the 310R three minutes, the manifold pressure the only Twin Cessna that is actually also has a lower MP limit even at sea started to increase up to 27 inches. placarded against full power take-offs level. Disregarding the temperatures (at least down at sea level). for a minute, this lower takeoff MP Any thoughts and what may have caused was to keep the new installed IO550 this sudden drop in manifold pressure. We have a 1978 C310R that we’ve at the original 285 horsepower for all Controller? Wastegate? I hope you can extensively updated. One of the operations which simplified the STC help me with your expertise. upgrades we’ve done is the Bearcat requirements. Limiting the engine to its Conversion which installs IO-550As original horsepower, reduced or probably Martin, TTCF Member in place of the IO-520s. This STC eliminated the time consuming and limits take-off MP to 27.7inches at sea costly flight testing requirements etc. for Martin, several things can create level to 25.9 inches at 3800 ft (with certification. a sudden drop in manifold a straight line variation between the pressure. Obviously a wastegate or two points). Obviously this limitation It was widely touted by Colemill that the controller malfunction can but is an STC airframe limitation because even though there was a limitation, such items as a torn induction tube standard Continental IO-550As the throttle could be shoved forward or a broken don’t have any such limitation. This in case of emergency (wink, wink). The of loosening supposedly derates the IO-550As to 285 stated advantage was of course the induction clamp HP (same power as the airframe was added horsepower, which gave a higher can also result originally certified with). available cruise power at altitude. The in the scenario MP reduction requirement had nothing you described. What we’ve noticed since having these to do with temperature reduction. In addition, engines installed is that if we want to the partial A sudden drop in keep the CHTs under 400°F in the climb, As to the high temperatures, this or complete manifold pressure can then we really do need to heed this installation in all 310Rs has always failure of and be something serious limitation. After we reach a safe altitude exhaust system struggled with higher CHTs. The IO550, like an exhaust leak we quickly accelerate to 120-130 knots component could due to its longer stroke, tends to create a or, if only intermittent, for our climb speed. If we do try to use also be a culprit lot more heat, and in OEM installations something less serious full power on take-off, the CHT’s will this has mostly been addressed. In this and would be the like a stuck wastegate. quickly hit 420°F and continue climbing early aftermarket STC installation most dangerous on a typical summer day in Alabama. the original cowlings which were kept scenario. intact as/is, are simply not up to the Continental in Fairhope originally cooling task required. We have added However since the manifold pressure installed and set-up the fuel systems on aft lower cowl louvers, special built returned later, the likelihood of these the engines, and since then our mechanic inner-cylinder baffles, etc. to try and has even bumped up our full throttle reduce the temps with little success. In (continued on page 28)

26 | TWINCESSNA.ORG THE TWIN CESSNA FLYER • AUGUST 2018 | 27

Readers Write (continued from page 27)

items having occurred are low. I would close throttle and mixtures then use the un-cowl and check the engine bay primer (high boost) fuel is soon draining area and, if everything is OK, lube out of a tube under the cowl. On the 414 the wastegate with “Mouse Milk” this is the process to cool the fuel pumps and remove and flush the wastegate/ for a hot start. Do you know how this controller oil lines to remove and any bypasses the mixture cut off? Seems a debris in the system. risky process. This seems to me to be a big safety issue. A friend and fellow 303 Tony Saxton - Director of Tech Support, owner sent me the following comments: TTCF I find that if I try to stop the engines Continental TBO Extensions using the mixture cut off while the aux fuel pump is operating (even in Tony, I’m trying to tell if the Continental low boost) the engine will not fully TBO Extension Service Letter (attached) stop. This suggests the mixture cut applies to my T303 engines. It says it off is set to limit, but not entirely applies to s/n 1006000 and later. My stop, fuel flow. Using high boost can serial numbers are: cause fuel to flow out of the tube under the cowl which can be Left: 246169-R dangerous if the wind blows this onto a hot exhaust. Right: 246670-R Some while ago, a fellow owner If the TBO extension does not apply, do had a fire under the engine when he you know what was different about the Fuel cap o-rings need to be replaced turned quickly off the runway after post- 1006000 engines that gave them periodically as they can harden with landing with the aux fuel pumps age. There is an outer o-ring (#4 in above the extra 200 hours? on low and low fuel quantity in the diagram) and an inner, stem o-ring which tanks. There is a gotcha here in that is often not shown in Parts Manual Bob, TTCF Member diagrams (but shows in the parts list.) the 303 has a sensor that commands high boost any time low fuel flow Bob, no these engines are not eligible is detected with the aux pumps for TBO extension per the SB (by US. At fueling prior to this flight, the armed, so a quick turn with low fuel the way, this is now found in the fueling personnel remarked that it can expose the fuel port in the tank Continental M-O manual). There is not was hard closing the fuel caps of the causing the sensor to operate. much difference between the engines wing tip tanks. After a four hour flight covered and not covered other than the at temperatures of minus 10 Celsius, My SOP is now to turn off the aux most recent service bulletins have been we refueled the aircraft, but it was fuel pumps immediately on landing, complied with, the installation of new absolutely impossible to close any of the but this can cause a hot engine to generation Continental cylinders, and a wing tip tanks. stop unless one is quick to catch it simple sales ploy. with the throttles. One is then faced After a local mechanic unsuccessfully with the embarrassing situation of And remember, in Continental’s own tried to fix the caps, we called Tony an engine stop on the taxiway with words: “An engine’s published TBO at TAS. He suggested adjusting the the difficulty of a hot start; only DOES NOT mean that every engine will fuel caps’ internal bolt, but if that once have I managed to taxi any operate the number of hours or years doesn’t work, change the O-rings. We distance single engine! listed without requiring component subsequently had to change the O-rings, replacements and/or unscheduled and noticed that the old ones were I’d appreciate any illumination you can maintenance events.” hardened to the point that they couldn’t provide on this Tony. be softened again. Tony Saxton - Director of Tech Support, John, TTCF Member TTCF Lesson learned: our aircraft are aging, and a cheap old O-ring might ground John, first the idle cut off. Fuel Cap O-Rings you on a long journey. It might be wise to change them preemptively at your The mixture control moves a brass spool Bob, two weeks ago I had a small next annual inspection. valve on a brass seat that is not 100% technical issue that might be worth leak proof. In fact during overhaul the publishing: Charles, TTCF Member leak rate is acceptable with a rather large amount of leakage defined by After my C340 was down three month T303 Aux Fuel Pump Operation number of drops per minute. for some interior refurbishing, I flew it back from Central America to the Tony, a quick question. On my T303 if I This low level effectively lowers the

28 | TWINCESSNA.ORG pressure in the line to the flow divider HOWEVER, this system was superseded There are all sorts of serviceable used (spider valve) where the real idle-cutoff with the introduction of Cessna Service units around as this was used in almost (ICO) occurs. In the flow divider when Bulletin MEB88-3 which modified all of the 1967 mechanical gear Cessna the fuel pressure drops below 1.5 psi, a the system to remove the automatic twins as well as a couple of the Beech spring loaded needle valve closes tightly pressure sensor. With MEB88-3, the models. and block off the fuel to the cylinder fuel pump will only run in the mode that the injectors. If, for some reason, the inlet to switch is in LOW-OFF-HIGH. There Tony Saxton – Director of Tech Support, the flow divider line builds above the 1.5 is no “automatic” and it doesn’t sense TTCF psi the valve can open again. I’ve seen any pressure drop since it operates this happen for a short burst after shut completely independent from the 414 Landing Gear Light Diode Assembly down when the engine heat will increase aircraft. With MEB88-3 the pumps on the line pressure and the valve with pop “LOW” can simply be left on “LOW” Tony, perhaps you can point me in the open for a second and give a small burst until just before shut down which helps right direction. I have a left main down/ of fuel out the nozzles. stabilize the fuel flow at idle in the hot locked light that doesn’t come on even engine. though the gear is in fact down and This can also happen when the mixture locked. The microswitch bench tests ok control doesn’t come all the way to If the engine tends to continually die on and the lamp is working. Various tests the stop or leaks excessively or as hot idle after touchdown this is more of (continued on next page) you observed when the ship’s electric an indication of misadjusted fuel system fuel pump is on. Unfortunately this is which should exactly what you are doing with the hot be looked into. start procedure. With the mixture in ICO and the pump switched on, some Tony Saxton level of fuel is being bypassed to the - Director of fuel nozzle in all engines. Due to the Tech Support, TSIO520AE induction system there is TTCF more of a propensity to just dump this fuel overboard out the drain lines than 320 Nose Gear other IO/TSIO 520 and 470s in which Switch Cover the fuel simply drops into the intakes and evaporates. Tony, I am curious to see If the engine ICO is OK then not much if there is a can be done to relieve this situation replacement other than mind the wind direction cover I can get during the hot start. as opposed to replacing the The second part of your friend’s entire switch statement is not exactly correct. In the for the nose original configuration there was a low gear down pressure sensor switch in the aux pump switch on circuit which sensed a drop in fuel my Cessna pressure. The switch had to be in the 320. See “ON” position and the aux pump ran attached in low but was armed to automatically photo. The go to high if the pump sensed a pressure Part number drop. HOWEVER if the pump switch for the switch was switched to “LOW” the pump appears to be could only run in low and would not 2VB1. be affected by the low pump pressure switch in any way. Kevin, TTCF Member With original system you would switch pumps to “LOW” shortly after landing. Kevin, I am not aware It is important to of any such know how your part as the auxilary pumps protection boot operate which, in is actually turn, depends on pretty much whether they have a part of the been modified per switch. MEB88-3.

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Readers Write (continued from previous page)

with an ammeter indicate there may be tax requirements. Owners of 58Ps and which allows the brushes to arc and a blown diode in position 3 in the CRA1 58TCs can have their mechanic endorse stick. Diode Assembly. The parts manual the “modification” on the basis of the shows this assembly (Fig. 178) as being kit, and insert a Beech POH Supplement As you note, the voltage regulator, at the bottom of the panel just left of that changes the Airplane Limitations. especially if it is the old original Lamar the gear handle. But we sure can’t find (Cessna) type, can become very unstable it there. Rather than randomly tearing For the RAM modified 340s to have and simply stop working. This also into things I thought I’d ask if you have reduced maximum gross would require shows up as an off line simply by falling a location idea for this assembly. RAM to somehow modify the STC out of parallel with the other alternator with a “kit” similar to the Baron. I and thus shifting all the load to one Lance, TTCF Member checked with RAM and they are, in fact, side. This can happen intermittently or investigating this right now. Hopefully continuous depending on the amount Lance, the CRA1 is in the center something will be announced soon. of imbalance. The best answer here is pedestal forward of the engine controls. to simply upgrade these old regulator/ It is typically on the left side, upper, Bob Thomason, TTCF President and overvoltage units with new Plane Power but not always. I’m not sure of the s/n Editor PMA units. breakdown but some of them are a gang of diodes with the individual items Erratic 340 Alternator Behavior Also clean the field fuses. We have found imbedded in rubber that looks sort of several aircraft that have had alternator like an old fashion gum eraser. This is Tony, the left alternator in my C340A issues due to loose or dirty fuses and or mounted on a terminal strip. Later units RAM III stopped working after an hour springs in the field fuse circuits. Loose are the individual components on a of flight. After landing and taking off wiring, bad crimps, poor ground terminal strip. on the next leg it operated normally connections, etc. can all cause these type supporting a 40 amp load. After an hour of problems. Hope this helps. or so, it stopped working (0A and Alt INOP lamp lit). It repeated this on a Another culprit can be a slipping drive Tony Saxton - Director of Tech Support third leg. clutch. These units will sometimes start TTCF to slip and will not drive alternator Have you seen this before? I’m thinking hard enough to stay balanced. See the Basic Med for 340 Owners? the regulator must be overheating. I recent SAIB #NE-18-16 concerning this cycled the switch and the ALT INOP issue. It’s posted on the TTCF website Bob, a buddy and I who both fly under light remained lit. Is there an alternator Technical & Safety Info page. basic med were about to purchase a failure mode that would exhibit such a C340A with a RAM IV conversion until behavior? Tony Saxton – Director of Tech Support, we discovered that the conversion TTCF included an STC increasing the gross Jabe, TTCF Member weight to 6340 LB; 340LB above the 310R MLG Strut Leakage basic med legal limit. Jabe, lots of things can cause intermittent operation like this. Tony, I am on the road and I do not have This past Friday we discovered that the any of the reference materials that you American Bonanza Society has an STC It is also helpful to know which specific provided us at the recent seminar with for the Baron 58TC reducing the gross alternator is installed. This could have so I’m writing to get your thoughts/ weight to 5995 LB so it can be flown the Prestolite ALV9410 or ALV9510, opinion on an issue I am having with under Basic Med. which has a long history of operational my 310R It’s a 1976 s/n 310R0687. It’s problems including intermittent a solid airframe but has almost 11,000 Can a similar STC be obtained for the operation when hot, as well as having hours on it as it was at a flight school in C340 with the RAM Conversion so it can leaking drive end seals allowing engine the 90’s. be flown under Basic Med? We really oil to enter the alternator causing the love the C340 we looked at and the way brushes to arc and stick in the brush About 14 months ago in extremely it flies. It is still available, so can you holders. cold weather I had an issue where the help us find such an STC? aircraft squatted on the right main You could also have the Continental during landing roll out. I had all the John, TTCF Member alternator (Crittenden) 642056. This unit struts rebuilt and the bearings replaced has long suffered drop outs from failing in the mains to satisfy the 1000 hr TIS John, I checked with the ABS and or loose diode (rectifier) components. inspection AD. learned that the weight reduction for the Baron is not an STC, it’s a Beech kit. In If it is rather new, you could have the Last week during landing rollout the the 1980s Beech developed a paperwork Hartzell Engine Technologies ALV9610 aircraft squatted again. Upon inspection restriction to less than 6,000 pounds to unit which has had some problems with it appeared that the retaining clip avoid certain European regulatory and premature brush and brush holder wear released and the nitrogen and fluid

30 | TWINCESSNA.ORG vacated the assembly. My mechanic which in your case may have been 15 the area in a much better position for stated that the inside of the strut or 20 times in the entire history of the inspection and work. assembly where that clip is retained Is aircraft. During the disassembly it is worn/damaged. I assume it’s some sort possible to introduce nicks or dents in Tony Saxton- Director of Tech Support, of race machined into the assembly and the groove that possibility could affect TTCF he believes the strut will fail in the same the retention of the snap ring. manner if it’s repaired. Another cause for total rejection of the It looks like that strut assembly has been part could be corrosion. I have seen some replaced and they cannot cross reference rather significant corrosion in this area the part number so I immediately and the resulting material decay could thought you may be able to help out result in the need to replace. with that. Depending on It doesn’t sound like something that the current can be repaired to me, but I would condition I appreciate your thoughts on the matter. would carefully smooth any This is the only part number on the nicks on the Strut assembly: 5041002-498. It is the inner groove, Right Main landing gear strut assembly. clean and re- assemble with My shop could not cross reference that a new retainer part number anywhere. snap ring #CM2690-14 Assuming replacement is the only option and beveled I was wondering if you could point me lower lock in the right direction, or perhaps offer ring #5041111- an alternative part number. 1, making sure that the Jeff, TTCF Member lower ring pack support Jeff, the part of the strut that retains the is properly lower snap ring (sort of a round wire seated during ring and not the traditional flat type) installation. To is the upper trunnion. This trunnion accomplish this is a part # 5141001-226 (RH). I think a little easier, the number you are referencing, if it is I sometimes embossed on the strut is simply a forging unhook the number, with no real “out in the field” inner and outer connection to the part number. Cessna gear doors and doesn’t have this part but that’s not the wheel/tire/ an issue anyway in that you probably brake assembly wouldn’t buy it from them. As a point of and partially reference, the left side is in stock (part # retract the 5141001-225) at a mind-numbing price gear (about 45 of $46,364.12! degrees). Place a padded jack I’m a little skeptical of the need for or stand under replacement even with the high time the trunnion on aircraft. The retention ring sits so that during into a groove in the inner part of the the work no trunnion, and once in place doesn’t undue force move or “work” any significant amount is placed on during service. The only time any the retraction/ “wear” would be on the groove would be extension during installation or removal of ring, rods. This gets

THE TWIN CESSNA FLYER • AUGUST 2018 | 31

Classiﬁed Ads

Aircraft for Sale/Wanted 1977 Cessna 340A RAM VI -- 6444 TT, 1979 340A RAM1V- L-659 SMOH / 10 STOP, R-659 SMOH, TT 3724 1983 Cessna T303 - 4800 hrs TT, 1905 659/659 SN Props, Excellent P&I, G500, Q-tips TSOH SMOH, 1802 SFREMAN props 340/59 G530W, GDL 69 WX Data, Ryan 9900B 1054/1054 Props SMOH. Garmin 430, Cessna Autopilot, TCAD, STEC 55X, Altitude Pre-Select, TSOH 208/208. Insight Strikefinder, RDR160, Hoskins 183 Gals, Shadin, Air, VGs, K.Ice, LED Immaculate Interior/Exterior. 183 gal; fuel flow, Air Conditioned, De-Ice. Lights. Annual Due May 31, 2019. FIKI; -Keith A/c. New Glass Panel in Contact Mark Bresson 815-757-8840 or Located (Houston, TX). Asking Price 2015; 2 x GTN750, Aspen EFD1000; bressonfl[email protected]. $335,000. Contact Jerry Temple at (972)- GMA35; GWX70 Radar, Avidyne 712-7302. www.jerrytemple.net TAS615 ADS-B; Golze ADL110B Euro 1977 Cessna 310R; Wx & SMS system; WX500 Stormscope, 6830 TTAF; 472 SMOH 1978 CESSNA 340A Century A/P & digital pre-select. Based Engines and props; N438A; 4183 TTAF. in London UK ; N registered; would Cessna 300 & 400 RAM VII, 580 SMOH ferry to US. $260,000 with new annual, avionics plus GNS 430; by Ultimate Engines williamsfl[email protected] NSD-360 HSI; Good paint & interior; including needle Complete logs; November 2017 Annual; rocker bearing STC. 1971 Cessna 401B. $125,000. TT 7038. July 2017 IFR; $109,900; Guy Maher, MT composite props 388 SNEW. Apollo LE 605 SMOH - Prop 605 SOH. RE 605 Lanier Media Aviation Services: (704)- MX20 MFD, Apollo CNX80 GPS WASS, SMOH - Prop 605 SOH. Spar Cap Due 287-3475, [email protected]. Apollo SL30 NAV/COM, Apollo SL70 500 HRS. ASPEN EFD 1000. S-TEC XPDR,Garmin GTX330 XPDR, Avidyne 55X A/P. GARMIN 530W, 430W. GTX 1972 Cessna 340 RAM VI - 5586 TT, EX500 Radar Alt., Cessna 400B. GAMIs, 330 Transponder. GMA 340. EDM 105/105 SMOH, 105/105 SNP, Excellent Shadin Digiflo L Fuel, VG’s. Tim Fennie 760. KWX 56 Radar. (765) 585-0272, 9/2013 P&I, Aspen 1000 Pro, Dual 520-907-8542 or timfennie@earthlink. Stephen Songer, SWI Aviation. dsonger@ G430W, GTX 337/327, Radar Alt, Radar, net centrebank.net WX Data, STEC 55X, 183 Gal Shadin, DeIce Boots, Heated Props, VGs, 2112 1978 Cessna 340A 414 Wanted: Looking for a a well LB Useful. Annual Due July 2019. S/N 340A0490 maintained and great condition 414 Located (NM). Asking Price $265,000. One owner and for the model years 75’-77’, must have Contact Jerry Temple at (972)-712-7302. hangared for the Ram VI or VII with FIKI. Contact Doug www.jerrytemple.net past 32 years, this Johnson at [email protected] or 269- Cessna 340 features ADSb out with 217-4968. 1974 Cessna 340 a Garmin GTX 335, GNS 480 NAV/ RAM VI : 7950 TT COM/GPS, MX-20 MFD, KFC 200 A/P, 1972 Cessna 1250 on both engines American Aviation Intercoolers, 300lb 414 - 3494TT, and Scimitar gross weight increase, Interior and paint fresh annual, props, 6/18 Annual, in 1994. TTAF 3832.0. Asking $215,000. 1086/1039TSO, October 2015 Paint Art Johnson (541) 484-2434 ajohnson@ 383 TSOP, & Interior. Loaded Garmin Flight Deck justicelawyers.com Dual Aspen including G500 w/ Synthetic Vision, 2000 PRO, GTN750, Dual EI MVP50 GTN750, GNS430W, GDL88 ADS-B IN/ 1978 CESSNA 340A RAM IV - 3360 TT, Engine/System Monitors, Trig TT31 OUT, GWX70 Radar, and much more! L-769 SMOH/R-1191 SMOH, 325 HP Transponder, Cessna 400 Autopilot. Open to offers. Holton Hancock (225) RAM IV, 661/661 SPOH, G 500 Elec. Keith Air, New Boots, 178G Fuel (new 800-2359 [email protected] Flight System, Dual G430, WX Data locker tank), VGs, All logs, NDH. Link, 400 B A/P, Altitude Alert/Pre- Asking $170K. New carpet & tables.New 1977 340A 4488TT, Select, 203 Gal, Shadin, Air, VGs, K.Ice, alternators, new turbos. Contact: Troy 1050 since RAM Nacelle Fire. Located (CA). Annual Tollen - 415-350-4212/ttollen@gmail. VII conversion with Due 01/31/19. Asking Price $270,000. com Scimitar props, 661 Contact Jerry Temple at (972)-712-7302. STOH , Known Ice, www.jerrytemple.net 1973 Cessna 414 RAM IV - 4094 TT, 1995lb useful load, 183 1170/1170 SMOH, GAMI, 410/410 SN gal, Leather, 530W, 430W, Color Radar, 1978 Cessna 340A RAM IV - 5450 PROPS, Excellent Paint and Interior, Traffic, STEC 55X with Alt capture, TT, 190/190 SMOH, 190/190 SPOH, 183 GAL, SHADIN, VGS, Air, Full Known Ice, radar alt, spoilers, Factory G530W/430W, GMX 200 MFD, GDL69 DeIce, Dual G530, EX 500, Color Radar, Air. Never Damaged, well maintained WX Data, WX 500, GTX 330 Xpd, King WX500, WX Data, STEC 55X, Alt Pre- (part 135 until 2010) $269,000 will KFC 200 AP/FD, 183 Gal, Shadin, JPI Select, GTX 330/327, Excellent Maint. consider trade for Lancair 4P or similar 760 GEM, Air, K. Ice. Located (San Located (CA). Asking Price $230,000. (303) 817-2033. Contact john.seabury@ Carlos, CA). Annual Due 8/2018. Asking Contact Jerry Temple at (972)-712-7302. comcast.net Price $247,000. Contact Jerry Temple at www.jerrytemple.net (972)-712-7302. www.jerrytemple.net

32 | TWINCESSNA.ORG Classiﬁed Ads

1974 Cessna 414, GTX 330ES, ADS-B Out, GWX-70 Twin Cessna N990PC, 8,650 TT, Radar, GDL 69 WX Data, WX500, Flight Buying or Selling 1296/1296 SMOH, IFR, Stream, Skywatch Traffic, Alt Alert, Assistance: My 450 SPOH, Nice Paint STEC 65 w/Yaw & GPSS, 406 ELT. 40+ years of and Interior, 335 HP Located (KY). Annual Due April 2019. experience in GA Ram VI, Full De-Ice, PMA 6000 Audio Asking $725,000. Contact Jerry Temple aircraft sales can Panel, GNS 530W, KX 155, EX500 MFD at (972)-712-7302. www.jerrytemple.net. be your personal safety net in finding w/Sat. Weather, Part 135 Maintenance the right twin Cessna for you – or selling for the last 15 years. Asking $170,000. 1981 CESSNA 414AW the one you have. For a no obligation 318-332-2048 or [email protected] - 4825TT, 925/1497 consultation, contact Guy R. Maher, SMOH, 305/305 email: [email protected], 704-287- 1978 Cessna 414AW RAM IV R/STOL SNProps, Excellent 3475d, www.laniermedia.com. - 5830TT, 1115/90 SMOH, 230/230 2008 P&I, Dual 530W, SPOH, Dual G430W, EX500 MFD, GTX EX500 MFD - WX, Parts For Sale/Wanted 330, Ryan TCAD, RDS 82 Radar, 800B, Radar, Traffic. Sandel 3500 HSI, GTX Alt Pre-Select, Winglets, VGs, K.Ice, 345 & 339 Xpd. ADS-B In & Out Flight Air w/134. Located (IN). Asking Price Stream, STEC 55X, GPSS, K.Ice, $279,000. Contact Jerry Temple at (972)- Air, Shadin, JPI EDM 760. Annual Parting out 300 through 400 series 712-7302. www.jerrytemple.net Inspection Due 12/31/18. Located aircraft. Most flown to our facility. All (NE). Asking Price $404,000. Contact with records, have 110 aircraft in 300 1978 Cessna Jerry Temple at (972)-712-7302. www. series & 84 aircraft in 400 series. Oldest 414AW RAM VII -- jerrytemple.net. in aircraft parts at 58 years in business. 6700TT, 1100/1100 (800) 821-7733 whiteindustries.com SMOH, JTA “9” 1982 Cessna 414AW RAM VII - A JTA P&I, G600, Dual Superstar - 7620 TT, 320/320 SRAM, T303 Parts Buy/Sell/Trade-Call Robert G750, GDL88 320/320 SPOH, Superb P & I. 421 Seats, in Florida at (386)547-9880; robert. ADS-B, GDL 69 WX Data, Dual GTX Winglets, Spoilers, VGs, Hoskins, JPI [email protected] 33ES, GWX70 Radar, WX500, STEC 760, Air, K.Ice, Fire System, 406 ELT, 55X, TAS 670 Traffic, Winglets, Spoilers, Chelton Electronic Flight System w/ Large Cessna 414A Parts Package for 243 Gal, Shadin, JPI 760. Located (FL). SV, GPS/WAAS, G530/430, EX 500 sale!! Contact tom for info and pictures: Asking $479,000. Contact Jerry Temple MFD w/WX, Charts, Traffic, TCAS 1 & 503-446-0910 or homestead623@yahoo. at (972)-712-7302. www.jerrytemple.net TAWS Traffic, WX 500, DME, Radar Alt, com . GTX330. Located (WY). Annual Due 1978 Cessna 414A RAM VII -- 5592 TT, Nov. 30, 2018. Asking $568,000. Contact Two CHT guages w/yellow tags from ‘58 392/392 SMOH, 400/400 SPOH, G600, Jerry Temple at (972)-712-7302. www. 310B. Going for $50 ea. on E-Bay. Pay G750/650, GDL88 ADS-B Link, GTX jerrytemple.net. for shipping and a reasonable offer and 530 Xpd, GWX 68 Radar, WX500, Radar they are yours. Gregg: skyranchpilot@ Alt., G210 Flight Stream, 800B AP, JPI 1975 Cessna 421B 9365 TT 1478/1108 yahoo.com 960 Gem, Spoilers, VGs, Air, K.Ice. SFRMN’s Both engines have had Located (OK). Asking Price $505,000. complete top overhauls. Certified Known Complete Landing Light Assbly from Contact Jerry Temple at (972)-712-7302. Ice, AC, Upgraded avionics Garmin ‘59 310C. Working when removed, www.jerrytemple.net. 530W ABS-B, S-TEC 55X. Many extras includes bulb. $1,000 incl. shipping. call for list. June Annual. Priced to sell Bob: [email protected] 1979 414A RAM $114,900 OBO. Chuck Smith 310-418- IV, 7386 TT, 557/28 4148 or [email protected]. 1958 310B Tuna Tank ends and wing SRAM, 435/435 root covers. Excellent shape. $50. Gregg: SPOH, FIKI; G600 1982 Cessna 421C - [email protected] W/SVT, 530W, GTX 5693 TTAF,805/805 330ES, GDL-88, SRAM, 805/805 Parting Out a 1956 Cessna 310: Airframe GDL-69A, P200 WX RADAR, 400B SNP/4-Blade MT and associated components. Many good IFCS w/YD, WX-900, JPI-760, PMA- Propellers, 7-9 and clean airframe structure, flight 8000B; 12/17Annual; 8/17 IFR $339,000. Place Interior, Dual control, and systems parts available. [No Guy Maher, Lanier Media Aviation Svc, G750s, Dual Transponders, Dual Audio, engines, props, or avionics.] Guy Maher; (704)-287-3475; [email protected]. Color Radar, 800B Autopilot w/Flight 704-287-3475; [email protected]. Director, Alt. Pre-Select, 234- Gallons, 1980 Cessna 414AW RAM VII - A JTA Shadin, GEM, Air, VGs, Known Ice, 406 Parting out 320 D: control surfaces, Superstar - 5674 TT, 560/560 SRAM, ELT. Annual Due Dec 2018. Located wings, gears, brakes, engines, interior, 560/560 SNP, Superb P & I. Eight Seats, (MO) Asking Price $505,000. Contact instruments 503-803-5661 or stanturel@ 421 Seats, Winglets, Spoilers, Strakes, Jerry Temple at (972)-712-7302. www. aol.com VGs, Wheel Covers, Air, K.Ice, JPI 760, jerrytemple.net. Shadin, Fire System, G600, Dual G750, (continued on next page)

THE TWIN CESSNA FLYER • AUGUST 2018 | 33 Classifieds (continued from previous page)

For Sale: Cessna 414 Fuel Selector Training, Glass & TAA initial and Elizabethton, TN. See our ad on page Decals. Strong, UV protected, color fast, refresher, G500/500, GNS430/530, 34 and be sure to check out the “Always laminated self adhesive exterior grade Aspen, visit www.wrightaviaiton.net. Learning” section of our website at material. Match originals. $50.00 / email [email protected] www.flighttrainonline.com. Contact set. Bill Burger (775) 749-4043. bill_ dmoo@flighttrainonline.com [email protected]. Insurance approved initial/recurrent training in your 300/400 series aircraft, C300/400 Initial/Recurrent training. Maintenance ATP CFII, New England based, will Insurance approved. 26 years over travel, call James Shepard, 207-409- 4000 Twin Cessna Pilots trained. www. Airborne Flying 6906. rtcpilot.com 1-800-727-1014 Service: Hot Springs AR. 20 years of Twin Insurance approved initial and recurrent TAS AVIATION,INC. Cessna experience: training in Cessna 310/340/414/421 Cessna 300/400 Inspections, aircraft. Gold Seal CFI, CFII, MEI. 40 initial & recurrent troubleshooting, years experience. Based at KEDC near training in your aircraft. Flight Reviews repairs, modifications, Austin TX. Proficient with G500/600, or IPC checks when you pickup your and more. Instrument and avionics GNS430/530, GTN650/750 units. Gerry aircraft or when we drop it off!!! See repair station adjacent to our facility. Parker, 713-826-6663, gparker@pmkc. article in March 2012 TTCF edition Call: Mark or Wesley at (501) 624-2462 com about special 421 single engine training. or [email protected] Call TAS Aviation at 419-658-4444 And Cessna 300/400 series flight training ask for Marla. Aircraft Accessories International: initial and recurrent in your aircraft by Twin Cessna accessory overhaul facility. ATP and Master/Gold Seal CFI/DPE Specializing in Fuel Pumps, Fuel Southwest based. Todd Underwood at Selector Valves, Landing Gear Actuators http://www.findapilot.com/Pilot-12523. & Trim Tab Actuators. Quick turns & html 623-202-6910 toddmunderwood@ overhaul exchange available. 770-703- me.com 4316 or [email protected]. www.aaiair. com Aerial Sim Training specializing in Cessna 300, 400 piston aircraft. Carolina Avionics Insurance approved initial & recurrent. & Aircraft Interiors Precision Flight Controls DCX MAX – Salisbury, NC Promotion AATD Flight Sim. www. (KRUQ). Custom aerialsimtraining.com or contact Jeff at design & installation 626-552-9214 Bus or [email protected] of interiors and San Gabriel Valley Airport (formally El " ! avionics upgrades. Monte Airport) KEMT First class interiors, glass cockpits, new instrument panels, and ADS-B Watauga Flight Service located in solutions…one stop service. For info and ! quotes: www.CarolinaAvionics.com or call Gary at (704) 630-0211 for avionics TWIN CESSNA ! help ([email protected]). SWITCH COVERS ! ! Flight Training ! • Replace Faded ! !! Cessna 300/400 Series Initial or & Dirty Covers! Recurrent Ground and Flight Traing in • Full Size & Mini ! your Aircraft. Texas based near DFW, Covers Available! or will travel to your location. Jerry • New Switch Covers $ Lunsford: [email protected] 817 Look Great! 480-8866 !$ FOR MOST 300/400 SERIES: Initial and recurrent training in all # 310 Model: $30 /set See product photos at 300 and 400 series Cessnas. Insurance 340 Model: $35 /set www.jtatwins.com approved. Your aircraft / your location. 400 Series: $40/set MK Leighton. 561-738-7056 or ! fl[email protected]. Minis: $15 /set E-mail or Fax your order request to Wright Aviation: Initial Twin Cessna FITS Accepted, Recurrent Twin Cessna [email protected] or 972.712.7303

34 | TWINCESSNA.ORG

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THE TWIN CESSNA FLYER • AUGUST 2018 | 35

TWIN CESSNASM

ENGINE & SYSTEM Seminars

When: 1) SEPTEMBER 13 - 16, 2018 2) october 18 - 21, 2018

Where: 1) Hillsboro, OR (KHIO) 2) TAS AVIATION, DEFIANCE, OH (KDFI)

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

Systems Seminar ENGINE Seminar

Topics Covered: Topics Covered:

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

BENEFITS INCLUDE:

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

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

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