JULY 2016 TWIN CESSNA Flyer - · PDF file10.07.2016 · THE TWIN CESSNA FLYER •...

Supporting Twin Cessna Owners Worldwide since 1988

FEATURING:

REIJERS 340A: A TWIN FOR THE TWINSTWIN CESSNAS TO CUBA

CUBA TRIP PICTURESALL ABOUT STARTER ADAPTERS

READERS WRITE AND MUCH MORE...

JULY 2016

Supporting Twin Cessna Owners Worldwide since 1988

TWIN CESSNATheFlyer

338

Visit our new showroom

behind Garmin!

Millennium Cylinders - The best cylinder on the market.The RAM CAM - The legendary high performance camshaft.

R A M A I R C R A F T, L P• SINCE 1976 •

40th 1976 - 2016

Dynamically Balanced Crankshaft: Each RAM engine comes standard with a dynamically balanced crankshaft & matched gear set to reduce vibration and improve engine longevity.

Balanced Rod Sets: All IO-520, TSIO-520 & GTSIO-520 engines come complete with matched rod sets that are balanced to within one gram to

reduce vibration and improve engine reliability.

R A M A I R C R A F T, L P• SINCE 1976 •

40th 1976 - 2016

©2016 RAM Aircraft, LP TCF052316

WARRANTYLegendary

Engine Fax: (254) 752-3307 | Parts Fax: (254) 756-0640E-Mail: [email protected] | Repair Station: VA1R551K

COM

PARTSLegendary

RAM's Legendary Quality is built on a foundation of the best parts that are precisely balanced, assembly with precision, and backed by a Legendary TBO Warranty. A RAM overhauled Continental engine is the best engine for your airplane; it is LEGENDARY!

BALANCELegendary

ENGINES • PARTS • PROPS • STCs

THE TWIN CESSNA FLYER • JULY 2016 | 3

FROM THE EDITORUpcoming seminars, Oshkosh plans,

“Push and Hold,” MT props, turbo

cool down, monitoring 121.5, In This

Issue, and more.

REIJERS 340A: A TWIN FOR THE TWINSIt’s a trend we all know by now. A

young family outgrows their high

performance single and finds that a

cabin-class Twin Cessna is the per-

fect move up. TTCF member Dico

Reijers shares his story.

TWIN CESSNAS TO CUBAThe world is changing, and on our

recent trip to Cuba, about 75 TTCF

members and their guests got some

first-hand experience with that.

Even better, we got to fly our own

airplanes to the island. For many of

us, it was the trip of a lifetime.

4

8

CUBA TRIP PICTURES

ALL ABOUT STARTER ADAPTERSFew things are as aggravating as a slip-

ping starter adapter, or worse, one that

fails just as you’re about to launch on a

big trip. Our Tech Advisor Tony Saxton

explains how these accessories work and

common failure modes.

READERS WRITEFuel flow mysteries, more on missed

approaches, starter adapters, isopropyl

alcohol, prop synch, strange vibrations,

baggage door latches, and much more.

CLASSIFIEDS

UPCOMING SEMINAR INFORMATION

The Twin Cessna Flyersm

P.O. Box 12453Charlotte, NC 28220Phone: 704-910-1790

Email: [email protected]: www.twincessna.org

The Twin Cessna Flyer Magazine is the official publication of the The Twin Cessna Flyersm owners organization, P.O. Box 12453 Charlotte, NC 28220. The price of a yearly subscription is $80 ($95 international), which includes a one-year membership in The Twin Cessna Flyersm owners organization.

The Twin Cessna Flyer is not affiliated with or sponsored by Textron Aviation or the Cessna Aircraft Com-pany.

Twin Cessna owners and operators are encouraged to submit articles and pictures for publication. Once submit-ted, the articles and pictures become the property of The Twin Cessna Flyersm and cannot be returned. The act of making a submission for publica-tion is an express warranty that the submitted material does not infringe on the rights or copyrights of others.

Published articles may include opinions or specific recommendations on aircraft maintenance or operational practices. These opinions and recommendations are solely those of the article author and not necessarily those of The Twin Cessna Flyersm. The Twin Cessna Flyersm does not endorse any practice that would be in violation of FAA regulations or the aircraft POH/AFM.

Nothing appearing in The Twin Cessna Flyersm may be reproduced or distributed without the express permission of the publisher.

Cover article photo provided by Dico Reijers.

Editing assistance provided by Rose Comaduran.

Copyright 2016, The Twin Cessna Flyersm. All rights reserved.

FEATURES

12

18

22

The twin cessna flyer advisory committeeLarry A. Ball - New Haven, IN

Anthony R. Saxton - Defiance, OH

3632

TWIN CESSNATheFlyer

SM

20

4 | TWINCESSNA.ORG

from the editorby Bob Thomason, Editor

SEMINAR UPDATE

We have scheduled two more Twin Cessna Engine and Systems Seminars for 2016. On October 13 - 16, we’ll convene at TAS Aviation in Defiance, OH (KDFI). TAS is our Technical Advisor Tony Saxton’s shop. TAS has been in business and specializing in Twin Cessnas since 1976, and there will be lots of airplanes to look at both on the ramp and in the hangar. Tony’s famous failed parts collection will also be on display. Come join us on this prime fall weekend and learn more about your airplane than you ever thought possible.

On November 10 - 13, we’ll travel west and hold our seminars at the Las Vegas Henderson Airport (KHND). We held a seminar here in 2014 and it was one of our best-attended ever. Las Vegas is a convenient location for most West Coast members, and the facilities at the airport are excellent. Expect a big crowd with lots of airplanes to admire.

If you have never attended a seminar, talk to a member who has. In the entire history of these seminars, we’ve never had a single attendee tell us they didn’t get their money’s worth. It’s an investment that every Twin Cessna owner needs to make. And if you are thinking of buying a Twin Cessna, it’s even more important that you attend. Twin Cessnas are complicated airplanes with many potential maintenance traps. Information is your best defense against unexpected and costly surprises!

Note that for both locations, the Engine Seminar will be held first, on Thursday and Friday, followed by the Systems

Seminar, on Saturday and Sunday.

Complete details and registration information can be found on our website homepage, at www.twincessna.org.

EAA OSHKOSH PLANS

Tony and I will be attending Oshkosh again this year, where we will again conduct our usual “Owing a Twin Cessna” forum. It will be held Tuesday July 26 at 2:30 PM in Forum #6.

While this presentation is geared towards non-owners who may be thinking of buying or restoring a Twin Cessna, we encourage all owners to attend. Your presence there supports the fleet. Prospective owners need to know that Twin Cessnas have a dedicated following. You can also help answer questions from prospective buyers. Please add this to your calendar if you will be attending Oshkosh this year.

Back by popular demand will be our Twin Cessna Flyer Dinner. We will use the same format as last year: a cash bar cocktail hour followed by a buffet dinner. The event will be held on Tuesday, July 26, at 6 PM in Forum Building #9. The cost will be $15 per person, payable at the door. This covers dinner, but drinks are not included.Last year we had almost 70 people. I’ll be sending out an email soon with more

details and instructions on how to RSVP. You will need a reservation. Stay tuned.

PUSH AND HOLD

One of my favorite aviation safety writers is Tom Turner, Executive Director of the American Bonanza Society Air Safety Foundation. Tom writes for other aviation publications, and a recent article in the April edition of Twin and Turbine caught my eye. Entitled “Push and Hold,” it was an excellent discussion of how to handle engine failures on takeoff in twins.

He profiles the recent accident in Wichita, where a King Air lost an engine on takeoff and crashed into a building, killing four people, three of whom were students on the ground training in a simulator. The NTSB faulted the pilot for not maintaining lateral control due to inappropriate rudder input.

Tom notes that if an engine fails in a twin right after takeoff, there are only two things a pilot must do immediately: Push forward on the controls to maintain airspeed, and Hold the heading with the rudder and keep the wings level. This is one of the few flying emergencies where we have to act immediately. No winding the clock here. (This is a reference to the old saying that the first thing a pilot does in an emergency is to wind the clock, i.e. take time to verify what is wrong and what actions to take, so as to not do anything stupid, like flip the wrong switch or push the wrong button.)

“What I learned in the first hour of the Stockton

systems seminar more than paid for the $900

seminar fee.”

— Rudy Gaytan, TTCF Member

Join us if you can! Our next two seminars will be in Ohio and Las Vegas.

TTCF Oshkosh Events

1) “Owning a Twin Cessna” Forum - Tues. July 26 at 2:30 PM in Forum #6 2) TTCF Dinner - Tues. July 26 at 6 PM in Forum #9 (reservation required)


As soon as an engine fails on takeoff, the airspeed starts decaying and the heading drifts towards the dead engine. Compounding the problem is the startle effect on the pilot, which can result in reflexively pulling on the yoke.

I had never heard the phrase “Push and Hold” used in this context, but I really like it because it is simple and easy to remember under the stress of an emergency. Much easier than, say “Throttles, mixtures, props all forward - flaps up - gear up- pitch for blue line - hold ball 1/2 out with rudder - 3 to 5 degrees of bank into good engine - identify - verify - feather.”

If we push and hold immediately, we’ve bought ourselves some time to accomplish the other tasks. If we don’t, we’ll lose control in a matter seconds. Tom noted that the time from the start of takeoff roll to the crash of the King Air was less than two minutes.

It is my experience that the Push part is what challenges pilots most. I’ve seen it myself in the simulator and in real life.

Some of you know that I sold my 421 to one of our members about five years ago. He was new to twins, but had completed extensive training in the airplane and simulator, and satisfied all his insurance requirements regarding dual instruction. After flying the airplane for about a year, he lost an engine on takeoff. Witnesses stated the nose never came down, and instead continued to pitch up. The investigation showed no mechanical anomalies that would have caused this. He Vmc rolled and fatally crashed. The NTSB listed “failure to follow established engine-out procedures and to maintain a proper airspeed…” as the probable cause.

One of our members, Pat Mcnamee, operates a Part 135 operation in Hawaii utilizing a 421. He has extensive experience flying the airplane, and more importantly, training other pilots to fly it. He tells his students that in the 421 you have to push the nose forward “until you see trees in the windscreen.” In other words, pilots are often not aggressive enough in pitching forward to maintain airspeed.

Push and Hold. Kudos to Tom Turner for effectively explaining this concept. We would all do well to remember it.

MT PROPS NOW AVAILABLE FOR THE T303

You’ll notice that the MT Propeller advertisement on page 29 features a T303 Crusader equipped with MT composite props. That’s member Robert Towe’s airplane and it is being used to obtain the STC, which should be available in about eight months.

In the meantime, MT props can be installed on 303s via field approval. If ordered now, they can be delivered in September, according to MT.

Look for a PIREP in a future issue.

TURBO COOL DOWN

A few weeks ago, I needed to fly my airplane to keep the rust off it (and myself). Rather than just bore a hole

(continued on next page)

Get Ready To Stack

Up Your Savings.

WAAS? Check. ADS-B Out? Check. Bluetooth audio? Check.

Ease of use? Check.

BendixKing’s stack provides all the new features that you need at a price that you can aff ord. So go ahead, give

your aircraft the panel it deserves without breaking the bank. Eligible stack confi gurations can earn up to $2,500 off list price. And remember

that your existing BendixKing avionics may also be eligible for our TradeUp

program for even further savings.

To learn more call 1.855.250.7027, contact yourlocal BendixKing dealer or visit bendixking.com

The sim is a great place to practice “Push and Hold.”

6 | TWINCESSNA.ORG

from the editor (continued from previous page)

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

in the sky, I decided to make an hour-and-a half long flight down to Beaufort, NC, and volunteer at the AOPA’s Fly-In there. I was put on a crew to help park arriving aircraft. We received some quick but good safety training, and went out to the flight line. It all went relatively smoothly and I really enjoyed it. We had a couple of airplanes let a wheel get off the pavement into some really soggy grass, but we pushed them out with no problem.

At times, the airplanes were arriving quickly and we were parking one right after another. We had to speak to each pilot and give them some instructions before going on to the next airplane. We parked one fellow flying an Arrow, and he just sat there with the engine idling for at least five minutes. We motioned for him to shut down, to no avail. When he got out he said, “I’m turbocharged. I have to let my turbos cool off before I shut down.”

I said nothing because I had no time for a conversation, but Tony covers this in our seminars. Turbos don’t need much time to cool down. Normally, If the throttle always stays at or slightly above idle, the time between when you reduce power for landing to the time you reach your parking spot is plenty. Some engine

operating manuals specify a three to five minute cool down period, but they also say that taxi time counts. I think it’s that last point people sometimes miss.

ON GUARD

The FAA highly encourages pilots to continually monitor 121.5 MHz while flying. Known as the “guard” frequency, this is the frequency the F16s will contact you on should you ever be subject to an intercept. I confess that monitoring 121.5 had never been a practice of mine until recently. What prompted me was more frequent flights to the Washington, DC area. Lots of F16s around there, I’m sure.

I was amazed at all the chatter on this frequency. Most of it is pilots accidentally transmitting on the wrong frequency. Some is ATC attempting to contact an aircraft with which they have lost contact. Not unusual is ATC notifying an aircraft of some sort of airspace violation, either a TFR bust or unauthorized entry into Class B. Most disturbing is the amount of “chit-chat” between pilots who are using it as an air-to-air frequency.

Recently, two GA pilots flying somewhere in Florida were going back and forth about landing on a small strip somewhere. Of course, there were hundreds of guard-monitoring pilots listening in and one of them finally spoke up and said, “Guys, this frequency is for emergencies.” One of the offending pilots responded, “Get a life, dude.” I guess, like the internet, some people think anonymity gives them the right to suspend normal civil behavior. Very sad.

On the other hand, I got a big laugh the other day when an

airline pilot accidently gave his passenger briefing on the guard frequency. And oh did he give it! This hotshot pilot

sounded like Superman: “Welcome aboard Flight XXX to Atlanta. This is Captain _____. I want you to know you’re in good hands today. I’m a former Navy pilot with 126 carrier landings under my belt. You couldn’t be in better hands. Enjoy your flight and let the ladies in back know if you need anything.” There was a second of silence and then the freq went crazy with

Yes, your turbo works hard and spins fast, but lengthy cool downs are not necessary. Three to five minutes is plenty, and the clock starts when you reduce power for landing. (Photo courtesy RAM Aircraft.)

The FAA advises pilots to monitor 121.5 while in flight. It’s a good practice, but you might be surprised at what you hear.


comments from the other air carrier pilots who just couldn’t hold back. “Dork!” “Jerk!” Great job, Maverick!” “Typical Navy.” “I’m Navy and I’m embarrassed.” It went on so long that I felt really sorry for the offending pilot, but we all had a good laugh.

So monitor Guard. The FAA recommends it and you never know what you’ll hear.

IN THIS ISSUE

Reijers 340A: A Twin for the Twins: Another growing family chooses a cabin class Twin Cessna. This is the demographic that is causing interest in our fleet to grow. There is simply no better airplane for the money than a cabin class Twin Cessna, and smart young pilots are realizing this.

Dico Reijers lives in Canada but is originally from Holland. This reminds me of another trend I see: the enthusiasm many of our members with international roots share for their airplanes and flying. Dico has this in spades.

Finally, there is the trend of moving from a high performance single engine airplane (HPSE) to a Twin Cessna. This is quite common, but not so common is the fact that Dico was flying a Lancair IVP prior to his 340. That’s about as high performance as you can get for a single!

Twin Cessnas to Cuba: We surveyed our group after the Cuba trip and asked them to rate it. On a scale of one to ten, with ten being the best, the average rating was 7.5. Not bad, considering we were visiting a country that is both third world and communist. In addition, we had some communications issues with our organizers, who were exhausted from all the prep work and for whom

English is a second language. We’ve already debriefed extensively with them, so if we use International Air Rally for another trip, those problems won’t be repeated. There was not much we could do about spotty

hot water in the hotel, nor the bout of Montezuma’s Revenge that many of us contracted toward the end of the trip! I want to thank everyone on the trip for their positive attitudes in the face of the few challenges we faced. Most of us had a great time.

While flying our airplanes to Cuba was a thrill, unlike Alaska, the actual flights were completely routine. Maybe some pilots were on high alert due to the 40 minutes or so we spent over the ocean, but that just didn’t concern me much in a twin. So in the article, I focus mainly on what we did while on the ground in Cuba.

What stunned me most was the natural beauty of the island. I mentioned it to one of our guides and he said, “Cuba is an enchanted place.” I found that to be a fitting description. Cuba is a photographer’s paradise, and not only because of the natural beauty. The people, the buildings, the old cars, and the Communist propaganda all combine to make it unique. I’ve been to other Caribbean islands, but none like Cuba.

I found myself wondering about the future of Cuba. There is so much potential. Wouldn’t it be great if Cuba modernized, transitioned to democracy, and became the hub of commerce in the Caribbean? The Cubans I met like Americans and American culture. They all want a better life, that’s for sure. There are huge hurdles to overcome, but I wish the best for them.

All About Starter Adapters: One of the most frustrating things that can cause a cancelled flight is the inability to start an engine. You prime the engine, hit the starter button and…nothing. Or worse, a strange sound like a grinding noise. You stop cranking, say a prayer, and try again with the same result. No flying today.

Often, the cause behind this scenario is a failing starter adapter or more accurately, starter drive. These parts have been troublesome over the years and there was some recent chatter on our Forum about them. I asked Tony to share his wisdom on this topic, and this article is the result.

The takeaway for me is to pay close attention to how my engines start (the speed of rotation, the sound, etc.), and then identify the source of any

anomalies. If it is the starter drive, it’s coming off and getting overhauled ASAP, hopefully before the spring breaks and ruins my engine!

Until next month, fly safely!

DO YOU USE THE TTCF FLIGHT RISK

ASSESSMENT TOOL?

We are collecting information on how our members use the TTCF FRAT. If you have a story or feedback to share, please contact me at: editor@ twincessna. org or 704- 910-1790.

Our Cuban hosts were friendly, welcoming, and competent.

8 | TWINCESSNA.ORG

REIJERS 340A: A TWIN FOR THE TWINS by Dico Reijers, TTCF Member

Although I was born in Holland, my family and I moved to Prince Edward island in Canada when I was six. My interest in flying began about that time. I still have the journal from first grade in which I was already drawing pictures of twin engine aircraft.

By the time I was 20 I was running an IT company that I started while still in university, and was finally in a position to take flying lessons. A ride in my client’s Cherokee 140 got me hooked.

I learned to fly in a 172 at a local flight school and after my first solo, I bought in a half share of my client’s Cherokee. After a couple hundred hours we moved up to an older Mooney, then a Twin Comanche. I got my multi IFR ticket in the Twin Comanche and have perhaps 400 hours in type. It took us as far south as the Turks and Caicos, and west as far as the Grand Canyon, and everywhere in between.

In 2011 I was still single with nothing tying me down, so I bought a Lancair IVP. It was a great plane. Fast, pressurized, and great ramp appeal... but with a small cabin. I could live with the small cabin, but by 2013 I was married. And then they came: the twins.

All of a sudden, flying our single engine plane made me nervous. “Auto-rough”engaged on every flight and I was constantly looking for emergency landing spots. I even came to dread flying in IMC. It was a far cry from my previous invincibility and complete comfort with flying 200 and a half approaches, which are common in my part of the world. Thus began my search for a twin for the twins!

I considered the usual suspects, including Barons, Senecas, Aerostars and Navajos, but I kept coming back to the Cessna 340. Another local pilot had a 340A which I had flown in, and

the plane always felt solid. Having been used to pressurization in the Lancair, I knew I didn’t want to give that up. The large, comfortable cabin, ample storage, and decent full fuel useful load of the 340 were also obvious draws. The FIKI is a big bonus living in eastern Canada, and air conditioning is just a nice option.

Because I was looking for a Canadian registered aircraft in order to avoid the big, expensive, required import inspections, my search went slowly. Well into the second year, in the late fall of 2015, I came across Bravo Juliet Juliet, a Canadian aircraft that was located just hours from where we spend our winters in British Columbia.

From the photos, the paint and interior looked only fair, however the avionics had been updated with a G500, 530W/430W, S-TEC 55X, TCAS, spoilers, and other great bells and whistles. The left engine only had 30 hours on it since overhaul, and the right engine had just over 1,100. I learned this was a corporate airplane and was backup to their main aircraft, a Phenom 300. The 340 wasn’t flying much so the owner was ready to sell it.

We came to terms after some back-and-forth, and the next day they flew it to a mechanic with 340 experience for a prebuy. After a couple weeks the report came back: it was the fastest 340 he’d ever flown. I thought he was buttering me up and I expected a long list of

discrepancies, but other than some small items, the aircraft was given a clean bill of health. He did suggest an upgrade to the new alternators, which the seller agreed to pay for. I went ahead and had the plane inspected and annualed.

Believe it or not, I had not yet seen the airplane in person. Remember, is was all the way across the country. The owner’s chief pilot flew it to my home airport to deliver it, as well as give me a checkout flight. My first look at it revealed that both the exterior and interior were in much better shape than I had thought. It was a nice surprise, although I had already planned to redo the interior.

When I hopped in the left seat of the 340, it felt very different from the Senecas and Twin Comanche I had been flying. Fortunately, the chief pilot was ex-military. From past experience I knew he would be calm, methodical, and exacting. We departed in IMC, but broke out at 5,000 feet and continued to climb up to FL200. The view was spectacular with the snow covered peaks all around us. The synthetic vision on the G500 was pure magic.

This was all new to me and I was shaking slightly. At this point, the airplane was flying me rather than the other way around. I told myself that the 340 was just a big Twin Comanche,

The arrival of my family prompted me to move up from a high performance single to my 340A. A single just didn’t seem safe enough anymore.

My major restoration project was a serious upgrade of the original 1970s interior.


and that seemed to help, but what really helped was just getting familiar with the airplane. As we turned on course to Abbotsford (CYXX) and climbed through FL180, I set the altimeter to

29.92 for the first time in my flying life. (The Lancair IVP could certainly fly in the flight levels but I never felt comfortable doing so.) After a while I was smiling from ear to ear. I knew I’d

made a great decision.

As we began our decent into CYXX, traffic showed up on the G500 (from the Avidyne TAS605 TCAS system). This was also a first for me, and I could immediately see its usefulness. Our flights down to Florida take us through some very busy airspace where TCAS will be especially useful.

At Abbotsford my instructor put me through a number of circuits, and some simulated engine failures and single engine landings. After a number of circuits he told me we were done and that if I was happy, he was happy. Our final landing together was in Chilliwack, where I would meet up with Fred from Port Interiors.

Port Interiors came with excellent references, but having never been through this process before, I didn’t know what to expect. The team at Port Interiors were professionals and led me through the entire process. I started by sharing some photos of other interiors I liked. After some fine tuning and many


Every square inch of the old interior was removed and replaced: seats, headliner, carpet, air stair, sidewalls, you name it. The old plastic was leather-wrapped.

10 | TWINCESSNA.ORG

Reijers 340A

this age our kids can still easily move around the cabin and stretch their legs. I found it nice to be able to turn sideways and easily talk to everyone in the back of the cabin. This made everyone feel included rather than just being passengers in back.

The flight home included an overnight stop in Nakina, Ontario. We enjoyed blue skies the whole way home which made for an easy flight.

Its hard to say what upgrades we’ll do to BJJ in the near future. It’s got most everything we need right now. Planned though are GAMI injectors, a software upgrade to the G500 and a couple new headsets for the back. I’ll wait until closer to the 2020 deadline to get ADS-B. Since WX on ADSB is not available in Canada yet, I thought I might as well wait for prices to come down and more options to become available. Our biggest project is a larger hangar. Our current hangar wasn’t tall enough,

so we’ve sold it and started the process on a 46’ x 72’ hangar with a 60’ x 16’ door. This will be large enough to hold the 340, as well as a nice work bench and an old Cessna 150 project plane. (Who knows, maybe the twins will want to learn to fly someday!)

The Cessna 340A has been working like a champ thus far and we’re looking forward to the start of many more family adventures!

(continued from previous page)

“sample boards” shipped back and forth, we were on our way.

Fred hired a professional photographer, Dale Klippenstein, whose pictures throughout the process kept me updated. I was still a 10-hour drive away. Waiting for a new batch of photos, was like a child waiting for Christmas morning. While I was provided with a quote and hoped that the price would be very close to it (I can hear the laughter as you know where I’m going with this), they unfortunately found that the aluminum wall panelling was shot. It actually looked like the Toronto Blue Jays pitching staff had spent a morning throwing fastballs at it. As a result, it all had to be redone. Every last bit of the interior was being redone anyway (seats, carpets, headliner, plastic wrapped in leather, stairs, etc), so “lets just get it perfect” was my thought.

As they neared completion, a friend and I took a road trip to see the progress in person. With sheepskin inserts the seats were super comfortable, however they were a bit too tall. I’m six feet tall, and

I felt that my head was too close to the headliner. A number of measurements were taken, the foam density was adjusted, and just like that we were in business! I took a one-way commercial flight back home and had to sit and wait until I got the call that it was all ready. Like one of those home renovation shows, Fred didn’t provide any more photos until I showed up for the final reveal.

I got the call the first week of April that

BJJ was ready to go home. A few days later I flew out with a friend. Fred picked us up, and we headed towards the airport. It was around noon, so in what was probably an effort to build the anticipation, he stopped to take us out to lunch. When we finally got to the hangar it felt like Christmas had finally arrived. I walked up to the door and there was a carpet at the bottom of the stairs waiting for me to wipe my feet and walk in. I promptly took off my shoes and walked on board.

It smelled like a boot factory with all the new leather. The interior was outstanding. Everything was new, the seats felt great, and my pride of ownership was through the roof. This was most definitely going to be the family plane for many years to come.

It was mid-April and we were ready to head home. The 2,200 nm trip took us over the Rockies and all but two of Canada’s provinces. I couldn’t believe how much stuff we packed on board – our two-year-old twins come with a lot of luggage. Even the family dog was on board. (He was in his kennel, of course. I wasn’t going to take any chances with my new interior!)

My son Willem sat up front with me as we departed, and my daughter Casey was in back. As we leveled off the musical chairs started with the twins swapping seats every 10 minutes. This is one of the nice things about the 340 – at

My panel had already been nicely upgraded with a G500 with synthetic vision and an S-TEC 55X autopilot, among other things. ADS-B will be next, but closer to the deadline.

Transitioning to the 340 was challenging at first. A great instructor was key.

What more needs to be said?

12 | TWINCESSNA.ORG

TWIN CESSNAS TO CUBAby Bob Thomason, TTCF Editor

It was surreal as I watched the coastline come into view. As a child of the Cold War, I never thought I’d be able to fly my own airplane to Cuba, yet here I was, about to land in Havana. Having my family on board and 18 or so other Twin Cessnas in our caravan made it even more special.

The trip began after our Alaska trip last year, which was organized and led by Catherine Tobenas and Camille Dumont of International Air Rally. They are veterans of leading Caribbean air rallies, and I told them if they could get us into Cuba, we’d do a 2016 air rally there. Initially, Catherine didn’t think it was possible, but a few months later she emailed me and said, “We can do it.” I gave her the go ahead.

This was well before the loosening of US restrictions on visiting Cuba, so things were constantly evolving as Catherine organized the trip. Hotels were quickly booking up completely, but Catherine was able to book 22 rooms in the Hotel Sevilla, one of the better hotels in

Havana. That was fortunate because hotel space is the bottleneck for large groups going to Cuba, and we were the largest group of GA aircraft to visit the island so far.

Our trip filled quickly and we had to turn some people away. I had concerns about how the Cuban infrastructure would handle a group of our size. After all, Cuba is not just a third world country but a communist country. My expectations were low and I fully expected delays and headaches. I was pleasantly surprised at how smoothly things went, from the way the Cubans handled our arrival at the Havana airport, to the service at the restaurants and entertainment venues we visited. Catherine had visited Cuba a few weeks prior to our trip to pave the way, and she told me the Cubans were anxious to prove they could handle a large group like ours. In my opinion, they did a great job.

The actual flight to Cuba could not have been easier. We were told how to file

and it involved flying from Key West to the MAXIM intersection and then flying the FARAC arrival for vectors to an ILS to runway 6. It was as simple as anything in the U.S. and the controllers spoke good English. Altimeter settings are given in millibars, but we had been provided with conversion charts in our preflight briefing. Great weather prevailed so there were no worries there.

With 20 or so airplanes, we had to have a plan. Catherine had worked closely with both Key West and Cuban authorities to create a flight sequence that had us departing Key West at three minute intervals with an eight minute delay after every five departures. The fastest

Our group in Key West. Most were TTCF members and their friends and families, but we also had a Citation and a King Air.

(continued on page 14)


BEFORE YOUR NEXT

CALL DFW AERO MECHANIXA D D I S O N , T E X A S

Telephone: (972) 250-2403 E-mail: [email protected] Fax: (972) 250-6369

16321 Addison Road · Suite 150 · Addison, TX 75001

14 | TWINCESSNA.ORG

Twin Cessnas to Cuba (continued from page 12)


airplane departed first and the slowest last. Our fastest airplane was a Citation. And our slowest - on paper anyway - was me in my T303! (I was gaining on the 310 in front of me, though, I swear!) The plan worked perfectly both going and coming, and we had no significant delays on either end.

The flight over was rewarded upon landing with the first of many Cuban rum drinks - an ice-cold rum drink called a Mojito, one of many we’d have before the week was over. After inbound processing we boarded our two very modern buses and went to the Hotel Sevilla in old town Havana. Our first view of Havana confirmed everything we’d heard - it was like stepping back fifty years in time. The buildings, while beautiful architecturally, were crumbling. The old 1950s American cars you read about were everywhere! Traditional signs of commerce were absent - no signs or billboards at all. There were, of course, pictures, murals, and paintings of Fidel Castro and Che Guevara everywhere. Cuba is still Communist.

Our first stop was the El Aljibe open air restaurant in the Miramar section of Havana. This is a state-run restaurant (most are state-run) that caters to large groups, so they had no problem handling our group of 75 people. The food was very good Cuban fare, accompanied by live Cuban music. This was our first indication that music plays a special role in Cuba. Almost every form of music we heard was excellent. But the best part

of this lunch was starting the process of getting to know the other pilots and their families and friends. What an interesting group!

After lunch, taxis met us outside for a drive through Havana. The taxis were old 1950s classic American cars. You’ve never seen such gawking, as our group of mostly aging baby boomers looked upon cars

they hadn’t seen since childhood. “My family had a car just like that!” was a common refrain. The camera shutters were clicking. Our drive took us through many beautiful parts of Havana, including the five mile long El Malecon, a seafront boulevard that runs from old Havana to Revolution Plaza. In the plaza were larger-than-life depictions of Castro, Che, and other Cuban political figures. There were lots of other tourists as well. It’s easy to think that Cuba has just opened up as a tourist destination, but the rest of the world has been visiting for years. And the first day of our visit was also the day the first cruise ship from the U.S. arrived. The invasion has begun. This time, I think the Cubans welcome it.

Dinner on the first evening was on the outskirts of Havana on the open-air terrace of La Foresta restaurant. Similar to our lunch, the atmosphere was upscale. I really had no idea such luxury existed in Cuba, and I was even more surprised that we’d get to experience it. And while I’m no foodie, the fare seemed excellent to me. And as if we hadn’t done enough already, after dinner we visited Tropicana Club, the famous cabaret. This was the place to be in the pre-revolution 1950s. It was frequented by many of the famous Hollywood and

political celebrities of the day. The show we saw was dazzling and almost a little overwhelming. If you like Las Vegas shows, you’d like the Tropicana.

On the morning of the second day we went on a two-hour walking tour of old Havana. With our large group, many of us could only occasionally hear the tour guide, but even so there was plenty to see and do. We saw where ordinary Cubans shop. Food is rationed so Cubans are guaranteed a very basic level of food. But there are always shortages of some things, so the average Cuban spends a lot of time hunting for scarce things like milk or eggs. Our guide was very honest about the state of things in Cuba, and she was very hopeful for change.

Walking around and driving through Havana, I was struck by its beauty and potential. I thought of Asheville, NC, one of the loveliest cities in my home state. In the late 19th and early 20th centuries, Asheville, like Cuba, was a haven for the wealthy. For example, the Biltmore family built a 250-room estate nearby, which you can still visit today. Asheville thrived until the depression hit and all the wealth disappeared. The city remained economically depressed for over 50 years. During the urban renewal craze of the 60s, Asheville was too poor to raze its old buildings as many other cities did. It eventually recovered and realized the potential of its downtown. Today it has one of the most impressive and comprehensive collections of restored Art Deco architecture in the U.S. I’d like to see something similar happen in Cuba, but of course there are many other forces at work. How they play out remains to be seen.

Visiting Cuba is like stepping back 50 years in time.

Member Bob Rubens taxis his 421 for departure from Havana. Note the group of Cuban officials on the ramp at right. They were courteous and efficient.


We hear you. Introducing the Garmin GTX 345 series of transponders. ADS-B Out and optional WAAS position source and ADS-B In for weather and traffic. Displays on select Garmin avionics, portables and tablets using Garmin Pilot and ForeFlight Mobile. And the same footprint as most existing transponders. Learn more at Garmin.com/ADS-B.

©2016 Garmin Ltd. or its subsidiaries

Why isn’t there a single ADS-B solution that fits my needs - and fits my panel?

16 | TWINCESSNA.ORG

Twin Cessnas to Cuba (continued from page 14)

We had another first class lunch at El Classy Café Del Oriente, and spent the afternoon cigar shopping and walking around on our own. That night we dined at the famous La California restaurant, but for me the evening’s highlight was an after-dinner visit to the jazz club La Zorra Y El Cuervo (The Fox and The Crow). Here, we heard some of the best jazz in the world (the John Coltrane/Miles Davis variety). Denys Carbo and his band Camino Al Sol were as good as anything you can hear in New York, Chicago, or Los Angeles. Other Cuban jazz greats like Roberto Fonseca play at La Zorra Y El Cuervo on a regular basis. The club only holds 100, so we almost filled it up. Even those who aren’t jazz fans told me they were impressed with the sheer talent they witnessed.

The next morning we visited Ernest Hemingway’s home, Finca Vigia, about 10 miles south of Havana. It’s now a museum, and we had an excellent guided tour. I especially enjoyed seeing Hemingway’s custom-made wooden Marlin fishing boat, Pilar, which had been restored and is on display. It had everything a modern fishing boat does - outriggers, fighting chair, etc. - but made of wood instead of fiberglass. What a beauty! He paid $7,500 for it in 1934. Today, of course, it’s priceless.

We had a leisurely lunch at a nearby farm, El Divino, known for its fresh food and sustainable practices. Another great meal, but again, the highlight was getting to know more TTCF members.

My wife and I sat with members Mitch and Rita Millard. They also own a farm, but in Kentucky. Mitch flies for UPS, and their personal plane is a 1965 310J.

After lunch, we had more free time for walking around the neighborhood in Old Havana. Some of us visited the Museum of the Revolution which displays artifacts from the 1959 revolution and onward. Pre-revolution President Batista’s golden telephone was on display, as was Che Guevara’s radio transmitter. An engine from

a U.S. Lockheed U-2 that was shot down during the Cuban Missile crisis is prominently displayed. Of course all the stories are told from the Cuban revolutionary perspective.

That night we went back further in Cuban history and had dinner at La Divina Pastora on the grounds of the Morro Castle, an 18th century fortress designed by the Spanish to protect Havana Bay. This massive structure is complete with a drawbridge, a moat, and too many cannons to count. We were able to witness the nightly firing of a big cannon into the Bay. Rivaling that, however, was simply the view of Havana at night from this perfect vantage point.

Our final day was filled with a bus trip into the countryside. Our primary destination was a tobacco farm, El Paraíso, where we would buy honest-to-God hand-made Cuban cigars. The sites on the journey there were amazing. In the western province of Pinar del Rio, Cuba has gorgeous prehistoric-looking flat-top mountains called “mogotes.” We stopped at an overlook to marvel at the view. Later we stopped at the Viñales Mural de la Prehistoria, Mural of Prehistory, which is huge rock wall colorfully painted in 1961 with images of Cuban prehistory - ancient sea creatures, dinosaurs, etc. Some people thought it was an eyesore, but I liked it. Regardless, the surrounding landscape is stunning. The tobacco farm was fun and interesting, and yes, many of us bought our quota of Cuban cigars. Our lunch

stop on this trip, Finca Agro Ecológica El Paraíso, was a farmhouse on a hilltop and one of the most beautiful places I’ve ever dined. All the food was produced organically on site, and as we ate we looked out over a beautiful valley surrounded by low mountains. It helped that the weather was absolutely perfect. In fact, we had great weather for almost the entire trip.

Our final dinner in Havana was a highlight. We put on our best clothes and dined in the formal restaurant on the top floor of the Hotel Sevilla. We had several delegations of dignitaries with us, including a group from the Cuban Ministry of Aviation, as well as AOPA President Mark Baker and his small team. They had flown into Havana that day in an amphibious Caravan in order to spend several days investigating the potential for GA flying in Cuba. There were short speeches and thank-yous all around, but the highlight of the evening was a show put on just for us by a troupe of Cuban opera singers. Again, the talent of Cuban musicians amazed us. It was an evening to remember and a fitting sendoff.

We returned to the U.S. on Friday. It was the mirror image of our arrival. We launched in the same sequence, so I was near the very last. We were warned that Customs in Key West had only four parking spots, so there was the potential for a backlog, but our plan was designed to prevent this and it worked. When I arrived, there were only two others of our group there. Customs was a breeze. We had prepared our “people-to-people” itinerary, complete with notes on everything we visited, but the inspector didn’t even ask for it. Home at last. It felt good, but I was already imagining a return trip. There is so much more of the island to see!

Things are changing rapidly with respect to travel to Cuba by U.S citizens. But even with today’s restrictions, you can fly your Twin Cessna there now. One of our members flew his family there in his 310 just a few weeks before our large group went. You can find his full trip report on the online Forum. Check it out if you’d like to visit Cuba on your on. I highly recommend it.

Cuba is often described as an “enchanted” island, and indeed the beautiful landscape is breathtaking. Here some of our group enjoy the view after a lunch in the country.

18 | TWINCESSNA.ORG

TWIN CESSNAS To Cuba

20 | TWINCESSNA.ORG

all about Starter Adaptersby Tony Saxton, Director of Technical Support, TTCF

For the Twin Cessna O-470, IO-470, IO-520, and TSIO-520 engines (lets leave the GTSIO-520 out for the time being), the right angle starter adapter or starter drive has long been a troublespot. The design was originally chosen to lower the overall length of the engine, reduce installed height, and do away with the exposed ring gear behind the prop that added complexity to the front of the engine. The right angle internal engine starter drive accomplished this, but added complexity and an additional potential point of failure. It’s one of the prices we pay for going faster. When you start your engine, the electric starter simply turns a worm gear, driving a low speed/high torque gear that tightens a heavy spring against the engine resistance. As this spring tightens, the inner diameter of the spring reduces against an internally mounted shaft, which is geared in the accessory case directly to the engine crankshaft, thus turning the engine. When the engine fires and the starter button is released, the spring relaxes and the internal shaft simply slides freely inside the spring’s inner diameter. Warning Signs and Failure Modes

1. Slippage!

Often these units will start to slip during starter engagement. Sometimes they will slip a little and not pull through the first cylinder compression, but then after “bumping” the starter a few times the engine will spin, and if you are lucky, start. This may be an occasional occurrence, like when it’s particularly hot or cold, or it can happen on every attempted start.

In some cases this slippage can produce a good deal of steel slivers, either visible in the oil filter element or showing up as high steel in oil analysis reports.

This condition can stay intermittent or it can escalate into slipping all the time, which will preclude engine starting. Occasionally, slippage can suddenly grab and break the spring. The only real fix is to repair or replace the

starter drive. 2. Complete failure!

This commonly occurs without any previous warning signs, although sometimes failure will be preceded by unusual grinding or clicking noises during start. When the starter button is pushed, the offending unit may produce a loud “snap” and while the starter motor can be heard spinning, the engine does nothing. In this case, the starter drive spring has broken.

If this occurs, do not continue to attempt to start the engine, as it is possible the broken spring is inside the engine. Should the engine start, the broken spring might gouge out steel and aluminum parts and contaminate the entire engine.

If a spring breaks, or if it exhibits grinding or clicking noises during start, the only course is to remove and repair, or to replace the starter drive. Failure Causes

The starter drive (primarily the spring) can be damaged by anything that causes the engine to kick back during start. This can be a result of faulty magneto and/or starting circuit components,

including the malfunction of shower-of-sparks units or impulse couplings, mistimed magnetos, faulty starter switches, and/or poor pilot starting technique. If the engine fires and kicks back, the end result is often a failed starter drive. Another fault can be inadequate oil flow to the starter drive. During a starter drive replacement, it is critical to look at the condition of the internal drive gears and end support bearing/bushing, and check for proper oil flow. Niagara Air Parts has a video on their website that demonstrates the procedure for checking oil flow. See www.niagaraairparts.com. Worn out starter motors, poor starter contactors, or faulty wiring connections can cause the starter to turn too slowly and not provide adequate spring clamp-up. Additionally, the starter must completely and rapidly relax the pressure following the start to avoid starter adapter failure. Hartzell Engine Technologies emphasizes that “an un-powered starter drive shaft maximum resistance to rotation in either direction is a critical value! It should be less than 5 in-lbs in either direction.” Reinforcing this, Niagara Air Parts will not warranty a starter drive that has been installed without the starter motor being new or overhauled. Also, a sticking electrical starter contactor can allow the starter motor to continue to stay engaged following the start, even though the starter button has been released. With the engine running and trying to turn against the engaged starter, all sorts of nasty failures in the starter drive can occur.

I will now venture into a more controversial topic, and I expect to get some flack. It has been my experience that the starter drive units don’t fare very well with so called “light weight” starters, especially the geared style, electric starter motors. Various models of these units have been brought to market by different manufacturers, both with and without external solenoids, and with varying degrees of success. I have found them all to fare far worse than the traditional direct drive style when it comes to starter drive life.

A cutaway of a Continental IO-520 shows how the starter motor and drive are mounted at a right angle to the engine. Photo courtesy of RAM Aircraft.


My absolute favorite starter is the traditional Continental Energizer style, sold by Hartzell Engine Technologies (HET) as an ES646275-1. The Tempest PowerFlight unit a close second. By the way, Hartzell has just released a new version of this old standby with a PM series that HET says is equal in capabilities to the ES Series, and a full 10 pounds lighter. However, for me the jury is still out until I see how it holds up in the field.

Repair and Overhaul Options

Starter drives can be repaired or overhauled, and there are many companies that do this. I recommend that starter adapters be overhauled whenever you overhaul your engine.

Continental Motors offers either new or overhauled units through their part/spares network distributors. The most recognized aftermarket source in this field is probably Niagara Air Parts. They offer complete units, as well as various repair parts and overhaul kits for the DIY guys. RAM Aircraft carries a good inventory of overhauled units, especially for the turbocharged engine models. Aircraft Specialty Services in Tulsa is also a fine source for these, and lots of other accessory and engine shops can offer overhaul and repair. Cost and Labor

Depending on the model and the amount of damage to your unit, overhauls can run anywhere from $950 to $4,500. This does not include a new electric starter motor. Also, be aware that because overhaul facilities need to have units for continued overhaul, the added on core charge (until your unit is returned) can be an additional $1,000 to $2,000. Most units will take a couple of hours or so to

replace. During installation, remember to pre-oil the unit with engine oil and a pump can prior to installing the starter motor. Go in through the hole where the starter motor is bolted.

If you have a belt driven alternator/generator, the pulley is not part of the starter adapter. Use extreme caution in removing these aluminum pulleys as a gear puller is normally needed and the jaws can fracture the pulley edges.

HINT: If you have the installed pulley on the starter drive you should loosen the .66”-20 retention nut while it is still installed on the engine. The nut’s installed torque of 37 to 41 ft. lbs. is nearly impossible to undo without the engine/prop to hold the shaft from turning during removal. Conclusion

It is frustrating to hit the start button and not have the engine turn over. Is the starter adapter one of those parts that you should carry as a spare, like perhaps a vacuum pump or starter motor?

It might come in handy, but due to the cost (remember the large core charge), and the extra weight, you really need to balance the common availability of the part against the failure probability and hassle factor. What about preemptively replacing starter adapters after a certain time in service? Other than at an engine overhaul, my recommendation would

“If your starter drive fails, do not, under any circumstances, attempt to hand prop your Twin

Cessna.”

be no. If the drive starts to slip or begins to make funny noises, or the starter motor seems much slower than normal, then it would make sense to look at the starter or the drive and not wait until you are left stranded on a cold, dark ramp somewhere. One last comment: if your starter drive fails, do not, under any circumstances, attempt to hand prop your Twin Cessna. This is very dangerous and people have been seriously injured attempting it.

Stay safe to fly another day.

22 | TWINCESSNA.ORG

Readers Write

Tony Saxton - TTCF Director of Technical Support and owner of TAS Aviation (see ad on page 24).

Excessive 340A Fuel Flow

Tony, I have a problem I’ve been chasing for over a month while AOG. On a February flight, I experienced a fuel flow surge during climb out that resulted in power failure on the left engine. Review of the JPI data showed that fuel pressure spiked over 40 psi and fuel flow spiked over 50 gph. Pulling the throttle back dropped the fuel flow to normal levels and the engine regained power. We decided it was the limiter.

While waiting for a good time to send the limiter out for overhaul, it happened twice more. Every time a quick bump back of the throttle (1 to 2 inches MP) reset things to normal.

We sent the fuel limiter out for overhaul to a shop in OH. The first time it came back with a torn diaphragm and leaked fuel. We sent it out again, installed the overhauled overhaul, and ran through SID 97-3G. After getting the high and low flows set correctly, I’m still getting fuel spikes during ground runs at full throttle, although lower (40 gph). Again, pulling the throttle back restores flows to normal levels.

We’re stuck and there are currently two schools of thought. Theory #1: my limiter is flawed in some way that doesn’t allow it to be overhauled. Solution: Order a new limiter from RAM.Theory #2: the part of the fuel pump that allows excess fuel to return to the main tank is flawed and the excess fuel

is going into the injectors - although I’m not sure how it could get past the limiter in this scenario. Solution: overhaul/replace the fuel pump.

Your thoughts?

Jim, TTCF Member

Jim, the easiest way to check the fuel limiter theory is to simply swap it from left to right side. The limiter is fairly easy to remove and replace and this would definitively tell you if it is the culprit.

Yes, the fuel pressure can spike to very high levels if the fuel return from the engine driven pump to the tip tank is restricted.

During normal operations the pump is actually pumping as much as 50% more than the engine is using and this excess is used to remove vapor in the pump or to stabilize fuel pressure fluctuations. If the return is restricted, either inside the fuel pump or in the line or check valve to the tip tank, it will shoot the pressure of the engine driven pump very high.

If it is not the fuel limiter then I would look at the return fuel line check valve in the leading edge of the wing. Check the lines for issues and then again inspect and swap the valve from side to side.

If this isn’t it then look at the fuel pump.

Tony Saxton - Director of Tech Support, TTCF

Nose Baggage Door Safety Latch for T303

Tony, I am interest in the nose baggage door safety latch for my T303 Crusader. I believe Cessna has a kit. Are you familiar with this and do you know anything about its availability?

Tom, TTCF Member

Tom, sorry but looked at all of our sources and found none anywhere. Cessna doesn’t even list the -4 any longer. I will keep looking casually but don’t “hold your breath”.

A couple of years ago Cessna promised to us to keep these parts in stock as a safety response from a a nose baggage door opening accident. It appears that hasn’t happened

but then again did anyone actually put them on order? You might do so to at least get a price.


More on Missed Approaches

Bob, in Twin Cessna accident analysis in the May issue you point out the inordinate number of accidents that occur on missed approaches. I admire your insight and I feel compelled to share with you my thoughts and experience regarding this important subject.

I have long contended that missed approach procedures, go around and stall recovery procedures are especially weak area amongst us pilots. And it’s not just a general aviation pilot problem. It’s an industry wide problem. Pilots just don’t do them and or practice them enough.

One of my Cessna 421 customers was a 747 check airman for Northwest Airlines. Our professional exchange

Safety baggage door latch kits were once available for certain Twin Cessna models like the T303 but none are currently in stock.

Why are there so many accidents on missed approaches and go arounds?


24 | TWINCESSNA.ORG

(continued from page 22)Readers Writeof information regarding this subject concluded that he sees the same in the big jet world as I see in Twin Cessnas. The common problems are:

1. Slow to power up or not powering up enough.

2. Slow to pitch up or not pitching up enough (acceleration gives us a feeling/illusion of pitching up so we tend to not pitch up enough). During my remedial training days working with pilots that had incidents or accidents I worked with two go around accidents that powered up, but did not pitch up and just went faster down.

3. Reconfiguration errors with the most common reconfiguration error being bringing the landing gear up before bringing the flaps to the approach setting. That of course sounds a gear warning horn to remind us that we just screwed up that procedure. I have had success teaching the lumping of the go around, missed approach and stall recovery procedure into one simple procedure. Power, pitch, flaps approach or the acronym PPF. The only difference is the stall recovery pitch goes to the horizon where the go around/missed approach pitch goes to a minimum of 4-6 degrees nose up. PPF, positive ROC, gear up.

The missed approach particularly is often the most neglected element of instrument approach planning. It is an instantaneous change of priorities with decisions to be made quickly. There seems to be some dark psychological apparatus at work that hinders a positive attitude about a missed approach. All the connotations of “Missing” appear to be negative.

Even passengers see it as “well he/she

missed it the first time, hopefully they won’t miss next time.” It is important to understand the missed approach is a planned portion of the approach and is not to be thought of as failing. Instead, it is the road to success. Preparation is critical because it takes place at a time of high pilot workload, close to the ground, at minimum speeds with attention inside and outside the flight deck.

Neil Meyer

Aviation Enhancements 6225 47th St. SESt. Cloud, MN 56304

Neil, thanks for your insight. I especially like your simplified process of teaching how to execute a missed approach.

Bob Thomason, Editor

421 Starter Adapter Woes

Tony, my 421 is in for it annual and I

“There seems to be some dark psychological

apparatus at work that hinders a positive

attitude about a missed approach. ”



thought I was going to escape with a “just under $24,000” annual, but then I received this email from my shop: Gary, your starter drive AD (400 hour interval) was due. We removed both starter drives. They are both un-airworthy per the AD. Both of them have significant wear and spalling

with pits and galling on the drive teeth. They have to be replaced. In addition, the internal engine crankshaft gear needs to be replaced (they are a matched set.) The cost of these units is around $6000 each (X2). I don’t have a labor estimate, but I’m guessing around 12(x2) hours each to R&R. It may be significantly more labor if we have to remove the accessory case if the internal engine gear does not remove cleanly. These were new RAM engines with around 500 hours that I personally flew. Is this normal? Or am I doing something wrong? I really do baby my engines so am confused about this major expense.

Gary, TTCF Member

Gary, this is not so unusual. These starter adapters typically don’t pass inspection beyond about 800 hours (second inspection cycle).

Operationally, GTSIO-520 starter drives can be damaged by rough running of engine (see para g of AD 2007-05-15.) Heat impingement from the exhaust can also cause issues.

Per the AD, GTSIO-520 starter drives must be installed new at each overhaul and it doesn’t make any difference as to who overhauls the engine because there is only one supplier of the drive, viscous damper and crank gear and they are controlled by Continental Motors. However frustrating it is, these units must be maintained in A+ condition to avoid massive engine failure. And remember, they are what also allow you to fly one of the quietest, smoothest running piston aircraft ever built.

Tony Saxton - Director of Tech Support TTCF

Best Source for Isopropyl Alcohol

Tony, ME79-2 allows for adding isopropyl alcohol to fuel for the prevention of fuel icing. What is the best source for obtaining the alcohol?

Rick, TTCF Member

Rick, you can get 99% isopropyl

Top: It’s not uncommon for 421 and 404 owners to get the bad news that one of their starter adapters needs to be overhauled. Bottom: Unacceptable wear on the gear teeth.

26 | TWINCESSNA.ORG

(continued from previous page)Readers Write

FAA & EASA APPROVED

Investing in your Cessna’s safety is the safest investment you can make. Dual aft strakes from Aircraft Performance Modifications, Inc. (APM) have been rigorously tested and proven—in the lab and in the air—to improve safety, performance and yaw control for your Cessna 340 and 400 cabin-class aircraft.

For more information visit www.AircraftSTC.com

BETTER PERFORMANCE AND A SAFER FLIGHT

SIMPLY PUT: STRAKES WORK

alcohol at Walgreens etc. but you need to look at the bottle for the specific concentration. However these are small 16 oz. bottles so buying enough can be very expensive. An easier way to buy it is through Grainger Inc .Go to their website https://www.grainger.com/ and search for the product. You may need to call your local store and get it delivered there. Having it delivered to the store avoids the high hazardous material shipping cost if it were to be shipped directly to your home. Several other places near you (chemical supply locations, etc.) may have it and you will just need to call around. Tony Saxton - Director of Tech Support, TTCF

Strange 421 Vibration

Tony, I have owned my 421C serial number 671 for 17 years. For the last four of five years when I first take off there is a peculiar random intermittent vibration that will last on and off for about four to five minutes.

It never happens on subsequent flights made the same day. It sometimes won’t occur for a month at a time and then will reappear and happen every two or three flights. Other pilots who have felt it think it either comes from the airframe, or right engine, or left engine... In other words nobody can tell where it’s coming from.

It is very upsetting when it is going on and if I didn’t have the experience of knowing it will soon pass I would certainly return back to the airport. Of course, every time I have taken a mechanic along on a flight to demonstrate it, it didn’t happen.

The plane has obviously been through multiple annual inspections with no remedy. The last thing I tried was changing from fine wire plugs to massives but that didn’t help. If you have any suggestions I would most appreciate it.

Mark, TTCF Member

Mark, is this a GTSIO520 -L or -N engine? We have seen issues with the -N as they have a transitory weird fuel schedule that can cause roughness in the cruise climb range.

When this happens do power changes affect it at all? You say you’ve changed the plugs but what about the rest of the ignition system? Look closely at the mags and harness. Have the props been checked and balanced? Maybe even try swapping the props from left the right. Lots of additional things can cause vibration but they need to be attacked one item at a time. Tony Saxton - Director of Tech Support, TTCF

T310R Prop Synch Parts

Tony, we are currently maintaining a T310R and we have a problem with the trimmer of the prop synch system (pn 0850458-9 / Woodward pn 213447). The rod and bearing are worn. Can you please advise the part number for the rod and bearing only?

The alternative of replacing the trimmer assembly of the prop synch would be a very expensive one. Thoughts?

Arjen, TTCF Member

Arjen, the bearing is a #180265. I think the rod end (internal) is a #213446. #213447 is for the outer rod end. Attached is the old Woodward manual. Tony Saxton - Director of Tech Support, TTCF

T303 EGT and CHT Mystery

Tony, any thoughts on the experience I detail below?

My standard takeoffs are full rich, full rpm, full MP. I climb out with MP reduced to 27 inches full rich and then set LOP during cruise.

On a recent climb out, my right #4 EGT dropped to zero followed by a slow drop in CHT to about 150 degrees. Later in flight, after a period with neither indicating on the JPI, both slowly recovered to normal readings for the rest of the flight. I had no indication of lack of power or vibration during the entire 4.5 hour flight.

Reference texts I consulted suggested either a compression problem or blocked fuel injectors. EGT and CHT moving in same direction indicates a fuel problem not an ignition problem. A high power LOP mag check revealed no issues.


At Aircraft Specialties Services we know Starter Adapter failure can be a truly frustrating experience. A perfectly good aircraft that just sits on the ramp. This usually happens at the worst possible time, when it’s sitting on someone else’s ramp for example. We also know making repairs with a factory new Starter Adapter is a very costly proposition.

That is why we stock a full range of overhauled Starter Adapters ready for immediate exchange.

Our technicians have years of experience rebuilding these Continental adapters, using the highest quality parts. We can also overhaul your own core, if you prefer, and get it back to you quickly.

Give us a call; we can get you back in the air fast and at a price you can afford! That’s the Aircraft Specialties Services promise.

Or Overhaul Your Own With Our PMA Parts, .015, .030, or .040 Over


My next flight was normal and lasted 3.5 hours. Another LOP high power mag check was normal.

But the next day during takeoff, I had a high CHT 402 alert on that cylinder and the EGT was high as well. I was full rich and the pumps were on low boost, so all I could do was reduce power to top of green. CHT then came back to 385.

I did see a warning on the JPI that I had a bad EGT probe. I stayed full rich until setting LOP at cruise. All was OK for a while and then the EGT died and CHT dropped off steadily. Encouraged by recovery of both indications on the previous day, and with no other signs of trouble, I continued on. Later in the flight, the CHT crept back up to normal levels but EGT remained off the indicator.

I do not get a warning of EGT probe failure on boot up but maybe that’s because my JPI is 15 years old.

So, what could it be? Compression? Unlikely with just 65 hours on my new engine. Blocked injector clearing itself? I did see the JPI flash 2 EGTs rising instantaneously then dropping right back to normal on the last flight. The thought flashed through my mind that I was going to have to shut the right engine over nasty country. Dead EGT probe? Instrument error on an old JPI?

What are your thoughts?

John, TTCF Member

John, I would change the EGT

probe, BUT, I think the ultimate culprit is a partial plugging of the injector. With contaminants it can certainly come and go in the system and it would also explain the high temps on takeoff with high fuel flow. Fuel being restricted would cause it to run hot and then when you power back and are leaner, the restriction causes the cylinder to slowly run leaner and leaner of peak temps to the point of simply not

A plugged fuel injector can cause a cylinder to fall offline as shown in this engine monitor graph.

28 | TWINCESSNA.ORG

(continued from previous page)Readers Writerunning.

Unlike a misfiring plug etc., a cylinder like this, that is just along for the ride, very seldom results in much vibrational fuss. They just sort of stop producing as much (or any) power. There are several other very unusual things it might be but am convinced it’s not ignition related so I would center on the fuel for the time being. Tony Saxton - Director of Tech Support, TTCF

340A Induction Leak

Tony, I hope you are well. Since the recent engine seminar I attended, I have had my mechanic perform some adjustments (20 hours worth!) to try and resolve the following problems we had with my left engine. The problem we have is:

1. There is a BIG difference in idle MP between left and right engines. At 1,000 RPM, the left engine indicates 20” MP while right engine is normal at 13” MP when both engines running at 1,000 RPM.

2. At full throttle sea level take off, the left engine only reaches 37” MP (2,700 RPM) and right engine is normal at 40” and 2,700 RPM. The left engine doesn’t deliver full power.

3. At 19,000 feet the left engine needs full throttle to maintain 33” MAP. The right engine delivers up to 38” as normal.

4. In cruise settings of 32” and 2,400 RPM, the left engine burns 22 gph (10% higher than right engine at 20 gph (both EGT’s set at same temp.) The left CHT consistently runs higher than right, at 410 degrees vs. 350 for the right despite the LEFT engine consuming 10% more fuel.

Clearly we have a problem with the LEFT engine. We have tried adjusting variable absolute pressure controller/rigging to give max throttle opening – this is now at the end of its screw adjustment range. My mechanic feels there is no problem with the idle mixture settings.

Cylinder compressions are all good. The wastegate appears to work correctly (when observed by looking up its exhaust tube during ground runs!)

We did find a fracture in what we think is the upper deck pressure line running from the variable absolute pressure controller to the wing root. I think this runs to the pressurized cabin. We have done a temporary repair on this line that my mechanic thinks is good.

Do you think the above would be symptomatic with a leak in this line? The engine has only 270 hours since RAM overhaul so its unlikely to be a faulty variable absolute controller. My mechanic thinks it could be a fault in the controller. What do you think?

Stephen, TTCF Member

Stephen, all of the symptoms point to one thing: an induction leak. A rather small leak will affect all of the things you mention. Do a very extensive induction leak check by pressurizing the intake system and checking with soap/water solution. Pay particular attention to the intercooler to intake rubber couplers, and the rubber couplers between the intake tubes.

Look at the intake tubes to the cylinder attach points for loose nuts and/or blown gaskets. Look at the forward cross over intake tube for wear holes or cracks. Look at all the air reference line system around the injectors. Lastly look at the intake manifold drain valves (sniffle valves) for proper operation.

To verify them it would be OK to remove the drain hose at the intake and install a plug and do a test flight. (Be very careful to not over-prime the engine with these drains plugged.)

Let me know the outcome of these tests. Tony Saxton - Director of Tech Support, TTCF

Tony, you were correct- as always. Following your advice, we found a leak in the union connection on the pipe to the MAP gauge. We tightened it up and the engine now performs normally in all respects. I must say Tony, that your expertise in invaluable to any Twin Cessna operator.

Stephen

How the 4-Position Electric Meter Works on a 310

Tony, what does the BAT position on my ammeter knob indicate? Mine shows nothing but if I want to know battery voltage before start I switch to volts? I’m a little confused as to what’s going on. Can you help? Thanks.


401, A, B, 402, A, B, C,411, 411A, 414, 414A, 421, A, B, C

310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A

The Winner‘s Propeller!

www.mt-propeller.com

C 172D-P,R,S C 182A-R C A185E,F C 206, 208 CaravanC 207C T210M-P, P210N,RC T303C 310C 336/337A-FC 340,340A +RAMC 400 C 414 +RAM, C 421C C 425and many more...

Cessna T303

MT-Propeller USA, Inc.1180 Airport Terminal DriveDeLand, FL 32724, USAPhone: (386) 736-7762Fax: (386) [email protected]

MT-Propeller, GermanyPhone: +49-9429-94090Fax.: [email protected]

- 60 service centers worldwide- 30 certi ed propeller models- More than 200 STCs worldwide- More than 30 years of production- More than 60.000 blades in service- 110 million eet hours - More than 18.000

MT-Propeller systems ying - No active AD`s on any MT-Propeller- Best weight to price ratio- Available for aircraft, airships, wind-

tunnels and hovercraft

David, TTCF Member

David, in the “BAT” position the electric gauge is reading amperage draw to or from the battery. In this position the meter is similar to the single installed ammeter in the early 1956, 310.

A left from “0” deflection indicates that the battery is providing power and is being depleted. This would happen normally if the master was turned on, the engines not running, and you started to turn things on. As each electrical load would come on line, the needle would indicate more and more negative, corresponding to the amperage draw of the activated system.

When the alternators are brought on line the gauge will indicate a positive (right deflection) indicating that the battery is accepting amperage and being recharged. This charging rate will drop off as the battery becomes charged.

Then during normal operation it will show only a slight positive rate during cruise with occasional slight deflections initially when heavy draw equipment is turned on or off.

Problems with this gauge can be in the selector switch but more often are in the shunt/fuse system. The ammeter uses a bypass connection called a shunt. Instead of direct reading the amperage, the gauge only reads a very small percentage of the amperage at a shunt and then displays the actual total amperage based on that sample.

This shunt is located in the wing very near the battery and the pick-off gauge wire connections can become corroded and looses and resultant resistance will interfere with the gauge.

In addition the these gauge wires are routed through fuses in the wing that are just open “broom handle clip” like connections. We find these loose or corroded and again the very small


30 | TWINCESSNA.ORG

(continued from previous page)Readers Writeamperage used to run the gauge is not enough to overcome the resistance. Clean the fuse connections and gauge wire connections at the shunt and my bets are that it will work just fine.


Fuel Leaking from 310 Sniffle Valve

Tony, I’ve always been curious but never asked any other 310 owners this question. After topping my tip tanks, the subsequent takeoff is always accompanied by fuel venting overboard out the top vent/over pressure valve. My question is how much fuel do you think is vented? Is it better to not fill the tanks all the way up to combat this?

A lot of my trips require maximum fuel and I want to put in as much as possible but seeing $6/gallon gas vent overboard is painful.

David, TTCF Member

David, this is not really a vent to dump fuel out of the tank but operates to allow air into the tanks in case a vacuum forms. Fuel expansion during heating is handled in the tank by the rather large air-gap at the top of the tank. The tip tank mounted upper sniffle valve

#9910021-4 acts as a secondary vent for the tip tank. It is a spring loaded door assembly, and as should open inward if a vacuum is present in the tank and seal when pressure (fuel) is present on the inside. It is common for this valve to leak due to aging of the spring tension but is primarily caused by brittle cracked flapper door seals.

Deterioration of these valves does not hamper the venting of the tank but as you indicate they do spray fuel when the tanks are full. A bigger problem however is that they are not sealing out possible water from wind driven rain or an errant wash hose while the aircraft is on the ground. The seal on the flapper door cannot be replaced individually and the entire part must be replaced as a unit. To gain access you must remove the large ring around the filler cap (16 screws) and remove. Unless this access has been opened recently you will need to have a new gasket #0823400-175 available for rein-stall. Remove the teardrop shaped cover over the valve, then from inside the tank remove threaded retainer collar from sniffle valve. Reinstall the new valve with a new gasket #823007-2.

Clean and reinstalled fuel filler cap access cover and sniffle valve cover. Many of the filler adapter plates I see are nicked and rusted from fuel nozzle damage and if time allows during this removal it would be a good time to clean and repaint as needed. Re-member to reapply the proper fuel service placards if removed. Tony Saxton - Director of Tech Support, TTCF

The sniffle valve’s purpose is to relieve a vacuum inside the tank.

32 | TWINCESSNA.ORG

Classified AdsAircraft for Sale/Wanted

1984 T303 Crusader. $240,000. Aircraft located at Wilkes-Barre/Scranton Airport in Avoca, PA. 3233 hrs TT; TSIO-

520’s 2000 TBO, Right 1403 SMOH, Left 283 SMOH; Aspen Evolution Pro 100 & Garmin GTN750 color touch screen GPS; Known Ice, Oxygen, Rear cargo door, heavy duty gear, color radar, Air and much more. Call or email for more info and pictures. Call Joseph: 570-877-3771 or 570-840-8888; Email: [email protected]

1969 Cessna 310P TT 4348 RE SMOH 1829, L 1714 since reman, NDH, P&I 2002 Always Hangared & Corrosion proofed. GNS480 gps with WAAS to MX20 with traffic & chartview, SL# 30, GTX 330 txp, HSI, Strikefinder, 2 JPI 701s. VGs, Cessna 400 AP, BAS harnesses. Manuals, jacks & parts. See YouTube maxtanicfilms scroll down aviation play list. $59,000. Contact Mike: [email protected] or 253-631-5473.

1972 Cessna 310Q, SN 487, 3480 TT, 130/593 SMOH, Hartzell Props 450 hrs since new, de-ice boots, 6 place O2/intercom. Collins avionics, 2 VHF-20 20 watt, 2 VIR-21 VOR/ILS, Collins

FDS-112A Flight Director, RDS81 Color Radar, Garmin 400W GPS coupled to Cessna

400A A/P, Storm Scope, Collins 346B-3 audio panel, JP Fuel/EGT/CHT, Bose X, GAMIs, VGs. Int/Ext cond = 8 All manuals, extensive spares, equipment, jacks and tools. See Website http://makani808.com. Questions to [email protected] Baltimore based. $79,000.

1976 CESSNA 310R - 7303 TTAF, 30/902 SMOH, 30/30 SPOH, 2013 Paint/2007 Interior, G430W, Aspen 2000 w/Synthetic Vision, GTX 327 Transponder, Alt Alert, Strikefinder, 400B, 163 Gallons, JPI EDM 760 w/Fuel, VG’s, TAS Annual, (IN) Asking Price $137,000. www.jerrytemple.net.

1962 Cessna 320 Skynight. Converted in ’65 to a “RILEY TURBO ROCKET 300 and re-certified and “0” timed. 4020 TT. 6 place, 114 cf oxy. sys. 170 gal. fuel, 70 hrs SMOH on IO-540s. Props 70 hrs since new. New C&D heater, Current Annual, Current IFR, Garmin 430 Apch. certified, Britain B-4 A/P, NDH & complete logs. 300 mph, 35,000 feet, s/e ceiling 28,000, 1700 mile range! Also included: extra set of wings with the Riley engine mounts and nacelle fuel tanks. $67,500 or will trade for an early Cessna 180, with a factory float kit. N33UP located in Sacramento,CA. Russell Johansen at (916) 427-5686 or [email protected]

1967 Cessna 320F N241AR. All logs, TTAF 4310, Engines 1023 SMOH, 91 STOH, Prop 1 383 SOH Prop 2 244 SOH, New ECi Cyl & Pistons, GAMIjectors, overhauled wastegates & controllers, fuel pumps, VAR crankshafts. New windscreen, O2 w/overhauled reg 2012. New C&D heater, Wheelen LED lights, VG’s. Garmin G500, GTN650, GMA340 w/6place com ports, GTX330ES Mode S ADS-B transponder, GDL88 ADS-B Transceiver, GPSmap 696 Panel integrated, Flightstream 210, EI CGR-30P engine monitor, New leather interior w/Rosen visors STEC 55X w/alt preselect and elec trim, KX 156. $139,900. Stephen [email protected]

1976 Cessna 340A - 4319 TTAF, 939/939 SMOH, G530W/G430W, HSI, DME, Dual Collins Transponders, Radar/Stormscope, STEC 60-2 Autopilot/Flight Director, Alt. Pre-Select, 183-Gallons, Shadin, VG’s, Keith Air, JPI GEM, Full DeIce, Fresh Annual, (AZ) Asking Price $145,000. www.jerrytemple.net.

1977 Cessna 340A N68RC 9960 TT, 762/762 SMOH, G500 Glass cockpit integrated with KFC200 autopilot for hands-free flight down to the DH. G430W/G530W, GTX-327, ADF, Color Wx Radar, dual G3 engine analyzers. Factory air. No damage history. Always hangared. New paint 2010, new leather

interior 2009. Asking $179,000. Contact Brian at [email protected] (210)452-5590.

1978 Cessna 340A RAM VI - 5744 TTAF, 1004/1004 SRAM, 510/510 SPOH, Aspen 1000 EFD, 530W/430W, GDL 69A WX Data, GTX 330 Transponder, 400B Autopilot w/Yaw Damper, GPSS, 183-Gallons, Shadin, AuRACLE GEM, VG’s, Air, Known Ice (WA) Asking Price $243,000. Call Jerry Temple at (972) 712-7302, www.jerrytemple.net.

1979 Cessna 340A RAM VI - 4579 TTAF, 96/96 SMOH, G530W, GTX 330ES, RDR 2000 Color Radar, 400B Autopilot, 183 Gallons, Shadin, VG’s, Full DeIce, Air-Conditioning, Nacelle Fire, Fresh Annual (NC) Asking Price $265,000www.jerrytemple.net

1980 Cessna 340A RAM VI - 4431 TTAF, 895/482 SMOH, G500, G530W, GTX 330 Transponder, Color Radar, STEC 55X Autopilot/Flight Director, STEC Alt. Pre-Select, 183 Gallon, Shadin, JPI 760 GEM, VG’s, Spoilers, Air, Known Ice, 1818 lb. Useful, No Damage History, Fresh Annual (CA) Asking Price $267,000. www.jerrytemple.net.

1982 Cessna 414A RAM IV w/AA Intercoolers - 4630TT, 1314/1314 SRAM, 562/562 SPOH, GAMI, Spoilers, Strakes, VGs, Wheel Covers, K Ice, Air, G600 w/SV, Dual 750, GDL 88, GDL 69A WX Data, GTX 800 Traffic, Garmin Radar, Dual GTX 330ES, Mid-Continent S.A.M. Instrument Display, JPI EDM 960, Flight Stream, 2015 Interior, (TX) Asking $581,000. www.jerrytemple.net.

1975 Cessna 421B: S/N 421B0802, C-GADG. 4894 TT. LE 8 hrs SMOH. RE 1048 SMOH. Props 164 SMOH. New Paint Aug. 2011. New leather interior 2015. GNS430WAAS coupled with autopilot, KX155A, KI209, GTX327, KT 76A – Mode C, Dual Cessna navs w/HSI, Dual RMIs, Bendix RDR 140 Color Radar, Cessna 800 ADF, KN 64 DME, Co-pilot instruments, GMA347, Alcor

Engine Analyser, AOA indicator, King Radar Alt, KI250, Cessna 800 Integrated Flight Control System with Yaw Damper (Flight Director), Icarus GPSS module Sam 001, factory air, known ice, 222 gal. usable, NDH, complete logs. Contact Steve at: [email protected]

1975 Cessna 421B - 6878 TT, 277/364 SMOH, Strong 2009 Paint. Excellent Interior, Dual 530Ws, MX200,

GDL 69WX, GTX 330, RDR 2000, WX950, Radar Alt, Century IV, 259Gal, VGs, Full DeIce, Air, Gem, Shadin, (Dallas). Asking Price $240,000. www.jerrytemple.net

1976 Cessna 421C - 6430 TTAF, 1500/1300 SRAM OH, 30/30 SPOH, Strong Paint, Excellent Interior, G430, MX20, GTX 330, Color Radar, WX500, WX Data, 800B Autopilot/Flight Director, Alt. Pre-Select, 234 Gallons, Shadin, JPI EDM 760, Known Ice, Air-Conditioning, $100K in P135 Prep (SC) Asking Price $268,000. www.jerrytemple.net

1980 Cessna 421C- 4856TT, 295/192 SMOH, 970/970 SPOH, 234 Gal, Air, VGs, K Ice, Hoskins, Nacelle Fire, G530W/430W, GTX 330/327, Radar Alt, Color Radar, WX1000 +, GDL 69A WX Data, Cessna 800B AP w/Flt Dir, Alt Pre-Select, Nov 2016 Annual, 2179 lb. Useful. (IL) Asking Price $425,000. www.jerrytemple.net

1980 Cessna 421C - 6100 TT, 930/930 SRAM, 40/40 SPOH, R/STOL, Spoilers, Wheel Covers, Special Chromalusion Paint (Accents Change Colors). Excellent Int. G530W/430W, EX 500, Color Radar, WX 500, TAS 610 Traffic, GTX 330 xpd/KT76C xpd, DME/ADF, K. Ice, JB Air, 262 Gal, Shadin, GEM, 1/2017 Annual. Dallas (TX) Asking Price $510,000. www.jerrytemple.net.

1982 Cessna 421C - 4868TT, 1030/1030 SMOH, 287/367 SPOH, Excellent Paint,


Classified Ads2015 Interior, G600, Dual GTN 750s, GTX 33 and GTX 330ES, GTX700 Radar, GDL 69A WX Data, GTS 800 TCAS. ESI 2000 Flight Inst, EDM 960 Engine System, 252 gal, Air, K Ice, Spoilers, Strakes, VGs, Wheel Covers. (TX) Asking Price $625,000. www.jerrytemple.net.

1984 Cessna 421C - 3766TT, 240/315 SMOH, 763/763 SPOH, G530, Radar Alt, GTX 327 Xpd, 800B A/P with FLT Dir, Alt Alert/Pre-Select, 234 gal, Insight 1200 Gem, VGs, Air, K Ice, Fresh Annual. (NE) Asking Price $450,000. www.jerrytemple.net.

Twin Cessna Buying or Selling Assistance: My 40+ years of experience in GA aircraft sales can be your personal safety net in finding the right twin Cessna for you – or selling the one you have. For a no obligation consultation, contact Guy R. Maher, email: [email protected], (704)-548-0066, www.laniermedia.com.

JTA E-mail Newsletter see www.jerrytemple.net to register to receive the JTA Newsletter. Jerry Temple (972) 712-7302

Parts For Sale/Wanted

Parting out 300 through 400 series aircraft. Most flown to our facility. All with records, have 110 aircraft in 300 series & 84 aircraft in 400 series. Oldest in aircraft parts at 58 years in business. (800) 821-7733 whiteindustries.com

For Sale: Virtually no flight time S-TEC 55X System Autopilot with Autotrim and Remote Annunciator available for a Cessna 310 Series aircraft. $25K installed. Call Robin Howard at 909-593-2596 or send an email to [email protected].

Parting out 310Q & T310Q, both aircraft complete including engines & props, except no avionics or instruments. Can ship world-wide. Contact: [email protected]

Wanted: Autopilot that either came out of or could go into a Cessna O2-A (or 337 I guess) Rick: basilierer170@gmail.

com 970-532-5288

Parting out 320 D: control surfaces, wings, gears, brakes, engines, interior, instruments 503-803-5661 or [email protected]

Complete Landing Light Assbly from ‘59 310C. Working when removed, includes bulb. $1,000 incl. shipping. Bob: [email protected]

For Sale: Cessna 414 Fuel Selector Decals. Strong, UV protected, color fast, laminated self adhesive exterior grade material. Match originals. $50.00 / set. Bill Burger (775) 749-4043. [email protected].

Maintenance

Airborne Flying Service: Hot Springs AR. 20 years of Twin Cessna experience: Inspections, troubleshooting, repairs, modifications, and more. Instrument and avionics repair station adjacent to our facility. Call: Mark or Wesley at (501) 624-2462 or [email protected]

Aircraft Accessories International: Twin Cessna accessory overhaul facility. Specializing in Fuel Pumps, Fuel Selector Valves, Landing Gear

Actuators & Trim Tab Actuators. Quick turns & overhaul exchange available. 770-703-4316 or [email protected]. www.aaiair.com

Carolina Avionics & Aircraft Interiors – Salisbury, NC (KRUQ). Custom design & installation of interiors and avionics upgrades. First class interiors, glass cockpits, new instrument panels, and ADS-B solutions…one stop service. For info and quotes: www.CarolinaAvionics.com or call Gary at (704) 630-0211 for avionics help ([email protected]).

Flight Training

Initial and recurrent training in all 300 and 400 series Cessnas. Insurance approved. Your aircraft / your location. MK Leighton. 561-738-7056 or [email protected].


34 | TWINCESSNA.ORG

Central TX based ME training. Initial, recurrent, proficiency. 30 years experience, career Air Force and instructor pilot. Based KBAZ. C310J. $200/hr dry block rate. Great airspace and weather in CENTEX area. Dan Haynes, 210 296-5401. [email protected]

Wright Aviation: Initial Twin Cessna FITS Accepted, Recurrent Twin Cessna Training, Glass & TAA initial and refresher, G500/500, GNS430/530, Aspenvisit www.wrightaviaiton.net email [email protected]

C300/400 Initial/Recurrent training. Insurance approved. 26 years over 4000 Twin Cessna Pilots trained. www.rtcpilot.com 1-800-727-1014

Cessna 300/400 Series Flight Training Specialist. Insurance Approved Initial and Recurrent flight training in your aircraft. Discounts for TTCF Members. Call Neil Meyer, (320)-260-3288 www.aviationenhancements.com

Cessna 300/400 series Flight Training Initial and Recurrent in your aircraft by ATP and Gold Seal CFI, CFII, MEI Southwest based. Todd Underwood at http://www.findapilot.com/Pilot-12523.html [email protected]

Watauga Flight Service located in Elizabethton, TN. See our ad on page 34 and be sure to check out the “Always Learning” section of our website at

www.flighttrainonline.com. Contact [email protected]

Cessna 300/400 series flight training. CFI, CFII, MEI, ATP. Chief Pilot Island Seas Air Charter. 11,000 hrs in type. Ohio based (KCQA). Initial & recurrent in your airplane. Insurance approved. Chuck: 419-953-2220 or [email protected]

Cessna 300/400 Series Initial or Recurrent Ground and Flight Traing in your Aircraft. Texas based near DFW, or will travel to your location. Jerry Lunsford: [email protected] 817 480-8866 TAS AVIATION,INC. Cessna 300/400 initial & recurrent training in your aircraft. Flight Reviews or IPC checks when you pickup your aircraft or when we drop it off!!! See article in March 2012 TTCF edition about special 421 single engine training. Call TAS Aviation at 419-658-4444 And ask for Marla.

Cessna 310 Flight Training based in NY. Initial or recurrent flight training in our or your aircraft. Call Patrick Harris, (607) 644-5628

Located at Jabara airport in Wichita, KS. New interior and Garmin 750! $325/hr wet. $3,995 ME rating. LakePoint Aviation; 316-636-9715.cpc@midwestaviation com

Aerial Sim Training specializing

in Cessna 300, 400 piston aircraft. Insurance approved initial & recurrent. Precision Flight Controls DCX MAX Promotion AATD Flight Sim. www.aerialsimtraining.com or contact Jeff at 626-552-9214 Bus or [email protected] San Gabriel Valley Airport (formally El Monte Airport) KEMT

Insurance approved initial/recurrent training in your 300/400 series aircraft, ATP CFII, New England based, will travel, call James Shepard, 207-409-6906.

Insurance approved initial and recurrent training in Cessna 310/340/414/421 aircraft. Gold Seal CFI, CFII, MEI with over 40 years of experience. Based at KEDC in the Austin TX area. Proficient with G500/600, GNS430/530, GTN650/750 units. Gerry Parker, 713-826-6663, [email protected]

Classifieds (continued from page 33)

E-mail or Fax your order request [email protected] or 972.712.7303

TWIN CESSNASWITCH COVERS• Replace Faded

& Dirty Covers!

• Full Size & Mini Covers Available!

• New Switch CoversLook Great!

FOR MOST 300/400 SERIES:

310 Model: $30 /set340 Model: $35 /set400 Series: $40 /setMinis: $15 / set

See product photos atwww.jtatwins.com

Visit the TTCF Store

• Books • Clothing • Supplies • and more


• Descent Rates Up to 3.5 Times Faster• Spoils Lift and Increases Drag• Avoid Engine Shock Cooling• Operational in Icing Conditions• Maintain Cabin Pressure• Deploy to Vne• Asymmetric Fail-safe• Hydraulic Simplicity

1-800-544-0169 • PowerPacSpoilers.com

Call for Price

CESSNA 340 TAILCONE

[email protected] (660)885-8317 www.avfab.com

**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

FAA/PMA

Approved

2016 Systems & Engine SeminarS

When: 1) October 13 - 16, 2016 2) NOVEMBER 10 - 13, 2016 Where: 1) TAS Aviation Defiance, OH Airport (KDFI)

2) Las Vegas Henderson Airport (KHND)

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 ei-

ther TAS Aviation at the Defiance, OH, airport in October, or the Las Vegas Henderson Airport (KHND). 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.

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 coming soon: Visit www.twincessna.org or call us at 704-910-1790

TWIN CESSNATheFlyer

SM

Engine SemInarOCT 13 - 14 or Nov 10 - 11

Topics Covered:1. Engine Nomenclature2. Engine Cooling3. Ignition4. Engine Oil5. Periodic Maintenance6. Fuel Injection7. Turbocharging & Exhaust8. Engine Support Structure9. Engine Overhaul & Repair10. Engine OperationsThis seminar covers TCM O-470 through IO-550 and TSIO-470 through GTSIO-520 engines

Systems Seminar OCT 15 - 16 OR NOV 12 - 13

Topics Covered:1. Introduction2. Landing Gear3. Fuel System4. Electrical System5. Environmental Systemsa. Heater & ACb. Pressurization6. Flight Controls7. Type Certificates8. CorrosionAll 300 and 400 series piston-powered Cessnas are covered.

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

Application for Membership

1. __________________________________________________ Date: ______________ Name (First, Middle Initial, Last)

2. ______________________________________________________________________ Address

3. ____________________________ / _______ / _____________________ City State Zip + 4 4. (________) ________________ Email: ______________________________________ Area Code Phone

5. ____________________ / ______________ / ___________________ Airplane Model Serial # Registration #

6. Check Membership Desired: ____ 1 year @ $80 ($95 international) ____ 2 years @ $145 ($175 international)

____ 3 years @ $210 ($250 international)

7. Credit Card ____ / ____ / _____/ _____ / _____________________________ Visa MC Amex Disc Number

________________________ / ___ - ____ / ________________________ Name on Card Exp. Date Signature

Please fill out and fax to: 801-515-8354or email to [email protected]

Join online with a credit card at www.twincessna.org

membership application

JULY 2016 TWIN CESSNA Flyer - · PDF file10.07.2016 · THE TWIN CESSNA FLYER •...

Documents

Transcript of JULY 2016 TWIN CESSNA Flyer - · PDF file10.07.2016 · THE TWIN CESSNA FLYER •...