MARCH 2019 TWIN CESSNA Flyer · THE TWIN CESSNA FLYER • MARCH 2019 | 3 4 The Twin Cessna Flyersm...

Supporting Twin Cessna Owners Worldwide since 1988

HAMMER 414ACIRCUIT BREAKERS & INFLIGHT FIRES

310Q LANDING GEAR MISHAPMAGIC KINGDOM PILOT

READERS WRITE

FEATURING:

Supporting Twin Cessna Owners Worldwide since 1988

MARCH 2019

TWIN CESSNA2019 FLY-IN CONVENTION MAY 15 - 18 (see page 8)

The

Flyer

©2019 RAM Aircraft, LP TTCF010919

New Continental Engine Parts

©2019 RAM Aircraft, LP TTCF010919

PMA New PartsAvailable Now



A RAM Enginefor EVERY Budget

Just the bellsfor $39,980

The ValueTime TSIO-520-NB replacement engine is an industry standard overhaul by the Legendary RAM Craftsman built to RAM standards.

Protect your RAM STC.

All the bells & whistles

TSIO-520-NB

The standard, Legendary RAM engine package with all the bells and whistles that is ready to drop into your airplane is still available.

We are the only overhauler in the world that overhauls to RAM STC standards.

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

OVERHAULED

REPAIRED

This overhauled cylinder with a nickel bore is the perfect cylinder for mid-time engines, top

overhauls and field overhauls.

This repaired cylinder with a nickel bore is the perfect cylinder to get your high-time engine

to TBO. No core return is required.

RAM AIRCRAFT

RAM AIRCRAFT

A Cylinder for Every Situation IN-STOCK!

NO CORE

RETURN!

NO CORE

RETURN!

NEWThe Superior Millenium cylinder is a NEW

cylinder with a through-hardened steel barrel. It is the customer preferred cylinder and RAM’s

choice for our premium overhauled engines.

*Price does not include rocker arms or piston pins.

NO CORE

RETURN!

NICKEL$695IO & TSIO!

NICKEL$1,134TSIO-520

STEEL$1,425TSIO-520

THE TWIN CESSNA FLYER • MARCH 2019 | 3

4The Twin Cessna Flyersm

P.O. Box 12453Charlotte, NC 28220

Phone: 1-877-977-3246Email: [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 $85 ($130 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 MARCH 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 MARCH be reproduced or distributed without the express permission of the publisher.

Cover photo provided by Bob Thomason.

Editing assistance provided by Rose Comaduran.

Copyright 2019 The Twin Cessna Flyersm. All rights reserved.

FEATURES

10

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

Anthony R. Saxton - Defiance, OH

26

TWIN CESSNAThe

Flyer

SM

40

8

FROM THE EDITORConventiion & seminar updates,

Brian Stoltzfus, illegal charter

flights, spatial disorientation, FLY-

ING magazine, In This Issue, and

more.

FLY-IN CONVENTION PREVIEWOur convenion is this month! Check

out our superb speaker and events

lineup. Visit our website to register.

HAMMER 414AWay down in Southern Alabama

is a fascinating man who owns a

pristine, low time 310R and, now,

an equally impressive 414A. A visit

to his home airport resulted in this

story, which wound up being about

more than just his airplanes.

CIRCUIT BREAKERS AND INFLIGHT FIRESHave you ever reset a popped circuit

breaker in flight? After reading this

article, you’ll likely reconsider the

wisdom of this practice.

310Q LANDING GEAR MISHAP The electro-mechanical landing gear

on Twin Cessnas requires TLC - more

so than your average GA airplane.

Adjusting one part of it affects all the

other parts. Member Euel Kinsey had

a gear incident that illustrates what

can go wrong with less-than-perfect

maintenance.

MAGIC KINGDOM PILOTMost Twin Cessna owners know Jerry

Temple, one of the premier brokers

specializing in our fleet. Jerry’s been in

aviation all his life but his first flying

job after leaving the military invovled

Mickey Mouse - no kidding!

READERS WRITENacelle tanks, alternator failure, adding

deice boots, short engine runs, proper

nose trim, oil leaks, and more.

CLASSIFIEDS

UPCOMING SEMINAR INFORMATION

36

20

14

28

4 | TWINCESSNA.ORG

from the editorby Bob Thomason, Editor

CONVENTION REGISTRATION NOW OPEN

See pages 8 and 9 for convention details. You can and should register now. We are expecting a full house in Santa Fe this year from May 15 - 18. Register at www.ttcfevents.com.

Please note that this site belongs to our event orgnizer which means you cannot use your TTCF username and password. You must create a new user profile for your first convention signup. If you have any issues with the site, contact me at [email protected] and I’ll help you with the process.

SEMINAR UPDATE

We’ll have at least two more seminars this year, both in the fall. If we fill up the Ft. Myers seminar in late February, we may schedule another spring seminar. Check the website for the latest news on this. I’ll also send out an all-member email if we decide to move forward.

The exact dates for the fall seminars have not been set yet but they will be held in September and October. One

will be at TAS Aviation in Defiance, OH, and the other will likely be held in Las Vegas, NV, at KHND. We’ll also post details on the website as soon as these are scheduled.

IN MEMORIUM: BRIAN STOLTZFUS

Preferred Airparts has been a strong supporter of The Twin Cessna Flyer since our founding in 1988. It has been one of our major sources for Cessna parts, both new and used. Preferred currently carries over 100,000

part numbers of new Cessna parts and they have a large supply of used parts from aircraft parted out over the years.

The company was founded in 1982 by Ken Stoltzfus Sr. and his sons Ken Jr. and Brian Stoltzfus. Ken Jr. passed away from an illness in 2011. Sadly, Brian perished in an aircraft accident on January 21 of this year, when the DC-3 he was piloting crashed at his home field in Kidron, OH.

Brian had 10,000 flight hours and 5,000 of those were in DC-3s. For the past 20 years he and his wife have been flying mission flights in East Africa for Samaritan’s Purse. We mourn Brian’s loss not only because of what his company has done for our fleet but also because of what he did for humanity. Our thoughts and prayers are with the Preferred Airparts family.

AURACLE SUPPORT DISCONTINUED

When I updated my T303 Crusader in 2011, I wanted a state-of-the art engine monitor. I chose the AuRacle 2120. It suffered some early probe failures but once we got those fixed it was reliable. I came to love that instrument. I thought it was the most beautiful engine monitor on the market. When I sold that airplane

last year, it was the thing I missed most.

A few years back, AuRacle stopped manufacturing the units for piston aircraft. In December of last year, they announced they were ending repair and parts support as well. That is unfortunate news for anyone who owns these units.

When I bought the unit, I took comfort in the fact that AuRacle was owned by a huge defense/aerospace firm, Ultra Electronics. Financial stability would not be an issue going forward, as it might be with a smaller company. What I neglected to consider was their commitment to the General Aviation market. Without that commitment, I’m sure it was easy to pull the plug on a product that wasn’t producing defense industry profit margins.

Hopefully, our members who own AuRacles will have good luck and they’ll keep working. If not, many options are available from companies that are dedicated to the GA market.

AVOIDING ILLEGAL CHARTER FLIGHTS

The National Air Transportation Association (NATA) is on the offensive regarding illegal charter flights that impinge on their members’ legitimate charter businesses and potentially endanger the public. A couple of high profile cases have elevated concern among operators and the FAA, including a business jet operator that conducted hundreds of illegal flights and was hit with a $3.3 million fine last year.

“The speakers were great but it’s the friendships that make it. I seriously can’t believe there were not 500 people there.

Why would you not go?”

Andrew, Convention Attendee

Brian Stoltzfus1963 - 2019

Support has been discontinued for the AuRacle 2120, one of the most beautiful engine instrument ever made.


What does this have to do with Twin Cessnas? One way the FAA fights these “Part 134 ½” or “gray charters” is with ramp checks. I was caught up in one once. Back when I had a legitimate charter business and was flying my 421, a team of FAA inspectors walked out of the FBO onto the ramp at 8 AM just as I was loading my passengers.

At this very predictable, busy time for GA arrivals and departures there were probably 8 or 10 airplanes on the ramp, either loading or unloading passengers. At each of the airplanes, the inspectors asked the passengers questions including, “Where are you headed today? Who owns the airplane? How do you know your pilot?” I just showed them my charter certificate and they left, but they worked the other airplanes hard. I don’t know if they found any illegal charters that day, but if there was one - they would have found it.

There are other ways illegal operators get caught. NATA has a charter customer education program and encourages passengers to call a hotline if they suspect their provider may not be in compliance. Also, an illegal charter is taking business from a legitimate operator so they are highly motivated to report suspicious activity.

The legalities of this issue are complex. We may do a future article for a deeper dive. But, if your passengers are paying you for any of your flight costs or giving you anything else of value (the FAA is brutal about this - it doesn’t have to be money) you need to make sure you are legal. Additionally, court cases have held that if you, as the pilot, do not have a reason for flying to the destination other than just delivering the passengers, your flight could be an illegal charter.

A good starting place to get educated is FAR 61.113. Further, there are special regulations for charity flying, leasing, and flying political candidates. AOPA, NATA, and NBAA are good sources for detailed information. And if your neighbors says, “Hey, how about flying me to see my grandson’s basketball

game. I’ll pay you!” Politely decline or, get your charter certificate like I did.

SPATIAL DISORIENTATION AND IFR PILOTS

Another great aviation publication is Business and Commercial Aviation, edited by longtime aviator and journalist William Garvey. What I like best about BCA are its safety articles. Those alone make it worth a subscription. I find their accident analyses to be a little deeper and insightful than those in other publications.

The January issue had an article on risk reduction for single-pilot operations. It was a summary of some of the material that was covered

in the Single Pilot Safety Standdown at last year’s NBAA Convention. Several accidents were profiled which emphasize the risks of task over-saturation, incomplete understanding of cockpit automation, and spatial disorientation. It was the latter that caught my attention.

We usually think it’s VFR pilots who succumb to spatial disorientation, most often via the VMC-into-IMC scenario. As it turns out, quite a few fatal spatial disorientation accidents involve instrument rated pilots. How is this possible?

One scenario is the black hole event. This is where a large body of water or sparsely populated area makes the lights on the ground disappear at night. The classic case is a night takeoff over a lake. The pilot takes off visually and becomes disoriented before transitioning to instruments.

Another scenario is the failure of an attitude indicator or primary flight display. The BCA article profiled an

accident involving a CE525 CitationJet that lost its pilot-side PFD while flying from Salt Lake City to Tucson. The pilot struggled to control the airplane while trying to get to VMC conditions. He lost control and crashed.

According to the BCA article, studies show it takes 35 seconds to get complete control of an airplane using instruments when flying from VMC into IMC. While it should take less when transition from primary to backup flight instruments, it would not happen instantaneously. If nothing else, there is the startle effect: “What? This can’t be happening.”

The lesson, of course, is to be proficient on our backup instruments. When was the last time you practiced an approach to minimums using your backup instruments only?

FLYING MAGAZINE KUDOS

When I was a kid, my dad used to drag my brother and me around while he ran his errands. One night we were

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 414 FAA STC SA01294WI

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]

- MT-Propellers reduce noise and vibration- 30 certified propeller models- More than 30 years of production- 210 STCs worldwide- More than 70,000 blades in service- 150 million fleet hours - More than 20,000 MT-Propeller

systems flying - 62 service centers worldwide- Best weight to price ratio- Available for aircraft, airships, wind-

tunnels and hovercraft

FLY GREEN - FLY MT

The FAA is ramp checking for illegal charters. Check the regs and make sure your flights are in compliance.

Are you ready for “the big red X”? Keep those partial panel flying skills sharp!

(continued on next page)

6 | TWINCESSNA.ORG6 | TWINCESSNA.ORG

FROM THE EDITOR (continued from previous page)

at the local drug store, which had a magazine rack. I was 11 years old and a cool looking magazine cover caught my attention. It was called FLYING. That was November of 1964. My dad bought the magazine for me and I have read every single issue since. I still have that old, beat up Nov. ’64 issue. I probably read it a hundred times as I became immersed in the world of General Aviation.

FLYING has had its ups and downs over the years, but its come-and-go hallmark has been great writing. I think of people like Richard Bach, Peter Garrison, Gordon Baxter, Richard Collins, Len Morgan, and Lane Wallace. The current Editor, Stephen Pope, is returning the magazine to its good-writing roots. It is a smart move. (As we say in the South, “Dance with the one that brung you.”) He’s introduced several talented, new writers in recent months, including Sam Weigel, Ben Younger, and David Mamet.

If you’ve let your subscription lapse because you just couldn’t stand one more boring report on a business jet, pick up a copy and see what you think. Kudos to FLYING.

HAND FLYING THOUGHTS

My airplane went into the avionics shop in August of last year and hasn’t had an autopilot since. I had a new Garmin panel installed and removed the old 400B. My airplane is now at Genesys in Mineral Wells, TX, having the S-TEC 3100 installed.

While my airplane has been down most

of this time for the avionics work, an Annual, and the autopilot installation, I did get it back for brief stints and flew it as much as I could. That meant hand flying. I made several trips with two- to three-hour legs and one four-hour trip. At the end of the longest trip, I had to shoot an approach to near minimums. Whew! That was a workout.

After relying heavily on an autopilot for about 20 years, I was pleased those old hand-flying skills came back so quickly. What did catch my attention however was how little time there was to do anything else. I could not divert my attention long enough to really do a deep dive into studying charts, analyzing the onboard weather, or fiddling with my fancy new panel.

I’m also accustomed to spending time reviewing my emergency checklists on long flights, but there was no quality time for that either. It became obvious to me that that is the big advantage of an autopilot. It’s not for helping the pilot fly the airplane; it’s for freeing him up to accomplish other tasks. Can’t wait for my 3100!

IN THIS ISSUE

Hammer 414A: Sandy Hammer lives in a little town in Southern Alabama called Samson. Samson has two stoplights. It also has a really nice little airport adjacent to Sandy’s home and ranch, where he keeps his 182, 310R and 414A. The 414 is the newest addition to his fleet. It’s primarily a business airplane which is replacing a King Air that Sandy and his team have used to build their very successful construction company.

Sandy has a secret weapon when it comes to buying airplanes: his friend and business partner Oscar Barber. Oscar is a lifelong pilot and aircraft

owner, and he owns a beautiful 421C. He set out to find a low-time 414 for Sandy, and shepherd it through an extensive upgrade process that included new engines, airframe mods, as well as new paint and interior. The result is one of the finest 414s in the fleet.

I’m so glad I chose to visit Sandy to see his airplane rather than just interviewing him on the phone. I got to meet his business team which included his pilot, his COO, and some of his family members including his wife, Linda, and their daughter. I learned about their business, which specializes in renovating courthouses and other old government buildings.

His last-minute suggestion to see his gun collection turned out to be a highlight of my visit. As it turns out, Sandy is quite the collector. He has car, tractor, and motorcycle collections as well. Since I didn’t have time to see those, I’m plotting a return trip to Samson!

Circuit Breakers and In-Flight Fires: In-flight fires are rare but the consequences are often tragic. All fires need fuel and an ignition source. Often, the source is electricity resulting from a short circuit. The purpose of a circuit breaker is to shut off the electricity in a circuit in the event of a short somewhere in the system. When the circuit breaker pops, the electricity is shut off.

Often the short is temporary, due to some transitory event. The circuit breaker can then be reset and everything’s back to normal. But if there is a permanent short in the system, the breaker will pop again - if it is functioning correctly. If it’s not functioning correctly, there is a serious risk of a fire.

The AFM for the Cessna 421C says a popped circuit breaker should be allowed to cool for three minutes and then it can be reset one time. If it pops again, it should not be reset. But if you’ve got a severe short in a very high voltage circuit, like an electric air conditioner, reseting the breaker even once might be dangerous.

This article discusses circuit breaker risks and best practices for preventing problems.

FLYING magazine has some great new writers. Check it out.

Handflying without an autopilot means less time for other cockpit chores like studying charts and weather.


310Q Landing Gear Mishap: I know I sound like a broken record about Twin Cessna landing gear but there is a reason. We continue to see landing gear mishaps due to improper gear rigging. The electo-mechanical gear on a Twin Cessna is an engineering marvel. It does its job reliably but only if it is maintained exactly according to “the book” - meaning the official model-specific Cessna Maintenance Manual.

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

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

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

Jerry contacted me recently with this story idea. It was prompted by a column in another magazine by well-known aviation author Barry Schiff. It seems Barry made a small mistake in his reporting and Jerry wanted to correct it. You might say this was a “Mickey Mouse” thing to do, and you would be

right! Read this and enjoy.

Until next month, fly safely!

8 | TWINCESSNA.ORG

Registration is now open for our 2019 Fly-In Convention! You can register now at www.ttcfevents.com. The following are key convention highlights.

Doreen Welsh is one of the most popular speakers on the aviation circuit. She was a flight attendant on US Airways flight 1549, which ditched in the Hudson River in 2009. In her talk, “90 Seconds to Impact,” Doreen will recall that fateful day and how she helped passengers evacuate to safety

amidst all the confusion and chaos. As pilots, we’ll walk away better knowing what we can do to help our passengers in an emergency.

Dr. David Strahle was one of our most popular speakers at both our 2014 and 2016 conventions. David is known as the “father of datalink.” Almost 40 years ago, he envisioned the weather-in-the-cockpit system we now enjoy. He’s coming back this year to talk about

Nexrad updates and best practices. You don’t want to miss his talk!

Adrian Eichhorn, a JetBlue Airways pilot, spoke to our convention in 2017 about flying his Beechcraft Bonanza around the world in 2016. He is also an

A&P/IA who has worked extensively on Beechcraft Bonanza and Baron aircraft for the past 20 years. This year he’s going to talk to us about how to ensure our engines are healthy - even if we don’t plan to circle the globe.

Tom Turner is one of the best aviation safety writers in the business. A U.S. Air Force veteran, he now directs the education and safety arm of the 9600-member American Bonanza Society. As an active CFII, Tom is renowned for his ability to teach pilots how to handle engine-out situations in twin-engine aircraft

(admittedly mostly Barons, but we’ll forgive him.)

ForeFlight: ForeFlight has been busy lately updating general aviation’s premier flight planning app. They will give us an extensive update.

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

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

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

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

Doreen Welsh, Miracle on the Hudson Flight Attendant.

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

Tom Turner, ABS Safety Director.

Tony Saxton, TTCF Director of Tech Support.

Dr. David Stahle, Nexrad expert.

Adrian Eichhorn.


Following that we’ll hold our model-specific breakout sessions, which will allow owners to discuss issues specific to their particular airplanes (303, 310, 340, 414, and 421). Each breakout will be facilitated by a TTCF member.

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

Saturday evening will be set aside for individual dinners in the scenic Sante Fe area. Throughout the convention, we’ll have time built in to visit vendor booths for one-on-one product updates.

Companion Activities

Bring your spouse or companion! There is so much to do in Santa Fe. Plus, we’ll have a couple of tours of area attractions. We are currently planning an offsite dinner on Thursday evening at a location to be announced. Finally, your partner will want to attend the Pinch Hitter Ground School offered by SIMCOM. More activities are being added, so check the website for the latest details.

Arrival and Other Notes

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

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

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

Vendors & Supporters

Convention Sponsors

Below is a list of Vendors from prior year Conventions who will likely come to Santa Fe. Convention attendees will get to meet company

representatives and get answers to all their product and service questions.

Platinum SilverGold Bronze

10 | TWINCESSNA.ORG

HAMMER 414Aby Bob Thomason, TTCF Editor

Sandy Hammer and Oscar Barber are business partners, but they met years ago through airplanes. Oscar, who lives in the Tidewater area of Virginia, had a 182 for sale. He had a good friend from a little town of 1,800 people in Southern Alabama called Samson, which is where Sandy lives. It so happened that Sandy was in the market for an airplane so Oscar’s friend introduced them. In the course of their first conversation they learned they were both in the construction business. Moreover Sandy had some projects underway in Virginia Beach, Oscar’s backyard. One of them wasn’t going well and Oscar offered to finish it for Sandy and do it without even having a contract. It was a success and the two companies have partnered on over 150 construction projects since then.

They’ve also got a strong connection through airplanes. Both have had cover stories in past issues of this magazine. Sandy has a pristine 310R which was featured on the cover of the February 2015 issue. Oscar has had two cover stories: his 340 was in the December 2015 issue. He traded up to a 421 which he upgraded extensively and it was on the February 2018 cover. Recently, when Sandy decided his company needed to downsize the corporate King Air to something he could fly himself, he called on his friend and business partner Oscar to help. Once again, Oscar completed a business project for Sandy successfully. “How good could it get?” Oscar chuckled. “I got to buy a great, low time 414 and upgrade it extensively using somebody else’s money!”

I recently visited Sandy at his Samson, AL, airport home and ranch to see and talk about his 414. I also talked to Oscar by phone to hear his part of the story. It was not a simple transaction as the

airplane Oscar located for Sandy was in Canada and had to be imported. Then, it needed extensive upgrades including new engines and multiple airframe mods.

Oscar flies a 421 so I asked him why he chose a 414 for Sandy. “The 414 is just easier to fly and that is important given Sandy’s experience level. That big wing makes it more forgiving, particularly when you are flying at maximum gross weight. If you pull the power on a heavy 421 at a slow airspeed, it’s going to fall out from under you. The 414 will settle more gently. Plus, Sandy would be taking flight instruction in this airplane and I felt like an instructor would be more comfortable teaching in a 414.” So, a 414 it would be.

Next, Oscar steered Sandy towards a

low-time airplane. “Everything else on an airplane can be made new, but you can never remove airframe flight hours,” Oscar said. A final requirement was a Roberson STOL kit. Oscar has one on his

421 and he likes the flexibility it adds in allowing access to shorter airstrips. Low airframe time plus a STOL kit narrowed the market considerably, but Oscar found a 414A in Red Deer Canada, about 90 miles north of Calgary, that fit the bill. It only had 2,600 hours on it and had just had a brand new G600 and GTN 750 installed. Oscar, utilizing his five decades of experience buying and selling airplanes, proceeded to deal.

The owner was asking $350,000. Oscar and Sandy offered $300,000 contingent upon inspection. After visiting the airplane and learning it had not flown much in the past ten years and would need extensive catch up maintenance, the offer was lowered to $250,000 and that was contingent on a prebuy acceptance inspection at TAS Aviation in Defiance, OH, to ensure there were no airworthy maintenance issues. Due to a downturn in his business, the seller was motivated and Sandy bought the airplane for $250,000.

Then the fun began. The aircraft had to be deregistered in Canada and registered

in the U.S. Then there was customs paperwork just to get it into the U.S. “I knew how challenging all this would be so part of the deal was that while we would buy the airplane as is, the seller would have to deliver it to TAS,” Oscar explained. Once in OH, TAS did the final acceptance inspection and the sale was complete. After that, an Annual was conducted along with extensive modification work which included two new RAM VII engines. One of the original engines was high-time and one was mid-time but Sandy wanted to start with fresh powerplants.

Sandy’s 414A was a project airplane that had been sitting in Canada, lightly used, for the past decade. Now, it’s better than new.

(continued on page 12)

12 | TWINCESSNA.ORG

But before the mods started, TAS uncovered a problem that was almost a show-stopper: there was an unapproved, and dangerous, cable repair to the Robertson STOL system that had to be fixed. Lancair International now holds this STC and while they can supply some parts, support for this particular problem was minimal. From rudimentary drawings, TAS had to build a jig and rebuild the system. This ran up the cost of the Annual and acceptance inspection alone up to $70,000.

Once that hurdle was overcome, the engines were installed along with APM strakes. A RAM VII installation on a 414A is not a simple affair. The rivets in the engine beams are stainless steel and each rivet has to be drilled out by hand one at a time in order to accommodate the installation of the double intercooler scoop. All this took about seven months. “Tony built a new airplane,” Oscar explained. “The airplane had been sitting for several years and had a long list of squawks to fix.”

After the Annual and upgrade, the airplane was flown to Cimarron Aircraft in El Reno, OK, for a new paint job and interior. Sandy’s wife, Linda, made the decision about the new paint scheme - it would be a carbon copy of the one on Oscar’s 421! The interior was refurbished by Rick Harris of Interiors Unlimited, also in El Reno, and included new leather seats, carpet, and cabinetry refinishing. The results, particularly the cabinets, are beautiful. The restoration

HAMMER 414A (continued from page 10)

was now complete. Oscar summarized it this way: “It was a lot of work, but for a total investment of $575,000, Sandy has a brand new 414 that’s better than the day it left the factory.”

Sandy and his team put the airplane to work right away. It’s primarily a business airplane. Trips have been made to construction sites as far away as New Mexico. More common trips are to locations in the Southeast and Mid-Atlantic.

While Sandy has his pilot’s license, he’s still working on his multi ticket. His full time pilot, Casey, does the PIC flying with Sandy in the right seat. “At my age, I don’t think the insurance company will ever let me fly this airplane without a safety pilot,” Sandy said. For this reason, Sandy is keeping his 310 which he’ll be able to fly solo once he gets his multi.

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

Above: A Robertson STOL kit requied some extensive repair work. New APM strakes will improve handling.Below: After much deliberation, Sandy’s wife, Linda, decided the new 414 would be painted just like Oscar Barber’s 421 (shown at right).

While at Cimarron Aircraft for painting, Rick Harris of Interiors Unlimited renovated the interior, including the cabinetry.


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

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

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

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

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

14 | TWINCESSNA.ORG

twincessna.org.

What Every Twin Cessna Owner Should Do

In addition to reading the SAIB, we recommend every Twin Cessna owner do three things:

1. Know the state of your wiring. Go through you logbooks. Has there been any “suspect” electrical work on your airplane? Can you find the proper entries for each piece of electrical equipment you currently have in your airplane? If not, an inspection is in order.

2. Ask your shop to pay special attention to your wiring during your next Annual Inspection. Make sure your pullable circuit breakers are pulled and reset at least once a year. (Early Twin Cessnas have breakers that cannot be pulled by hand.)

3. Review In-Flight Smoke/Fire Procedures.

Smoke In the Cockpit

Review your POH/AFM and study the memory items so you can react instantly to a smoke in the cockpit situation. In most Twin Cessnas this means immediately reducing the electrical load and looking for a place to land.If you find a popped circuit breaker, follow the instructions in SAIB CE-10-11 which include:

• Mark those circuit breakers essential for safety in flight. If you are flying

CIRCUIT BREAKERS & INFLIGHT FIRESby TTCF Staff


Imagine yourself in flight, all set up in a comfortable cruise configuration and, all of a sudden, you smell something burning. What do you do? If you have to think about this for more than a few seconds, you should set aside some time to spend studying the emergency section of your POH/AFM. It could save your life.

The youngest of our airplanes has 35-year-old wiring. The oldest - 65 years old! Over time insulation becomes brittle and wires chafe due to age, contact and vibration. Add to this the fact that most of our aircraft have had numerous avionics upgrades which involve wire addition and relocation, and you have a situation that calls for close inspection.

2004 310R Crash

The 2004 crash of a NASCAR Cessna 310R put a spotlight on the danger of in-flight electrical fires. Specifically, this fatal accident resulted from the resetting of a circuit breaker on a weather radar circuit that produced smoke in the cockpit during the previous flight. On the next flight, with the circuit breaker reset, the aircraft caught fire resulting in a fatal crash just 12 minutes into the flight.

On December 23, 2009, the FAA released a Special Airworthiness Information Bulletin (SAIB CE-10-11) that details best practices for dealing with popped circuit breakers in our Twin Cessnas. We consider it mandatory reading for all Twin Cessna owners. The full SAIB is on our website at www.

in daytime VMC, no CBs would be essential. The safest course of action, assuming you can’t identify the precise source of the smoke, would be to shut off all electrical power (except the mags, of course), and land ASAP. In IMC, an essential CB might be to a single navcom or even pitot tube heat if you happened to be in icing conditions. A more thorough discussion of this topic is included the SAIB. (A complete assortment of CB markers and caps can be found at Sporty’s and other pilot supply sites.)

• Essential CBs should be reset in flight only once:

- after at least one minute;- if there is no remaining smoke or “burning smell”;- and if the affected system and equipment is needed for the operational environment.

Important Note: The above advice would not apply to early Twin Cessnas which have circuit breakers that cannot be pulled manually. Resetting a tripped circuit breaker that could not be pulled manually would not be advisable.

• Do not reset any non-essential CBs in flight.

• Revise the preflight checklist to delete “Circuit breakers-In” if applicable and insert: “Check circuit breakers and if a circuit breaker is not set, do not reset the circuit breaker if there is a related maintenance malfunction.”

Review these procedures and be prepared to ACT FAST if you smell smoke in the cockpit or experience other evidence of fire. Airline studies have shown that a cabin fire can become uncontrollable in as little as 15 to 20 minutes. We can assume that in the confined area of a Twin Cessna, the time available to act would be considerably less. Consequently, as with in-flight icing, you must act immediately!

“If you have to think about (how you would respond to smoke in the cockpit)

for more than a few seconds, you should set

aside some time to spend studying the emergency

section of your POH/AFM.”

Do not automatically reset a popped circuit breaker in flight. It could be a fire hazard.

16 | TWINCESSNA.ORG

Thankfully, in-flight fires are rare, but the consequences can be tragic. Let’s all be prepared.

Follow-up from the Forum

As I was preparing to publish this article I came across this post on our online member Forum. The author is Steve Thibault.

Steve began flying 32 years ago, and he has been a flight instructor for 27 of those years. He now has over 16,000 hours of flight time, and has given more than 14,000 hours of dual instruction, much of it in Twin Cessnas. He is currently with Sim Flite Minnesota. Steve said:

I personally will not reset a circuit breaker in-flight unless I absolutely need the equipment that is connected to the circuit breaker.

CIRCUIT BREAKERS (continued from page 14)

This has not always been my philosophy with regards to a tripped breaker. For many years I have reset circuit breakers without ever having a problem. Probably could reset many more without a problem.

But it just takes one time for something to go wrong which can lead to an inflight fire. NO - THANK - YOU! Especially after following the recovery of a friend these past three months who had an onboard fire. Hopefully he will be released soon from the hospital burn unit and will then continue the next phase at home - years of recovery ahead of him.

Sometimes you do things the way everyone has done them in years past and sometimes you see things in a different light and realize that just maybe there is a better way (safer way) of doing things.

Resetting CBs and not waiting for the ice to build up on the boots before activating them are a couple of examples that come to mind.

Wise words from Mr. Thibault.

It’s good practice to excercise your circuit breakers by pulling and reseting them all at least once a year.

18 | TWINCESSNA.ORG


DFW Aero Mechanix Also Offers:

• Pressurization• Inspections• Pre-Purchase Evaluations• Import / Export

• Structural Repairs• Modifications• De-Ice Boots / Systems• Pick-Up and Delivery Services

A SpringRefreshwith DFW Aero Mechanix

Spring is here! Make sure your airplane is ready for spring break and summer vacations.Schedule your maintenance and upgrades at DFW Aero Mechanix today!

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

16321 Addison Road · Suite 150 · Addison, TX 75001

310Q LANDING Gear Mishapby Euel W. Kinsey, TTCF Member

THE TWIN CESSNA FLYER • | 20

Editor’s Note: We orginally published this article in the December 2011 issue. Euel’s experience clearly reinforces what we continally preach here at The Twin Cessna Flyer: maintain your electro-mechanical landing gear per the frequecy and instructions in the maintenance manual. Make sure your shop understands this.

I continually get calls and reports from buyers and owners who are unaware of this. That’s why we keep pounding away with this message. Our goal is to get the rate of gear incidents down to the GA fleet average. We are not there yet.

I have I have owned my 310Q for more than 13 years. I use it regularly for business travel. About a month before my gear incident, I was taking off fora $200 hamburger flight. After raising the gear, the tower pointed out that the left gear did not retract. I lowered the gear and returned to the airport for an uneventful landing.

Upon inspection of the left gear mechanism at my hangar, the torque tube had a spiral fracture which seemed to begin at a weld and extended almost halfway down the tube. I consulted with my mechanic of more than 20 years,and we decided that since the floor was going to have to come up to access the gearbox, we should just take the plane down for annual inspection a month early. I ordered the torque tube, and the mechanic replaced it and spent quite a bit of time readjusting the gear using the “Rig It Right” video and the service manual as references.

On June 26, 2011, I had a very close call on my check out flight after the annual inspection. Usually, I drag my mechanic along, but it was a beautiful Sunday morning and I wanted to get in the air. So, I didn’t wake him up.

After the usual careful preflight inspection (making sure all the inspection panels are on, etc.), I took to the air. After lingering for a few minutes over the airport, I flew out to the north for a complete systems check. Upon returning to the airport I entered the

pattern and dropped the gear. The right main gear light did not illuminate.

I cycled the gear once and had the same indication. I let the tower know about the problem and asked for a flyby so that he could confirm the right gear was down. Tower confirmed that it looked down. Since my mechanic had just replaced the left torque tube and a complete re-rigging (or so I thought), I was fairly confident that it was a microswitch adjustment on the right side, and was not that concerned. But, just in case, I decided to touch down on the left gear first.

It was a calm day, and I floated down the runway a little before setting it down gently. When I touched down on the left gear, the plane started to veer to the left off the runway and I seemed to be leaning left. After processing things for a second, I realized that the left gear was collapsing. I leveled the plane, pulled up and then leveled it out. With the stall horn protesting, I applied full power and escaped the clutches of gravity.

I pulled up the gear, notified tower of the problem, and headed out to the north to sort things out. I grabbed the checklist and followed the manual gear procedure. Once I felt that the gear was completely down, I noticed that there was now no safe gear indication on either main!

I flew out to the

My gear incident occurred after we replaced this MLG torque tube and completely re-rigged the landing gear.

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

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

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

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

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


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



(continued from previous page)

THE TWIN CESSNA FLYER • | 22

310Q MISHAP

On final, I opened the door (wow, does that make a difference in how it flies) full flaps, and prepared to shut off the fuel on short final. I prepared to shut down electrical as soon as I touched down. I landed firmly on both mains with the stall horn blaring at the threshold of the runway. To my surprise, the gear held! I exclaimed into the radio, “Holy *&%$ Batman” and rolled out a short distance.

The right engine died before I could restore fuel to it and I taxied on the left engine to where the fire trucks and EMS crew and my mechanic were waiting.I exited the plane and got a bear hug

from my mechanic who was obviously relieved that this ended so well. A television news camera was in my face almost immediately. My mechanic then pointed out that the overcenter pieces on the left landing gear were missing! The attachment tab had broken off of the upper main gear trunion. The parts were gone and the microswitch was hanging by the wires.

More startling, the left propeller had touched the runway during my first landing! It appears that all three blades touched only once because the degree of damage was so different in severity. The blades were all saved by the propeller shop.

The only other evidence of the close call came on the tail. It appears that the tie down hook may have touched (without damage to the associated bulkheads) and there is a one 18” long x 8” wide area of paint rubbed off the bottom of the left outer plastic piece on the elevator. This plastic is not heavily gouged nor is it broken. I suspect this piece may have rubbed in the grass when I pulled up the plane abruptly.

I can only speculate that the prolonged time in the air after the emergency manual extension locked

the gear into place sufficiently that it held on landing. Needless to say, a lot of parts needed to be replaced, the most expensive being the upper main gear trunion. Removing this part proved to be a real chore for the mechanic. The forward main gear pivot pin was extremely difficult (almostimpossible) to remove. He required a special tool (which was made for him) to get it out.

After pondering this problem with my mechanic and Tony Saxton, I believe there are two

possible modes of failure for the parts:

1. The torque tube may have failed because of a binding (partially frozen) main gear pivot pin. Once a new torque tube was installed, then the weaker links in the gear system failed.

2. The mechanic may have improperly adjusted the gear and caused excessive stress on the parts which failed.

Now that it has been reassembled and the process of rigging the gear has begun, I think my mechanic believes this may have been a problem of his creation. The clue was on the right landing gear indicator light. Recall that the right landing gear light was not lit when I dropped the gear for the firsttime. It seems that the left side had stopped it just short of completing its full travel. Although locked, it was not making contact with the switch on the gear.

The pictures above show the broken ear on the main landing gear upper trunnion at the lock link pivot bolt point.

(continued from previous page)


24 | TWINCESSNA.ORG

310Q MISHAP (continued from page 22)

Thus, it would seem to me that the left gear actuator was stressed and adjusted too far, which wouldn’t allow the right gear to completely extend. Thus, the connection on the upper main gear trunion failed. Perhaps the binding main gear pivot bolts contributed to this.

Tony’s Comment: Having not been directly involved in the process, I can’t say for sure what happened, but it’s quite possible that though the gear was rigged properly, the components were not disassembled, cleaned and lubed adequately. I’ve seen instances before where a correctly rigged gear system has problems because a lack of lubrication.

Even if rigged properly, things need to be able to move. Proper lubrication is critical. Frozen pivot bolts, which can be seen in one of the pictures, might have been the problem.This situation is much more of a concern as aircraft continue to be used less due to curtailed flying.

Editor’s Note: Euel doesn’t mention if he had his engines inspected after his prop strikes, but Continental Motors in SB96-

11B recommends a tear-down inspection after any prop strike that requires more than minor blade dressing. From the bulletin:

A propeller strike is: (1) any incident, whether or not the engine is operating, that requires repair to the propeller other than minor dressing of the blades as set forth in Part I, B of this Service Bulletin or (2) any incident while the engine is operating in which the propeller makes

contact with any object that results in a loss of engine RPM. Propeller strikes against the ground or any object, can cause engine and component damage even though the propeller may continue to rotate. This damage can result in catastrophic engine failure.

We need to take this seriously. There have been several engine failures that I know of attributed to prop strikes. Service Bulletins are not mandatory in the U.S. but why risk an engine failure? These documents exist for our benefit!

Aircraft Simulator Training

WE ARE NOW BOOKING FOR OUR NEW

FACILITY IN THE AUSTIN, TEXAS AREA.

WE WILL START ACCEPTING TRAINING FOR TWIN CESSNA PILOTS IN JUNE OF 2019

707-528-IFLY (4359)

[email protected]

FOR DETAILS PLEASE VISIT

“Even if rigged properly,

things need to be able to move. Proper lubrication is critical.”

26 | TWINCESSNA.ORG

Magic kingdom pilotby Jerry Temple, JTA Twins

In the summer of 1971 I was in Fort Lauderdale converting my military Pilot Credentials into FAA Certificates and Ratings when I read an article about an airport being built at the massive Walt Disney World (WDW) project.

After a few calls and letters, I made contact with Bob Hicks in Pasadena, CA. Bob had been a pilot on Pan Am’s Clippers flying throughout the Pacific. He was a successful businessman and was good friends with the Chairman and President of Walt Disney Productions. From Bob, I learned that Shawnee Airlines had proposed to establish service directly into WDW from the nearby Orlando Airport/McCoy Air Force Base - MCO, today’s Orlando International Airport.

A few weeks later he invited me to meet him in Orlando. He explained that Shawnee had proposed that Disney build a 3,000 ft STOL runway and terminal. Why, you ask, would WDW consider an Airport project? If you are in the theme park business, or stadium or mall business, available parking is often

a constraining factor.

A critical guest at WDW was the “Day Tripper” - a local, central Florida resident bringing visiting family to WDW. They arrive in the morning, park their car and spend lots of money and go home the same day. Management felt the $400 million investment was justified and I was hired as the STOLport Manager. My STOLport staff would be WDW Cast Members, not airline employees. We set up a doublewide as the Office and Passenger Terminal. We had port- a-johns. The Bulldozers arrived, trees were cut and a runway was built.

WDW opened in Oct. 1971 and I was WDW’s aviation man. I interacted with FAA, airlines, contractors, a Goodyear Blimp visit, etc.

I was 25 and this was my first job. Who do I go to with wants/needs/problems? Shortly after the opening, I was visited by Kelvin Bailey, Disney’s chief pilot and co-captain, Chuck Malone. They wanted to keep an eye on the aviation

activities at WDW. Perhaps this was a request from top management.

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

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

decided to call then and offer me a job on the GI. I passed to pursue my career with Cessna. It was a smart move. I spent three years in the Piston Division and was then promoted to manage Citation Jet Marketing. A year later, I was in Southern California working for Cessna’s West Coast distributer, flying and selling Twin Cessnas.

I’m now Jerry Temple Aviation (JTA), and still fly and sell Twin Cessnas. Why this article? A few months ago, retired TWA captain and noted general aviation author and regular AOPA Pilot magazine contributor Barry Schiff answered a reader’s questions about the WDW STOLPort. He wrote that the music from the “It’s a Small World” ride would be played for arriving passengers while taxiing to the ramp.

False. A rumor. Some engineer’s idea of ...wouldn’t it be cool if we...?

As the first and only STOLport Manager, I can say this idea was never presented, discussed, or planned. Have you ridden in a Twin Otter with its screaming Turbo props?

Above: 25-year-old Jerry Temple and the Twin Otter he flew out of the WDW STOLport.

28 | TWINCESSNA.ORG

READERS WRITE

Tony Saxton - TTCF Director of Technical Support and owner of TAS Aviation (see ad page 7).

Roberstson style Fowler flaps are installed, the drain for this aft tank may have been moved anywhere. Additionally, since these tanks transfer into the tip tank, an additional drain is added in the leading edge that simply drains the feed line from the tip tank. This, however, does not drain the actual nacelle tank. Tony Saxton - Director of Tech Support, TTCF

PlanePower Alternator Installation Caution

Bob, I’d like to warn our membership about the importance of inspecting the alternator installations in our planes. On the way down to Mexico for our Wings of Witness Christmas in Mexico present delivery (that you wrote the articles on) my left alternator out light came on. This did not surprise me because the regulator had been acting up. We had a new regulator at the hangar and I asked my mechanic to be ready to install it when I got back from Mexico.

While departing Mexico, climbing into the clouds at 300 feet AGL, the oil pressure on that engine started dropping. It stabilized at the bottom of the green arc and we landed to clear customs in Brownsville. We did a full power run up to clear possible clogs and the oil pressure came back to full. We flew home to Terrell with the oil pressure and the engine working perfectly (except the alternator was still out).

Because the regulator replacement didn’t help with the alternator out problem we pulled the alternator and found the castle nut, cotter pin, and the four bolts that hold the gear to the crank

gone. We found them in the oil pan along with the lock plates and such. After pulling the engine and finding that the cost of repair and inspections surpassed half the cost of a new engine from RAM, I decided to order a new engine.

The reason for the failure was incorrect installation of the Plane Power alternators. The installing mechanic, in 2013, left in the washer between the clutch and the alternator that is installed for shipping only. The installation manual says to remove it, and a service bulletin came out in 2010 stating that they have to remove the washer but still the washer was there. The installing mechanic’s mistake eight years ago cost me $60,000 today. Plane power / Hartzell says improperly

IMPORTANT NOTE: Members may submit technical questions by emailing them to [email protected]. Because accurate answers depend on precise information about your airplane, you MUST include your aircraft model and serial number with each request in order for us to answer your question.

Nacelle Tank Drain

Tony, where is the nacelle tank fuel drain on a Twin Cessna?

Jabe, TTCF Member

Jabe, it depends on which type nacelle tank you have installed. The forward mounted factory nacelle tank has the drain line routed down into the gear well and then runs inboard along the rear of the landing gear well to the actual drain valve at the wing-to-fuselage or wing-to-stub wing junction, depending on the model Twin Cessna we’re talk about. This drain is about 2/3 of the wing width aft from the leading edge. If the nacelle tank is a forward mounted STC’d Tom’s Tank, the drain is a simply a push style draincock up in the gear well on the upper skin. If the nacelle tank is an aft nacelle mounted STC’d Tom’s Tank, the aft drain is again a push style and is in the flap well and the flaps must be lowered to drain. With this installation and


Damge resulting from incorrectly installed PlanePower altenator:Top Left: Oil pan with cotter pin, nut, and washer from the alternator, also the four bolts and lock plates from the crank gear. The alternator clutch evidently backed all four of those bolts out and dropped them in the pan as well. The donut gear is spinning loose now.Top Right: The gear with no bolts and a lot of wear on the teeth from the loose alternator clutch.Bottom Left: Inside walls of the oil pump with metal grinding away at it.Bottom Right: Alternator clutch.

30 | TWINCESSNA.ORG

Readers Write (continued from page 28)

Airborne-Parker Hannifin valves and controls, dry vacuum pumps, (STC# SA55GL, Airborne Kit #710) and Goodrich surface boots.

I have no preference to either method regarding reliability. You’d have to investigate pricing to determine which one is more cost effective. Tony Saxton – Director of Tech Support, TTCF

Source for 340 Seat Belt Part

Tony, I have to change my seat belts due to EASA regulations that they need to be replaced every 12 years. When we opened up the pilot and co-pilot sides to replace the inertial belt we discovered that the previous maintenance organization had fabricated the spacer block out of wood! I want to obviously use the correct part or this installation. See the diagram from the parts manual.

After looking via Cessna this part has been out of production for 30 years apparently. Any chance to source from somewhere else...failing this do you have dimensions and specs for us to produce here from a block of aluminum?

Spiros, TTCF Member

Spiros, I don’t have the dimensions in that this spacer block is only in a few serial number aircraft and optionally equipped blocks of 340s. I found none available during a quick search of suppliers.

Your best bet would be to contact Textron/Cessna and see if they would provide drawings with material call outs

for these since they don’t have any stock.https://txtav.com/ Good luck.

Tony Saxton - Director of Tech Support, TTCF

340A Flap Gearbox Failure

Tony, you have helped me before. I’m the happy owner where they sanded almost 2000 rivet heads off…. court meeting in about a month. In line with a permit to fly we had an ACAM inspection of the German LBA. They didn’t find a lot but they grounded the aircraft for a “level 1“ finding: they claim that the flap actuator gear box wasn’t overhauled (calling EASA they said this is not a mandatory airworthiness item… but that’s another story)

In order that I’m a step ahead:

• Do these gear boxes fail easily and often? (my Cessna 340A - serial no. 603 has 4530 hr. and 2900 landings)?

• Is the overhaul kit from Cessna still available? Price?

• If that kit is available can a good shop do it or only specialized overhaul facilities?

Kind regards and thank you very much for your help.

Curò, TTCF Member

Curò, the flap gear box has some level of failure, and while not an epidemic, it still happens with some frequency. Sorry about not having any solid numbers, but these type of non-accident failures are nearly impossible to track in noncommercial aircraft fleets. Discussions on this with Cessna seem to indicate that a gear box failure will result in a split flap type situation, which is not true at all. The typical failure is for the flaps to just stop running (mostly when in the down position) but occasionally the internal gears will fail so that both left and right flap panels will be released and airflow will retract them.

Cessna SNL05-10 defined the time limits and the availability of overhaul kits and release of new service material to aid in overhaul/repair of the flap components as well as the mechanical landing gear

installed alternators like mine usually fail 250 hours in. Mine made it 600.

Needless to say I am thankful the engine ran smoothly all the way home from Central Mexico. Even though I did not want to buy a new engine this year, I am a grateful man!

Shayne, TTCF Member

Shayne, I’m sorry for your experience but thanks so much for sharing it. You’re right, we need to inspect our alternator installations regardless of the type installed. I’m convinced this is the reason Cessna went back to belt-driven alternators in the 303 Crusader. It eliminates one potential source of engine damage and possible failure.

Bob, TTCF Editor

Retrofitting a 340 with Deice Boots

Tony, my 1973 340 does not have boots. It does have hot props, pitot/stall vane heat, an alcohol system for the windshield, and the wing illumination light. My question is can this aircraft be outfitted with boots at this point. If so what is all required?

Jeff, TTCF Member

Jeff, the first comment I need to make here is that even with the addition of the boots the aircraft can never be equipped to operate as a “Know Ice” (FIKI) aircraft due to your model/serial number. But yes boots can be added. (See the Technical and Safety page of the TTCF website for an article explaining Twin Cessna Known Ice certification requirements.) Method #1: is to add all of the equipment (valves, timers, indicators, brackets etc.) from the factory installation, most likely found on a salvaged 340, and then install new deice boots from Goodrich or Ice Shield. This system consists of wet style vacuum pumps and a number of air/oil separators, lines, and control valves. Method #2: would be to contact UTC Aerospace Systems “Goodrich Deicing” http://www.goodrichdeicing.com/ They have an older STC for the installation of surface deice equipment the utilizes

Sometimes the only replacment option for rare miscellaneous parts like this seat belt spacer block is to make them.

components.

The new manual is a #D5266-2-13 which you would need. The Flap Overhaul kit is a 5115237-201 and is in stock at Cessna.

The kit is complete with everything needed and Cessna says that the new gear sets are better than the original with special hardened surfaces for longer service life. The repair is a little tedious, but should not be beyond the scope of most technicians to complete in house, with no real special tooling beyond a small inside blind bearing puller.

A company in Wichita, B&S Aircraft, will also complete these overhauls. Following overhaul of this gear box the entire flap system will require re-rigging.


340 Gear Door Gaps

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

Many thanks once again.

Spiros, TTCF Member

Spiros, these doors don’t always fit tight along the front edge, and this position may be normal for your aircraft, however if they weren’t this way before and now they are I would investigate as to why. Tony Saxton - Director of Tech Support, TTCF


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

400 Series Nacelle Tanks

Tony, is it possible to retrofit nacelle fuel tanks to a 414A or 421C? I happen to have a 1977 414 with dual nacelle tanks and I am considering whether they could be removed and fitted to a different aircraft. I am aware of the wing locker tanks but I would hate to give up the locker space.

Michael, TTCF Member

Michael, if you are talking about the forward nacelle mounted tanks offered as an option from Cessna it may be possible to install them but these were done with something called an AK kit. The 414A and the 421C are different tanks with different fuel quantities.

These installation kits have not been available for over 30 years and most likely Cessna would not entertain restocking, even if you could afford the price. Finding a salvaged aircraft with the tank installed and fitting it to another aircraft may be a possibility but again the installation hours will be very high. I’ve never done one of these and really have no idea, but I have a copy of the installation instructions for the 421C and it consists of 41 pages of detailed instructions. The easier way is to install the STC’d Tom’s Tanks (O&N Modification) in the forward nacelle thus leaving the rear section open. This kit was designed as an aftermarket installation thus making


It’s not unusual or a big problem if gear doors don’t close perfectly flush.

32 | TWINCESSNA.ORG

it much more doable and is available for virtually all models of twin Cessna’s with nacelle lockers. O&N Modifications in Factoryville PA closed its doors in 2016 but the fuel tank STC was continued by Griggs Aircraft Refinishing in Tunkhannock PA: http://griggsaircraft.com/ Hope this helps. Tony Saxton – Director of Tech Support, TTCF

Short Engine Runs

I have an airplane for sale, a 421C

Readers Write (continued from previous page)

and I’ve been starting the engines and running them up to temp to charge the batteries etc. I’ve been told that I’m hurting them by creating moisture that doesn’t burn off in a n hour. Is that true? Bill, TTCF Member

Bill, yes, it is true. Everyone from engine over-haulers to Continental suggest that this is not a good practice. The oil never gets totally warm enough for a long enough period of time to boil off the moisture and the act of running the engine introduces even more moisture, which is corrosive. It is best to place the engines into short or long term storage as defined in the Continental M-O manual Chapter 9. Tony Saxton - Director of Tech Support, TTCF

Decal Replacement

Tony, I have a 1976 Cessna 340A RAM IV and I want to replace all the decals. Do I utilize the original Cessna decals or is

there something special for RAM. Also, where do I get them.

Bill, TTCF Member

Bill, the internal and external decals will be a combination of the ones Cessna requires, additional or changed placards

per RAM Aircraft modification STC, plus additional ones required by various other installed STC’d equipment.

Finding out what is and what isn’t required is a tedious task that is different for each aircraft depending on installed equipment. Try:

Aerographics in Loveland CO

-)#2/å6/24%8å'%.%2!4/23så)MPROVEDå3AFETYååå�å#HARACTERISTICSså)MPROVEDå#ONTROLLABILITYså%LIMINATEå6MCAså'ROSSå7EIGHTå)NCREASEså:EROå&UELå7EIGHTså,OWERå,IFTå/FFå3PEEDså,OWERå3TALLå3PEEDSså3AVESå4IRESå�å"RAKESså�å$AYå)NSTALLATIONså#ESSNAå4WINå-ICROå6'å+ITSåå��åTOå��å

#%33.!å��å3%2)%3401, A, B, 402, A, B, C,411, 411A, 414, 414A, 421, A, B, C

6ORTEXå'ENERATORå4ECHNOLOGY

��å!IRPORTå2OAD�å3UITEå$!NACORTES�å7ASHINGTONå��

��å��

��å�� åå&!8å��å�� MICRO MICROAERO�COMåååHTTP��WWW�MICROAERO�COM

#%33.!å��å3%2)%3 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A

-ICROå6'SåAREåINSTALLEDåONåTHEåLEADINGåEDGEåOFåTHEåWINGSåANDåONåTAILåSURFACESåANDåSTRAKESåAREåINSTALLEDåONåTHEåENGINEåNACELLESåTOåHELPåKEEPåAIRåATTACHEDåLONGERåATåSLOWERåSPEEDS�åå4HISåREDUCESåTHEå3TALLå3PEED�åIMPROVESåCONTROLLABILITY�åIMPROVESåCHARACTERISTICS�åCREATESåAå MOREå STABLEå INSTRUMENTå PLATFORMå ANDå GIVESå BETTERå AILERONåRESPONSEåANDåRUDDERåAUTHORITY�

Nacelle fuel tank retrofits are still available. The STCs formerly held by O&N Aircraft are now held by Griggs Aircraft.

“Everyone from engine

over-haulers to Continental suggest that (ground runs

for inactive engines) is not a good practice.”



http://www.aerographics.com/

Aero Decals in Palm Bay FL http://aerodecals.com/

Higher Graphics in Tampa https://www.highergraphics.com/

Plus a host of others.


310 Nose Trim after Autopilot Change

Tony, I just got back from getting an STEC 3100 installed. My old autopilot had equipment in the tail whereas the 3100 does not. The CG has moved enough forward such that the “normal takeoff range” by the trim wheel results in still a too nose heavy trim. Acceptable takeoff trim is back (nose up) and out of that range. Have you seen this before and is it acceptable to have takeoff trim out of this range?

Also I have never messed with the two middle seats but when they put them back in after install moving them full forward causes them to come off the rails. Is there supposed to be a stop they forgot to put back in?

David, TTCF Member

David, I can’t imagine this much weight shift with a simple autopilot change. My thoughts would be that the elevator trim system has been redone due to the old autopilot removal and when reinstalled was rigged incorrectly and/or maybe different. The indicator can also be in a different spot or out of rig. Reset the rigging.

Remember that in Twin Cessnas the trim tab travel Up (nose down) is much less travel than trim tab Down (nose up). The rig dimensions are in the maintenance manual and when they say like 10 degrees up and 26 degrees down they are talking about the tab deflection direction, and not the nose travel. Also remember the requirements of AD 2016-17-08 elevator trim hardware replacement if removed.

The middle seats have a stop that is about 1/2 way down the actual track on the inboard track which looks like a simple #9 hole. The stop consists of an AN3-12A bolt and an #0812996-1 stop (Cessna wants $247.73 each for these)

which can be emulated by a stack of about 4 or 5, AN960-10 washers. (See parts manual Figure 81 item 5 and 6. Install the seat and slide aft most of the way and reach in-between the two rollers and install the bolt into the hole and the underlying nut plate and tighten.


340 Fuel Selector Valve Servicing

Tony, the C340 service manual says to service the fuel selector valve filter annually or every 200 hours. The service procedure, as far as I can decipher, is to remove the valve from the airplane, disassemble it and clean the filter. This seems to me to generate a lot of wear on flare fittings and the valve itself. Is this really required in your experience? Is there a different way to service the filter?

Jabe, TTCF Member

Jabe, on these selectors, the bowl and the screen assembly is easily accessible and removable without removing the entire selector valve. Shut off the fuel and remove the six attach screws around the bowl and remove the screen. Blow out the wire screen type filter with compressed air. Reinstall the screen and the bowl with new O-ring

type seal. Check for leaks and use a drop or two of light oil on the upper shaft to lube the bearing.

This is a 200 hour or Annual inspection item as well as on condition if fuel contamination is encountered. Tony Saxton – Director of Tech Support, TTCF

340A Oil Leaks

Tony, I hope you guys are surviving the polar vortex! I have a couple of questions if you have time. 1) Reference the photo I have attached.

34 | TWINCESSNA.ORG

(continued from previous page)Readers WriteWhat is the drain for in the photo that is closet to the camera on the centerline of the scoop? I have referenced the parts manual and the service manual but cannot find what this drain is for. I normally have oil on the floor from this drain the size of two quarters after the airplane sits for a week. No oil comes from the drain in flight. 2) After about 30 hours I have oil coming out of the breather. When I clean the air oil separator the oil/water mixture does not appear to be draining properly. The oil return line is clogged. The can will be half full after 30 hours. I have cleaned and flushed the oil return line twice now, both times after 30 hours of flying, at which point the oil starts to spill overboard from the breather line. Any thoughts other than possibly some excessive crankcase pressure? Mark, TTCF Member

Mark, check on the inside of the cowling for tube connection but typically this outlet is the drain line for the engine driven fuel pump “dry bay” drain. It has been located in this spot from the original due to installation of RAM

modification and the incorporated fiberglass scoop. No oil or fuel should drain from this line unless the engine drive side seal is bad or the fuel pump fuel side seal is bad. This bears checking into.

I would replace the air/oil separator (again available from RAM) as we find them heavily corroded on the inside and this will block the oil outlet on the bottom (which has a small crimped outlet inside the can) or not sealing on the top cap.

As you say it can also be an issue with the engine simply having too high of crankcase pressure thus overwhelming the breather system. You can complete a crankcase pressure test per Continental Motors and RAM directions. Tony Saxton – Director of Tech Support, TTCF

Total Electrical Failure in a ’67 320

Tony, last week, I was flying my 1967 Cessna 320E to Sacramento when I had a total electrical failure! This happened within 20 minutes of the departure. First, Oakland Center notified me of not receiving my transponder and asked me to recycle. Right afterward the first com radio started acting up, blinking first then going off completely. I tried the second radio to no avail, it was getting juice but not working.

I checked the fuses and all seemed OK, and then tried checking the alternators, ammeter, then turning the alternator switch off and then on again on each alternator. I then reset both alternators, but nothing helped. I turned back and put the gear down with the remaining juice left in the batteries, contacted the ATC using my cell phone, and landed. I thought one alternator should be able to handle the load should one alternator goes off line.

One thing I did not do was switch the main Voltage Regulator to the Standby.

Please let me know what the problem could be and how to proceed regarding the diagnosis. Additionally, let me know of anything else I could have done while flying, including whether I should have also tried switching to the standby voltage regulator.

Amir, TTCF Member

Amir, as we discussed on the phone this style alternator system is not, by design, very redundant. The problem with the main/standby style system is that, while there are two alternators, they are controlled by a single voltage regulator (VR) /overvoltage control (OVC). If operating on the main system and there is a problem (short, or wire failure) that affects the the VR or the OVC, it effectively shuts down both alternators.

Yes there is the selectable standby VR/OVC and if it is a component problem only, then switching to the STBY position will correct the problem. If, however, the issue is a short or wire failure, switching to the standby components will simply fail those units as well. Thus the goal of redundancy is not very well served.

In this instance; YES you should have tried the standby position to reestablish the electrical system. Tony Saxton - Director of Tech Support, TTCF

421 Testimonial

Greetings Bob, always enjoy your articles. I can hear you talking as I read them. In the November issue of last year, you discussed the #4 question you are asked most often: are these old airplanes reliable? I wanted to share my experience.

I’ve owned and operated a 1977 421C for 20 years. Spectacular aircraft! I put on 4,000 hours, about 200 hours annually,

This drain is likely the engine driven fuel pump “dry bay” drain. It should not be leaking oil.

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


on average. About $20,000 a year was spent on maintenance.

I can’t recall having to ever cancel a trip due to mechanical reasons. I always taxi in slowly after landing (4 - 5 minutes) to let turbos spool down and do post-flight checks on the lights, mags, etc. so if there is a problem, it can be repaired before the next flight.

I usually operate off 4,000 foot plus

runways which allows for slow power advancement (easy on the engines) and less wear on brakes and tires on landing.

It might be hard to believe, but pressurization worked perfectly and matched the POH specs for all altitudes with only minor tweaking. The original factory air and 800 autopilot, also good. On trips to Las Vegas in the summer, I always put in hangar so aircraft would not get heat soaked.

I did have the opportunity to sell the Golden Eagle. At Prebuy, I offered the buyer $100 for every light and switch that didn’t work. They all did!

Look forward to your excellent magazine each month.

Dennis, TTCF Member

Feedback on Icing Flight Article

Last month I wrote a piece about a flight I made in an area of forecasted icing. WeatherSpork co-founder Scott Dennstaedt sent me a lengthy reply. He did not criticize my decision to fly but showed me how much more preflight weather information was available. It was an impressive analysis but too long to print in the magazine, so I posted it on the Technical and Safety page of our website under “TTCF Info.” Check it out for a short course in icing preflight weather briefings.

Bob Thomason, TTCF Editor

IT’S NOT A MATTER OF “IF”

IT’S A MATTER OF WHENVeteran pilots know: fly long enough and an engine loss is inevitable; and unlike your training, you won’t know it’s coming. By investing in Dual Strakes for your Twin Cessna, you’ll know that you have the optimal yaw control you want when it does happen.

Strakes- The Safe Truth for a Truer Flight

FAA & EASA APPROVED

For more information visit www.AircraftSTC.com

Now Available for Twin Piper Aircraft

Dennis Oliver’s 421C. He flew it 4,000 hours without a single trip cancellation due to a mechnical issue!

36 | TWINCESSNA.ORG

G750, G530W, GTX 330 Xpd, GDL 88 ADS-B, GDL 69 WX Data, Flightstream 210, 400 B, 183 Gal, Shadin, JPI 760, VGs, Air, K.Ice. Annual due July 2019. Useful Load 1834 LB. NDH, All Logs. Located (OK). Asking Price $447,000. Contact Jerry Temple at (972)-712-7302. www.jerrytemple.net

1971 Cessna 401B. Priced to move! $90,000. TT 7038. LE 605 SMOH - Prop 605 SOH. RE 605 SMOH - Prop 605 SOH. Spar Cap Due 500 HRS. ASPEN EFD 1000. S-TEC 55X A/P. GARMIN 530W, 430W. GTX 330 Transponder. GMA 340. EDM 760. KWX 56 Radar. (765) 585-0272, Stephen Songer, SWI Aviation. [email protected]

1979 414A RAM IV, 7426 TT, 599/67 SRAM, 499/499 SPOH, G600 W/SVT & ALT Pre-select, 530W, GTX 330ES,

GDL-88, GDL-69A, P200 WX RADAR, 400B IFCS w/YD & ALT Pre-select; WX-900, JPI-760, PMA-8000B, K-ICE, All Logs, February 2019 Annual, August 2017 IFR, Good paint, Very nice interior. $299,000. Guy Maher, Lanier Media Aviation Services, (704)-287-3475; [email protected]. [email protected].

1982 414AW RAM VII -- 5880 TT, 550/550 SRAM VII 335 HP, 495/93 SPOH, Winglets, Spoilers, VGs, Air, K.Ice, Shadin, JPI 760 Gem, Dual G 530W, Ex 500 MFD, Dual GTX 330ES - ADS-B Out, Stormscope, Radar, WX Data, 497 Skywatch Traffic, STEC 65 AP, STEC Alt Pre-Select. Excellent P&I, Quality Maintenance, All Logs, NDH, 1767 Useful, Annual Due Sept. 2019. Located (ID). Asking Price $479,000. Contact Jerry Temple at (972)-712-7302. www.jerrytemple.net

1968 421: 5589 TT, GTSIO-520-D 271 SMOH(L) and 1400 SMOH(R), new starter adapter kits on both. Sept ’18

Annual. Garmin GNS530, GNS430, GMA340 audio panel, GMX200 MFD

32 years, ADS-B Out with a Garmin GTX-335, GNS 480 Nav/Com/GPS, MX-20 MFD, KFC 200 A/P, American

Aviation Intercoolers, 300lb Gross Weight Increase, Deice Boots, Prop Deice, Alcohol Deice for Windshield. Interior and paint in good condition. TTAF 3832.0 - Priced to sell. Art Johnson (541)729-1099 or (541)484-2434 [email protected]

1978 340A RAM VII -- 3395 TT, 107/107 SMOH, 107/107 SNP, Excellent Paint & Interior, Aspen 1000, G530W, Ex 500 MFD, Radar, Garmin GTX 345 Xpd ADS-B In & Out, Traffic, WX Data, 400B AP/FLT Dir, Shadin, JPI 760 Gem, Air, K.Ice, Spoilers, VGs, Strakes, Nacelle Fire. Excellent Maintenance. Annual Due Sept 2019. Located Addison, TX (KADS). Asking Price $405,000. Contact Jerry Temple at (972)-712-7302. www.jerrytemple.net

1979 340A RAM1V- TT 3724Q-tips TSOH 1054/1054 Props TSOH 208/208.

Immaculate Interior/Exterior. 183 gal; FIKI; -Keith A/c. New Glass Panel in 2015; 2 x GTN750, Aspen EFD1000; GMA35; GWX70 Radar, Avidyne TAS615 ADS-B; Golze ADL110B Euro Wx & SMS system; WX500 Stormscope, Century A/P & digital pre-select. Based in London UK ; N registered; would ferry to US. $260,000 with new annual, [email protected]

1979 340A, RAMVII -4069 TT,L305/R1174SMOH,Props86/86SPOH,G500FLTDisplay,G530W, GDL 69A WX Data, 800B

A/P, Alt Pre-Select, 200Gal, Shadin JPI Gem, Spoilers, VGs, Keith Air, K.Ice, TANIS Heat, Excellent P&I. 1746LB Useful Load. Annual Due Dec 2019. Located (ND). Asking $277,000. Contact Jerry Temple at (972)-712-7302. www.jerrytemple.net

1981 340A RAM VI - 7074 TTAF, 30/30 SMOH, 30/30 SNew Props, G 500 w/SV,

Classified AdsAircraft for Sale/Wanted

1966 Cessna 310K N494W. 6491 TT. IO-470 260 HP LE 728SMOH RE 825 SMOH. Good

compressions. McCauley props: 432 SPOH. Dual VOR/ILS - Dual Com KR 87 Bendix/King, Digital ADFGarmin 155 GPS, STEC system 40/50,Transponder/Altitude Encoder. Cleveland Wheels and Brakes. Airwolf Filter Kit. Hangard at KLVN - Lakeville MN. Maroon Trim on White - Ex. Condition-Very Clean $69,000. Jim Gilmore 612-685-4506 or [email protected]

1977 Cessna 310R; 6832 TTAF; 474 SMOH Engines and props; Cessna 300 & 400 avionics plus GNS 430; NSD-360 HSI; Good paint & interior; Complete logs; November 2018 Annual; July 2017 IFR; $109,900; Guy Maher, Lanier Media Aviation Services: (704)-287-3475, [email protected].

Wanted - 310R Lease for 100 Hours. JTA customer needs M/E Hours. Contact Jerry Temple at (972)-712-7302. www.jerrytemple.net

Want to Buy: I am looking for a RSTOL-equipped 340. Please contact Edmund at: [email protected]

1977 340A 4497TT, 1059 since RAM VII conversion with Scimitar props, 670 STOH , Known Ice,

1995lb useful load, 183 gal, Leather, 530W, 430W, Color Radar, Sky Watch Traffic, STEC 55X with Alt capture, Known Ice, radar alt, spoilers, Factory Air. Never Damaged, well maintained, Sept annual with overhauled condenser blower, electric altimeter, and new tires. Getting Avionics upgrade this month for GTX345 ADS-B and Aspen E5. Consider trade for Lancair 4P $269,000 (303) 817-2033. [email protected]

1978 Cessna 340A S/N 340A0490. Fine condition, Annual completed July 2018, One owner, hangered for past

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

Misc. Avionics For Sale: Removed for upgrade. Cessna 400B autopilot w/yaw damper (working well when removed), Make offer. Contact [email protected]

T303 Parts Buy/Sell/Trade-Call Robert in Florida at (386)547-9880; [email protected]

Large Cessna 414A Parts Package for sale!! Contact tom for info and pictures: 503-446-0910 or [email protected] .

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

Parting Out a 1956 Cessna 310: Airframe and associated components. Many good and clean airframe structure, flight control, and systems parts available. [No engines, props, or avionics.] Guy Maher; 704-287-3475; [email protected].

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

w/Jepp Chartview data, and a Garmin GTX330S transponder w/traffic. S-Tec 60-2 with elec. trim. Aspen AT-300 displays terrain on VSI. JPI engine monitor w/fuel flow. Pressurization and deice work flawlessly. P&I are Very Good. Windows/glass in excellent shape. This corporate airplane is a great bargain at $99,500 OBO. Contact Shawn [email protected]

1980 Cessna RAM 421C Priced to Sell! LH: 764 Hrs Since RAM overhaul (1,600 Hrs TBO), RH: 94 Hrs SMOH, ADS-B

Compliant, Oilamatic Engine Pre-Oilers Installed, 230 Gal Long Range Fuel, RAM Gross Weight Increase, Known-Ice, Good Condition Inside and Out. Located in IL. Contact Courtesy Aircraft 815-229-5112 or email [email protected]. Complete specs at www.courtesyaircraft.com

1980 421C Golden Eagle -- 6300 TTAF, 602/602 SRAM, 718/718 SPOH. VGs, Spoilers, Strakes, Wheel Covers, 2013 Paint, JTA “9” Int., G600, Charts, 530W/430W, GTX 345, ADS-B In/Out, Skywatch, Radar, KFC 200, 232 Gal, Shadin, JPI 760, Air, K.Ice. 2175 LB Useful. Located (NC). Annual Due July 2019. Asking Price $525,000. Contact Jerry Temple at (972)-712-7302. www.jerrytemple.net

1981 421C - 4908 TT, 87/87 SMOH, 87/87 SPOH, 530W/430W, GTX 330, ADS-B In & Out, GDL 69 WX Data, Radar, 800B, Shadin, JPI 760, Air, K.Ice, Excellent Interior, Top Shop Maintenance. Located Conroe TX. Annual Due 12/31/2019. Asking Price $447,000. Contact Jerry Temple at (972)-712-7302. 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], 704-287-3475d, www.laniermedia.com.


Classified Ads


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].

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

Cessna 300/400 series flight training initial and recurrent in your aircraft by ATP and Master/Gold Seal CFI/DPE Southwest based. Todd Underwood at http://www.findapilot.com/Pilot-12523.html 623-202-6910 [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 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

38 | TWINCESSNA.ORG

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

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

TAS AVIATION, 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

Classifieds (continued from previous page)

E-mail or Fax you r order requ est [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 produ ct photos atwww.jtatwins.com

480-8866

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

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

NOT A TTCF MEMBER?

“I have to laugh every time renewal comes up. I wonder not how much

money the renewal costs; rather, how much money

you will save me this year, next year, and even the

year after that! If you only knew how much money I save on annuals and

maintenance because I’m a member, you’d be asking

me for a bigger slice.”

Happy 310I owner.

article in March 2012 TTCF edition about special 421 single engine training. Call TAS Aviation at 419-658-4444 And ask for Marla.


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

ENGINE & SYSTEM Seminars

When: 1) SEPTEMBER 2019 (TBD) 2) october 2019 (TBD) Where: 1) Las Vegas, NV (KHND) 2) TAS AVIATION, DEFIANCE, OH (KDFI) Twin Cessnas have complex systems and powerplants. The best owners and pilots have an intimate knowledge of how their

airplanes are constructed and how they operate. Join fellow Twin Cessna pilots, owners, and maintenance technicians at

our next set of seminars. You’ll get detailed knowledge about your airplane engines and systems. It will make you a safer

pilot as well as allow you to operate your Twin Cessna more cost-effectively. More than 1,000 owners and operators have at-

tended these seminars in the past. Details and registration info for the seminars are on our website.

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.

TWIN CESSNAThe

Flyer

SM

Systems Seminar

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.

ENGINE Seminar

Topics Covered:

1. Engine Nomenclature2. Engine Cooling3. Ignition4. Engine Oil5. Periodic Maintenance6. Fuel Injection7. Turbocharging & Exhaust6. Engine Support Structure7. Engine Overhaul & Repair8. Engine OperationsThis seminar covers TCM O-470 through IO-550 and TSIO-470 through GTSIO-520

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/Province Zip or postal code 4. (________) ________________ Email: ______________________________________ Area Code Phone (required)

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

6. Check Membership Desired:

U.S./Canada/Mexico** International** International - Digital Only ___ 1 year @ $85 ___ 1 year @ $130 ___ 1 year @ $85 ___ 2 years @ $150 ___ 2 years @ $240 ___ 2 years @ $150 ___ 3 years @ $215 ___ 3 years @ $330 ___ 3 years @ $215 **Includes both print and digital editions. 7. Credit Card ____ / ____ / _____/ _____ / _____________________________ Visa MC Amex Disc Number

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

Please fill out and fax to: 1-877-977-3246or email to [email protected]

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

membership application

MARCH 2019 TWIN CESSNA Flyer · THE TWIN CESSNA FLYER • MARCH 2019 | 3 4 The Twin Cessna Flyersm...

Documents

Transcript of MARCH 2019 TWIN CESSNA Flyer · THE TWIN CESSNA FLYER • MARCH 2019 | 3 4 The Twin Cessna Flyersm...