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FISHER 414AWNEW STEC 3100 AUTOPILOT

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THE TWIN CESSNA FLYER • NOVEMBER 2017 | 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 may include opinions or specific recommendations on aircraft maintenance or operational practices. These opinions and recommendations are solely those of the article author and not necessarily those of The Twin Cessna Flyersm. The Twin Cessna Flyersm does not endorse any practice that would be in violation of FAA regulations or the aircraft POH/AFM.

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

Cover photo provided by Eddie Liendo.

Editing assistance provided by Rose Comaduran.

Copyright 2017, The Twin Cessna Flyersm. All rights reserved.

FEATURES

12

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

Anthony R. Saxton - Defiance, OH

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24

TWIN CESSNATheFlyer

SM

36

8

FROM THE EDITORSeminar updates, landing gear rig-

ging, new Garmin products, good-

bye to Cape Air 402s, landing on the

wrong runway, In This Issue, and

more.

FISHER 414AW414As are the most sought-after

Twin Cessnas. Owners who buy

them typically make significant

upgrades, and George Fisher is no

exception. His article gives the de-

tails, and it is accompanied by some

great pictures.

NEW S-TEC 3100 AUTOPILOTThis new state-of-the-art digital

autopilot was announced at

Oshkosh, and it has since created

quite a stir. Plans are for it to be

STC’d for most Twin Cessnas next

year. I interviewed Jamie Luster,

Director of Sales and Marketing

at Genesys, to learn more about

the autopilot, its pricing and

availability.

414 PROJECT - YEAR ONE RESULTSIn a way, all Twin Cessnas are project

planes in that there is usually a lot of

catch-up maintenance after purchase.

What happens if you deliberately buy

one that you know will need a lot of

maintenance? You got a deal on the

purchase price, but is it worth it in

the long run? Ted Dupuis gives us his

answer.

PIREP: MT PROPS ON A T303More and more Twin Cessnas are

converting to composite props, including

a few T303 Crusaders. Most owners

report improved performance, but

most of the information out there is

anecdotal. Member Tom Srachta was

able to conduct an actual fly-off with

another T303. He reports his detailed

results.

READERS WRITEInflight problems, prop-cowl alignment,

Colemill engines, leaking fuel selector,

alternator circuit breakers, heater AD

questions, air conditioning, and more.

CLASSIFIEDS

UPCOMING SEMINAR INFORMATION

16

32

4 | TWINCESSNA.ORG

from the editorby Bob Thomason, Editor

SEMINAR UPDATE

We had a big crowd at our seminar in Defiance, OH, last month. Tony’s hangar was packed with owners soaking up valuable knowledge about their Twin Cessnas. If you missed it, don’t despair. Join us this month, November 2 - 5, when we’ll be in the California wine country at the Nut Tree Airport in Vacaville, KVCB. Note that the Systems Seminar will be held on the first two days and the Engine Seminar on the last two days.

It’s not too late to register. You can find complete information and registration forms on our website at www.twincessna.org. Or just call me at 1-877-977-3246. I’ll answer any questions you have and sign you up.

Don’t forget that some of us will be visiting the ICON A5 factory on the field on Wednesday afternoon, so let me know if you will be joining us. We had a great time a few years ago at this location and I am really looking forward to returning. See you in Vacaville.

Our winter seminar will be held in sunny St. Petersburg, FL, at the Albert Whited airport (KSPG). This has always been one of my all-time favorite airports. Within walking distance of downtown, it is right on the water. The runways are short enough at 3,675 and 2,865 feet to mean it is a true GA-only airport. No big jets here, although it does have a control tower.

There is a superb terminal, complete with an excellent restaurant. This is where we will hold the seminar. Only a short walk away is the Dalí museum (www.dali.org) which houses an incredible collection of Salvador Dalí’s works, including some of the surrealist paintings for which he is so famous. Downtown is alive with music festivals and other events, and the beaches are not far away. If you can’t make it out to California in November, put this one on your calendar.

GEAR RIGGING - WHO’S RESPONSIBLE?

A recent article in a major aviation publication profiled a Cessna 310J gear collapse accident. The title was: “Mechanic’s Error Bends a 310.” The story was the age-old tale of a 310 with out-of-rig landing gear which finally collapsed. An Annual had been performed on the airplane four months prior to this particular accident, and the gear system had not been rigged as specified by the Cessna factory Maintenance Manual. The manual states that the landing gear must be rigged per the specific instructions in the manual at every Annual Inspection or 200 hours, whichever comes first. This applies to all Twin Cessnas with electro-mechanical landing gear. The NTSB Probable Cause for this accident stated:

The insufficient right main landing gear (MLG) down-lock tension due to maintenance personnel’s failure to perform a rigging procedure during the airplane’s most recent

inspection, which resulted in the right MLG collapsing during landing.

Given this Probable Cause, I suppose we can’t fault the magazine too much for the article title, however it is inaccurate. FAR 43, which defines the requirements for maintenance on Part 91 operated aircraft, gives maintenance shops lots of leeway in how to conduct an Annual Inspection. There is no legal requirement that a shop follow specific inspection timelines in the Maintenance Manual unless they are contained in an official Airworthiness Section - which the 310 manual does not have. Further, FAR Part 91.403 (a) states:

The owner or operator of an aircraft is primarily responsible for maintaining that aircraft in an airworthy condition, including compliance with part 39 of this chapter.

Thus, proper inspection/maintenance is the owner’s responsibility, not necessarily the shop’s. And while there

“People ask why I keep coming back. It’s simple: these seminars are the best value I have ever

encountered in aviation.”

— Carl, 310 Owner

Upcoming Seminars 1) November 2 - 5 at Nut Tree Airport in Vacaville, CA (KVCB)

2) February 8 - 11 at Albert Whited Airport St. Petersburg, FL (KSPG)


is no legal requirement for Part 91 operators to comply with any inspection procedure in the Maintenance Manual, any good Twin Cessna shop and any reasonably-informed owner should be aware of the gear-rigging requirement. The Twin Cessna Flyer has been publicizing the need for proper gear rigging continuously since our founding in 1988. We discuss it in detail in our seminars and remind owners regularly here in the magazine. Are you positive your shop is rigging your gear per the detailed procedure outlined in the manual each year? If not, you may end up like the owner in this accident.

NEW PRODUCTS FROM GARMIN

Many of us have wondered when Garmin might update the G500/600 to touch screen. The question was answered in early October when Garmin announced its new TXi series of avionics. But they didn’t just convert the units to touch screens. They also added a ton of new features and new displays that can be customized extensively. Almost anything can be displayed on any screen, and the units are compatible with the GTN 650/750 series. The new units are:

• G500/600 TXi• G700 TXi• EIS TXi (engine monitor)

The units feature three different display sizes: 7 inch portrait, 7 inch landscape and 10.6 inch. See the nearby picture for one possible configuration.

New features are too numerous to list, but detailed product information, including pricing, can be found on their

web site: https://explore.garmin.com/en-US/txi/. It’s in line with past pricing and there are trade-in/upgrade programs. Units will begin shipping by year’s end.

These new products are a big advance for our panels. The large screens that are highly customizable, with units that talk to each other and emergency battery backup availability, are the things I like. Further, database updates will be easier, and downloading and analyzing engine and flight data will be enhanced. The avionics revolution continues. What might we see from the other manufacturers?

GOODBYE 402s

We’ve known it was coming for some time. Now we know when. In a little over a year, January 2019, Cape Air will take its first delivery of a Tecnam P2012 and begin retiring its fleet of Cessna 402s. The Tecnam P2012 is a twin-engine, high wing, fixed gear airplane that can seat up to 11 people. The Cape Air version will be powered by two 375 HP Lycoming engines. Cape Air is commited to buying 100 P2012s, more than enough to fully replace its fleet of 402s. They must see a lot of value in this transition, as each Tecnam costs $2.3 million. That’s about $2.1 million more that a good used 402 would cost (if you could find one that is not totally worn out).

The P2012 is a brilliant design. It can

be configured for VIP transport, cargo, parachuting, and medevac, and can even be equipped with floats for amphibious operations. The airplane is not yet FAA certified, but that is expected in 2018. I’m no expert, but I think this design will see a lot of success. I think the U.S. GA manufacturers missed a great opportunity in letting this airplane go to an offshore competitor.

What will happen to Cape Air’s 402s? My guess here is somebody, somewhere will find a way to squeeze more life out of them. They may be high time, but they’ve been well maintained.

WRONG RUNWAY

Multiple incidents of airplanes landing or attempting to land on the wrong runway have been in the news recently. This has raised alarms at the FAA. They issued a Safety Alert for Operators (SAFO) on August 18 of this year. The SAFO includes a lengthy list of things pilots can do to prevent this from happening. They include:

• Reduce cockpit distractions during approach and landing phase of flight.

• Have a technique to verify you are approaching the correct airport and lined up with the correct runway and practice this on every flight.

• Use visual cues such as verifying right versus left runways.

• Be on the lookout for “expectation bias.” Be careful not to fall back on your past experiences. Verify!

• Pay attention to inflight updates, including ATIS and possible runway changes based on wind or other factors.

(continued on next page)

It’s the owner’s responsibility to make sure the landing gear is rigged properly. That means using both the schedule and the procedure prescribed in the Maintenance Manual.

Shown above is one possible configuration of the new Garmin TXi series of displays. They are highly configurable, are interlinked, and include battery backup.

Cape Air’s 402s will begin being replaced next year by the Italian-made Tecnam P2012s. Did U.S. GA companies miss an opportunity?

6 | TWINCESSNA.ORG

FROM THE EDITOR (continued from previous page)

• Always include the assigned landing runway and your call sign in the read back to a landing clearance.

• If cleared to land early or prior to entering the pattern, verify the runway assignment with ATC as you get closer to the airport.

• Beware of lighting conditions that create visual challenges. Be especially alert at night.

• Utilize navigation equipment such as Localizer/GPS (if available) to verify proper runway alignment.

• Request assistance from ATC if experiencing any disorientation or if unsure of position.

• On short final, make final verification of correct runway and ensure that no vehicles or aircraft are present.

• If you are ever in doubt of your approach or landing on the assigned runway, perform a go around procedure and promptly notify ATC.

These days, most of us have GPS and it is a common practice to load the approach so you have a runway centerline on the screen even in VMC conditions. If you are not doing this it is a good

idea to start. This is one of those pilot errors that make many of us say, “That could never happen to me.” Remember, virtually all of the pilots who have ever lined up on the wrong runway would have said exactly the same thing. Be careful out there!

IN THIS ISSUE

Fisher 414AW: I first met George Fisher at our seminar in Ft. Myers in 2016. He also attended our Convention in Tucson earlier this year. There were so many people there I didn’t get to spend much time with him, but those who did said, “You gotta meet this guy!” I knew then I had a good candidate for a cover story.

George is a physician, flew F4 Phantoms in the Vietnam era, was a sailboat racer,

and has had many other adventures in his life. He didn’t want to share them all in print, so if you ever bump into him at a TTCF event, buy him a drink and prepare to be entertained for a while! In this article we profile his beautiful 414AW.

New S-TEC 3100 Autopilot: Oshkosh featured a flurry of announcements about new avionics. Most important to Twin Cessna pilots were two autopilot announcements: the Garmin GFC600 and the S-TEC 3100. These autopilots will be shipping soon, and many of us who’ve been waiting to upgrade will have a choice to make.

In this issue, I interview Jamie Luster, Director of Sales and Marketing at Genesys Aerosystems, owner of S-TEC, about the new S-TEC 3100 autopilot that will eventually be certified for most Twin Cessnas. What excites me most about the 3100 is that it can use the servos already in place for the 55X, and there will be favorable trade-in pricing. I’ll certainly consider the new Garmin autopilot but as a current 55X owner, I suspect a cost analysis will favor the S-TEC. We’ll see!

414 Project - Year One Results: Member Ted Dupuis has had a number of articles in this magazine, and he posts prolifically on our online forum, so many of you already know his story. He runs a non-profit dog rescue organization, Cloud Nine Rescue Flights, transporting dogs scheduled to be euthanized to areas where they can be adopted. He started by using a 310, but upgraded to a 414 over a year ago. He knew the airplane that he bought would need a lot of work, and it did.

In this article he talks about the issues and challenges he faced as he brought the 414 up to a reliable status. It’s useful information for any owner who buys a “project plane” - that is, one where a lot of catch-up maintenance is expected.

One key lesson is that we all need to be prepared for

maintenance surprises when we buy a Twin Cessna. Even the world’s best prebuy inspection cannot discover every possible issue with a particular airplane. Buyers need to adjust their budgets accordingly and have a financial reserve for bad surprises like the one Ted found.

PIREP: MT Props on a T303: Tom Srachta’s beautiful T303 was featured in the August 2010 issue of this magazine. It was a superb writeup on the Crusader in general and Tom’s airplane in particular. He has one of the nicest Crusaders flying today.

He made it even better recently by installing MT composite props. The big question with an expensive upgrade like this is always about performance. Does performance improve enough to justify the cost? But measuring performance improvement is difficult, and most PIREPS we get are anecdotal. In Tom’s case, he performed a fly-off with another T303 equipped with standard props. While not perfect — Tom and his friend are not test pilots — the data strongly suggest significant performance improvements. Plus, as Tom points out, the new props look really cool!

Until next month, fly safely!

Actively confirm that you are lined up for the correct runway on each and every landing.

8 | TWINCESSNA.ORG

Fisher 414AWby George Fisher, TTCF Member

See pictures on page 10.

Some years back I sold my Bonanza A-36 and purchased a great 1993 Baron 58, which I flew for eight years and about 1,100 hours. It was a fine airplane. But like many of us, I soon wanted a pressurized, cabin class aircraft. That meant turbocharged engines or perhaps even a turboprop or jet. So I sold my wonderful Baron 58, all the while wondering if I had made a big mistake. I loved that airplane.

A Cessna 340 that Jerry Temple was brokering in Dallas caught my eye, but I decided I needed a larger cabin. I considered a number of airplanes, not just Twin Cessnas, but I finally decided I wanted a 414A. After investigating a lot of airplanes, I finally found N414TA, a beautiful 414AW, close to home in Fort Worth. A number of mechanical issues were found during the pre-buy inspection, but fortunately the seller agreed to correct the problems. The shop doing the pre-buy was unable to resolve the mechanical problems so I decided to fly the aircraft to Corpus Christi where David Holschulz at Advantage Aviation took over. He corrected the problems and updated the logbooks. Dave has been a great mentor to me over the years.

At this point, I began my transition process. I did initial training at a well-known simulator company and flew about 12 hours with an instructor. I must say, the first few hours were humbling in spite of my 3,100 hours of flight time. The most difficult part for me was transitioning from the G530 in my Baron 58 to the G750-G600 touchscreen avionics in my 414. I went to a Garmin G750 G600 Seminar in Olathe, KS, for two days. It was an excellent experience, and I highly recommend it. Garmin is my friend.

Having completed the transition, the upgrades began. I had been through

the paint and interior experience with my Baron 58, and I was happy to be able to avoid that again. N414TA had a new, very nice paint job, recent interior restoration, winglets, VGs, Garmin 750, and Garmin 600. Over a period of several months, I added a basic JPI engine monitor, a Shadin digital fuel flow monitor, a second Garmin G750, a

Flight stream 210, exhaust extensions, strakes, LED pulsating nacelle lights, a second Garmin ADS-B transponder, a GDL-88, a GDL-69A, a Garmin WX-70 color Doppler radar, wheel covers, a 406 Megahertz ELT, and sheepskin seat covers. If I had to do it again, I would have installed a second G-600 on the copilot’s side, and I may still go back and have it done. The excellent avionics additions were done by Mark Pledger at Flite Electronics in Addison, TX.

I have found that the combination of winglets, strakes, VGs, and wheel covers has lowered the drag and the stall speed of the 414 markedly. My aircraft stalls at 58 knots now. With the lower stall speed I can make approaches over the numbers at 85 knots and touch down at 70 knots. My land and stop distance and work on the brakes are much less than before. The RAM VII engines have been very impressive. I can now cruise between Fl 190 and Fl 220, which is where the 414 performs best. Typical cruise speed is a solid 220 knots.

DFW Aero Mechanix in Addison, TX,

performed my first annual, and they did an excellent job. I had them remove the nose wheel mud guards, and I advise everyone to do that.The guard can become bent, and can result in a nose wheel failure on retraction. I learned this and many other key tips at the Twin Cessna Flyer maintenance seminars.

I have also learned that we are not maintaining these aircraft, we are truly rebuilding them. Owning and flying our airplanes is a joy but it is also, for most of us, a second or third career. Further, I decided that being a well- trained and proficient pilot is important and essential, so I fly regularly and retrain often.

Flying N414TA is an honor and a pleasure. Having the ADS-B in and out, XM weather, traffic, and on-board active weather radar makes cross-country flight a joy. The touchscreen is wonderful. Having the METARs, TAFs, weather, winds, radar, charts, etc., on the panel makes it possible to have all the information that one can get on ground, right in front of you. I find that amazing.

Some of my most exciting trips in N414TA have been to the Twin Cessna Seminar in Fort Myers, FL, and attending recent Twin Cessna Conventions in Charleston and Tucson. Meeting new friends, exchanging ideas, and learning more about our airplanes made these experience very rewarding. I strongly recommend that anyone owning or interested in buying a Twin Cessna take advantage of these remarkable opportunities.

George Fisher’s 414 has every mod one could want: winglets, strakes, wheel covers and RAM VII engines.

10 | TWINCESSNA.ORG

FISHER 414

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


Thinking About Selling?

PHONE 972 . 712 . 7302 E-MAIL [email protected] FAX 972 . 712 . 7303

www.jerrytemple.netWe’ve got theprocess down.

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

12 | TWINCESSNA.ORG

NEW S-TEC 3100 AUTOPILOTby Bob Thomason, TTCF Editor

(continued on page 14)

I recently interviewed Jamie Luster, Director of Sales and Marketing of Genesys Systems about their new state-of-the-art digital autopilot that will eventually be certified for Twin Cessnas, the S-TEC

3100 Digital Flight Control System. Here is the transcript of our discussion, lightly edited for clarity.

Twin Cessna Flyer: Genesys announced the 3100 at Oshkosh. What was behind the timing of that?

Luster: Several things. Recently the FAA has become more lenient in allowing non-TSO’d equipment to be STC’d for certified aircraft, particularly if the equipment is safety related. Because non-TSO’d equipment requires less rigorous testing and certification, it is less expensive to produce, making it much more affordable. Owners of older, legacy aircraft simply could not afford autopilots that cost a significant percentage of their hull value. These newer, lower-cost autopilots are a better fit for their budgets.

It’s obvious that safety is enhanced when a 35-year-old autopilot is replaced by a modern digital unit. This leniency by the FAA in allowing new safety-related equipment to be made available to older airplanes has also found its way into the TSO’d market. That is what has allowed us to develop the S-TEC 3100, which clearly enhances safety with features like flight envelope protection. Our market research over the last few years has confirmed that owners of legacy aircraft are ready for cost-effective autopilots like our 3100.

One important thing for people to understand about the non-TSOd autopilots is that they cannot be connected to a TSO’d piece of equipment, like say, a Garmin G500

or 600 or an Aspen PFD. They must be connected to something like the non-TSO’d Garmin G5 to get attitude information. Since it is TSO’d, the S-TEC 3100 can be connected to a G500, G600, Aspen PFD, or other TSO’d device. In the case of a 3100/G500 or 600 setup, if the Garmin unit has the right software, it will fully integrate including setting the altitude for altitude preselect. We are working with Aspen to allow this as well, but timing from Aspen is currently unclear. For some makes and models, we can use the internal AHRS plus an ADC or pressure transducer for the attitude information.

Twin Cessna Flyer: Your Genesys 2100 autopilot has been installed by some of our 400 series owners. Is the 3100 a derivative of the 2100?

Luster: At Genesys we had been focused on the Part 25 market. Our 2100 autopilot was directed at that market. While we wanted to mimic the features of the 2100, we couldn’t use it as the basis for the 3100 because it would just be too expensive, so everything about the 3100 is different - circuits, software, etc. The result, though, is an autopilot that will fly a lot like the 2100 and even have some additional features like a straight-and-level button. We feel like this autopilot will have great appeal to our legacy S-TEC customers.

Twin Cessna Flyer: How close is the 3100 to being ready for the market? When do you expect to sell your first production unit?

Luster: We have already started getting STCs for the 3100, which means we should be shipping around February. We will initially focus on four types of aircraft, with more to follow soon. The four we are targeting first are Cessna 182s, 210s, Piper Saratogas, and Bonanzas.

One of the things that separates us from the competition is that we are an autopilot company. We aren’t distracted by other product lines. This means that we are going to be more aggressive about getting STCs for more airplanes. While we are starting with four lines of aircraft, we expect to be adding models quickly. If we have 10 owners come to us and sign a purchase order, we’ll get the STC. Other companies might require 50 or 60 owners to commit.

We recognize that Twin Cessna owners are very hungry for a new autopilot, especially the 300 series. (Editor’s Note: this includes the 310, 320, and 340. The 303 will not be included in this round but may be later.) So we see them as a focus of our second round of STCs. Our turnaround on STCs is three to four months, so approval should come pretty quickly.

Twin Cessna Flyer: Don’t forget the 400 series. I think you’ll find at least equal demand there and perhaps a greater willingness to buy since their hull values are higher. Their only options for modern autopilots now cost upwards of $50,000+.

Luster: They are on the radar. As you know, the Genesys 2100 is certified for the 400 series so we are very familiar with that fleet.

Twin Cessna Flyer: Many of us have S-TEC 55Xs in our airplanes now. Will we be able to use our old servos?

Luster: Yes, if it already has an S-TEC 55X, the existing servos will work.

Twin Cessna Flyer: What about installation? Does the 3100 just slide into the old 55X rack?

Luster: No, it’s not a plug-and-play. The 3100 has about the same profile as the 55X, but a different connector rack so some wiring changes are necessary. It’s definitely a simpler installation than installing from scratch.

Twin Cessna Flyer: I haven’t heard a firm price yet for the 3100. Has it been set?

Jamie Luster, Director Sales and Marketing, Genesys Aerosystems.

14 | TWINCESSNA.ORG

(continued from page 12)

Luster: Not yet. We expect to pin it down in the next couple of weeks but we are shooting for it to cost about the same as a 55X does now. That’s in the $20,000 to $25,000 range.

Twin Cessna Flyer: Is there anything else you’d like our readers to know about the 3100?

Luster: We have a link on the home page of our website where owners can go and express their interest in the 3100. We’ll use this data to help determine the order in which we’ll obtain the STCs.

And finally, I’d like to reiterate what I said earlier about Genesys/STEC being a company focused exclusively on autopilots. For our competitors, it’s not their main focus. I hope owners will keep this in mind as they shop for a new autopilot.

Editor’s Note and Update: After this interview was recorded, I received the following email from Jack Somsen, Regional Sales Manager from Genesys:

Bob I wanted to send a quick follow up

regarding the new 3100 autopilot. We will be announcing our plans to do the STC in the 340 series aircraft. The List price for the 3100 system is $19,995. This includes Automatic Electric Pitch Trim. In addition to basic two-axis functionality, the 3100 comes with altitude preselect functionality, vertical speed commands, indicated airspeed hold, GPSS, Level Button, Envelope protection, and much more. The only option that is not automatically included is Yaw

Damper. The 3100 system with Yaw is $24,995 List. The 3100 system is planned to be ready to ship by mid-2018 (April/May).

Upgrade paths are available as

well. Upgrade prices start from $9,995. Prices will vary depending on the current S-TEC autopilot being upgraded, and if trim and/or yaw is already installed.

I am hoping that you might be

able to pass this info on to the twin community.

Jack

As we received new updates from Genesys on the S-TEC 3100 we will notify membership via our website, email and Twitter. The Golden Age of new autopilots is arriving!

“One of the things that separates us from the

competition is that we are an autopilot company. We aren’t distracted by other

product lines. ”

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loss training I’ve ever experienced.”Visit our web page for all of Jon’s comments.

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16 | TWINCESSNA.ORG

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

About a year ago, I wrote an article for this magazine about the “project 414” that my non-profit Cloud Nine Rescue Flights purchased to replace our 310. We needed a larger, more capable aircraft that would give us more space, better altitude capability, pressurization, plus the ability to carry a stretcher, which would allow us to expand our mission. At the time of last year’s article, and with about 75 hours on the airplane since purchase, we were pleased with our 414, but a number of potentially high dollar maintenance items and upgrades had been identified.

So, one year later (and about 16 months since purchase), where are we now? Did this still prove to be a good decision, would we do it again, and would I recommend it to others?

First, I’ll review the past year’s maintenance history. Our 414 needed new props and we opted to go with MT’s 4-bladed propeller STC (see the June 2017 issue for a full report on this upgrade). This has proved to be a fantastic upgrade, although MT has a long lead time (due to high demand for their props), which resulted in three months of downtime.

We made good use of the time, though, and completely overhauled both 20-year-old fuel systems. In the process, we found out that one of the fuel limiters had a ruptured diaphragm, which was repaired. We also replaced all of the 20-year-old fuel and oil hoses with new ones. We removed some broken and unnecessary avionics to aid in weight reduction, and also replaced the old ALV-9510 alternators, which were working fine, with new ALV-9610 alternators. This resulted in even more weight savings.

During replacement of the alternator couplers and washers, we found one had a loose nut and the washer had worn significantly. This was a ticking time bomb that could have resulted in a catastrophic engine failure - proof that these should be checked any time an alternator is changed.

With this work behind us and the new props, we felt pretty good about the

condition of the aircraft going into 2017. However, more issues arose.

The left turbo, which had been stuck when we purchased the aircraft but we were able to free, ended up seizing up completely and required replacement. In the process of replacing the turbo, we saw that the left engine outer engine beam had previously had an improper repair, and a number of rivet heads had broken off. The repair was in a location we couldn’t see during the prebuy inspection. This meant we were facing one of the most dreaded repairs on a Twin Cessna: an engine beam replacement.

The exfoliation corrosion on the engine beam was significant – roughly a quarter-size area that went completely through the top half of the metal. This had been caused by an exhaust leak at some point in the plane’s history, probably decades ago.

Engine beam replacement is dreaded for good reason. It is a huge job that requires massive amounts of labor, and the beams themselves aren’t cheap. This was a significant blow that would mean considerable downtime and cost. That said, I never complain about finding structural issues on the ground. (I will complain about finding them in the air when the engine falls off!)

After removal of the left engine, we also found that a number of the rear exhaust components were showing their age and needed to be replaced. Exhaust isn’t an area you want to neglect on Twin Cessnas. My engine beam replacement is proof of that. Many ADs strike me as unnecessary, but the exhaust AD on our planes is needed and enhances safety.

Thanks to a joint sponsorship from RAM Aircraft, DART Aircraft Parts, and AWI, we were able to replace the deteriorated exhaust

components with new parts.Timing issues with my shop meant this repair ended up being incorporated into our 2017 annual inspection. A benefit was that I was able to perform an owner-assisted annual, taking all the

This first year of ownership of Cloud Nine’s 414 featured a lot of restorative, catch-up work. We knew it was a “project plane” going in.



panels off/out and putting them back in, as well as performing some “nice to do” work. We removed four unused antennas from the airplane (two of which were large and bulky), and some inop/unused avionics and associated wiring. I felt the antennas were especially important to remove. Many shops leave unused antennas on aircraft to avoid having to plug the holes. However this hurts performance and thus safety. On our old 310, I found that removal of unused antennas resulted in significant performance gains, especially in climb. The 414 needs all the help it can get in climb performance!

We also took the opportunity to replace our landing and nav/strobe lights in the wing tips and tail stringer, with LED units from Aveo Engineering. I am a big believer in LED nav/strobe lights. Not only do they improve recognition, they weigh less than the items they replace.

The Aveo landing lights are simply phenomenal — the brightest I’ve ever seen. All in all, we removed about 30 lbs from the airplane during the annual, and over 150 lbs since acquisition.

The basic annual itself yielded no surprises. Items we knew we’d have to do in advance included rebuilding a nose strut, some new aileron bearings,

and rebuilding the left side fuel selector. (We had already rebuilt the right side at the first annual). We also replaced the inop fuel transfer pump for the right nacelle tank, getting us back up to the full 203 gallons of fuel capacity. We used new screws to put the airplane back together to make removal much easier next time. The engines checked

Unfortunately we uncovered engine beam corrosion that was in a hidden area and consequently missed on the prebuy inspection. This meant beam replacement, which is major surgery on a Twin Cessna.

18 | TWINCESSNA.ORG

414 Project (continued from previous page)

out beautifully with good compressions, good borescopes, and no metal in the filters.

So given the events of the past year, how am I feeling? Would we have bought this airplane if we had a do-over? The answer is yes because we expected this level of level of restoration and downtime. This is just a fact of life with project airplanes. You can’t rush the process. Taking the needed time results in better long-term reliability and lower long-term cost.

In spite of the extensive downtime, we’ve flown the aircraft nearly 140 hours since purchase 16 months ago, which is more flight time than the average Twin Cessna owner logs.

At this point, we’ve replaced most of the accessories on the aircraft. Magnetos are next on the list, just as a preventative maintenance/reliability item. The pressurization has always held maximum differential, and the airframe itself is very clean and in good condition overall.

The post annual test flight and the first trip thereafter showed excellent results. Climb to FL190 (starting at ~750 MSL) took 25 minutes (hot summer day), and we beat book speeds at all altitudes. The plane is roughly 10 knots faster in cruise than it was a year ago, and there is even more performance and efficiency work that can be done.

Our animal rescue transport partners are thrilled with the plane in spite of the downtime we’ve had, and we purchased a stretcher earlier this year to allow us

to fly medical transports, filling a gap between organizations such as Angel Flight and a full-on air ambulance.

If I could do one thing over, it would be the engine beam repair. The A&P was very experienced at sheet metal repair and did a good job, but because this was his first Twin Cessna engine beam, it took him longer than we would have liked. In retrospect, an experienced Twin Cessna shop would have been a better choice for this challenging work.

Although feeling good, we are not out of the woods yet. Even for airplanes that aren’t considered “projects” it often takes more than a year or two for all the issues to surface.

Should the average Twin Cessna buyer consider a project plane like Cloud Nine did? In a word, no. Cloud Nine is in a unique position. I have extensive mechanical and wrench-turning experience, and Cloud Nine has some great sponsors who support our mission which helps keep our parts costs to a minimum. Our missions also tend to be long, a couple of legs with 10 to 15 hours of flight time, and spread out with 10 or more days of downtime between flights. The downtime allows us to work on issues and improvements. While this is

cost-effective for us, it does not describe the flying situation of the typical Twin Cessna owner.

My advice for the typical owner is to buy the best airplane your budget will allow and then be prepared for a year or so of fixing things. You won’t likely have all the project plane issues we have had, but you and your shop will be busy. As Tony Saxton says, all Twin Cessnas are restoration projects.

Aveo Engineering nav/strobe LED lights are the brightest I’ve seen, plus they save weight. They are an excellent upgrade.


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20 | TWINCESSNA.ORG

MT PROPS ON A T303by Tom Srachta, TTCF Member

I recently purchased MT props for my T303. The STC is pending but I had no problem getting them with a field approval. Since I currently have about 50 hours on them, I thought I’d share my experience in case other owners are considering the move.

The first thing that you should know is that the MTs are only three pounds lighter per side than the original props. Some articles have stated a twelve pound difference but I think this is a calculation error. The original equipment list has the weights and moments for each part of the spinners, and then the totals. It would be very possible to add the totals plus the individual weights and thereby double the weight savings. The spinner assemblies on the MTs are Kevlar and much simpler and lighter than the original Cessna assemblies. (On a side note, I have the OEM spinner assemblies with chromed spinners. If anyone would like to purchase them, they are in excellent condition.) There was a lot of talk at the Tucson convention about the lighter swing weight of the props possibly making the engine more susceptible to kickback during startup. My personal opinion (with no credentials) would be that three pounds per side at the spinner would not make a significant difference.

The new props look really cool. However

$40,000 for appearance seems like a high price to pay. A nose job on my face might be money better spent if there were no other benefits from the MTs!So why did I replace the OEMs and what are the performance gains? First, my mechanic wanted the original props inspected and at least resealed, if not overhauled, every five years. I was already a little past due so I thought if I was ever going to make the switch, this would be the time. My old props were in good condition, but at the moment there is not much demand for them, so I wholesaled them out.

Here are the performance results, but first, there are some caveats. All my flying with the MTs has been below 12,000 feet. Many 303 owners cruise higher than that even though the airplane is unpressurized. Also, my engines only have 110 hours on them since being rebuilt, and I flew the first 100 rich-of-peak. So most of my MT experience has been ROP but my recent experiments at LOP settings yield similar results.

The MTs are smoother - no question. And that’s especially important for a 303 since it is the most vibration-prone Twin Cessna. (The specially built, derated TSIO-520 used in the 303 has fewer counterweights since maximum RPM is limited to 2,400.) In the 14 years that I have owned my 303, I have always cruised at the maximum 2400

RPM, as any other number was prone to vibration. This was in spite of the fact that I had my old props dynamically balanced and replaced my Lord mounts. With the MTs, I am now even able to operate down to 2,100 RPM with smooth operation.

Wouldn’t it be great to have a fly-off between a T303 with OEM props and mine with its new MTs? There are not many T303s in the entire country, but one of them happens to be in the same hangar as mine! Except for the props, Tim Appleby’s 303 and mine are quite similar. Both are very well maintained. Both have recently had their annual inspection. Both have had their props dynamically balanced. All four of our engines have had their fuel flows set properly. Both are FIKI. Both aircraft have similar avionics, including G500s as our primary flight instruments (no vacuum gauges). Keep in mind that while we both have multiple thousands of hours and fly regularly, we are not test pilots.

For the test flight, we set our tire pressures to match and filled our tanks to the rim (only two on the T303 for 153 gallons total). The flight profile was to set the brakes, advance the throttles to max, and then let the horses gallop. We decided to time the acceleration to 80 knots without the use of flaps. It was a

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


22 | TWINCESSNA.ORG

MT PROPS (continued from page 20)

hot day for September in the Midwest, with temps at 88F. There was very little wind only a slight cross wind. After liftoff we climbed at 27” and 103 knots (Vy). Normally we would use 24 inches in the climb, but it was a hot day and for more power we chose 27 inches.

Our plan was to time our climb from 2,100 feet to 6,100 feet. So the timer started at 2,100. Our 400B autopilots will not hold a set airspeed. I would like to say that we nailed the airspeed to the 103 knots, but again we are not test pilots and some wandering occurred. I’m tempted to say that Tim erred more than me, but he might read this and then the truth would come out. Here are the results:

Acceleration from 0 to 80 knots:

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

Climb from 2,100 to 6,100 MSL:

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

In percentage terms, the MTs’ acceleration was about 15% better and climb was 14% better. If accurate, those are significant differences. Again, this was not a scientific test and we only conducted it once. Plus, we didn’t

climb to normal T303 cruising altitudes of 9 to 12 thousand feet.

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

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

the fence at 80-85 knots. If I close the throttles, I will touch down hard without a fairly dramatic final rotation. Even at 90 knots the airbrake effect is noticeable. This is not a bad thing - as it certainly cuts down on the roll out - it just requires some adjustments and awareness. I would guess that in the unlikely event of a complete engine loss at Vmc on takeoff, you would need to act promptly.

My arrival at TTCF’s Tucson Convention earlier this year. I still had the OEM props then but with some R&R needed on them, it seemed a good time for an upgrade.

My buddy Tim Appleby.


There are some other differences in the MT props. The boots extend almost half-way to the prop tips, compared to about one third on the OEM. Plus, the MT boots operate on two opposite blades simultaneously. The OEM heating elements have inner and outer heat. The power drain seems the same.

The MT props have a wooden core and a stainless steel leading edge, and thus should experience less erosion due to rain, etc. The MT spinners have a sealing plate behind the prop blades. My guess is this helps reduce drag. I opted for the chrome-like coating on the spinners. I was warned that this scratches easily and cannot be easily fixed, so I put a warning on the cowling. MT recommended the painted spinners, but I like the chrome look. I figured if I damaged the chrome I could always paint the spinners.

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

Would I recommend that you rush out and purchase the MTs? It depends on the flying that you do. I have heard that you pressurized guys who operate in the flight levels get more performance gains. For me, I think switching to MTs made sense because I was facing some maintenance costs on my OEMs. Why spend more money on the old props when I could put the same money toward new ones that perform better.

And don’t forget: they look cool too. And, especially important for the 303, they reduce vibration.

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

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readers write

Tony Saxton - TTCF Director of Technical Support and owner of TAS Aviation (see ad on page 5).

Inflight Problems Compound - Be Prepared

Bob, I have been flying since 1965 and have about 10,000 hours in everything from hang gliders to F16s. I currently own a Cessna 340.

I read and reread your writeup in the September issue (p. 6) about when you put the gear handle up in your Crusader . . . and nothing happened.

I was impressed with your first action which was to fly the airplane. Failure to follow this guidance has caused more problems than quickly or mindlessly looking at a check list has ever solved. First fly the aircraft and then look at the check list.

About 30 years ago, I owned a 310. I took off from KAVL and the very same thing happened to me. I climbed above surrounding high ground and then examined the issue. I decided to fly home about an hour away. A short time later, I realized this was not the best idea because the aerodynamics of a 310 with the gear down are different. With one engine out, the lower indicated airspeed and the higher angle of attack combined to cause an additional problem. This was a hot summer day and my engine temps rose alarmingly.

Whenever the situation has changed to an abnormal one, your decision process should change also. Consider other problems that may arise as a result, and be prepared to deal with these unrelated

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

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

Phil, TTCF Member

Phil, what you say is so true as my case illustrated when I realized if an engine failed over Lake Michigan that I might not make it to shore on the remaining one with the gear stuck down. I also recall having to shut down an engine in my T310R back in the late ‘90s. Like you, I decided to fly to an airport about 100 miles away to a good shop. I was not prepared for how much the airplane slowed down (about 120 kts at full power on the good engine) and even more so by the astronomical full power fuel flow. It all made sense, I just wasn’t prepared for it. Thanks for your sage advice.

Bob Thomason, Editor

421 Prop to Cowl Misalignment

Tony, I was wondering if it makes any difference if the rear of the propeller spinner is not aligned (height wise) with the cowling? I would think it should be aligned if for no other reason than aerodynamics. Mine are below the (bump) cowling by something like 5/8” to 3/4”. The gap does not seem to change in climb. Is it possible that I am not getting max performance because of resultant blade angle? I know it is possible to add a washer to the front mount to raise the engine. Does it make any appreciable difference?

Jim, TTCF Member

Jim, this little bit of misalignment makes absolutely no discernible difference in flight. As you say, though, it can be alleviated by shimming per the maintenance manual.

Tony Saxton – Director of Tech Support, TTCF

Colemill IO-550 Engine Questions

Tony, I met you and Bob at Oshkosh. You may recall that four of us purchased a 1978 Cessna 310R with Continental IO-550A Cole Mill engines in 2014. The engines now have 1590 hours since new (1700 TBO.) As we discussed at Oshkosh, during this year’s annual metal was found in both oil filters. You both urged us to remove the lifters and inspect them. Our A&P did so, and three lifters on the right engine and one on the left appear to have “full face spalling,” the others less so. The prop governors were pulled and the oil screens showed no metal. We borescoped a number of camshaft lobes, which the A&P also visually inspected. Under the A&P’s supervision, I performed the inspection procedure listed in Continental SID 05-1B. I carefully felt all cam lobes with a pick tool, and the only area where the pick “caught” were two “pits” on the right engine cylinder #1 exhaust lobe, neither of which was at the top of the lobe. The A&P concurred with my findings. We photo documented all this and sent it off to Mike Busch, who also had urged us to look into the lifters. He recommended that we replace any spalled lifter and return to service with shorter oil change intervals, oil analysis and inspection of oil filters - both of which we had previously been doing. Since the lifters were original, the A&P recommended that we replace all the lifters, which he did, using Continental OEM lifters and the procedure listed in SID05-1B.

A slight misalignment between the prop spinner and cowling is common and does not appreciably affect performance.



We are now groping for the proper mixture settings for our normally aspirated IO-550A engines. As I think I mentioned, we have the “altitude compensating” mixture controls, which were found within tolerance two years ago after completing the rather involved Continental testing procedure. During the annual, following a Mike Busch suggestion, we had our A&P increase the full throttle fuel flows, which are now 28-29 gph, up from 24-26 before. Now, however, our cruise fuel flows on the “altitude compensation” system are also increased to 18.5-20 gal/hour. These rates have meaningful impact on our endurance and range. Using our rather new JPI 790 (with alarms set to Mike Busch recommendations) we find that we are now 145-175 ROP on the first cylinder to peak EGT using the “altitude compensation.” What is your feeling about manually leaning to 80-100 ROP on the first cylinder to peak in cruise? I

don’t think I can bring any of my partners to LOP operations yet. FYI we try to “baby the engines” with our usual procedure being full throttle for first 1,000 ft followed by a “cruise climb” at 23 “squared” (63% in the Continental performance chart) at 140 kts. Using this, the highest CHT we have ever seen is 412 degrees on takeoff after a fuel stop on a hot day, dropping out of the 390 CHT alarm level within a few minutes (but with no shock cooling alarms) and settling to mid 300s CHTs in cruise at altitude. We would value your thoughts. Thanks for all you do for Twin Cessna owners. Charles, TTCF Member

Charles, good catch of the lifters. I am seeing at least an engine per week with this issue.

26 | TWINCESSNA.ORG

(continued from previous page)Readers Write

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The short answer is at a 23 squared setting and 63% power, as long as the CHT remains at or below 400 degrees, absolutely nothing that you do with the mixture control can damage the engine. Continental allows for peak EGT operation at 65% or lower and any other setting is going to be cooler than that (either rich or LOP.) FYI the Colemill IO550 STC indicates that the installed engine be a IO550A (in the 310R) but does not indicate any specific spec number. It is legal to change the fuel pump to the manual leaning unit #646212-21 which makes the IO550A a spec -10B in lieu of the current spec -43A1. This can get rid of the frequently problematic auto leaning pump. Tony Saxton – Director of Tech Support, TTCF

310N Leaking Fuel Selector

Tony, we have a problem on our 1968 310N with fuel from the right hand main tank filling into the auxiliary wing tank. We understand this is caused by a faulty valve in the fuel selector unit (Cessna p/n 5226005-6). Our engineer has quoted an enormous amount to replace the existing unit.

Can these units be reconditioned or are they available on the second hand market? If so, have you contact names?

Patrick, TTCF Member

Patrick, the rubber seats are special and are not replaceable in the field. It does have a spring loaded steel ball that occasionally has stuff under it or is corroded that is accessible by removing the blue fitting, removing a snap ring and then lifting out the spring and ball. This is Shaw Aero unit #1H13-14 and it has been astronomically priced for decades. You could try all the normal salvage companies but my luck with a used units has been extremely poor.

Tony Saxton - Director of Tech Support, TTCF

340 Alt Out Sensor and Fuel Flows

Tony, I have two questions for you regarding my 340. 1) Is it OK to put the Alternator Out Sensor next to the voltage regulators, providing I can get aux power to that area? The sensor is normally next to alternator, but the wire from the low side of the Alternator Out light can’t be found out there. A solution could be to just run the aux power from the alternator into the cockpit next to the voltage regulators which would be handy. I have found the low side wire from the out light and would be easy to connect to the sensor at that location. 2) My fuel flow on my new left Ram IV engine is not quite right, despite three different shops adjusting metered fuel flow according to Cessna/Ram specifications. Here are some clues that might help you in solving my dilemma. At idle -1,000 RPM - when I turn the low Aux pump on low, the engine starts running rough. I can solve this by leaning the mixture out or increasing the manifold pressure. At full take off power and with the Aux pump on low, the left engine has a fuel flow of around 33 gallons per hour, where as the right engine only has 31 gallons per hour. When I reduce manifold pressure to 34-35 inches, the left engine has fuel flow around 25 gallons/hr and the right engine around 27.5 gallons, both mixtures full rich. Interestingly, when I turn off the Aux pump, the left engine fuel flow increases by at least 1 gallon per hour which helps cool the engine. I also notice after I get to cruise @ 17-18 gallons per hour, when I turn on the Aux pump to low, the left engine fuel flow decreases by about .5 to .8 gals/hr. The right engine does not seem affected by the Aux pump on low. Also I have been adjusting mixture using inputs from the fuel flow gauge (Hoskins) and the EGT gauge which I know is a composite of all cylinders. I like to be at 1475 on the

EGT and notice that the Left engine has a fuel flow rate of about a gallon more per hour than the right engine in order to match EGT’s.

What do you think is going on and should I be concerned? Thanks for your brilliant advice as usual!

Kirby, TTCF Member

Kirby, yes it is fine to mount the alternator out sensor inside. Really the best solution is to simply replace the existing Cessna voltage regulator and overvoltage controls, and the alternator out module with the single FAA/PMA Plane Power R1224 Rev. C voltage regulators, which have all these function combined and is a much better unit. Regarding your fuel flows, first it is very common and I have written about this several times, to see the aux pump force the engine driven pump pressure down when turned on and up when off. It has to do with the increase and decrease fuel bypass forced by the extra pump pressure. I would look at the aux pump output pressure. There is a specific method in the maintenance manual that explains how to adjust the pressure output by adjusting large dropping resistors under the seat. I still believe the fuel set up is not correct. Does this installation have the fuel limiter? If so, the engine fuel pump must be set for a specific cruise climb setting without the influence of the fuel limiter and then the fuel limiter is reconnected to the system and it is then set for the max takeoff setting.


Plane Power (Hartzell Engine Tech.) voltage regulators are superior to the original Cessna units.

28 | TWINCESSNA.ORG

(continued from page 26)Readers Write

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An empirical limit of 1,475 seems somewhat rich, but the reading is highly dependent on the probe placement. Tony Saxton - Director of Tech Support, TTCF

414A Alternator Breakers Popping

Tony, we have a 414A that on two successive flights has popped the alternator circuit breakers. On the first flight the left one popped but on the next flight it was the right one. On each flight the pilot was monitoring the opposite alternators than the one that the breaker popped on.Do you have any ideas as to what could be going on?

Kirk, TTCF Member

Kirk, with just this limited information it is very hard to discern a cause. I know of no past historical problem in the fleet that is similar to what you describe. For the 100 amp breaker to open indicates a rather large overload caused by a component fault (which may not be continuous), short in system wiring, or it could be a loose or faulty connection. Something like a shorted or failed starter/starter relay or a faulty air-conditioner motor or fans are examples of things that can create a huge load. Another issue could be a faulty battery or battery connections which forces the alternator system to overload charge the battery. Take a systematic approach to investigation and try not to “bounce around” troubleshooting. Tony Saxton - Director of Tech Support, TTCF

Fuel Sensors for a 1968 421

Tony, our 1968 original “straight” 421 has 48 gallon aux tanks. The fuel gauges for these tanks are terribly inaccurate, and do not read zero when the tanks are empty (left side especially).

Can some type of maintenance or repair be done to the sensors to improve the accuracy, and/or, at least have the gauge read zero when the tank is empty?

Chris, TTCF Member

Chris, the system in this aircraft (actually all Twin Cessnas prior to 1970) are simple variable resistance float type sensors and in the 48-gallon system there are three tank units in series connection. The float is a simple wire-wound resistor connected to the float arm and its resistance increases as the float lowers. The gauge responds to the float (floats) changing resistance. As resistance increases (less current flow) the gauge reads lower. This is a error-prone setup, especially with multiple probes. Corrosion, faulty grounds, wiring faults, etc. are common problems. Sorting out the multiple connections can be a real challenge. Additionally, improper alignment of any one of the probes, a damaged or sticking brass float, or a lower level stop tang

incorrectly adjusted can cause non-zero readings. Most of these issues will require accessing the floats inside the tank. Another issue is that the gauge and senders were produced by Liquidometer Corp. in Long Island City, NY - a 1930s king of automotive and commercial liquid measurement equipment which has been long gone since the mid-1970s. Parts are non-existent, except in salvage, and the only repair company I’m currently aware of is Air Parts of Lock Haven, PA: ( http://www.airpartsoflockhaven.com/ ) A new bright light is however shining from the tunnel for all of these older aircraft of various makes and models with a company called CiES Inc. of Bend, Oregon: (https://www.ciescorp.net/ ) This company has designed and built new generation magnetic field fuel level senders and systems. They offer OEM installations for the likes of Cirrus, Mooney, Tecnam, etc. and have started offering various STC installations on legacy aircraft models as well. Unfortunately this hasn’t made it to the Twin Cessna line yet, but I have had talks with them and looked at their information and I feel that an FAA “Field Approved” installation is well within the near term for someone willing to tank the time and effort. Tony Saxton – Director of Tech Support,

The old brass type fuel float system used in pre-1970 Twin Cessnas is error-prone and only one company repairs them.



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(906) 779-5500Ford Airport, Kingsford, MI (KIMT)

FULL SERVICE FBO Authorized Cessna Service Center

FAA CRS#2KAR596C

TTCF

Heater AD Confusion

Tony, I’m writing in regards to AD 2017-06-03. After thoroughly reading the AD, I am having an issue meeting the compliance requirements on a model 8240-E heater. In particular, paragraph (g)(1) calls for an inspection using the instructions in paragraph (i)(1) or (j) of this AD, as applicable. The problem is that none of the technical data addressed in paragraph (i)(1) applies to heater model 8240-E, and paragraph (j) applies to models other than models 8240 which again, is not applicable to our heater since it is a model 8240.

Appendix 1 to the AD lists the manual for the 8240E heater (PM35710), as acceptable when applying for an AMOC. I have emailed the Chicago ACO, and they told me that in order to comply with AD 2017-06-03 paragraph (g)(1) on my 8240E heater, I would need an AMOC. How is everyone else complying with the AD? I’ve been told that Hartzell Engine Technologies has an AMOC. I have contacted them and I’m waiting on a response. I also have some questions about the inspection requirements in paragraph (g)(2), but for now I’m just trying to make sense of paragraph (g)(1).

Ignacio, TTCF Member

Ignacio, once again the FAA authored technical requirements that are not well defined and even contradictory. Some of this stems from the FAA not being able to use proprietary private company information “in part or in whole” to define regulatory action. This leaves the legal mandated language to “dance around the specifics” and owners and operators to simply hold their heads in

their hands. One suggestion that frequently works is to work out a viable plan and present it to the FAA, rather than to just ask the FAA “what do I do?” The 8240E (in 310Q, s/n 310Q0454 through 310Q1160) is virtually identical to the later 8259 HL models. Per AD2017-06-03 Appendix 1, the appropriate Service Manual for this heater is Stewart Warner Service Manual #35710. This should be a straight forward AMOC with a Letter of Authorization (LOA). Follow the information in the AD note (m) and CFR39.17. Send a letter with the specifics:

- Aircraft Make/ Model / s/n and Registered Owner. - State the AD note number and a short reason for AMOC request.

30 | TWINCESSNA.ORG

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

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

(continued from previous page)Readers Write- State that AMOC is for Inspections of para (g) (1), (2) (I through v), (3) (I THROUGH iv) and you will use information in Manual #35710 and the Cessna 310Q maintenance manual #D872-10. - Section (g) (4) PDT will use Meggit Inspection Procedure #IP-347. - Final Statements should say something like “this action constitutes an alternative with an acceptable level of safety.”

Remember that you cannot use this method until authorized by the FAA and then a copy of that authorization needs to be sent to the local FSDO manager. Good luck. Tony Saxton - Director of Tech Support, TTCF

Heater Options

Tony, I am dealing with the South Wind heater AD and my mechanic has pressure tested my unit and it failed. I would like to get some guidance

on the best way to proceed: repair (parts availability?) or replace (new or overhauled?), information for new or overhauled units that are available for replacement as well as sources and approximate cost.

Thanking you in advance for all your help in this matter and for all you all you do for the Twin Cessna world.

Gary, TTCF Member

Gary, your cheapest option would be to repair and/or overhaul your current heater. With proper information it is possible to do this in your shop, but the shop may need to build some test equipment for proper return

to service. There are other specialized companies that can do this as well. A couple of the bigger players in this market (not an exhaustive list) are:

- Aircraft Heating in Redding, CA. - Harold Haskins in Dothan, AL. - Air Parts of Lock Haven, PA.

They can “repair” or “Overhaul” your heater.

Many heaters are failing the Southwind heater AD2017-06-03 pressure test and owners are evaluating their options. One option that eliminates any future repetitive inspections is to replace the heater with a Hartzell Engine Technologies CD14073-1 heater.


I’m not sure of your specific model here but depending on the extent of the peripheral parts desired, the cost can run between $2800 and $4000. Parts are generally available but as you might guess wait times and shop backups are common so check ahead. The downside of this approach is that it does nothing to relieve the requirements of the AD2017-06-03 repetitive inspections. Another approach is to install a new production Hartzell Engine Technologies (HET), formally C&D Associates heater. Again without specifics as to your heater model, an example would be the model 8259 style in the 310R. HET factory new replacement would be the CD14073-1 with a new list price of $7,499.

HET is taking about four weeks for build up from time of ordering and I have been assured by HET Technical Representative, John Popel , that HET is committed to offering the best possible product and to keep delivery of items with a minimum of down time. While not without the typical level of ongoing maintenance these type of combustion heaters, the HET heater does relieve the requirements of AD2017-06-03. Tony Saxton – Director of Tech Support TTCF

421 Air Conditioner Not Cooling

Tony, I have a 1976 Cessna 421C-0137 and am having air conditioning problems. The unit is an R-12 system, so it is not easy replacing the refrigerant. I had both evaporators rebuilt because they were leaking. The shop in Oklahoma did a great job. My problem, even before the evaporator repairs, is that the unit is not cooling properly. I believe it is due to the pressures. At an 85 degrees F cabin temperature with the airplane running at 1500 RPM, the suction pressure is very high 50 to 60 psi and the discharge pressure is very low 130 psi. I believe it is either the compressor is bad or possibly the filter / receiver plugged up. The best air temperature out of the registers is about 65 degrees F. It used to run in the upper 40s to lower 50s depending on the cabin temps.

Any thoughts would be helpful as

Cessna wants a ton money just for the filter: $1500. In other applications, this is about a $25 item. I have not checked on a new compressor yet.

Also, I have heard of a conversion system that uses the over counter freon, 134A. Do you have any experiences with this and do you know where I could purchase this kit?Thank you for all your help in advance. Keep up the great articles.

Pat, TTCF Member

Pat, especially if the compressor is bad I would look at an R134A conversion which would change the compressor as well as the receiver dryer. I’ve done several of these and it’s very straight forward.

Except for the detailed cleaning and flushing of the old oil in the system it is little different than changing parts. An STC for this is available from: Steinbach & Associates in TX http://www.conversionairkits.com/home.html Of course the entire Cessna system could also be replaced with the electrically driven “Keith” air system which is now owned by AirComm Corp. and moved from Texas to

Boulder CO. http://www.aircommcorp.com/ This is a permanent but expensive fix. Tony Saxton – Director of Tech Support, TTCF

32 | TWINCESSNA.ORG

Classified AdsAircraft for Sale/Wanted

1969 310P w/air conditioning. 1,962 TT. 254/211 SMOH. 0/0 props. Updated straight nose gear. 140 gal. fuel, 180

kts, and 24 gph. Just completed $34,000 annual. New: engine lifters, hoses, tires, windshield, aux tank bladders, gear strut seals. We can upgrade interior and/or radios and delver worldwide. Headliner in great shape. $69,500. Contact Tom Rincker 818-554-7439 or 818-709-7430. [email protected]

1976 Cessna 310R - 6375TT, L- 576 SMOH/R- 1351 SMOH - 821 STOP, 721/721 SPOH, G530W, Radar, WX Link, 400B A/P, JPI EDM 760, R/STOL System, VGs, DeIce Boots, Annual Due Nov/2017, Excellent Pilot/Maint/Clean per JTA. Asking Price $125,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1980 Cessna 335 N335CT: 5332 TT, 1284 SFRML, 1529 SFRMR w/15 STOH. Known ice cert., factory AC, 183 gal. G530W. 2014 paint/interior. 340 cabin, but with no pressurization so no insurance yearly recurrent school. All US logs, recent IFR. $139,000. Bill: 316-942-0822 or [email protected].

1975 340 RAM VI - 5770 TT, 1067/500 SRAM GAMI, 585/585 SPOH, 2008 P&I, 530W/430W, Avidyne EX500 MFD, GTX 330/327, Stec 55X, Alt Pre-Select, 203 Gal, AuRacle Engine/Systems Monitor, VGs, Keith Air, Full DeIce, Annual 5/18, 1930LB Useful. Annual Due 5/2018. Located (TX). Asking $265,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1977 Cessna 340A RAM VII, GAMI Fuel Injectors / Hartzell Scimitar Props, Prop

Synchrophaser / PS Engineering G Plate Interior Audio Panel / Six Place Intercom / Garmin 530 WAS Number I / Avidyne Ex 500 Display With Full Charts / XM Weather / Ryan ATS

9000 TCAS / Bendix RDR 160 Color RadarDisplays / On Avidyne / Cessna EA 401 Electric Altimeter / Cessna 400 Auto Pilot / Aspen EFD 1000 Pro PFD . Always hangared. For more information, please visit www.davidsonair.net. $245,800 Contact Skip Davidson 501.912.0020 [email protected]

1977 340A RAM VII - 3140 TT, 290/290 SRAM, 290/290 SPOH, GAMI, TANIS, DUAL G430W, GMX200, Charts, Color Radar, WX 500, WX Data Sandel 3500, GDL90 Traffic & WX Data, STEC 55X, ALT Pre-Select, 203GAL, Shadin, JPI 760, K ICE, Nacelle Fire, 3/2018 Annual. Located (TN) Asking Price $299,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1971 Cessna 401B. $125,000. 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]

1972 Cessna 414 - 3494TT, 1086/1039TSO, 383 TSOP, Dual Aspen 2000 PRO, GTN750, Dual EI MVP50 Engine/System Monitors, Trig TT31 Transponder, Cessna 400 Autopilot. Keith Air, New Boots, 178G Fuel (new locker tank), VGs, All logs, NDH. Asking $198K. Contact: Troy Tollen - 415-350-4212/[email protected]

1979 Cessna 414A RAM VII - 4691 TT 1493/1493 SMOH, 1657/1657 SPOH, G600 Flt System,

G530W/430W, Color Radar, GDL 69A, GTX 345 XPD/ADS B In & Out, STEC 55X, K Ice, JB Air, VGs, Shadin, Nacelle Fire, Pre-Select, Excellent 2015 P & I, 421 Seats, Annual Due May 2018. All Logs, NDH, USA. Located (MN). Asking Price $425,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1980 Cessna 414A RAM IV- 8486 TT,

480/480 SMOH, 480/480 SPOH, G650, GTX 330, Radar Alt, Keith Air, VGs, K Ice, Shadin, Excellent P & I, 400B w/FLT Dir, Alt Alert. Annual Due Jan 2018, Located (TX), Asking Price $3455,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1980 414A RAM IV - 6700 TT, 472/472 S RAM MOH, 16/16 SPOH, King Silver Crown, Ex 500, G-400 GPS,

Charts, Color Radar, WX Data Link, 800B Autopilot with FLT Dir, Alt Pre-Select, Air, K Ice, VGs, Hoskins, Gem, 2041 useful, Oct 2017 Annual. Located (NM). Asking Price $325,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1981 CESSNA 414A Chancellor. $360,000. TTAF 7,837. RAM Series I TSIO-520-NB engines. Left 0 SMOH, Right 361 SMOH. Operated on Part 135 Certificate and maintained in accordance with an FAA approved progressive maintenance program. No known damage history. King KLN-90B GPS, Dual 1038 Comms, Dual 1048 Navs, Dual 859A Xponders, Hoskins CFS 2000A Fuel Totalizer. Vortex Generators increase GW to 7,100lbs. Willoughby, OH. Contact Mike Toman - Classic Jet Center - 440-942-7092 or [email protected]

1981 414A RAM VII - 5388 TT, 1131/1131 SMOH, 1131/1131 SPOH, G750/650, GTX 330ES, GDL69A WX Data, GTS-800 Traffic, GWX 20 Radar, Flight Stream, Shadin, JPI EDM 760, Air, K.Ice. VGs, Wheel Covers, Nacelle Fire, Part 135 Current. Approved Min. Equip. List. Located (NM). Asking Price $413,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1982 414AW RAM VII - 6489 TT, 335/335 SMOH, 686/686 SPOH, G750/650, GTX 33ES, GDL 69A WX

Data, GTX 800 Traffic, Flight Stream, KFC 200 AP, Shadin, JPI 760, Air, K.Ice. Training/Delivery Optional. Part 135 Current. Approved Min. Equip. List.


Classified Ads


Located (NM). Asking Price $510,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1982 414AW RAM VII - 6489 TT, 335/335 SMOH, 686/686 SPOH, G750/650, GTX 33ES, GDL 69A WX Data, GTX 800 Traffic, Flight Stream, KFC 200 AP, Shadin, JPI 760, Air, K.Ice. Training/Delivery Optional. Part 135 Current. Approved Min. Equip. List. Located (NM). Asking Price $510,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1975 Cessna 421B: S/N 421B0802, C-GADG. 4894 TT. LE 8 hrs SMOH. RE 1048 SMOH. Props 164 SMOH. New Paint Aug. 2011. New leather interior 2015. GNS430WAAS coupled with autopilot, KX155A, KI209, GTX327, KT 76A – Mode C, Dual Cessna navs w/HSI, Dual RMIs, Bendix RDR 140 Color Radar, Cessna 800 ADF, KN 64 DME, Co-pilot instruments, GMA347, Alcor Engine Analyser, AOA indicator, King Radar Alt, KI250, Cessna 800 Integrated Flight Control System with Yaw Damper (Flight Director), Icarus GPSS module Sam 001, factory air, known ice, 222 gal. usable, NDH, complete logs. $200,000. Contact Steve at: [email protected]

1976 Cessna 421C - 6180 TT, L-26/R-425 Hrs SRAM OH, G530W/430W, EX500, WX500, Color Radar, Skywatch Traffic, XM WX Data, STEC 55X, Alt Pre-Select, 234Gal, Shadin, JPI 760, Air, K. Ice. Nacelle Fire. Oct. 2018 Annual. Located (MI). Asking $289,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1979 Cessna 421CW TT 6630 SMOH 400 L & R & Props. Factory Air, GNC 530 WAAS, Garmin 330es XPNDR, 234

Gal. Fuel, RAM Winglets, Color WX RADAR, Radar Alt. AP Cessna 800B IFCS, K-Ice, Shaden Dig. FF, 7 seats + Belted Potty, Annual c/w 3/2017, New Carpet, Many extra’s, NDH, $289,000. Call Jerry Lunsford (817) 480-8866 [email protected]

1979 Cessna 421C, 6700/hrs. TT SNEW, NDH, All Logs, last annual by Air Impressions, 10/280 - hrs.

SMOH by Western Skyways & Factory overhaul, 150/150 – hrs. on SPOH, All new panel (10/17) no post lights sports all new Garmin equipment 750 – w/ audio panel, 430w, ADS-B, radar, Stec55X, f/f, engine mon! New paint 2015 & new interior 11/17! Strakes, speed brakes, lots more – see www.ridgeaire.com for specs and photos – it a nice one – no stories.

1980 Cessna 421C - 7500 TT, L-1350 SMOH / R-170 SNEW, 2017 Exterior, Excellent Int., G600, Dual G750, GTX 330 - ADS B-Out, 497 Skywatch Traffic. 800B A/P, Alt Alert/Pre-Select, 252 Gal, Shadin, JPI EDM 760, Air, VGs, K.Ice, Fire System, Training Provided. Annual Due Dec.2017. Located (GA). Asking Price $409,000. Contact Jerry Temple at (972) 712-7302 www.jerrytemple.net.

1981 Cessna 421C - 5619 TT, L-126 Hrs/R-896 Hrs SRAM OH, 896/896 SPOH, 2016 Paint & Interior. G430W, Garmin MX-20 MFD, Color Radar, GDL69WX Data, Garmin GTX 330/327, Cessna 800 A/P w/Alt Pre-Select, 234 Gal, Shadin, GEM, Air, K. Ice, Spoilers, VGs, Annual Due 11/2018. 2180 Lb. Useful. Located (TX). Asking Price $400,000. 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.

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

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].

For Sale: Cessna 400 IFCS. Removed from 1973 Cessna 310Q for new system. Computer, Controller and Mode Selector just reworked by Autopilots Central with 8130-3’s. Servos also available. Will be very negotiable on price. Guy Maher, (704)-287-3475; [email protected].

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

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

1958 310B Tuna Tank ends and wing root covers. Excellent shape. Make me a fair offer. Gregg: [email protected]

Bruce’s Custom Covers: 421C (s/n 1084). Purchased new in 2013, used four times. Will pay for themselves quickly and avoid the mess of deicing. Full fuselage, wings, nacelles and horizontal stab & elevator. Minor alterations of the cabin cover to accommodate your antenna placement. $2100 new, make offer. Kevin at [email protected], 231-883-2007

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

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

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

34 | TWINCESSNA.ORG

Classifieds (continued from previous page)

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

TWIN CESSNASWITCH COVERS• Replace Faded

& Dirty Covers!

• Full Size & Mini Covers Available!

• New Switch CoversLook Great!

FOR MOST 300/400 SERIES:

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

See product photos atwww.jtatwins.com

[email protected]

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

Maintenance

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

Aircraft Accessories International: Twin Cessna accessory overhaul facility. Specializing in Fuel Pumps, Fuel Selector Valves, Landing Gear Actuators & Trim Tab Actuators. Quick turns & overhaul exchange available. 770-703-4316 or [email protected]. www.aaiair.com

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

Flight Training

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

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]

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].

TAS AVIATION,INC. Cessna 300/400 initial & recurrent training in your aircraft. Flight Reviews or IPC checks when you pickup your aircraft or when we drop it off!!! See article in March 2012 TTCF edition about special 421 single engine training. Call TAS Aviation at 419-658-4444 And ask for Marla.

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

Cessna 300/400 Series Initial or Recurrent Ground and Flight Traing in your Aircraft. Texas based near DFW, or will travel to your location. Jerry Lunsford: [email protected] 817 480-8866

Cessna 300/400 Flight Training Specialist. Insurance Approved Recurrent flight training in your aircraft. Discounts for TTCF Members. Call Neil Meyer, (320)[email protected]

Insurance approved initial/recurrent 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, Aspenvisit www.wrightaviaiton.net email [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 near Austin 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 Gold Seal CFI, CFII, MEI Southwest based. Todd Underwood at http://www.findapilot.com/Pilot-12523.html 623-202-6910. [email protected]

TTCF Classifieds Work!

“Once listed, I had more than 12 people call me about the listing and the first person that came to

look purchased it.”

- Byron, TTCF Member


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

Systems & Engine Seminars

When: 1) NOVEMBER 2 - 5, 2017 2) February 8 - 11, 2018 Where: 1) nut tree airport Vacaville, ca (KVCB) 2) Albert whited Airport St. Petersurg, FL (KSPG)

Twin Cessnas have complex systems and powerplants. The best owners and pilots have an intimate knowledge of how their

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

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

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

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

BENEFITS INCLUDE:

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

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

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

TWIN CESSNATheFlyer

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 engines.

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

Application for Membership

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