TheTWIN CESSNA Flyer TWIN CESSNA FLYER • OCTOBER 2011 | 3 from the editor readers write Vacaville...

october 2011

Supporting Twin Cessna Owners Worldwide since 1988

Featuring:

WHAT DOES IT COST TO OWN A 414?Getting the most out of Recurrent Training

340 Engine Change on the Roadreaders write And much more......

TWIN CESSNAThe

Flyer

THE TWIN CESSNA FLYER • OCTOBER 2011 | 3

from the editor

Vacaville seminar review. Upcom-

ing seminar at Continental. TTCF

on Twitter. Weather pictures. More.

What does it cost to own a 414? We present the data from

our recent survey on operating

costs for 414’s.

414 spar strap requirementsCertain 414’s are subject to a wing

spar AD. We explain which ones

and what’s involved.

veterans airlift command flightMember Robert Johnson recently

used his 421C to fly a war hero on

a VAC mission. Twin Cessnas are

perfect for this type of flying.

getting the most out of recurrent trainingThe editor reports on his recent an-

nual recurrent training at Simcom.

4

6

8

readers writeBad alternators, broken seats, leaking

fuel selectors, bad tach generator plugs,

and more.

340 Engine Change on the RoadTony and his assistant recently traveled

to a disabled 340 to change an engine.

We documented the process in this pic-

torial.

Selling my 421The Editor recently sold his 421. While

he misses his airplane, the process was a

good one.

Insuring older twin cessnasInsurance expert Eric Barfield explains

why it’s important to properly insure our

older Twin Cessnas.

Upcoming systems and engine seminarsOur next seminar will be held November

10 - 13 in Mobile, AL at the Continental

Motors factory. Don’t miss this one.

The Twin Cessna Flyersm

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

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

The Twin Cessna Flyer Magazine is the official publication of the The Twin Cessna Flyersm owners organization, P.O. Box 12453 Charlotte, NC 28220. The price of a yearly subscription is $68 ($80 international), which includes a one-year membership in The Twin Cessna Flyersm owners organization.

The Twin Cessna Flyer is not affiliated or sponsored by the Cessna Aircraft Company.

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.

The twin cessna flyer advisory committee

Larry A. Ball, New Haven, IN

Anthony R. Saxton, Defiance, OH

Philip G. Yoder, Columbus, OH

Cover article photo by John Ahern.

Copyright 2011, The Twin Cessna Flyersm. All rights reserved.

TWIN CESSNAThe

FlyerSM

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4 | TWINCESSNA.ORG

from the editor By Bob Thomason, President TTCF

representatives. Don’t miss this one. Details can be found on our website: www.twincessna.org. You can sign up there or just call me at 704-910-1790.

Twin Cessna Annual Convention/Fly In?

I’ve had a few members express interest in an Annual Convention/Fly In, similar to those held by other type clubs. Long time members may remember that The Twin Cessna Flyer has held a few of these in the past. Attendance varied but trailed off after a few years. Since then we have concentrated on one of our core competencies: our Systems and Engine Seminars.

We are revisiting the idea of a convention. If not already, you’ll soon receive an email asking for your opinion on this. Bill Alberts, who plans and manages conventions for the Malibu and Meridian Owners Association, the TBM Owners and Pilots Association and the Citation Jet Pilots Association, has put together a preliminary agenda for a convention. We’ll share this with you for input. We’d need a minimum of 50 attendees to make this type of event work. If we get that level of interest, we’ll move forward.

Twin Cessna Flyer on Twitter

Several members have suggested The Twin Cessna

Flyer start a Facebook page and Twitter Account. I’m intrigued by modern social media so I engaged my two college-aged sons for assistance. We experimented with both Facebook and Twitter and decided Twitter might be a good place to start. So The Twin Cessna Flyer now has a Twitter account:

@TwinCessnaFlyer

Seminar Update

Our Vacaville, CA seminar was a big success. Held September 8 - 11th, about 15 310, 320, 340, 414 and 421 owners and pilots were in attendance. TTCF Advertiser, Steve Hinckley of Aircraft Performance Modifications, Inc. flew his beautiful 421C over and everyone admired the strakes on his airplane. They will soon be available for 340’s as well as the 400 series. See his ad on page 11.

Member Mark O’Neill arranged a memorable get together and dinner Friday night. Hosts Jim Duckworth and Roberta Dixon own the 414 Mark flies. Their beautiful home in Novato was a great setting for a night of fun, food and aviation talk. Also there were other aviation oriented folks who fly out of and work at the various airports north of San Francisco.

I had long and interesting conversations with TTCF member Paul Erickson, owner of the “Songbird III” a 1960 310D, and John LaNoue, builder and co-pilot of the famous Vickers Vimy. (For information on the Songbird III, see: http://www.skyking.info/home.html. For more on the Vickers Vimy, see: http://www.vimy.org/) I always marvel at the innovative and passionate aviation culture in California. They love airplanes there and act on their passion.

Next Seminar At Continental Factory

Our next seminar will be unique. It will be held November 10 - 13 at the Continental Motors Factory in Mobile, AL. In addition to the seminar, we will tour the Continental factory and hear presentations from Continental

Tony stands all day teaching. He takes a seat and kicks back with a cold one at our dinner party.

Mark O’Neill: TTCF Member, 414 pilot and short order cook! Dr. Graham Gitlin, 310 owner, looks on.

Jim Duckworth, Roberta Dixon and Mark O’Neill hosted a wonerful dinner for our group.


310I-R & T310

210-210C, 205, & 205A(2-blade)

210K-N (3-blade)

310-310H & E310H(2-blade)

A188

A185E & F

206 & T206

207 & T207

177B, 177RG Cardinal

170A, B, 172 & 175 w/O-360(2-blade)

180

182 Skylane (2 & 3-blade)

| @ |

Improvements over two-bladed props: Better takeoff and climb performance. Dramatically lower noise levels. Improved appearance. Improved ground clearance and reduced blade tip erosion.

Improvements over two and other three-bladed

props: Longer TBO than many McCauley props

(2,400 hour/6 year). All conversions include a new

polished spinner.

208-208B Caravan106” (3-blade) 96” (4-blade)

R172K Hawk XP

.

TOP PROP

PERFORMANCECONVERSIONS

(continued on page 15)

Why Twitter? As many of you know, Twitter lets you post messages of up to 140 characters. I view it as a way to make announcements and broadcast “headlines” that members can followup on if they choose to. The best way to understand Twitter and determine if you like it is just to try it. Go to www.twitter.com, sign up and begin following @TwinCessnaFlyer. If you have a smartphone, load the app on it as well. I do my best to post information you’ll be interested in. I’d be very interested in your feedback on this experiment in social media!

Three Pictures of a Weather Gap

On a recent flght to Florida, I took off from Titusville and on my way south had to navigate a building line of thunderstorms with gaps that were closing up. Check out the 3 pictures below:

This was the view on the Avidyne Nexrad downlink. I’m headed towards the best looking hole in the developing line. Tops to the east and west are at the high 20’s and building.

Here’s what the situation looked liked on the onboard weather radar. I was about 5 miles from the gap, which was now about 3 miles wide. At this point, ATC chimed in to tell me the gap was “closing fast.”

Left: This was the view out the windscreen. Obviously I was in good VMC. At this point, I knew I could fly through the gap before it closed, but how would the ride be? I cinched my seatbelt and flew through the gap with hardly a bump.

What would you have done? Did I cut this too close? Let me here from you. My decsion to fly through was based on a number of factors:

• First. I was in good VMC.

• Second, none of

6 | TWINCESSNA.ORG

WHAT DOES IT COST TO OWN A 414?By Bob Thomason, TTCF Editor

This is the third article based on our ownership costs membership survey. For those who missed the survey background information in the last two magazines, we had an excellent response of well over 200 members who answered the following questions:

1) What model Twin Cessna do you own or operate?2) In what year was it manufactured?3) How many hours per year do you typically fly?4) What is the fuel burn of your Twin Cessna?5) What is the cost of an Annual Inspection in an average year?6) Do you perform your own maintenance?7) Not counting the Annual Inspection, how much do you spend on maintenance in a typical year (engine, airframe and avionics)?8) How much is your annual insurance premium?9) How much is your monthly hanger rent or tiedown fee?

In order to make the survey easy to fill out and the data easy to process, some concessions to precision had to be made. For example, regarding fuel burn, we did not ask the respondents whether they fly ROP or LOP. Consequently, the results reflect both operating techniques so the numbers shown are averages.

Likewise, we did not inquire about the level of owner performed maintenance. Some members are A&P’s and AI’s who do all their own maintenance while others just change their oil occasionally. Obviously this impacts what they spend on maintenance each year. If you perform all your own maintenance, your annual expenditures are likely to be less than the average numbers shown. If your shop does everything, you’ll likely spend more on maintenance each year. (Every Twin Cessna owner should take their airplane to a Twin Cessna specialist, at least periodically. The May edition

of The Twin Cessna Flyer profiles one member’s lesson learned in this regard.)

Finally, there are significant operating costs we chose not include in the survey. Among them are taxes, training, and financing costs. Taxes vary considerably according to location and the other costs are easily obtainable through a little research by a prospective owner. We do provide our own estimates of prop and overhaul reserves in the accompanying chart. They are based on actual quotes, including removal and installation, from a respected specialty engine overhauler. If you prefer RAM or factory remains at overhaul time, your costs will be higher.

Results

We had a good response from 414 owners. About 60% were owners of straight 414‘s while 40% owned 414A’s. With one exception, the expense numbers were not significantly different for the 2 models so we’ve included them together in the chart. The exception was that insurance expense was slight higher for the A owners. This is understandable given the higher market values of the later model 414A’s.

Notes: In the “Cost to Fly 100 Hours per Year” section:


• an average cost per gallon of 100LL of $5.60 is used (July average for U.S.)• an average monthly cost for hanger/ tiedown of $487 is used• engine and prop overhaul costs based on actual 2011 quotes for a pair of TSIO-520-NB’s. They include removal and installation cost, and typical compliance cost for AD 2000-01-16 (exhaust). • costs omitted include: taxes, training, financing costs, extraordinary maintenance events

Based on our survey data, a 414 will cost an owner about $490/hour to operate without reserves and $551/hour with overhaul reserves. These numbers are only $30/hour and $29/hour higher respectively compared to the 340 survey data from last month. This is no surprise as the two airplanes share similar engines and systems. Here

If you are considering purchasing a 414A, be aware that it is subject to AD 2005-12-13 which requires repetitive inspections and a wing spar strap kit to be installed. The cost of complying with this AD is not included in our survey. [See related article on page 8].

The numbers presented in this survey summary are averages. As all long time aircraft owners know, from a financial standpoint there are good years, bad years and sometimes, very bad years. The first few years of aircraft ownership are often “catch up” maintenance years and costs are likely to be much higher than our survey numbers. Prepare to pay considerably more.

Additionally, the survey results do not reflect upgrades. In order to preserve the value of your aircraft, every so often it has to have paint and interior work. Also, these days it’s getting difficult to sell an airplane without at least some glass in the panel. And avionics are advancing at such a rapid rate that panel upgrades are required with more and more frequency.

And don’t forget about inflation. Engine overhaul prices are rising faster than the general rate of inflation. Your overhaul may cost you 20 to 25% more in ten years. If you are accumulating funds in an overhaul account as many owners do, you’ll need to factor this into account.

With these caveats, our survey data should be useful to anyone who wants to know the long term cost of owning a Cessna 414.

are a few other observations about our 414 results:

• 414 owners fly about 106 hours per year - just a little lower than our 340 owners and about the same as 310 hours. Hours flown per year ranged from 25 to 200. • Fuel burn is

about 37 GPH, on average.• 414 owners only spend about $200 more per year on maintenance than 340 owners (both Annual and non-Annual related maintenance) but considerably more than 310 owners - about $6,200 more per year on average. This is to be expected as most 310’s are normally aspirated and have less complex systems. Additionally, only 22% of 414 owners perform some of their own maintenance. This is almost identical to the 21% of 340 owners but about half the 40% of 310 owners who perform some of their own maintenance. • Insurance costs, at $6,369/year, are about $1,270 higher than for our 340 owners. • Hanger costs are also slightly higher. The wingspan of a 414A, particularly if it has winglets, often rules out a small, less expensive T-hanger.

“Based on our survey data, a 414 will cost an owner about $490/hour

to operate without reserves and

$551/hour with overhaul reserves. ”

Expect to pay more for hanger space if you own a 414, partcularly a 414A which has a wingspan 4.5 feet longer than the straight 414 shown here. A standard 40 foot wide T hanger will be too small.

414A’s like this one are subject to a wing spar AD (2005-12-13). Compliance times vary by serial #. See the article on page 8 for details. Cost of compliance is not included in this survey.

8 | TWINCESSNA.ORG

414a Spar Strap Requirementsby TTCF Staff

In 1999, the wing on a Cessna 402C failed in flight just inboard of the engine nacelle. The accident resulted in a fatality and launched a 5 year period of investigation and study.

Working closely with Cessna, the FAA issued a series of Notices to Proposed Rulemaking culminating in June 2005 with AD 2005-12-13. The Twin Cessna Flyer reported extensively on this process at the time.

In spite of the fact that the accident airplane had very high time (20,400 hours) previous damage and a questionable maintenance history, there was concern that the AD might extend to the entire Twin Cessna fleet. That has not been case, although wing spar strap kits are called for in Cessna’s Supplemental Inspection Documents (SID) and are available for every model Twin Cessna. The SID’s are not mandatory for US Part 91 operators.

AD’s, of course, are mandatory.

AD 2005-12-13 affects only the Cessna 402C and the 414A. 414A’s were included

because their wing structures are similar to the 402C’s.

For 414A’s with serial #’s 001 to 200, a wing spar strap kit must be installed

at 9,000 hours TT in service. Serial numbers 201 and up have a more liberal compliance time of 15,000 hours.

The current cost of the spar strap kit (SK402-47B) for the 414A is $16,862.00. Installation time varies but averages about 490 shop hours. Thus, depending on shop rates, the total cost for a 414A spar strap is about $ 56,000. Once installed, the wing is good for another 12,500 hours, before next inspection, which most likely will be far beyond the practical life of the airplane.

In issuing this AD, the FAA (and Cessna) were being ultra-conservative. With good maintenance, a Twin Cessna airframe has a useful life upwards of 20,000 hours. Those of us flying 5,000 hour airplanes 100 to 200 hours a years with only a couple of seats filled are putting minimal stress on our airplanes. Consider the experience of Cape Air, whose fleet of 64 402’s fly up to 800 flights a day!

A wing spar strap installation is “major surgery” on an airplane. It can take up to 500 shop hours to install.

At an installed cost of roughly $56,000, the life of the wing is extended by 12,500 hours.

10 | TWINCESSNA.ORG


obligatory bathroom runs we loaded up the 421 and I put Gino up front with me. We launched out of Anniston into clear skies as “Hero Flight 1JT”. I handed the controls over to Gino. He’s a natural

pilot and very interested in aviation. He climbed the airplane easily to FL200 where we settled into a 190-205kt groundspeed cruise for the 3:30 flight.

Over the next several hours I had the

Veterans Airlift Command Flight

I had a long, but very rewarding day on Monday.

I had been signed up for Veteran’s Airlift Command for a while, but hadn’t been able to coordinate a mission. Last week there was a short notice request to help an injured Air Force PJ travel from San Antonio to North Carolina. He is in San Antonio at BAMC recovering from a gunshot wound he received in combat in Afghanistan. (Note: If you don’t know what a PJ is, please look it up - these guys are basically equivalent to SEALs but much less well known)

The reason for the trip was that he and his wife wanted to attend the funeral of his friends who were killed in the CH47 crash in Afghanistan that we’ve all read about.

I agreed to fly them from Anniston, AL to San Antonio on Monday while another pilot brought them to Anniston from North Carolina. I called up a buddy of mine who flies T28s with me to be my copilot. He had gone through the 421 initial course at SimCom with me, but had never actually been in the airplane! Might as well get him some 421 time...

We launched from Addison around 0730 and made it to Anniston by 1030. We thought the handoff was going to be at 1100, but the other pilot was delayed so we grabbed some lunch and came back to the airport to meet them at 1215.

The other pilot and his wife were wonderful people, and were flying a very nice 1980 Cheyenne II. They have done a number of VAC missions and he gave me several great tips on a phone call before the mission.

We got to meet Gino and his wife Rayma - a wonderful couple in their late 20s who had obviously not had the best weekend of their lives. After the

honor of chatting with Gino about a wide range of topics from aviation to the use of special forces troops in Afghanistan and Iraq. Gino’s a warrior. There’s no doubt about what he does

for a living, and that he’s very good at it. My mind kept coming back to the Winston Churchill quote: “We sleep soundly in our beds because rough men stand ready in the night to visit violence on those who would do us harm.”

After an easy flight and some great conversation, we dropped Gino and Rayma off at SAT (Landmark) and took the obligatory photo. A little fuel later and we winged our way back to Addison where we landed at 7pm. 12 hour duty day, 8.5 hours of flying, 1,400nm traveled, and a great feeling of having helped one of our heros.

If you can, I’d strongly recommend you sign up for VAC. Our Twin Cessnas are great vehicles for this sort of mission, and it’s a great way to help these American heros.

Twin Cessnas are great aircraft to fly on VAC missions. Helping our heros allows us to give a little something back to those who protect the freedoms we enjoy. Left to Right: Chip Lamb, Rayma, Gino, Robert Johnson.

by Robert Johnson, TTCF Member

12 | TWINCESSNA.ORG

Getting the most outof recurrent training

Through last year my FAA Part 135 checkrides counted as my recurrent training. The equivalent of 2 ATP checkrides per year was more than enough to satisfy my insurance company. But now that I’m Part 91 again, it’s back to annual recurrent training. Twin Cessna pilots have many good choices when it comes to recurrent training whether we decide to do it in a simulator or in our own airplanes. This year I decided to go back to SimCom in Orlando. They have a very nice 421 simulator equipped with a Garmin 430. I’ve found that training in a sim that most closely matches my airplane in terms of equipment makes flying the sim easier and the transition of the training back to real life more effective. Plus, being one of the world’s premier tourist destinations, airfares and hotel rooms are relatively cheap, reducing the cost of the whole experience. (Note to self: fly your 421 next time. It may cost more but you won’t lose your bag or experience 2 hour delays!)

I’ve been to SimCom in Orlando at least half a dozen times over the last 15 years. I’ve had excellent instructors each time. This year was no different and I got another great instructor: Karl Ely. Karl has a lifetime of experience flying piston twins, including a long stint with Piper and a lot of Part 135 charter flying. He knew his stuff, and had a lot of fascinating stories. But best of all, Karl was a good teacher. He took time at the beginning of the first sim session to make sure I knew how to work the equipment I was unfamiliar with: especially the King KFC200 autopilot. Being proficient with the autopilot in the sim makes the entire experience much easier. Every sim I’ve ever flown is oversensitive and the autopilot helps tame the “airplane” so the pilot can concentrate on on the other tasks at hand: fires, electrical failures, engine failures, etc.!

Other helpful information included the approach power settings. Karl gave me the settings that work best in the sim for all configurations and that saved us time better spent on other activities.

Karl handled my session like a learning experience - not a “test.” That is, he didn’t just throw emergencies at me to see how I handled them. We discussed and reviewed emergency procedures in the classroom first and then practiced them in the sim. Discuss, practice and review. Only in the last hour of my 7 hours in the sim did Karl surprise me with emergencies. I find this approach much more effective than the “sink or swim” approach I’ve seen some instructors use.

But what you get out of recurrent training depends mostly on you, not the instructor. If you attend just to get the box checked for your insurance company, that’s about all you’ll get. If you go with a plan, you’ll get much more. Prior to the session, do an honest assessment of your weaknesses. Are your basic instrument skills good? Are you instrument current? What about your basic flying skills? Have you done an stalls, slow flight, steep turns and go-arounds lately? When was the last time you reviewed emergency procedures? Make a list of items you want to emphasize and send it to your instructor in advance. (SimCom also asks for a picture of your panel and the actual weights and moment of the airplane you fly. Send them your priority list as well.) I’m current and fairly proficient in instrument flying, so my goal was to work on emergency

procedures, particularly take-off engine failures. Karl was more than happy to oblige.

Something else I did this time was take my own checklists and kneeboard. This meant I didn’t have to spend time looking for the appropriate checklist section to deal with an emergency, and my old faithful kneepad always had the assigned heading and altitude written on it. The older I get, the more these little organizational things help my flying.

I have found that time spent in the simulator “flies” by - pardon the pun. My sessions were over before I knew it with the only evidence being a sore bottom and some serious but temporary fatigue. The Multi-engine Instrument Refresher course I took officially includes 6 hours in the sim, but I got about 7 as several of our sessions had no one was scheduled after us.

As I mentioned, one of my goals was to practice responding to take-off engine failures, since for safety reasons these were not part of my FAA checkrides. The experience in the sim was invaluable here. My last time in a simulator was in 2008 and my skills in this important area were rusty. Prior to practice, we reviewed the procedures:

by Bob Thomason, TTCF Editor


“....what you get out of recurrent training depends mostly on you.....If you go just to get the insurance

box checked, that’s about all you’ll get...”

The Twin Cessna sim at SimCom Orlando is an actual 421 cockpit. The Garmin 430 is a nice touch and familiar to most pilots.


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Recurrent training (continued from page 12)

• set the heading bug to runway heading and adjust the throttle quadrant tension to ensure the throttles will stay put (but not too tight)• on takeoff leave the gear down until there is no longer enough runway to land on should an engine fail• if the gear is down and the engine fails, retard the throttles and brake heavily• once there is no longer enough runway to land on and you’ve raised the gear, move your hand from the throttles to the prop controls. Most Twin Cessna’s are totally “clean” at this point so if an engine fails there’s no need for the “5 up” - throttles, mixtures, props, flaps and gear. The prop is the only conrol you’ll need to adjust. This changes, of course, once you reduce power for cruise climb.• when an engine fails the airplane will yaw - use the rudder to “step on the heading bug” (this is a good technique because it works in IMC and there’s no confusion of the kind that can occur by looking at the engine gauges to

determine which engine has failed)• carefully identify the failed engine using the “dead foot, dead engine” technique and feather the prop on the dead engine• fly the airplane, maintaining Vyse blue line speed with the ball 1/2 out toward the good engine and a bank into the good engine of 2 to 5 degrees - whatever gives you the best climb rate• once established, secure the dead engine, and trim the airplane • notify ATC of your engine failure and declare intentions

These procedures were not at all new to me but knowing vs. doing are two different things. I confess that on my first attempt, I crashed the sim. Spun in and the screen started flashing red on and off accompanied by a disturbing soundtrack. Not as bad as dying, but disconcerting nonetheless. I was climbing out at Vy which is the same as Vyse (blue line) in the 421. My speed bled off as I was trying to sort things out and we did the dreaded Vmc roll.

It happened so quickly, it was almost unbelievable. (But in my defense, we were at maximum gross weight on a very hot day - of course!) From then on, every recovery attempt was successful, if not pretty. I got on the rudder quickly and carefully controlled my speed even if I had to trade some precious altitude to get it. I’d say we did no less that 8 or 10 takeoff engine failures in total. Afterwards, I was feeling confident I could handle the real thing. Mission accomplished.

Another good lesson learned involved identifying a failed engine-driven fuel pump. When a fuel pump fails, the fuel flow will drop to near zero. If the engine fails for other reasons - and is still at least windmilling - there will be positive fuel flow. So when an engine fails and the fuel flow drops to zero, it’s time to put the electric fuel pump on in the “high” position and adjust the mixture for smooth running (assumes the

fuel pump has been modified per Cessna MEB 88-3). From then on, each change in throttle position requires a mixture adjustment as well.

After all that excitement, the ground school portion of my recurrent session was anticlimactic. My attendance at 3 or 4 TTCF Systems and Engine seminars each year keeps me up to speed on systems so at my request we spent a lot of time on regulations and some of the more non-routine aspects of IFR flight. Karl introduced me to some excellent online courses that are catalogued on the FAA website: http://faasafety.gov/ and we took a couple of them together. It was fun and informative.

The cost of my Multi-Engine Refresher course at SimCom was $1,824 plus airline ticket and hotel cost. If I return within the next six months, I get a 20% discount on the SimCom fee. For this, the most important thing I got out of recurrent training was renewed confidence that I could successfully handle an engine failure on takeoff. I also received credit for a Biennial Flight Review, an Instrument Competency Check and level 1 FAA Wings credit.

And I got to check off the insurance requirement box. The insurance companies are smart. Based on hard, statistical data they know that regular recurrent training dramatically reduces risk. All Twin Cessna pilots should take recurrent training annually, whether required by their insurance carrier or not. It’s not cheap, but the safety and peace of mind you receive will be worth the cost many times over.

SimCom instructor Karl Ely configures the sim for a practice session, no doubt programing something to fail!


the post war jet fighters and the Bell X1 that made him world famous. But then, the Cessna 421 Golden Eagle is a great airplane!

In this Issue

What Does It Cost to Own a 414? We continue our series presenting the results of our recent operating cost survey. There are currently about 775 414’s and 414A’s on the FAA Registry. These airplanes are very popular as a first cabin class airplane for owner

operators. We show the results and draw some conclusions about the cost of moving up to the 414. The usual caveats apply. For example, first annuals after purchase can often be extra expensive. We advise owners to plan on spending about 20% of the purchase price for the first annual. No matter how well maitained the airplane, there is always some “catch-up” maintenance that has to be performed. The reason? As soon as most owners start thinking about selling their airplane, they cut back on their

the tops were higher than about 25,000 feet. The cells were building, but not at a particularly rapid rate.

• There was a Convective Sigmet out for an area well east of me, but not where I was.

• I was alone and prepared for some brief turbulence.

Last month, this column featured a story about a Canadian member who hit severe turbulence well away from a line of storms. His decades of weather flying experience told him he should have had a smoothe ride. As it turned out, he flew through an area of two converging air flows that were flowing into the nearby front. When it comes to Mother Nature, no course of action is guarenteed to produce the result you expect. And let’s face it, every action we take in flying is a calculated risk. That’s why I tightened my seatbelt.

A Death in the Preferred airparts Family

Preferred Airparts has been a long time, big supporter of the Twin Cessna fleet. We were sad to learn of

the death of Ken Stoltzfus, Jr. in July. Ken was the grandson of the company’s founder and was very active in the business. He died at age 50 after a long illness. Our sympathies go out to the Stoltzfus family and the entire Preferred Airparts organization.

Is the 421 Chuck yeager’s favorite airplane ever?

We received a report from a normally reliable source that at Oshkosh this year someone asked General Chuck Yeager what his favorite airplane was. “My 421,” was his reply. Imagine that! A Cessna 421 is the favorite airplane of the guy who flew P51’s in World War II, all

from the editor (continued from page 5)

(continued on p. 29)

16 | TWINCESSNA.ORG

Readers write

that I can see for this item in the parts catalogue. What do you recommend I do to get a replacement? Would it be easier to source a used seat? I would not be opposed to having an A&P improvise a solution to keep the

Tony Saxton, TTCF Director of Technical Support

light again came on. On run-up it had been carrying only a few amps with the majority of the load being carried by the left, and these indications continued in flight. As a test, I turned off the good (left) alternator, and momentarily the load on the right jumped to about 30 amps, but it quickly returned to near-zero and could not be made to budge again with repeated off-on cycling of the left alternator switch.

I would much appreciate your thoughts on what the next diagnostic steps should be.Many thanks and kind regards,

Steve Shoop, TTCF Member

Steve, this could still be an internal problem in the alternator. A loose connection at a diode or worn short brushes can seem to make the alternator work OK at light loads or low RPM. Then, as the load builds and or the RPM increases, the resulting added heat and vibration can make the unit go inop. Tony Saxton - Director of Tech Support TTCF

310Q Seat Problem

I have a seat issue is on N4546Q, a 1973 Q model 310. S/N 728. I’ve attached a photo of the actual problem as well as the relevant pages from my parts catalogue. The issue is on the aisle side of the pilots seat, though I have circled the opposite side on the seat diagram because it’s easier to see. If you are looking at the photo there is a pin that prevents the “outer elbow / collar”, for lack of a technical term, from rotating around an “inner tube”. Looking at the photo you can probably tell that I need a new part. I had my local A&P attempt to repair this several times and the pins kept shearing and we’ve arrived in the present condition that you see. My questions is, there is no part number

340 Alternator Problem

Tony, I have an electrical system problem I’d be grateful for your assistance on. The aircraft is a 1980 340A, RAM VI, TT about 2250 hrs. Recently during cruise, the right Alternator Out light illuminated. The circuit breaker did not pop, and the load on the right alternator was 0 - 5 amps. The left was carrying most of the load, about 40 amps. Subsequently my shop inspected the right alternator and found it to be in serviceable condition. The drive clutch, however, failed the RAM-prescribed torque test, and a replacement unit was obtained from RAM and installed. Unfortunately this did not solve the problem, as shortly after the next takeoff the right Alt Out


Loose connections or worn brushes can mean an alternator will work at low RPM but not at high RPM.

Sometimes the only option for a broken seat part is to replace it. They aren’t cheap either. This part costs $860 from Cessna.

18 | TWINCESSNA.ORG

Try rebuilding (or replacing) the electrical cannon plug at the tach generator connection. Seldom is it necessary to replace all of the wiring. You can splice in sections as needed. Tony Saxton - Director of Tech Support TTCF

Editors Note: See the Operational Issues section of the online Members Forum for some additional information on rebuilding tach generator cannon plugs.

1) Regarding your prior thoughts on the fuel siphon, I replaced the leftside fuel selector valve with an overhauled unit from Webco aircraft but the problem continues….it siphons from the right main to left main when fuel selectors are in the mains positions. Did I get a bad overhauled valve? Other ideas?2) I recently replaced my instrument air filter and now have a vacuum system problem (coincidental?). With only the left engine running, both vacuum flags are not showing. With only the right engine running, the left flag shows red (inop) – correct reading. a. Does this definitely mean a right vacuum check valve failure? If notwhat else? Could contamination around the filter cause this? b. Do you have a part number and any ideas where I can find replacement check valves? c. And where exactly are the check valves located…..by the engine? Behindthe instrument panel?3) I have a nagging, intermittent right engine tachometer problem. Bouncing gauge, and then occasional gauge failure….meaning the tach needle for the right engine goes to zero. We have had the gauge overhauled and replaced the tach generator on the right side….still the problem persists. Any ideas as to what to do next? Run new wires from the gauge to the tach?

Thanks in advance for your thoughts.

Herb, TTCF Member

Herb, the only path from the right to left tip tank is through the fuel selector valve. I would say that you still have a problem in the valve. This is not an uncommon problem in overhauled valves. The changing of the vacuum filter is just a coincidence. The problem is in the vacuum shuttle (check/valve) that is located behind the instrument panel. I’m on the road and don’t have the part number but look in the Parts Manual in the vacuum system section. Parts are available through any any Aero Accessories distributor.

seat in a fixed upright position, though I believe that would require a 337 and be a less than desirable solution. Have you seen this before? Any suggestions on a possible solution would be greatly appreciated as I’ve been dealing with this issue since January. Best Regards, Josh, TTCF Member

Josh, yes, we’ve seen this many times before. Your best bet is to replace the part. Part number is 0812775-3 (same part # for left or right side). Cessna has them in stock for $860.00. Tony Saxton - Director of Tech Support TTCF

Fuel System Setup on a 320

Tony, could you please email the information on the pressure gauges required as well as the procedure for setting up the fuel system on my 320E with TSIO 520B engines. I know I read an article on this but seem unable to locate the issue of the TTCF magazine. I wish to show the information to my AME. I’ve been trying to explain to my AME what was said in your article without reference. Always a bad idea. Also I am considering coming to the Vacaville seminar and brining my AME.

Thanks, Rob TTCF Member

Rob, the entire procedure for any Continental fuel injected engine, as well as all specifications and equipment, is contained in Service Bulletin SID97-3E. It has fuel injection component drawings and shows in detail were and how to adjust. This is available on line at http://www.genuinecontinental.aero/ click on left side on “Customer Support” and then on “Service Bulletins and Manuals.” Scroll down and select SID97-3. Tony Saxton - Director Of Tech Support TTCF

Multiple Questions about a T310R

Hi Tony, thanks for your help in the past and I need some more guidance…..a continuing question and a couple of others! Please help.!

Readers Write (continued from page 16)

Fuel transferring from the left to right tip tanks can only occur through the fuel selector valve. If you replace your valve and still have the leak, most likely you received a bad valve.

FOR SALE 1956 C310, TT3320 TSMOH 230L/1299R PSN 245L/R. SL30 NavComm SL70 Trans. New paint, interior, window plastic and glass. Landing gear totally overhauled and refinished to better than factory new. MV props are AD free. Annual 08.2011. Featured in the August 2010 issue of The Twin Cessna Flyer. Must see, hangared. 47,000.00 OBO. scotdsd@aol. com 541.261.3157


Call 800.727.1014

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Recurrent 310-320 Only 1,599335-421 Only 1,699

20 | TWINCESSNA.ORG

340 engine change on the road - A Pictorialby Tony Saxton, TTCF Director of Technical Support


#1 (above): It takes a full truckload of equipment to change an engine on the road. Experience and pre-planning really help ensure you have everything you need yet leave the “Kitchen Sink” at home.

#2 (above): We unload and check all the equipment for any damage done during the trip. We evaluate the status of everything and make a situation-specific checklist so nothing gets overlooked.

#3 (above): This 340 had a catastrophic in-flight left engine failure. Note the feathered prop. Any removable accessories and hardware that will be reused on the new engine are transferred as we remove them. This simplifies the process.

#4 (above): Tyler and I remove the prop. In this case, with a catastrophic engine failure, metal contamination is a concern. Any accessory that has oil in it (including the prop) will need to be flushed and cleaned to avoid re-contamination of the new engine.

#5 (right): Accessory removal begins.Turbo, wastegate, controller, fuel system, exhaust components etc. All need to be changed and meticulous tagging and notes are a must to assure proper reinstallation. “Rip-n-tear” is not a good idea at this stage.

#6 (below): Old engine is lifted from its mount. We were sure to properly support the aircraft’s tail. All twin Cessna’s will get tail heavy and fall on their tails even if just a single engine is removed. As the engine is removed we watch for loose items that may snag or items left connected. The engine needs to be balanced and reasonably level on the hoist to avoid wild engine swings on lifting. It‘s a good idea to pre-plan a place to set the old engine down.

#7 (left): Here I am installing the aft engine components. I work from the bottom, up and rear, forward. The new turbocharger was pre-lubed.

#8 (left): The engine is cleaned, prepared and inspected.This point in a 340 or 414 installation is a good time to rig the throttle and mixture control cables. They connect to the fuel air control and not to the engine so they are much more accessible at this point in the installation. The engine compartment is now ready for

22 | TWINCESSNA.ORG

340 engine change(continued from page 20)

#8 (above): Here we are ready to swap the old and new engines. We position the new engine and then take a break to think through everything. It’s much easier to install items like oil pan heaters now than after engine installed.

#9 (above): The new engine is moved into position. We are checking that the motor mounts ready to install. These need to be new units each engine change.

#10 (above): We lower the new engine into position - slowly - watching our hands and fingers! Alignment must be done carefully and it may be necessary to add shims to the mounts per the maintenance manual. We start all the motor mount bolts first and then torque them up afterwards to finish.

#11 (above): As we fine turn the engine position, we are careful not to damage the rather thin oil sump. We don’t want it to hit any of the mounts or engine support structure.

#12 (right): The new engine rests on the mounts. It’s time to hook everything up. We are very careful to avoid dropping items (safety wire ends, washers, cotter keys into other open items). Our rule is: “one thing in hand at a time and if you drop it, find it.” When installing hoses it’s best to completely tighten them immediately even if they have to be loosened later for some reason. This minimizes the chance of an untightend connection.

#13 (above): The new engine must be pre-oiled before runs. We check several times for fuel leaks. All ground runs must have test cowlings or cowlings installed to ensure proper cooling.

#14 (above): Preplanning for the test flight is a must. It’s best to have two people, one to fly and another to observe and take notes. First flights should be in cool temps. and VFR. Remember that in our FRAT these types of flights are considered high risk. Preplan for emergencies and stick to the numbers.

#15 (above): The last step is to ship the old engine back to the overhauler for a determination of what caused this!


Selling my 421 by Bob Thomason, TTCF Editor

I sold my 421 in early September. I had an ad in Trade-A-Plane and Controller for about 6 months. I also recorded a 10 minute video and put it on a website dedicated solely to the airplane. I had picked an asking price about $20,000 over what I considered a fair, VREF determined retail value. Except for some incredibly low-ball offers, interest was minimal. The ads expired and I decided just to keep the airplane, waiting for market conditions to improve. Then in mid-July, I started getting phone calls from multiple prospective buyers. Go figure.

One of those calling me was a broker from Premier Aircraft Sales (www.flypas.com), Mike Fabianac. I honestly don’t remember our first conversations. I’m sure I was skeptical after some of the ridiculous offers I’d received and I figured a broker would never offer me anything near my price. And, mentally, I had all but decided to take the airplane off the market and partner with a friend of mine locally. But Mike was persistent. He wanted to send someone to see the airplane, but I was going to Oshkosh for a week and then on vacation for another. He said, “I’ve got a guy who’ll be at Oshkosh. Can he take some pictures of your airplane?” “Sure”, I told him, explaining that it would be a mess since we were camping out of it.

His guy showed up and snapped about 25 pictures. I flew home and Mike called.

His buyer, unnamed, was very interested in my airplane. I had already come off my asking price to my bottom line and it took a couple of offers but the buyer finally met my price. It was a fair, Vref-based price: $410,000. We set a delivery date, but a couple of AD’s were due and I set about getting them complied with.

One was Part 3 of AD 2007-05-15, which requires removing the starter adapter and examining the drive gears. As fate would have it, the gears were worn beyond limits and I had to replace it with an overhauled unit to the tune of $7,000. Bummer. The adapter had right at 800 hours on it. Look for an article on GTSIO starter adapters in a future issue.

The airplane was ready for delivery so I flew down to Ft. Lauderdale for the closing. On the way, I stopped in Titusville to see TTCF member Mark Austin and his very nicely restored 1959 310C. This model is one of the candidates for my replacement airplane and I’d never flown in one before. Mark took me for a beautiful, late afternoon low-level ride over Florida’s lakes and rivers. The 310 was a blast to fly. Light, fast and responsive on the controls. I really liked it, although even with noise cancelling headsets, it was loud. A 421 will really spoil one when it comes to noise and vibration! Thanks for the ride Mark. Nice airplane.

The next morning, at Fort Lauderdale Executive airport (FXE), I walked in a conference room and met my buyer, Tim Johnson - a TTCF member! Tim and his dad own a number of Subway sandwich franchises throughout south Florida and the

Bahamas. They plan to use the 421 in their business as well as personally. We spent the next two days going through the prebuy, which was very thorough but only disclosed a few minor squawks. Not being familiar with Premier, I was still very skeptical at the beginning of the

My experience with Premair Aircraft was excellent. They were very professional at every stage of the process.

AD 2007-05-15 (starter adapter) came due just a few hours before the sale. Unfortunately for me, one of mine needed replacing. They aren’t cheap.


24 | TWINCESSNA.ORG

membership application

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

Application for Membership

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

2. ______________________________________________________________________ Address

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

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

6. Check Membership Desired: ____ 1 year @ $68 ($80 international) ____ 2 years @ $125 ($145 international)

____ 3 years @ $185 ($215 international)

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

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

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


421 sale (continued from page 23)

process. I was concerned the inspection results would be used to beat down my price. My actual experience, however, could not have been better. Premier treated us with complete professionalism, explaining every step in detail. I was even more impressed when I met Fred Ahless, Premier’s President. I learned that Premier is a dealer for Mooney, Diamond, Husky and Extra aircraft. They donate the profit from every 10th aircraft sale to charity. They currently support Bahamas Habitat (www.bahamashabitat.org) which provides relief to disaster-stricken communities in the Caribbean. (While at FXE I bumped into TTCF member, Chuck Lancaster, who was flying Hurricane Irene-related missions for this charity in his ’67 310L. Look for a future article on his flights.)

So, long story short, the 2-day prebuy turned into a truly pleasurable experience where I got to know Tim, his father and Mike Fabianac very well. Great guys.

As I flew on an airliner back to Charlotte I reflected on all the incredible adventures and memories 297DB had afforded me. It had flown not only me and my family, but a U.S. Senator, an Ambassador, war heros, race car drivers and preachers. It was a fantastic machine: fast, comfortable and reliable. I will miss it. Tim, you’ve got a great airplane. I hope you enjoy it as much as I did.

TTCF Member Tim Johnson and I shake on the deal. He got a great airplane and I got a fair price - the best possible outcome.

insuring older twin Cessnas by Eric Barfield

Oh the pride of ownership. You’ve got to admit one of many reasons we end up with a certain Twin Cessna in the hangar is that at some point in time we made the mistake of falling in love with it. The emotion often seems proportional to the time, money and TLC invested particularly in an older, fixer-upper that is now a real thing of beauty in the eyes of the beholder/owner. But if an accident or incident mars the beloved old steed, there could be some consternation over the settlement since the insurance company will analyze the claim with a less-than-emotional eye on whether to repair or total the plane.

It’s usually not the obvious total loss that creates the dilemma but the seemingly minor one that ends up involving significant repair work. Older aircraft can be costly to fix relative to their overall market value due to individual parts expense, parts availability, labor costs, and time needed to make the repair. Factor in an amalgamation of today’s engine, instrument and avionics upgrades that are expensive to install but quick to depreciate and it feels even more painful. For example, a gear-up landing in an $80,000 twin can cost almost as much for it to be properly put back in service:

Engine teardowns and inspection: $25,000Prop overhauls w/blades: $16,000Belly / nose / wing repairs: $25,000Paint: $5,000Miscellaneous: $4,000Total estimate: $75,000

But by computing potential proceeds from the sale of the salvage ‘as is’ (prior to repair), the insurance carrier can recoup some of their loss which is customary under insurance contract language. Typically, once the cost to repair the aircraft plus the salvage value exceeds the insured value, a total-loss claims check follows along with the bill of sale. The owner must now sign over what’s currently left of their pride and joy to the insurance company.

So what can be done to avoid an unwanted separation from a Twin Cessna with which we’ve become attached? The first step is to properly insure the airplane for what it is worth in the current market. Underwriters typically use a reference guide for hull

value substantiation and it can be more difficult to substantiate older, “unique” planes that may not have an equitable replacement in the marketplace. Be prepared to provide a detailed spec sheet or even a full certified appraisal to the insurance company so that your particular investment is properly protected. If you under-insure, it makes it easier for the plane to be totaled when you don’t want it to be.

Another good move is to take advantage of all that The Twin Cessna Flyer has to offer since the organization does a great job of addressing proper maintenance and operational procedures that help keep claims from happening in the first place. As aircraft age, proper maintenance in particular becomes more and more important. The Aging General Aviation Education and Training website provides some type-specific maintenance information

This is TTCF Member Mark Austin and his beautiful 1959 Cessna 310C. Owners of these classic, restored older Twin Cessnas need to make sure they are properly insured.


26 | TWINCESSNA.ORG

Classified AdsAircraft for Sale/Wanted

1959 310C, TTAF 3800, RSMOH 600, LSMOH 500, Hartzell top props, alternators, underwing exhaust, 406 ELT, STEC 60-2, GPSS, 430W, KX155, 396 WX, Cleveland W/B, always hangared. $80,000 Make offer. (501) 529-3618.

1969 T310P, 4387TT, 502/502 SRAM, 502/502 SN Props, Q-Tips, King Panel, VGs, New Glass, Side Brace Kit, Lots More TLC, Extensive Restoration, For a complete list, call Bill (360) 907-7788

1973 310Q, 5300TT, 680/680 SMOH, 680/1283 SPOH, Nice P/I, Full De-Ice, 163 Gallons, Side Brace Kit, Clevelands, KLN89 Moving Map, KMA24H, 4 place Intercom, KX165, KN64, Dual VOR/ILS, 400AP, Yaw Dampener, Strikefinder, DME, Fresh Annual, Price reduced: $90,000 OBO, FREE ATTENDANCE AT TWIN CESSNA FLYER MAINTENANCE SEMINAR INCLUDED. Call Chuck (972) 263-9030, [email protected]

1974 C310 Q 6000TT, 600/600 SFRM, 250 PROPS, Full De-Ice, 163 gallons,IO-470-V engines, Dual King KY-196 coms, Dual navs (King KNS_80 & KN-53) King KT-76 transponder, King KCS-55-A HSI, STEC 55X Autopilot, Bendix Radar 160, 6 place intercom, Strobes, Vortex Generator Kit, Clevelands, Bladders (2006) Northstar GPS 60. Large Baggage door, New C&D Heater, 1627# useful load. $115,000. Call 337-322-9006 Times approx. AC flying. No Damage History

1975 Cessna T310R -N234TC -2795 Total Time -Annual completed June 2010-TT engines, 528 since factory reman. $40,000 (+) spent on new electronics in the last three years. GNS 530W Garmin GPS w/waas. SL30 Garmin Nav-Com,Apollo 2 Morrow GPS, GTX 327 Garmin transponder, Monroy ATD 300 traffic watch, KR85 ADF, BFG strike finder, S-TEC 30 autopilot. New original air conditioner, never installed.The mounting brackets are in place. New turbo on left engine installed Sept. 2010. 13 year paint and interior, Rosen visors, sheepskin front seat covers, cabin cover, inside window shields, oxygen system. Aircraft located in Brownwood, Texas

Asking $137,500. Kenneth Day (325) 641-0420 Fax (325) 641-8376

1976 Cessna T310R TTSN 4,383 hrs, 1,266/1,266 Hours SMOH. Props 1,370/439 Hours SPOH. VG’s, 203 gal., KMA24 Audio Panel, KX155, KX175B, KLN90B GPS, King 150 MFD, KN64 DME, KR87 ADF, RT359 Transponder, Slaved Gyro/HSI, WX900 Stormscope, 400B, NEW 406 ELT with Panel Switch, 203 Gallon, Shadin Digital Fuel Totalizer, JPI EDM760 Engine Monitor, Boots, Heated Props, Alcohol W/S, Tanis Engine Heaters, HID Taxi Light, 76.6 cu ft 6-Place Oxygen, Painted Dec 2006 Exc. condition, New Interior Leather Dec 2006, Fresh Annual. $110,000. NDH. 402-966-2348 or email [email protected]. Plane in Calgary but under US Registry N98869.

1978 Cessna Turbo 310R - 3764 TT, 250/250 SFR, 250/250 SPOH, Excellent P & I, K.Ice, Air, 530W/430W, MX20, Shadin GEM, Radar/WX/Data/WX500, 183-Gal., Excellent Boots, Hot Plate and Windshield (MI) Asking Price $245,000. Call Jerry Temple (972) 712-7302, www.jtatwins.com

1967 Cessna 320E S/N: 0006. TTSN 3457 hrs 1151/209 SMOH Props 5/5 SPOH. Very fast 1700 lbs useful load. Canadian Registration. Annual 29/04/2011. 3 Blade McCauleys, electric boots, wing deice boots, heated windshield. Oxy Bottle 2004, New Janitrol Heater July 2006, New Leather interior and Paint January 2005, 6 seats pilot and co-pilot sheepskin, 6 plc. Oxy, Extensive rework in 2004 all AD,s. Always hangered, 800 Navomatic works great, KX155, KY196, KT76A,KNS80 Rnav, ADF, Northstar M2 Loran/GPS, Tanis Heaters and Engine covers, Davtron Clock, Rosen Sun Visors, VG,s Pictures Available. $110,000.00 CDN Rob 780-918-9572, [email protected]

1968 320F 6184Q TTAC 4,210 hrs; L & R Engines - 1,253 hrs; L&R Props- 675 hrs; VAR Cranks installed 800 hrs ago; 6 new cylinders in 2007. Recent annual with good compressions. Minimum oil usage. Avionics: GMA 340, GNS 430, KX 155 King ADF, King DME, Collins Transponder, Shadin Fuel, Insight Engine Monitor, Pneumatic Door Seal, 6 place intercom, 2007 interior, 6 place

Oxygen, 183 gallons, 3 Blade McCauley Hot Props, Vertical Compass Card, 6 seats, Strobes, Alcohol Windshield, M4C AutoPilot, $52,500 509-539-3878 Lv Mess Washington State

Wanted Cessna 340 310HP or better, Buyer has $125,000 for the right one. Full Deice not needed. Would like American Av intercoolers if not a RAM. Call Dr. Skavdahl @ 509-539-3878.

1978 RAM VI 340A s/n 559. 4300 TT. 200/700 SRAM OH. Props 100/100 SOH. ‘07 Interior. K-Ice, Garmin 530, factory air, Shadin, color radar, WX-10 Stormscope, VGs, 183 gal, RAM 7th seat. Excellent maintenance: 2010 annual by TAS in Defiance, including new LT canted bulkhead. Slip-joints aft in ’05, new nacelle bladder in ’07, aux bladders in ’01, windshields in ‘03, hot plate in ’91. $295,000. Call Ted 412-741-2920, [email protected]

1981 Cessna 340A - 1896 TT, 94/291 SMOH, 94/291 SPOH, Only 2 Owners, NDH, 2/12 Annual Due, Very Good Paint & Interior, K.Ice, Air, VGs, 183-Gal., Radar, Stormscope, Cessna 400 Panel-Great Modernization Candidate (FL) Asking Price $273,000. Call Jerry Temple (972) 712-7302, www.jtatwins.com

1981 Cessna 340A RAM IV - 4585 TT, 1188/1188 SRAM OH, 1188/1188 SPOH, AA Intercoolers, GAMI, 183 Gal., Hoskins, VGs, Spoilers, K.Ice, Air, King Silver Crown System, KLN90, Radar Alt., Radar, Alt. Alert, 400B AP w/FD (CO) Asking Price $230,000. Call Jerry Temple (972) 712-7302, www.jtatwins.com

1984 Cessna 340A RAM VII - 2051 TT, 568/245 SRAM, ’05 Paint, ’06 Interior, Spoilers, VGs, Shadin, GEM, GAMI, Chelton EFIS, G530, WX500, Radar, WX Data, AC, K.Ice (TX) Asking Price $390,000. Call Jerry Temple (972) 712-7302, www.jtatwins.com

1971 Cessna 414 RAM VII - 6876 TT, 254/254 SRAM, 254/254 SPOH, Avidyne 650 FlightMax, WX500, RDR130 Color Radar, STEC 55X AP/FD, Shadin Alt Alert, 180-Gallons, Keith Air, EDM760 GEM, Full DeIce (NM) Asking Price $220,000. Call Jerry Temple (972) 712-


Classified AdsParts for Sale/Wanted

WANTED: Rotating beacon motor for Cessna 421B or name of shop that can repair the motor. Contact Ron Wiley at 908-907-1726 or [email protected].

GMX200 I/O model with traffic & Jepp Chartview, SN 38400598. Bought new in May 2007; has 421 flight hours on it. Soft 2.13; Hdwe 011-01465-(); Navdata 6/29/11; Terrain V2.04 6/9/06; Basemap V2.00 2/24/06; Obstruction V1.1; Jepp elec. charts 7/7/11. Chartview card is included in case charts ever need to be re-activated. Chartview is a $2,000 feature. Chartview current as of July 1.Navdata expired June 29. $6,000 includes U.S. shipping http://s1233.photobucket.com/albums/ff389/421C/avvionics%20for%20sale/ [email protected], 908-578-3710.

Pressurized carburetor off a ’55 C310. $1,095 OBO. Call Bill (360) 907-7788

For Sale: Continental 0-470M Engine. 190 hrs. Pressure carb. ECI cylinders, new exhaust, new Slick mags, yellow tag crank. Rebulit by Kenmore Air, Seattle. Ready to install. $26,000 in receipts. Asking $17,500. Call Gregg 360-659-4323 or email: [email protected].

For Sale: 24/28 Volt Prestolite Alternator # AVL-901R for gear drive large Continental engines. Never used and still in original box. Cessna # is same as 639229 and more. Cost $1,350. Will sell for $800. Call Joe @ 925-698-1377.

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].

Flight Training

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

TAS AVIATION,INC. Cessna 300/400 Series Training. Initial or Recurrent

7302, www.jtatwins.com

1973 421 B Roberston STOL, VG’s, 2400 TT, LE 1150, RE 400, new 8 place interior 2005, always hangared, Garmin 430W, 496, PS 8000, Sandal, + much more, NDH, awesome performance, excellent boots, 200 gal., Based Pueblo Co, (PUB), David 719 650 8667

1978 Cessna 421C Golden Eagle - 4629 TT, 897/1286 SMOH, 694/251 SPOH, G530W, EX500, Color Radar, WX500, WX Uplink, GTX330, 800B w/FD, 234-Gal., Spoilers, VGs, Air, K.Ice, 3/2011 Annual, Superb 421C for under $350,000 (MS) Asking $349,000. Call Jerry Temple (972) 712-7302, www.jtatwins.com

1978 C421C-W, 5600TT, 650SFRM/1560SMOH, RAM, winglets, known ice, 234 gal, GNS430s, GTX320, GTX 327, Sandel HSI, Radar, WX-10, KFD-200/FD/altitude pre-select, Ryan TCAS, Radar Altimeter, and more. 2200 lb useful load. A well maintained personal aircraft. $240,000, (252) 638-8000, [email protected]

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

Real Estate

Bahamas Getaway - Staniel Cay , Exumas, 450 feet beach frontage on crescent cove. House complete

with all furnishings, hanger 200 feet from 3,000 paved runway, hanger to fit 421 Cessna, attached garage with 1994 250 Ford 4 wheel long bed crew cab, 4 x 4 Honda Forman, Scots riding mower. 126 feet x 7 ft wide dock with 26 ft Grady White sports fisherman,2 motors, 14 ft Boston Whaler w/ 40 hp Johnson motor, Yamaha wave runner, all with boat lifts, 8 kw diesel generator, complete laundry room, solar refrigerator, complete work shop, other items to numerous to mention . City water, public electric, DSL telephone Direct TV. Asking $2.9 mil. OBO. Contact Fred [email protected]

flight training, In your aircraft, Flight Reviews or IPC checks when you pickup your aircraft or when we drop it off!!!Call TAS Aviation at 419-658-4444 And ask for Marla or Jim

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

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

Wright Aviation: Initial Twin Cessna FITS Accepted, Recurrent Twin Cessna Training, Glass & TAA initial and refresher, G500/500, GNS430/530, Aspenvisit www.wrightaviaiton.net email [email protected] call: 480-203-0599

Insurance approved initial/recurrent training in Cessna 340/414/421 aircraft. Gold Seal and NAFI Master CFII/MEI based Houston. Will travel. Gerry Parker, 713-826-6663, [email protected].

Cessna 300/400 Series Flight Training Specialist. Insurance Approved Inti al and Recurrent flight training in your aircraft. Discounts for TTCF Members. Call Neil Meyer, (320)743-3811 www.aviationenhancements.com

Cessna 300-400 Series Flight Training Initial or recurrent flight training in your aircraft. Call Jerry Lunsford, (817) 480-8866, [email protected]

Cessna 300-400 Flight Training Specialist. Multi-Engine Training, CFI MEII, Lafayette, Louisiana, Call (337) 334-1444 or (337) 322-9006, [email protected]

Flight Training, Florida and south Georgia, 300 and 400 Series Twin Cessnas, 1,500 hours in type, 30,000 hours plus, 21,000 multi, call Charlie (904) 233-7340

28 | TWINCESSNA.ORG

Hats, windbreakers, knit shirts, fleeces and more!

Visit:

www.twincessna.org

MICRO VORTEX GENERATORS• Improved Safety & Characteristics• Improved Controllability• Eliminate Vmca• Gross Weight Increase• Zero Fuel Weight• Lower Lift Off Speed• Lower Stall Speeds• Saves Tires & Brakes• 1 Day Installation• Cessna Twin Micro VG Kits $1950. to $2950.

CESSNA 400 SERIES401, A, B, 402, A, B, C,411, 411A, 414, 414A, 421, A, B, C

Vortex Generator Technology

4000 Airport Road, Suite DAnacortes, Washington 98221

(800) 677-2370

(360) 293-8082 FAX (360) [email protected] http://www.microaero.com

CESSNA 300 SERIES 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A

Micro VGs are installed on the leading edge of the wings and on tail surfaces and strakes are installed on the engine nacelles to help keep air attached longer at slower speeds. This reduces the Stall Speed, improves controllability, improves characteristics, creates a more stable instrument platform and gives better aileron response and rudder authority.

investment in it - and some of this cutback involves maintenance. It’s just human nature. Budget for a big first Annual.

414 Spar Strap Requirements: Concern about aging aircraft ratcheted upward when Aloha Airlines Flight 243 lost a section of its upper cabin in 1988 due to metal fatigue.

Focus was turned to the Twin Cessna fleet in 1999 when a 402C lost a wing in flight, killing the pilot. Several years of study and research resulted in the Supplimental Inspection Documents for all Twin Cessnas and an AD on the wing spars of the 402C and 414A. This article explains which 414’s are affected, when they have to have spar straps installed, what is involved in installing the spar strap and what it costs.

Veterans Airlift Command Flight: Many of our members use thier airplanes for charity flights. In 2005, I used my 421 to fly multiple Hurricane Katrina-related flights. It was some of the most rewarding flying I’ve ever done.

Member Robert Johnson recently volunteered his airplane and time to fly a wounded war veteran to the funeral of a fellow soldier. He writes about the experience and encourages the rest of us to consider conducting VAC flights. See: www.veteransairlift.org.

Getting the Most Out of Recurrent Training: Now that I’m no longer taking


dedicated to maintaining the safety of older general aviation airplanes (www.aginggeneralaviation.org).

What we’ve learned over the years is that what often creates heartburn over insurance is not having a proper understanding of how the policy is designed and how the claims process works. Of all the great emotions that come with owning and operating Twin Cessnas, the one emotion nobody likes is one of surprise when it comes to insurance. Kudos to Editor Bob Thomason for helping ensure the readership stays abreast of practical insurance matters like wisely insuring older twins.

Eric Barfield is a Certified Aviation Insurance Professional (CAIP) with Hope Aviation Insurance, a national aviation insurance brokerage firm specializing in business aircraft. He is a Commercial pilot and currently serves as Vice Chair of the NBAA Safety Committee and Chair of the South Carolina Aviation Safety Council. Hope Aviation operates Cessna 182 and Cessna 340 aircraft.

Insurance (continued from page 25)

From the Editor (continued from page 15)

The explosive decompression of Aloha Airlines flight 243 in 1988 launched the focus on aging aircraft issues.

Part 135 checkrides, I’m back to the annual recurrent training regime. I recently attended the multi-engine instrument refresher course at SimCom in Orlando. I had an agenda of things I wanted to work on. I believe this is key to getting the most out of recurrent training. An honest self-assessment of your flying skills will go a long way towards helping you maximize the benefit you get from your training.

340 Engine Change on the Road: One of Tony’s customers recently had a catastrophic in-flight engine failure. He feathered the prop and flew the airplane to a successful landing, but the engine had to be changed where the airplane sat. Tony loaded up his truck, drove to the airplane and spent several days changing out the engine. I joined him and snapped some pictures to create this pictorial.

Selling My 421: After almost giving up selling my 421 for something close to my asking price, all of a suddent several people became very interested. Why all the sudden interest? I have no idea but in late August I sold my beloved 421 to Tim Johnson, a TTCF member.

Tim was using a broker in south Florida that I was unfamiliar with and I had some concerns. These concerns turned out to be unfounded. The process went very smoothly and both Tim and I came away happy (him more so than me - I miss my airplane already!) What will I replace it with? A Twin Cessna, of course. Which model? I don’t know yet so stay tuned.

Insuring Older Twin Cessnas: Values of older Twin Cessnas vary widely. Some are totally run out while others are museum quality showpieces. Your insurance company needs to know where your airplane falls on this continuim. Eric Barfield of Hope Aviation Insurance tells us the best strategy for making sure our losses are covered in the event of an accident, while not losing the airplane to salvage.

Enjoy the magazine. Until next month, fly safely!

30 | TWINCESSNA.ORG

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Engine & Systems Seminar

When: November 10 - 13, 2011 Where: continental motors factory Mobile, al

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 the

Continental Motors factory in Mobile, AL on November 10 - 13 and 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. Over 900

owners and operators have attended these seminars in the past. You will not be disappointed.

BENEFITS INClUDE:14 hours of classroom instruction for each seminar

Hands-on instruction with actual aircraft partsA detailed Training Manual & Reference Guide

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

For Details and To Register: Visit www.twincessna.org or call us at 704-910-1790

TWIN CESSNAThe

FlyerSM

Engine Seminar Nov. 12 - 13Topics Covered:1. Engine Nomenclature2. Engine Cooling3. Ignition4. Engine Oil5. Periodic Maintenance6. Fuel Injection7. Turbocharging & Exhaust8. Engine Support Structure9. Engine Overhaul & Repair10. Engine OperationsThis seminar covers TCM O-470 through IO-550 and TSIO-470 through GTSIO-520 engines.

Systems Seminar Nov. 10 -11Topics 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 Cessna’s are covered.

TWIN CESSNAThe

FlyerSM

P.O. Box 12453 • Charlotte, NC 28220

www.twincessna.org

Mark Your Calendars!

Twin Cessna systems & engine Seminar

continental motors factory mobile, al

november 10 - 13, 2011

See Page 31

and

visit www.twincessna.org to Register

TheTWIN CESSNA Flyer TWIN CESSNA FLYER • OCTOBER 2011 | 3 from the editor readers write Vacaville...

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