Cessna Flyer Vol. 15 Issue 07 July 2018

Just saw this month’s article on the 175. Please pass my thanks to Mr. Kinney and Mr. Lawrence for a great article. As you know, the last time I saw N7990T (The Death Star) it was on the back of a flatbed, on the way to hopefully get someone else’s 175 flying again. Thanks again for bringing back some great memories. Mike Ford Lincoln, Alabama Feedback about Cessna Flyer Events Dear Editor, My Cessna Flyer arrived today, June 12, and I went almost first to Events. Of the “Other” list, all but the last four are history. The list also stops June 16! Nothing happening into late June or any of July? As I plan my flight from Alaska to Oshkosh by way of Murfreesboro, Tennessee, I’d love to know of events along my route. But I’ll leave around July 6, and don’t expect to have Flyer by then. Wish you could help. Ken Kokjer Fairbanks, Alaska Staff reply Hi Mr. Kokjer, I appreciate your feedback about the timeliness (or lack thereof!) of the events listed in Cessna Flyer. Letters continued on Page 99... CES SNA F LYE R (08) J U LY 2018 Since 1960, Wipaire® has been bringing the freedom of water flying to Cessna owners. Available for many classic and factory new models, Wipline® floats deliver the innovation, quality, and reliability you and your Cessna deserve. Call today to learn what we can do for you! Cessna 170 Cessna 172 Cessna 175 Cessna 180 Cessna 182 Cessna 185 Cessna 206 Cessna 208/208B freedom to EXPLORE South St. Paul, MN (KSGS) - 651.451.1205 Leesburg, FL (KLEE) - 352.323.4809 www.wipaire.com See us at EAA AirVenture (Booth 226-228) & enter to win $1,500 towards a seaplane rating! the long summer daylight hours and fly over to see new products up close, have your questions answered, and talk with other owners about all things airplane. We will highlight Air Plains signature XP line of high-horsepower engine upgrades for Cessna 172, 180 and 182 aircraft, as well a wide range of Air Plains’ products and services. Appareo representatives will present and answer questions on their ADS-B products. We’ll have plenty of hamburgers, too. 5 to 7 pm. For more information, call 800-752-8481 or visit airplains.com. Jul 23–29 — Oshkosh, WI. Wittman Regional Airport (KOSH). EAA AirVen- ture Oshkosh 2018. The World’s Greatest Aviation Celebration with daily airshows, activities for youth and young adults, and thousands of forums and workshops. Special events, static displays, mass arriv- als, exhibitors, concerts and more. Daily tickets and weekly passes available. For more information, visit airventure.org. Jul 25–27 — Clinton, IA. Clinton Munici- pal (KCWI). 18th annual Cessna 150-152 Club National Fly-in: “The Confab in the Corn.” Flyers from all corners of the United States, Canada and even overseas come together for family fun, flying and friendship. Spot landing, Nerf football drop, flying scavenger hunt; seminars on maintenance and other subjects pertain- ing to the C150 series airplanes. Thursday night luau. Friday night banquet where contest awards are given, as well as many door prizes. Contact Dale C. Larsen, dclarsen@ubtanet.com or phone 435-823- 2934. Visit cessna150-152club.com. Sep 29 — Corona, CA. Corona Municipal (CAJO). Aircraft Spruce West – Super Sale. This is the time of year when we go CFA EVENTS Jul 21–22 — Waupaca Municipal (KPCZ). The 14th annual Gathering at Waupaca. CFA’s annual pre-OSH event with fun, food and friendship. Saturday night welcome reception at KPCZ sponsored by Wipaire. Informative seminars with reps from Continental Motors, Eagle Fuel Cells, Electroair, UTC, Parker Hannifin and more. Lunch and an evening banquet on Sunday. Motor coach to and from Oshkosh for the first three days of EAA AirVenture sponsored by Tempest (two days) and Uni- vair (one day). Registration is $125. Visit CessnaFlyer.org for more details. FEATURED EVENTS Jul 13 — Wellington, KS. Wellington Municipal (KEGT). Air Plains Services Fly-in/Open House. Take advantage of SEND EVENTS to editor@cessnaflyer.org continued on Page 12... 1-800-647-6148 • www.ffcfuelcells.com All FFC fuel bladders are manufactured with REGISTERED TSO-C80 constructions... KNOW what you are installing. Quality products at competitive prices. TSO-C80 FUEL CELLS CES SNA F LYE R (10) J U LY 2018 GIVE ICE THE BOOT Manufacturer of Goodrich pneumatic de-ice boots. Our patented, environmentally friendly adhesive system gets you back in the air in just hours. Available in Goodrich FASTboot® or SILVERboot™ options. Handmade with quality craftsmanship for over 80 years, our products come with a full line of care products and a two year or 3,000 flight hour warranty. Learn more at goodrichdeicing.com 800 DE-ICERS (800 334 2377) | deicers@utas.utc.com DEMO & SHOW SPECIALS EAA AirVenture Oshkosh Hangar B, Booth 2129 Events continued from Page 10... all-out by offering spectacular discounts on our most popular products and pro- vide a chance for our loyal customers to meet our vendors. So, come join the fun and get a chance to win big prizes. Enjoy a free Southern smokin’ cookout and soda on us. 7 am to 3 pm. For more informa- tion, phone 951-372-9555 or 800-861- 3192. OTHER EVENTS July 1–29 — Wabash, IN. Wabash Munici- pal (KIWH). Oshkosh Fuel Special. Drop in on the way to Oshkosh and on the way home for fuel at a $0.50/gallon discount. Contact Richard Beamer, 260-563-4705. Jul 3–8 — Philadelphia, PA. Ninety-Nines 2018 International Conference. Whether you’re a student pilot or seasoned aviator, join us as we celebrate our passion for flight and fellowship! Make your voice heard by attending the Ninety-Nines’ Annual Business Meeting. This is open to all, and the floor is yours! Held at the DoubleTree by Hilton Philadelphia Center City. Contact Mary Wunder, marywun- der@gmail.com or phone 484-571-8145. Register at 99sconference.org. Jul 4 — Townsend, MT. Townsend Air- port (8U8). Townsend Festival of Flight. An annual, deluxe fly-in breakfast and Young Eagles Rally for all GA, experimen- tal, classic, vintage and Light-Sport aircraft sponsored by EAA Chapter 344. Breakfast 8 to 10 am. Young Eagles flights 9 to 11 am. Proceeds support EAA programs, including scholarships. Contact Neil Salmi, 406-980-0544. Visit 344.eaachapter.org. Jul 6–7 — Detroit Lakes, MN. Detroit Lakes Airport–Wething Field (KDTL). Fly- in/Drive-in and Overnight Campout. Pan- cake breakfast and fly-in Saturday 8 am to 12 pm. Friday night campout at “Airport Park,” with a supper meal planned. Please call for more info on camping. Contact Heather Sorum, 701-640-8645. Jul 7 — Placerville, CA. Placerville Airport (KPVF). EAA Chapter 512 Pancake Break- fast. Join us for a hearty pancake breakfast with all the fixins: pancakes, eggs, sausage, coffee and juice. $6 adults; kids 12 and under $3. Fly-in and aircraft displays. Classic car and motorcycle clubs welcome! 8 to 11 am. Contact Jim Wilson, 916-337- 6700. Visit 512.eaachapter.org. continued on Page 14... CES SNA F LYE R (12) J U LY 2018 Rest-on-ear style, 7.5 oz. W W W . D A V I D C L A R K . C O M © 2018 David Clark Company Incorporated ® Green headset domes are a David Clark registered trademark. An Employee Owned American Company The DC ONE-X weighs in at just 12.3 ounces and the DC PRO-X at a feather-light 7.5 ounces. They are the lightest, full-featured ANR headsets in aviation. Which, along with other advanced design and technology features such as a heat-absorbing head pad and plush leatherette ear seals, keep you much more comfortable in the cockpit. And that makes for a more enjoyable and relaxing flying experience. Order DC ONE-X and DC PRO Series headsets online at www.davidclark.com or call 800-298-6235 for more information. Surround-the-ear style, 12.3 0z. HYBRID HYBRID See them both at EAA AirVenture Booth #2104 - 2105 Less Weight. More Comfort. Jul 7 — Greencastle, IN. Putnam County Regional (KGPC). EAA Chapter 1374 Pancake Breakfast. Fly/Drive/EAT! Enjoy a pancake and sausage breakfast and social gathering with EAA Chapter 1374 on the first Saturday of the month in June, July and August. Breakfast begins at 9 am. General public invited. Jul 7 — Reno, NV. Reno-Stead Airport Terminal (KRTS). EAA Chapter 1361 General Meeting. The latest news about aviation in Northern Nevada, Chapter activities and the EAA Monthly Video Magazine. Coffee and pastries provided. 9 am to 12 pm. Contact Tracy Rhodes, 775- 393-9403. Visit eaa1361.org. Jul 8 — Dunkirk, NY. Chautauqua County/Dunkirk Airport (KDKK). 54th annual Dunkirk-Fredonia Rotary Fly-in Breakfast. All visiting pilots will receive a FREE breakfast. This is a major communi- ty service and fund-raising project for our club. All proceeds will go to local chari- ties. We expect over 1,200 area residents to turn out to see the various aircraft that come in. 7 am to 12 pm. Contact Jefferson Westwood, 716-673-3200. Visit facebook. com/dunkirkrotary. Jul 8 — Middleton, WI. Middleton Mu- nicipal/Morey Field (C29). Fly-in/Drive-in Pancake Breakfast. All-you-can-eat pan- cake breakfast with eggs cooked to order and sausage. Adults $8; Kids $3. Active military in uniform eat free. Sponsored by EAA Chapter 93. 7:30 am to 12 pm. Contact Roger Stuckey, 608-335-3322. Visit eaa93.org. Jul 8 — Norfolk, NE. Norfolk Regional (KOFK). Fly-in Pancake Breakfast. Come out to the airport for breakfast from 7 to 11 am. Contact Bruce Zimmerman, 402-649-5050. Jul 8 — Naples, FL. Naples Municipal (KAPF). Chapter 1067 Fly-in Breakfast/ Young Eagles Rally. $5 for pancakes, sausage, biscuits and sausage gravy, orange juice and coffee. Pilots flying in receive a free breakfast—and no landing fees. Proceeds go to our Young Eagles program. 8 to 11 am. Open to the public. Visit 1067.eaachapter.org/ apps/calendar. Register Young Eagles at YoungEagles1067@gmail.com. Jul 8 — Davis, CA. Yolo County Air- port (KDWA). EAA Chapter 52 Pancake Events continued from Page 12... continued on Page 97... nextgen ads-b mandate is fast approaching! If so, contact us today for a quote on an ADS-B installation in your aircraft and BEAT THE RUSH! www.brantaero.com CES SNA F LYE R (14) J U LY 2018 4912 SOUTH COLLINS • ARLINGTON MUNICIPAL AIRPORT • ARLINGTON, TX 76018 800-759-4295 • FAX 817-468-7886 • e-mail: acsales@vanbortel.com • www.vanbortel.com TRADE YOUR CESSNAFOR A CESSNA FROM THE WORLD’S LARGEST CESSNA DEALER! continued on Page 18... Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006 and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to editor@cessnaflyer.org. THE HIGH AND THE WRITEY KEVIN GARRISON I know you did not start learning all about aviation... because you thought it looked good on a resume. Admit it: you sought adventure too. Adventure Awaits! Need a little inspiration to introduce someone new to aviation? Examine why you fly. My few-month-old (and very first) granddaughter and I were up late at night a couple of weeks ago. One of us needed chang- ing. Once we got that taken care of and I was putting her back down to (hopefully) sleep, I noticed a cute sign her mom had hung above her crib. Adventure Awaits! A cute sentiment for a baby, and a strong sentiment for all of us. Life is nothing if it isn’t an adventure. We pilots know this better than most people. The EAA fly-in held yearly in Oshkosh, Wisconsin, is named “AirVenture,” deliberately recognizing and promoting that fact. All of us at Cessna Flyer celebrate the adventure of flying as well. Our biggest get-together is held just before AirVen- ture at Waupaca; the yearly Gathering is comprised of nothing but clear-eyed and excited adventurers. Why did you start flying? This is a question we rarely ask of ourselves, but I think it is a good one to pose every now and then. I started flying at a young age. Working one week as a bellboy at a hotel could get me a half- hour flying lesson at the airport. The entire idea back then for me was that flying was an amazing adventure. It was an undertaking that was expensive, for sure—but doesn’t every adventure that is worthwhile come at a high cost? When I began to fly, I had visions of other adventures that awaited me. I assumed I would be a steely-eyed fighter pilot, and once I had conquered that, I would go on to explore space, and after that, make my billions with my flying skills and adventurous attitude. Another aspect of these assump- tions, of course, was that all the girls would flock to me. Re- member, I was 15 and was desperate for girls to notice me for any reason. This dream of derring-do did not turn out as planned. The fighter pilot thing fizzled. I could not become an astronaut due to a combination of poor grades in college and claustrophobia. Thank goodness I found a girl who would later become (and still is) my wife, but she saw the boy, not the pilot, when she made her choice. It all worked out. Instead of a fighter pilot, I became a flight instructor, forestry pilot, banner tower and charter guy. Instead of becoming an astronaut, I had a fun airline career. And my hoped-for billionaire phase turned out to be a low-key retire- ment and the ownership of a Cessna 140. All of it has been and continues to be a big adventure. I know you did not start learning all about aviation to the point of being a pilot and perhaps an aircraft owner because you thought it looked good on a resume. Admit it: you sought adventure too. You have found adventure every time you head out to the airport to fly. When you arrive at the field, you are taken away from the mundane day-to-day and are at the threshold of some- thing special. You are instantly among friends and fellow adventurers. Others at the field are immersed in the swashbuckling world of aviation. In a way, they are your shipmates and they are al- ways around to help. If you don’t believe that, go out, grab a tow bar, and begin to pull your airplane out of the hangar. Chances are there will be a few people there instantly to help you. Adventure is meant to be shared Our flying world is faced with a dilemma. The pilot population is dwindling and yet the demand for pilots of all kinds has been skyrocketing. The alphabet aviation groups have been very active in trying to interest younger people to become aviation adventurers, and maybe that will be a success. The problem I see is that kids can no longer hang out at air- ports like they could when I was young. They can see the adven- ture that flying offers, but they are fenced out and think it unat- tainable, too expensive and perhaps even a little old-fashioned. It is true that the days of kids like me hanging around airports hoping that somebody would give me a ride are most likely over. A combination of added security and the general unease that today’s parents have when their kids are around strangers has probably put an end to that era. This means you are going to have to ask young people to go flying with you. You don’t have to have a program to do that— CES SNA F LYE R (16) J U LY 2018 INSERT NAME + ZIP CODE EMAIL ADDRESS + 010 011 010101 00010 WHAT DO YOU FLY? HOW OFTEN DO YOU FLY? WHERE DO YOU FLY? OPTIONS US THEM POWERED BY OPTIONS. OUTCOME CONTACT Call Sarah to hear what she recommends for you: 888.255.2672 Sarah is human. She answers your questions & understands how you fly. Sarah will research multiple insurers to find the best options for you. You decide. Sarah provided personalized service to find you coverage that fits both your unique needs and your budget. H-bot is a machine that sells the same thing to everybody. H-bot will provide a quote the only way it knows how. One size fits all. H-bot turned you into a number & gave you insurance that you will probably pay too much for. ONE QUOTE DOESN’T CUT ITThat’s Why AOPA Insurance is Better MORE NEWS | REVIEWS DISCUSSIONS ONLINE at cessnaflyer.org CES SNA F LYE R (18) J U LY 2018 all you need to do is listen when people ask you about flying and then invite them to join you on a future flight. If it is impractical for you to take a kid flying, you might seek them out at the local schools. One of the most fun things I have done over my career was when I went to various middle schools and high schools and talked about flying. Young people are starving for adventure and will eat up every word you tell them about all things flying. Call a school and offer to do this and I guarantee they will sign you up to give a talk. Kids aren’t the only ones interested in having a flying adven- ture. I get questions about my flying at least a couple of times a week from people my age or older. Since there is no age limit on adventure, I take them flying when I can. Swashbucklers and steely-eyed aviation ninjas Sometimes getting an idea for this column is a little tough for me, but this month’s idea leapt off the page of our previ- ous magazine issue. I saw an advertisement for our Gathering in that issue. In that advertisement, there is a group picture of the attendees of last year’s event. I looked at that picture and realized that I was looking at an assembly of bright-eyed and eager adventurers; swashbucklers in a world filled with nine-to-fivers. The picture reminded me of the many aircrew group photos I have seen. It reminded me of my new-hire class picture at my airline. And it reminded me that age, income and other factors have nothing to do with being an adventure-seeking aviator. I hope you never doubt your status as an adventurer. You are part of a group of people doing a thing that humans longed to do for millennia. Yes, flying is nowadays considered by many in the general, non-piloting public to be a quick way to get from place to place, but we know something that they don’t. Flying is the gateway to great adventure, amazing friendships and a life well lived. SIX DAYS. 18 FORUMS. F O R A C O M P L E T E F O R U M S C H E D U L E A N D T I M E S , V I S I T W W W. S U P E R I O R A I R P A R T S . 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Fuel steps for a 182, 180/185 gear legs, cabin heat which won’t shut off and propeller anti-abrasion boots Steve, How hard is it to retrofit fuel steps to a Cessna 182 that did not have them from the factory? What parts are required? Don Hi Don, Cessna has an accessory kit (Part No. AK172-168J) for fuel steps and handles for all the 172 models, but I wasn’t able to find a kit for the 182. The best option I could find for your 182 is steps and handles sold by Cessna Flyer advertiser McFarlane Aviation. They sell parts from F. Atlee Dodge, a well-known company in Alaska. McFarlane sells the Dodge step as Part No. 3354S and the han- dle as Part No. 3354H. The Dodge website says the parts are manufactured under a Parts Manufacturing Approval (PMA), but they don’t have an STC for installation. Check with your mechanic/inspector to see if he thinks instal- lation is a major alteration that requires additional approval, or a minor alteration that can be done with a logbook (aircraft records) entry. If further approval is needed, it will need to be obtained through the field approval process. The Dodge website suggests that a backing plate be installed on the inside surface of the boot cowl when installing the steps and handles. In addition to the step and handle, McFarlane also offers the Dodge backing plate, Part No. 3354D, with this caveat: “For mounting locations that do not have enough clearance for the doubler, the installer must rely on existing stringers, other exist- ing structure, and/or a custom fabricated doubler. It is up to the installer to verify the structural integrity of the attachment.” Happy flying, Steve Hi Steve, I am in the process of refurbishing my 1956 Cessna 180. Steve Ells has been an A&P/IA for 44 years. He is a commercial pilot with instrument and multi-engine ratings, and loves utility and bush-style airplanes and operations. Ells was a tech rep and editor for Cessna Pilots Association and associate editor for AOPA Pilot. He owns Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to editor@cessnaflyer.org. The local mechanic told me that it would be the best time to refurbish the landing gear legs. What’s he talking about? These legs are thick steel springs. What can go wrong with a thick steel spring? Leg Man Dear Leg Man, Although many pilots—and some mechanics—believe the flat spring steel landing gear legs used on Cessna 180s and 185s (as well as on other Cessna fixed-gear singles prior to the change to tubular-style gear) are indestructible, it’s not true. Think about it. This gear leg has been on your airplane for 62 years. Nothing that has been in service on a Cessna 180 for 62 years escapes the need for inspection, servicing and occasional refurbishment. Inspect for rust on the underside of the gear leg and at the brake line clip site. If there’s rust, remove it as soon as possible. The proper tool to remove rust is a wire brush. If the rust is deep, there’s a distinct possibility that the rust has penetrated a very thin layer of surface-hardened metal (each gear leg is surface-hardened by shot-peening on the underside) and has continued into the granular structure of the spring. It’s not unheard of for a spring steel gear leg to fracture, usu- ally near the step or near the fuselage. The Landing Gear Works of Renton, Washington, refurbishes spring steel landing gear legs. The following is a description of their process: The main items of concern are deformation and corrosion pits. If repair is required, it is done per applicable sections of the Cessna 100 service manual for the particular plane and AC43.13-1B. QUESTIONS & ANSWERS STEVE ELLS Cessna 180/185 gear legs are extremely durable, but can fail if abused. continued on Page 22... CES SNA F LYE R (20) J U LY 2018 ON YOUR NEXT COUPLED APPROACH, MAKE SURE YOU CAN TRUST YOUR AUTOPILOT TO BE RIGHT THERE WITH YOU. GFC™ 500 AUTOPILOT FOR MORE DETAILS ABOUT SUPPORTED AIRCRAFT AND WHAT WE’RE WORKING ON, VISIT GARMIN.COM/GFC500. © 2018 Garmin Ltd. or its subsidiaries. *With appropriate equipment. LOW-MAINTENANCE DESIGN ULTIMATE IN PERFORMANCE Now for selec | V-Tail Bonanza | | Cessna 172 | Cessna 182 | | Piper PA-28 | AVAILABLE ATTITUDE-BASED AUTOPILOT SAFETY-ENCHANCING ESP™ AND LEVEL MODE ADVANCED AUTOPILOT MODES COUPLED GO-AROUND* continued on Page 24... A Cessna’s cabin heat system is simple but a malfunctioning diverter/flapper valve can cause too much (or too little) heat to enter the cabin. CES SNA F LYE R (22) J U LY 2018 legs costs $14,950. This cost can be offset slightly by sending in your working steel gear legs as cores. Happy flying, Steve Dear Steve, Even with the push/pull control pushed all the way in, I’m getting blasted by heat from the cabin heater. Has anyone ever experienced this, and can anyone make any suggestions to fix? Thank you! Hot Foot Dear Hot Foot, As you know, when the heat control knob is all the way for- ward, there shouldn’t be any heat entering the cabin through the cabin heat system. However, heat may enter the cabin through leaks in the firewall. The first item to check is whether movement of the control knob actually creates movement of the diverter/flapper valve in the heat box on the firewall. It’s possible that although you’re moving the control knob, the control wire may be bound up or bent, or the flapper is valve is broken or malfunctioning. The diverter/flapper valve is located on the copilot’s side of the firewall; an orange flex tube (SCAT tube) connects the If “sprung” or questionable, then MIL-H-6875 or AMS2759 is used in the repair procedure. This specification covers the requirements for heat treatment, stress relieving and restoring shape which is referred to as fixturing or press work. This is al- ways performed by journeyman heat treat personnel. The inside surface of the spring should be shot-peened and this is checked carefully. Peening puts a stress into surface layers of heat-treated spring steels, thereby increasing fatigue strength and resistance to stress-corrosion cracking. That surface should not be grit-blasted, sanded or cleaned with acid-based chemicals to avoid damaging the peened surface or introducing hydrogen embrittlement. If needed, the gear can be re-shot-peened. Special atten- tion is paid to inspecting and stress-relieving the lower axle bolt attach area and polishing the holes to eliminate surface- work-hardened areas. Magnetic particle inspection is employed then per AC 43- 13-1B Chapter 5 [Section 2] Visual and ASTM-E1444-94A CLASS B. This method is used to detect cracks, laps, seams, inclusions, and other discontinuities on or near the surface of ferromagnetic materials. The gear is then cleaned again, and a protective finish—prim- er paint—is applied per the appropriate Cessna service manual. The Landing Gear Works charges between $4,000 and $5,000 for the complete refurbishment of a pair of spring steel gear legs for the 180. The company also sells titanium replacement gear legs which weigh much less and can take many more cycles than a steel gear leg before deformation takes place. A set of titanium gear Avemco Insurance Company is a member of the Tokio Marine HCC group of companies. ADS0156 (11/16) We want to make it right again. Call us. (800) 822 9123 Avemco.com Avemco Insurance Company is a member of the Tokio Marine HCC group of companies. ADS0162 (01/18) valve to what looks like the muffler. After the heated air flows through the di- verter/flapper valve box, it enters an oblong aluminum plenum “box” that is attached to the aft side of the firewall and extends all the way across the cabin from side to side. The POH recommends opening the cabin air control to mix the relatively cold inlet air with the heated air from the heater system in the plenum to better con- trol the temperature and quantity of the heated air entering the cabin. I always lube the shaft on the diverter/ flapper valve during maintenance. Some- times, when it’s sticking, that’s all it takes to return it to normal smooth operation. If you find the cabin heat diverter/flap- per valve works correctly, there are two other things to consider. First, is the fire- wall insulation blanket on the cabin side of the firewall intact? If portions have been removed, what you may be feeling is heat radiating through the firewall. You’ll have to install new insulation. Skandia Inc. is one company that provides thermal blanket materials. Second, you will need to determine if there’s a leak in the firewall. One way to find firewall leaks is to put a bright light inside the cabin, and visually check to see where light leaks through the firewall. Small leaks can be plugged with a simple screw, washer and locking nut; larger leaks will need to be patched. Happy flying, Steve Hi Steve, My Cessna 182’s propeller had Prop Guard by McFarlane Aviation on the propeller leading edges when I purchased the plane. I’ve got a section on one blade that should be replaced now. McFarlane shipped me a kit to replace the chipped/ damaged sections of the Prop Guard tape. My three-bladed prop is 15 years old and has no chips or dings showing, so it looks to me that this is a good product. What is your experience with PropGuard? Prop-tape Pete Dear Pete, I don’t have any personal experience with it, but in the course of my internet research, I found several comments. A few users thought it was a waste of money, but most said they would use it again. It’s an FAA-approved product that doesn’t cost a lot—$72 for a two-bladed prop and $83 for a three-bladed prop— and while users wrote that they weren’t sure how applying Prop Guard worked, since it appears to be nothing more than a very thin layer (0.014 inch) of clear tape, most expressed positive feelings about the amount of protection provided. They also said they would buy it again and apply it to all future prop installations. (We reached out to McFarlane Aviation to inquire about the product and found out that PropGuard is, indeed, more than a piece of tape. According to McFarlane, the product is made from “a special high strength heat processed polymer engi- neered for centrifugal loads.” The anti- abrasion boot creates no performance loss and is repairable. Estimated installation time is 20 minutes. —Ed.) McFarlane Aviation has posted videos on their website and YouTube which show the correct way to install Prop Guard. Happy flying, Steve Know your FAR/AIM and check with your mechanic before starting any work. Resources F. ATLEE DODGE PRODUCTS McFarlane Aviation, Inc. https://www.mcfarlaneaviation.com/ products/category/f-atlee-dodge-products F. Atlee Dodge Aircraft Services, LLC fadodge.com CESSNA 180 LANDING GEAR REFURBISHMENT / REPLACEMENT The Landing Gear Works, LLC thelandinggearworks.com THERMAL BLANKET MATERIALS Skandia, Inc. skandiainc.com PROP GUARD McFarlane Aviation, Inc. https://www.mcfarlaneaviation.com/ products/category/prop-guard-anti- abrasion-boot Prop Guard installation video https://www.mcfarlaneaviation.com/ articles/prop-guard-installation-tutorial- video/content/ CES SNA F LYE R (24) J U LY 2018 Other Continental Engine Installation STCs for Cessnas IO-520-D (300 HP) 182H through P IO-550-D A185E and A185F McCauley Propellers for Cessnas 401 80” to 88” 3-blade 180 and 182 (with O-470-50 engines) 185 models (with IO-520-D and IO-550-D engines) 401 80” to 84” 3-blade 207, 207A, T207 and T207A 402 80” to 88” 3-blade 206, U206, U/TU206A-G, and P/TP206A-E mt-propellers for Cessnas 2- and 3-blade propellers available for all our conversions. Hartzell Blended Airfoil 82” or 84” 3-blade 180 and 182 (with stock or O-470-50 engines) FAA/PMA Approved Parts Cessna Model Landing Gear Attachment (Beef-Up) Kit 170, 180, 185, 305 Outboard Gear Box Brackets 170, 180, 185 Inboard Attach Angles 170, 180, 185 Corrosion Resistant Elevator and Rudder Bearings 180, 182, 185, 206 AVIATION P. PONK AVIATION 1212 Moore Road #2 Camano Island WA 98282-8820 Voice: 360-629-4812 • Fax: 360-629-4811 Web Site: www.pponk.com Email: info@pponk.com Specializing in Continental and Cessna Maintenance, Overhauls and Modifications Since 1970. 0-520 Super Eagle Engines AVIATION AVIATION 0-520 Super Eagle Engines 0-520 Super Eagle Engines P. PONK The P. Ponk SUPER EAGLE engine con- version puts additional 35 to 45 horse- power under your cowl for about the same price as a factory rebuilt engine. Your aircraft will takeoff shorter, climb faster, cruise faster and be less expen- sive to operate on a per mile basis. 265 HP & 275 HP carbureted for Cessna 180s and Cessna 182 thru R SHORTER TAKEOFF • INCREASED TBO • INCREASED RATE OF CLIMB LOWER PER MILE OPERATING COST • FASTER CRUISE SPEEDS We used the portable GPS as the FAA-allowed “VFR advisory” tool. A Return to the Airlines, Part Two Managing a DC-7 is quite an adjustment for pilots used to Jet Age systems and instrumentation. Part One of Capt. Block’s return to the airlines appeared in the May 2018 issue of Cessna Flyer. —Ed. As I continued my studies of the old American Airlines DC-7B that was now owned and operated by Florida Air Transport, a review of the powerplants was next on the agenda. It would, I suspected, be where the action was. In fact, my first impression of this system was just the opposite of what I felt about hydrau- lics—in the powerplant arena, old transports are incredibly dif- ferent from those of the Jet Age. Although this is probably enough of an oversimplification to generate contrarian mail, once you get a jet engine going, the pilot can basically ignore it most of the time. It either runs, or it doesn’t. Not so with the old recips—the big radial engines of that era needed to be baby-sat nearly every minute. The tools at the pilots’ disposal for the engines’ care and feeding were compara- tively weak back then, too. As an example, my last personal airplanes had a complete electronic readout of all cylinder head temperatures and exhaust gas temperatures, con- nected to a monitoring gauge that will blink and shout at the pilot if any of the pre-established parameters were exceeded. The DC-7 had no way to measure EGT, and had only two CHT probes per engine for a ship’s total of only eight. That’s quite a small sampling considering that the airplane has 72 cyl- inders spread across its long wings. But one additional engine monitoring device that came on the Douglas propliners of the time was a Bendix ignition analyzer. It was literally an oscilloscope for peeking into each of the cylin- der’s ignition systems. As the training manual said, “the ignition analyzer will locate and identify any existing abnormal ignition condition which may lead to, or be causing, an engine malfunc- tion.” The only difficulty was that the unit spoke in tongues, so it took a fair measure of study and experience to really understand what the dancing lines on the screen were trying to tell you. Back at the training manual, the physical and mechanical de- scriptions of the engines were intermingled with the operating reasons, techniques and limitations for that particular device. The goal of operating big round engines properly was to keep them warm enough, but not too warm. This meant that the pilot (or, more than likely, the flight engineer) would have to do battle using various weapons to heat things up or cool things down. Accordingly, the -7 was equipped with a complicated arrange- ment of cowl flaps and oil cooler doors to keep powerplant tem- peratures herded properly. The old manual had lots of stick drawings and hand-labeled diagrams that made it a far, far cry from the slick Boeing au- diovisual curriculum that I sat through for my last type rating course. But the DC-7 handbook was, surprisingly more than good enough. It was a sort of scavenger hunt for information or, possibly, an aeronautical crossword puzzle for the pilot to fill in. Back then, the pilot had to bring his own imagination, his own insights, his own questions and, sometimes, even his own answers to bear on the problem of learning the hows and whys of the airplane. Each student was much more a participant in the training, rather than simply being a receiver of the data. It was like the difference between old-time radio and modern TV. The boob tube supplies everything the producers intended you to see and hear, whereas the radio shows of yesteryear re- quired that the listener conjure up an image of the happenings from the suggestions that the voices supplied. While I was learning the DC-7, I found that, more often than not, I lingered here, skipped to there, backpedaled periodically and basically forced myself to use my imagination right from the get-go. It was a circuitous path, but it helped me learn enough to ultimately feel comfortable in this big old round-engine airliner. Like every airplane technical handbook printed before or since, the DC-7 training manual could also be an effective cure for insomnia. Still, during my training, I kept stumbling across some very enjoyable nuggets of information, insights and exam- ples of unique airman/airline mindset from that long-gone era: 1. Cowls fail to operate: tap the overhead switch panel (to free sticking relays). 2. Ferry flights may be operated in VFR conditions with no flight engineer onboard. 3. When starter system electrical failure prevents engine start, begin a fast taxi and windmill start the engine… …the runway must be dry and recommended 7,000 feet long… …engine start should normally occur between 80 and 90 knots. Armed with all of this in my head, I went out and flew with Frank Moss, the Chief Pilot for Florida Air Transport. I passed the copilot check. The final required maneuver was a successful three-engine ILS approach to a landing. I did a number of runs down to the Bahamas and back from FULL CIRCLE THOMAS BLOCK Editor at large Thomas Block has flown more than 30,000 hours since his first hour of dual in 1959. In addition to his 36-year career as a US Airways pilot, he has been an aviation magazine writer, a best-selling novelist and owner of more than a dozen personal airplanes. Send questions or comments to editor@cessnaflyer.org. CES SNA F LYE R (26) J U LY 2018 continued from Page 97... I was no longer just a visitor in the cockpit of the DC-7; I felt that I had become a pilot of this airplane type. CES SNA F LYE R (28) J U LY 2018 the right seat. Frank coached me from the left seat, giving me hints here and there. We both had a good time—me more than Frank, I suspect—and in short order I was taking the DC-7B out of Opa Locka Airport (Miami, KOPF) at gross weight and learning how to trade off every knot of airspeed for every foot per minute of climb that I wanted to see. Unlike the Jet Age, where it was very easy for the airplane to outrun your thought process, I constant- ly found myself wanting something to happen with the -7…and then waiting… and waiting…and waiting…and wait- ing…until it finally showed up on the gauges. “Patience, grasshopper!” was the line that kept running through my skull. When your throttles are connected to jet engines, in most cases you’ve got some pretty big erasers out there for eliminating aeronautical errors. Not so with the old recips. I did bring one improvement to the Florida Air Transport operation when I climbed onboard. I had what, at the time, was a cutting-edge portable GPS. I mounted it up on the broad glareshield where it fit as if the folks in Kansas had this spot in mind when they designed the GPS. We used the portable GPS as the FAA-allowed “VFR advi- sory” tool. Frankly, what we used the GPS advisories for was so that we would accurately know where the hell we were and where we were really going. Without peeks at the portable GPS, it would have been VORs and NDBs all the way—pure 1950s—as we tried to fit this big four-engine prop-liner into the 21st -century traffic flow around us. Frank had his own older portable GPS on his side of the cockpit for his personal use, but he quickly fell in love with the newer and brighter color screen on my unit. At the captain’s suggestion, we shared the newer portable GPS by swiveling it back and forth. The Turks and Caicos Islands in the Bahamas and Miami’s Opa Locka Airport appeared on the sched- ule more or less weekly for a few months while I learned to drive Mr. Douglas’s penul- timate piston airliner. Right up to my last flight on the DC-7B, I found it was still a struggle to slow the old girl down without pulling back more engine power than Frank liked to see, and touchdowns continued to be more like arriv- als than any featherlike meltings of rubber onto the macadam. (The DC-7C, the final model of the series, had more wing, more fuel range and, from those whom I have spoken to who have flown them, more praiseworthy characteristics.) But with those mounting hours I logged from the right seat, I became comfortable enough to feel basically at home. I was no longer just a visitor in the cockpit of the DC-7; I felt that I had become a pilot of this airplane type. I could now get this complex array of vintage hardware up and back down in a reasonable fashion. Back when I was performing this act every few weeks I had developed an under- standing of what I was doing when things went right and, more important, an understanding of what I should have done when The 550 T.I. Crossflow engine installations use a combination of the 550 cubic inch Continental Motors IO-550 engine which produces 310 horsepower at 2700 RPM and the new Hartzell Scimitar series propeller. This STC kit fits Cessna U206 & TU206 as well as 210 & T210. Conversion features include: For more information contact us at 336.992.1100 ext. 1800 or ext. 1817 or email us at stcinfo@summitaviationmfg.com. • TBO - 2200 hours • 310 Horsepower • Balanced Power • Optimal Fuel Economy • Reduced Operating Cost • SmoothRide Engine Mount System • Top Mounted Tuned Induction System • Hartzell Scimitar Series Propeller 550T.I. Engine for the Cessna Innovative PMA Parts and STC Kits short periods is actually worse than let- ting it sit. When an aircraft is ground- run, lots of moisture gets sucked in, but operating temperatures stay too low to burn it off. The general rule of thumb is to fly for an hour and make sure the oil temperature gets to 180 F or above to drive off moisture. I’m obsessing over these facts while I prepare to rebuild my Lycoming IO-360. I grew up in humid Texas and have a home in humid Seattle, so rust is my companion and enemy. To avoid it cost- ing me more money or causing me anxiety when I can’t fly enough, I want to eliminate any chance of my new cyl- inders rusting. A career in medical technology has taught me that well-documented scien- tific proof and expert input is critical to making good decisions. The results of says steel starts rusting as soon as the engine shuts down. Just like our bodies deteriorate if we don’t exercise regularly or eat right, engines deteriorate if they’re inactive for more than a week—particularly in humid environments. Steel cylinders are espe- cially vulnerable. As former Air Force mechanic Dale Trout of Gig Harbor, Washington, remarked, “The worst thing you can do to an engine is not run it.” Some pilots are surprised that frequent flyers are more likely to exceed TBO than hangar queens. Cylinder endurance is rarely a problem for flight schools, commercial operators or active partner- ships. However, many airplane owners barely fly 50 hours annually, and those are the aircraft most at risk of having their engines rot from within. Running the engine on the ground for ust is expensive. The Pentagon spends tens of billions of dollars annually fighting the same corrosion that pits and destroys airplane cylinders. Unlike Congress, which mandated creation of the Department of Defense’s Corrosion Policy and Oversight Office in 2003, GA pilots can’t devote such substantial financial resources to fight the problem. We have to prevent it with knowledge and action. Rust is a form of corrosion resulting from iron being exposed to oxygen and moisture for extended periods. Moisture is drawn into our engines during opera- tion and produced during combustion. Even the engine shutdown process causes the engine to inhale moisture. Pat Heseltine, an A&P for nearly 40 years who owns and operates Avian Flight Center in Bremerton, Washington, Corrosion is the biggest enemy of infrequently-flown aircraft engines. “Nickel-plated” cylin- ders are a proven weapon in fighting the battle against internal engine rust. By Tyler Knight R CES SNA F LYE R (30) J U LY 2018 Rust Never Sleeps Tim Kenney, Continental Motors Manager of Applications Engineering, is a veteran pilot who said the company’s NiC3 cylinders break in much faster than steel cylinders and don’t rust. The nickel-plated barrel of a Continental NiC3 jug is rust-resistant and harder than a standard steel cylinder. Engineered to Lead. www.tempestplus.com 800.822.3200 Tempest® knew there had to be a better way to change oil. The result: Tempest’s patented Easy Drain™ oil filter tool—a drain tool that makes oil changes easier and cleanup faster. With its simple three-step process, the Easy Drain tool saves time, prevents drips and spills, and makes cleanup as easy as 1-2-3. Innovative, forward-focused design — proof that Tempest is engineered to lead. Manufactured by CES SNA F LYE R (31) J U LY 2018 The NiC3 electroplating line at Continental Motors is a highly controlled, carefully monitored system. CES SNA F LYE R (32) J U LY 2018 RAM Aircraft in Waco, Texas, states on its website that the company’s Nickel New Cylinder Package cylinder assem- bly is warranted for one year from the shipping date. Furthermore RAM war- rants each nickel process cylinder bore to remain free of corrosion and wear beyond service limits in normal operat- ing conditions during TBO, or for a period of five (5) years following date of shipment from RAM, whichever occurs first. (For exact warranty details, contact RAM Aircraft. The website is listed under Resources. —Ed.) After much examination, I’m getting all new NiC3 cylinders from Continental for four reasons. First, it only adds about 10 percent to the cost of each cylinder. To me, that’s cheap insurance from a company that’s manufactured millions of cylinders. Second, I prefer having one organiza- tion in charge of a product from start to finish. I also want to feel confident the manufacturer will be around for decades. Continental has been producing engines since 1929, appears well-capitalized and keeps innovating. In the changing world of General Aviation, corporate stability is a big consideration for me. Third, NiC3 coating technology was developed more than 50 years ago for high performance sports cars. The mate- rial has proven extremely durable and effective over tens of millions of hours of use in cars and planes. Plus, it’s far easier to break in than chrome, which can make a huge difference when it comes to long-term performance and oil consumption. Fourth, in addition to the standard warranty (2 years or 1,000 hours, which- ever comes first), these premium cylin- ders are backed by an additional warran- ty extension covering the cylinder barrels for abnormal wear and/or corrosion for 5 years or TBO, whichever comes first. (For more on the NiC3 product warranty, visit the Continental Motors website. It’s listed in Resources on page 33. —Ed.) Seeing is believing When business recently took me to New Orleans, I arranged to drive two hours north to Mobile where I could talk with some of the Continental engineers. Some pilots may recall Continental rigorous empirical research then must be applied with top flight components, advanced manufacturing processes and quality control. My research says the best way to pre- serve my cylinders is with nickel silicon carbide electroplating, more commonly called “nickel plating.” I should add that the cylinders in my current engine were chromed roughly 300 hours ago. Every 25-hour oil analy- sis shows rising levels of metal. The num- bers suggest the chrome is flaking off the walls, which isn’t good. My mechanic endorses chrome for radial engines, but not so much for my IO-360. Others have different opinions, so I highly recommend doing your own research, since chrome is a proven rust- prevention option. It also looks great on classic car bumpers. Decisions, decisions To my knowledge, the only legal options for nickel-plated air- plane cylinders are aftermarket electro- plating by Aircraft Cylinders of America in Tulsa, Oklahoma, or new NiC3™ cylin- ders from Continental Motors in Mobile, Alabama. Continental Motors Group, a sub- sidiary of AVIC International Holding LTD, has FAA approval to produce Continental components, parts that are approved for Lycoming engines, and experimental engines and components under the Titan name. A number of well-regarded engine shops I spoke with across America buy new NiC3 cylinders from Continental, or purchase Superior or Lycoming jugs and have them plated in Tulsa at Aircraft Cylinders of America. I recommend that anyone considering aftermarket modification of cylin- ders find out how the process might impact the manufacturer’s warranty. Aircraft Cylinders of America offers nickel plating, too, after customers asked for it. Production manager James Pitts told me Aircraft Cylinders of America has a favorable opinion of the chroming process as well. He said, “It’s been around forever and we think it’s dependable.” Pitts also made another important point: chromed cylinders can be re-plated numerous times, whereas nickel can’t. Cylinder endurance is rarely a problem for flight schools, commercial operators or active part- nerships. However, many airplane owners barely fly 50 hours annually… CES SNA F LYE R (33) J U LY 2018 Engineered to Lead. www.tempestplus.com 800.822.3200 Tempest® innovation is changing industry expectations and, in the process, making its competitors go back to the drawing board to play catch up. Tempest leads modern aviation spark plug design with its fired-in suppressor resistor—others have since followed. In oil filter design, Tempest leads the way with its proprietary, internal magnetic, secondary filtration system. Plus, Tempest’s Spin-EZ® oil filter is an industry first with its patent-pending, non-stick seal technology. Forward- thinking differences like these set Tempest apart and prove what others now know—Tempest is engineered to lead. Continental Motors Cylinder Production Team member Todd Ewbank precisely mates cylinder barrels and heads. CES SNA F LYE R (34) J U LY 2018 …silicon, which is nearly diamond-hard, protects the nickel, and they work together to get a smooth surface that will allow an oil film to remain… CES SNA F LYE R (35) J U LY 2018 Engineered to Lead. www.tempestplus.com 800.822.3200 Surpassing others in starting power, energy efficiency, and performance reliability, Tempest® is the leading influence in engine starter/alternator innovation. Our PowerFlite® starters can reduce current draw by up to 20% compared with other brands. Plus, Tempest starters are designed with aerospace quality brushes for longer life, a proprietary ball bearing design for less internal friction and heat, and a newly designed, field-wound electric motor. Pair these with our FAA/ PMA-approved PowerFlite alternators and you’ll agree: Tempest is engineered to lead. All others can do is follow. acquired San Antonio-based PMA parts manufacturer Engine Components International (ECi) in 2015. The FAA had granted ECi permission to improve existing technology and sell the results as proprietary if it met ASTM International’s standards. ECi subse- quently developed the process of apply- ing nickel silicon carbide to its experi- mental Titan engines, which were based on Lycoming designs. Once ECi was acquired, Continental gained access to ECi’s technical inven- tory—including what ECi had developed to apply nickel silicon carbide to its experimental Titan engines—and moved everything to Mobile. Staff metallurgist Mike Byrnes has multiple degrees in metallurgy from the University of Wisconsin and is a pilot and instructor. He told me ancient blacksmiths produced steel by heating iron ore in coke, which is a carbon-rich fuel source derived from coal. That lowered the metal’s melting temperature and made it easier to shape. To ensure durabil- ity, the steel must be “normalized,” since fresh-forged steel is a jumble of iron and carbon atoms. To normalize cylinders, the steel is heated beyond its upper critical point, then air- cooled. It’s then hardened by repeated heating and quenching, creating a dura- ble microstructure. The company’s metal- lurgy lab has an electron microscope and other instruments where they regularly test and confirm products. Byrnes explained that nickel and silicon carbide have strong, independ- ent properties in cylinders when they’re applied with electroplating. Under a powerful microscope, the combination resembles concrete with chunks of silicon carbide resting in nickel. The coating naturally retains oil, which flows between the carbide much like water between rocks. “The silicon, which is nearly diamond-hard, protects the nickel, and they work together to get a smooth surface that will allow an oil film to remain,” he explained. According to Byrnes, NiC3 cylin- ders also break in far easier than steel or chrome cylinders because all the wear is in the rings, not the super-hard NiC3 coated cylinder wall. (For more on the break-in procedure for certain Continental engines, see Resources. —Ed.) The industry-standard Knoop hardness test for mechanical hardness confirms what he said. On that scale, diamond is 7,000; nickel silicon carbide is 3,300; hard chrome is 972; hardened steel is 822 and tooth enamel is 343. Byrnes noted that the pistons in lots of chain saws and string trimmers are nickel-plated, since they run so rarely and would rust up otherwise. “When you get corrosion in a cylinder and start the engine, it’s like a cheese grater on your rings. You expose new, bare metals to rust again. With the nickel [electroplating], you don’t have to worry about that, because the nickel protects the surface.” Interestingly, even though the silicon carbide in Continental’s NiC3 is chemi- cally identical to the grit in sandpaper, the cylinder barrels feel super-smooth, since the particles are only three microns in diameter and represent less than 5 percent of the mixture’s weight. To electroplate a cylinder barrel, a powder of dissolved nickel and other chemicals is dissolved in water and continu- ally stirred. A contin- uous, positive electri- cal charge is dispersed through the solution and the cylinder attracts the metallic salts that “plate out” the barrel. In addition to being harder, Byrnes believes nickel carbide also adheres to the cylinder walls better than chrome. The electroplating process was invent- ed in 1805 and is well understood and highly refined, as I saw at Continental’s sizable plant on the edge of Mobile Regional Airport (KMOB). Plating adds about 8/1,000th of an inch to the barrel’s thickness. Half of that is precisely removed when the cylinder barrel is ground and honed by computer- controlled machines. I recommend you watch a YouTube video about nickel plating cylinders. It illustrates the concept well, and is only a few minutes long. Although the video is focused on racing engines, the produc- tion process is similar for aircraft. (See Resources for the link. —Ed.) Bryon Denton, Senior Manager– Engineering, joined Continental with the ECi acquisition. One of the things Denton and his colleagues work on is combining the best qualities of Continental and ECi technologies into new products. Steel cylinder barrels at Continental Motors have been continually improved through advances in metallurgy, production processes and computer design. CES SNA F LYE R (36) J U LY 2018 When I asked about the production line for nickel plating cylinders, Denton said it has been improved since they moved everything up from San Antonio. “Continental implemented more quality controls and the chemistry is controlled to even higher tolerances than before.” “That’s not to say ECi wasn’t dili- gent,” he continued, “but we’re doing more here and now have an on-site chemist. [Continental] is a larger com- pany with more resources and this product line is growing.” When I asked about the flaky chrome cylinders in my current engine, Denton, who is a pilot as well as an engineer, said, “You get hard chrome circulating through an engine and it’s not a good thing.” He explained that with nickel silicon carbide, “Not only do pilots enjoy longer cylinder life, but if you don’t fly your plane a lot, it won’t rust up and ruin your rings and barrels.” Flying more is my dream, but work- ing too much is my reality. Thankfully, nickel-plated cylinders will put my wor- ries about rust to rest. Tyler Knight is a private pilot based near Seattle. His favorite flights are up and down the West Coast near the ocean, where humidity is high but the scenery’s amazing. Send questions or comments to editor@cessnaflyer.org. Resources Aircraft Cylinders of America 918-582-1785 Avian Flight Center avianflight.com Continental Motors – CFA supporter continentalmotors.aero RAM Aircraft – CFA supporter ramaircraft.com FURTHER INFORMATION Continental Motors Service Bulletin SB15-6A Part IX, “Engine Break-in Instructions” tcmlink.com/pdf2/SB15-6A.pdf “Nickel Silicon Carbide Plating” Video by Millennium Technologies https://www.youtube.com/ watch?v=XrweImPvlzU&t=2s U.S. Dept. of Defense Office of Corrosion Policy and Oversight corrdefense.org DETAILS: Hardware and subscription sold separately. SiriusXM Satellite Radio and Marine (Aviation) services each require a subscription sold separately, or as a package, by Sirius XM Radio Inc. Service automatically renews and bills at then-current rates until you call 1-800-985-9200 to cancel. Fees and taxes apply. See SiriusXM Customer Agreement for complete terms at www.siriusxm.com. All fees and programming subject to change. Not all devices are capable of receiving all services offered by SiriusXM. Data displays and individual product availability vary by vehicle hardware. Current information and features may not be available in all locations, or on all receivers. NOTE: SiriusXM Service may include weather and other content and emergency alert information and data. Such information and data is not for “safety for life,” but is merely supplemental and advisory in nature and, therefore, cannot be relied upon as safety critical in connection with any aircraft, sea craft, automobile, or any other usage. 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Purchase a SiriusXM compatible receiver Choose a SiriusXM Aviation subscription package Activate your service at siriusxm.com/activate or call 1.855.796.9847 Start flying worry-free Superior features SiriusXM ADS-B No Altitude Limitation or Line-of-Sight Restrictions ✔ X Coast-to-Coast Coverage from Taxi to Landing ✔ X High-Res Composite & Base Reflectivity Radar ✔ X NEXRAD Storm Cell Attributes ✔ X Lightning Strike Locations ✔ X Cloud Tops & Echo Tops ✔ X High-Res Surface Winds ✔ X Purchase any new eligible aviation satellite weather receiver from January 1 to December 31, 2018, activate it with any SiriusXM Aviation weather subscription package from SiriusXM by December 31, 2018 (see DETAILS below), maintain 60 days of continuous paid service and receive a $200 SiriusXM Rewards Visa ® Prepaid Card. See Rebate Offer Details at siriusxm.com/CESSNA. Get the first 3-MONTHS FREE with GDL™ 52/52R & subscription purchase. Details at siriusxm.com/GDL52Trial. SiriusXM® Aviation weather and entertainment are now available through the new Garmin GDL™ 51/51R and 52/52R portable and remote mount receivers. Get the in-depth weather info you need on the aera® 660, 795/796, the G3X Touch™ and Garmin Pilot™ app. You’ll have essential features you won’t find on ADS-B right at your fingertips. Plus you get a 1-year AOPA membership with purchase of an eligible receiver. Learn more at aopa.org/siriusxm. 3 months of the best weather on the Garmin GDL™ 52. Plus a 1-year AOPA Membership. I immediately noticed the faster refresh time on my panel-mounted Garmin GNS 530 (it utilizes a Garmin GDL 69 receiver), but I didn’t see the same refresh rate occurring on the SXAR1 receiver on my iPad. I asked Dave Hubner, Director of Aviation Partnerships at SiriusXM Radio, Inc. to clarify what was happening. Hubner explained that legacy products such as my Garmin 530 utilize a different system to download data than the portable units. Currently, legacy products are enjoy- ing a faster download rate. Hubner assured me that SiriusXM is working on improve- ments to the system that provides down- loads to portable units so that they, too, will have a faster refresh rate in the future. Hubner also explained a handy fea- ture of SiriusXM’s subscription packages few months ago, I had the oppor- tunity to fly with and review the SXAR1 weather receiver from SiriusXM Aviation. In that article, published in the March issue of Cessna Flyer, I compared the SXAR1 to ADS-B. Since ADS-B service is provided for free, and access to SiriusXM weather requires a subscription, you might expect that SiriusXM would be offering a supe- rior weather product. In the months I have flown using SiriusXM weather, I have found that to be the case. For additional information on the rela- tive capabilities of SiriusXM and ADS-B weather, AOPA recently posted a video to its website titled “Datalink Weather Choices and Capabilities.” The 11-minute video (sponsored by SiriusXM) gives a thorough explanation of datalink weather and compares the two weather products. Ongoing improvements In the time since my article in March, SiriusXM announced that it increased its Aviation Weather refresh rate from five minutes to two-and-a-half minutes— essentially cutting in half the time it takes to get updated weather data. to me. The subscriptions have a pause feature that lets you suspend service for a period of time and then turn it back on. For example, if you don’t fly much during the winter months and you don’t want to pay a subscription fee for some- thing you are not going to use, you can suspend your subscription and turn it back on in the spring when you are going to be flying. Surprising coverage A feature I tested more fully in these last few months was the range of coverage. I just returned from the Bahamas where I enjoyed full coverage at all times and at all altitudes. We were as far south as Long Island, some 300 miles southeast of Miami, and the SXAR1 worked perfectly. The SXAR1 provided us with radar coverage up to about 165 miles east of the continental United States—far beyond the range of ADS-B. This is significant to any pilot who regularly travels north of the border into Canada and south of the border into Mexico or the Caribbean. Departing Treasure Cay (MYAT), the SXAR1 was locked on and was giving us current weather at our destination, Fort After five months of flying with SiriusXM Aviation weather, MICHAEL LEIGHTON is back to share how he has utilized the service and how it measures up. A The SXAR1 provided us with radar coverage up to about 165 miles east of the Continental United States—far beyond the range of ADS-B. SiriusXM Weather CES SNA F LYE R (38) J U LY 2018 ©2018 Honeywell International Upgrade your CitationJet for ADS-B Out with less downtime. To learn more, call 1.855.250.7027, contact your local BendixKing dealer or visit bendixking.com/V4/CNI5000 BendixKing knows your flight time is valued. That’s why we created an unparalleled ADS-B Out upgrade for your CNI 5000 Integrated Avionics System. It is the only affordable, quick and easy retrofit made to replace existing KT 70 transponders, thanks to new KT 74s. We even provide a simple path to stream ADS-B wireless Wi-Fi weather to your tablet. ADS-B Out compliance for your CitationJet model 525 or 525A is here and it’s easier than you may think. Don’t wait and risk being grounded. Upgrade today. Pierce, Florida (KFPR), before we even left the ground. This highlights two more of the advantages of SiriusXM weather versus ADS-B: first, that it is not subject to line of sight (as is ADS-B); and second, that it gives you current weather irrespec- tive of the distance to the area of interest. In contrast, ADS-B limits data to as little as 100 miles—but more commonly, 250 miles—from your location. How it measures up Unlike ADS-B, the SiriusXM products don’t deliver traffic or notams, but as a weather product, SiriusXM is superior in every way. As I said in my original story, I believe the single most important technological advancement to affect General Aviation’s flight safety record is the availability of quality in-flight weather products. SiriusXM’s product is clearly the best of breed in this category. Michael Leighton is a 12,000-hour, three-time Master Flight Instructor and an A&P mechanic. He operates a flight school and maintenance facility in South Carolina and South Florida. You can find him on the web at flymkleighton.net. Send questions or comments to editor@ cessnaflyer.org. Resources FURTHER READING “ADS-B vs. SiriusXM” by Michael Leighton Available online at https://www.cessnaflyer.org/magazines/ item/1035-march-2018-cessna-flyer- magazine.html SAFETY VIDEO “Datalink Weather Choices and Capabilities” AOPA Online Learning https://www.aopa.org/training-and-safe- ty/online-learning/safety-videos/data- link-weather-choices-and-capabilities SUBSCRIPTION PACKAGES AND FEATURES SiriusXM Radio, Inc. https://www.siriusxm.com/ getforeflight?utm_campaign=SXM_ NA_BAU&utm_source=NA_NA_ GoogleAdwordsAviation&utm_ medium=Search-Paid SiriusXM radar. Note how far east radar coverage is received—nearly 300 miles offshore. ADS-B weather radar. Coverage drops off just east of Freeport, Bahamas—about 60 miles east of Palm Beach, Florida—at 10,000 feet. CES SNA F LYE R (40) J U LY 2018 WHEN YOU CHOOSE LYCOMING, 200 EXTRA FLYING HOURS IS JUST THE BEGINNING. We recently extended our TBO by 200 hours for a significant number of Lycoming Factory New, Rebuilt and Overhauled engine models. In some cases, 400- hour TBO extensions can be approved. These extensions give our customers more flying time, increased cost efficiency, and peace of mind. We continually invest in the materials science research and development needed to increase the durability of genuine Lycoming engines and parts. This commitment to innovation comes with a worldwide support network that offers a level of customer service unmatched in general aviation. Lycoming’s efforts show that not all engines and parts are created equal. Contact an authorized Lycoming Distributor to purchase a genuine Lycoming engine or genuine Lycoming parts. Lycoming.com/TBO © 2018 Avco Corporation VISIT US AT BOOTH #277-282 I HAVE CES SNA F LYE R (42) J U LY 2018 been a fan and an own- er of Cessna twin-engine aircraft for more than 25 years. In that time, I have owned a Cessna 310, several Cessna 414s and a Cessna 421. There is little debate that they offer the most “cab- in class” for the buck. You can usually buy a nice example for less money than a similar year, and similarly equipped, high- performance single. But why is that? It’s a simple answer. The market for twins is smaller than for singles, and most potential owners look at direct operat- ing cost per hour. Yes, a twin costs more to operate per hour; though not twice as much as a high-performance single. So, given the cost, why would anyone want to own one? What are the pitfalls? The advantages? The statistical realities? Who should own a twin? Let’s start by defining who is a likely candidate to own a twin. Anyone who routinely flies over inhos- pitable terrain comes to mind. I, for one, am much happier flying over water in a twin than in a single. The same holds true for mountainous terrain, where a safe off- field landing is unlikely. What about at night? Or more specifi- cally, IFR at night? Sure, you can operate a single over water and mountains. It’s done all the time. But a serious mechani- cal failure means you must make an off- field landing. Statistics show that most people survive a ditching at sea, or an off-field landing in the mountains, only to succumb to exposure or drown. In a twin-engine aircraft, an in-flight engine failure is still an emergency, but you have more options. Those options, not available to the single-engine pilot, are precisely the thing that gets multi-engine pilots in trouble. More on that shortly. Consider your mission profile. If you fly for business and trip completion on sched- ule is important; or, if you have the need to fly hard IFR, or IFR at night; or if your mis- sion profile finds you wanting to fly four or more large people and stuff on a regular basis; you need to consider a twin. Having said that, if you are feeling the need to go multi-engine, there are several safety realities you want to know about. Multi-engine risk factors Where would you expect to find the greatest number of accidents in a twin? Low and slow with the gear down, an engine failure on takeoff would appear to present the most problems to a pilot. But the statistics don’t entirely support that logic. According to the Nall Report prepared by the AOPA Aviation Safety Founda- tion, nearly 34 percent of all accidents in multi-engine aircraft occur in the landing phase of flight, as opposed to just 21 per- cent for the takeoff phase. It is important to note that fully 25 percent of the fatal acci- dents in twins occur in the approach phase of flight versus just 5.4 percent in landing phase and 18 percent in takeoff phase. So, what does that mean? Well, it basically means that a takeoff accident is most likely going to be fatal while a landing accident is not, but you have a far greater chance of being involved in a landing accident. Also realize that twin-engine aircraft compose less than 8 percent of the total GA fleet but were involved in 9.4 percent Given the cost, why would anyone want to own a twin-engine aircraft? To decide if a multi-engine aircraft could be in your future, first take a close look at the facts. By Michael Leighton THE PROS AND CONS OF GOING TWIN Photo: Paul Bowen CES SNA F LYE R (43) J U LY 2018 Secure: pull the mixture to idle cutoff on dead engine Feather: feather the prop on dead en- gine to reduce the yaw It sounds simple enough, and in prac- tice, it happens just about as fast as you can say it. In some situations, like during takeoff, the mixtures, props and throttles are already forward and the boost pumps should already be on. That leaves the gear and flaps to attend to. Some aircraft take off with partial flaps extended, while some do not. After addressing flaps, deal with the gear. Almost all light twins climb better with the gear up than with the gear out. When I teach multi-engine departures, I want to see the aircraft’s nosewheel on the ground until VMC (minimum control- lable airspeed with the critical engine inop- erative) and rotation at VMC plus 5 knots. When we establish a positive rate of climb, the gear comes up immediately while simultaneously accelerating to blue line (V Yse , best single-engine climb speed). This procedure narrows the window of time in which an engine failure would make the aircraft uncontrollable (leading to a V MC rollover). By keeping the nose- wheel on the ground to VMC , you ensure that you can maintain directional control until such time that there is sufficient rud- der to do the job. By rotating at V MC plus 5 knots, you’ll still retain control even if the critical en- gine were to pack it in at the exact instant you rotated. If this worst-case scenario happens, I advocate retarding the power on the good engine and stopping on the runway. It would be better to run off the end of a too-short runway at 20 knots then to try to fly it off so close to VMC . Why do I say that? Because if you look at the fatal accidents which occur on takeoff in twins, almost all of them are VMC rollover accidents. It is obvious that the pilots of these airplanes elected to continue the takeoff even after the engine failed. My point is that multi-engine piston aircraft do not perform well on one en- gine. When an engine quits on a twin, you don’t lose half the performance of the air- craft, you lose upwards of 80 percent of its performance. Furthermore, for aircraft with a MTOW of less than 6,000 pounds, or a stall speed less than 61 knots, there is no certification requirement for these aircraft to climb on one engine under any specific conditions. When you read single-engine climb fig- ures quoted for specific aircraft, remem- ber that those numbers were achieved by a factory test pilot, in a factory-new aircraft, in what should be considered factory-test air. That’s usually a “stand- ard” day of 59 F, low humidity and 29.92 inches of mercury at sea level. Also remember that the test pilot knows the engine is going to fail and is spring-loaded to respond. When it hap- pens to you for real, there will be several seconds of threat recognition and resolu- tion that will pass before you actually react to the engine failure. Even if you do everything right, you will be rewarded with a climb rate of not more than a few hundred feet per minute, about half of what you might expect from a fully-loaded and very tired Cessna 150. The difference is that in the 150, you achieve that rate of climb at a speed of about 68 knots versus the 95 to 120 knots in most light twins. You are cover- ing a lot more ground in the twin. Below are the best single-engine rate of climb figures for some popular Cessna twins. These are taken from respective POHs: As you can see, none of the models offer what could be considered a wide margin of performance. Remember, these are the factory numbers. It is doubtful that you could achieve performance this good in a typical 35-year-old example with mid- time engines. Real-world examples Now, let’s look at specific accidents and specific models. We will use these accidents to discuss accelerate-stop and accelerate-go decisions, balanced field length considerations and real-world op- erational realities. I have chosen the Cessna 310 (direct- drive engines, unpressurized cabin), the Cessna 414 (direct-drive engines, pressur- ized cabin) and the Cessna 421 (geared engines, pressurized cabin) as a repre- of the total accidents and 14 percent of the fatal accidents. When and where these aircraft are operated also has an effect on the statis- tics. People buy twins for their greater weather capabilities. Interestingly though, only 16.2 percent of the fatal accidents occurred due to weather-related issues in twins versus 47 percent in retractable sin- gles. So, the statistics support the theory that twins are in fact safer in weather then singles. Night also plays a significant role in ac- cidents. According to the report, 6.9 per- cent of all accidents occur at night, and 66 percent of the instrument approach ac- cidents occurred at night. Unfortunately, no breakdown of multi- versus single-engine aircraft was provided in the report. The importance of the critical engine Historically, the fatal accident rate in twins is consistently nearly double the fatal accident rate in singles. So, what makes a twin so dangerous? Most twins utilize nacelle-mounted engines on the wings. (We will exclude cen- terline-thrust twins like the Cessna Skymas- ter for the purposes of this conversation.) This design comes with an inherent flaw, asymmetrical thrust. Counter-rotating propellers reduce the amount of asymmetrical thrust by mov- ing both thrust lines closer to the center- line of the aircraft, thus eliminating the so-called “critical” engine. Despite what you may have heard, the critical engine is not the engine that is still running after an engine failure. On an aircraft with conventionally-rotating propellers, it is the left engine, or the en- gine which has the thrust line closest to the centerline. When that engine fails, the remaining engine (which the airplane is flying on) has the thrust line furthest from the centerline of the aircraft, thus creating the larger amount of asymmetrical thrust. That is why you see boom-mounted engines on the tails of jets, because they are so close to the centerline that failure of either engine will not create significant amounts of yaw. In a typical light twin like a Cessna 310, failure of the critical engine will create significant asymmetrical thrust, requiring the pilot to initiate the standard drill for engine failure in a twin. Though there are variations for specific types, the basic drill is as follows: Mixtures, props, throttles: full forward Gear: up; flaps: up; boost pumps: on Identify: dead foot equals dead engine Verify: pull throttle back to idle on sus- pected engine Model Published Single-engine Rate of Climb 310R 370 fpm 340 250fpm 402B 225 fpm 415 240 fpm 421B 250 fpm You can usually buy a nice [twin] for less money than a similar year, and similarly equipped, high-performance single. But why is that? Those sexy tiptanks you see on the 300- and 400-series Cessnas are actually the main tanks. The inboard tanks are the auxiliary tanks. CES SNA F LYE R (44) J U LY 2018 sentative sample. The data is from the NTSB website. Cessna 310 Of the 82 accidents involving Cessna 310s which I examined, there were 11 landing gear failures. Some were the result of hard landing, some were the result of poor maintenance, but none were fatal. Four pilots simply forgot to put the gear down, or lost control on the landing rollout. Again, none of those were fatal. Early 310s and some of the early 400-series had a poor nosegear design, and it was not tolerant of anything less than perfect pilot technique and perfect maintenance. That design was changed in early 1970s models. There were six reported cases of ran- dom mechanical failures. One pilot’s seat collapsed on takeoff; one pilot left the oil cap off of one engine, ultimately result- ing in an engine failure; one pilot left the towbar attached to the nosegear and went flying, only to jam the towbar in the gear well. One pilot ran off the runway after the brakes completely failed and one pilot experienced an engine failure for no determinable reason. One pilot lost his life when the elevator control failed for undetermined reasons. There were three training accidents, two of which were fatal. One was a midair and one which can be described as CFIT in VFR. In the latter, it would appear that both the instructor and pilot/ student had their heads inside the cockpit and flew the plane into the ground. There were three midairs involving 310s. All were fatal. One, a Part 135 air taxi flight being conducted under IFR flight rules, collided with a single-engine aircraft just outside of Class D airspace as the single was climbing through 2,500 feet. The pilot of the single was not talk- ing to anyone at the time. The majority of the fatal accidents involving 310s were determined to be pilot error during IFR. Some accidents occurred on approach, with several pilots going below minimums. Some were loss of control while maneuvering. More than half of the IFR incidents involved an en- gine failure or engine problem. Night IFR was a factor in three of those incidents. Cessna 414 I looked at 23 accidents in the 414, nine of which were fatal. VFR into IMC accounted for two inci- dents. Both were fatal. I read four engine failure reports, in- cluding one complete failure and a partial failure on the other engine. These acci- dents resulted in no fatalities. One stall on final approach killed the pilot and passengers, and a primary gyro failure on a particularly dark and foggy night also accounted for a fatal accident. A Part 135 training accident took the lives of three crew, including the chief pilot of that air taxi operation. No direct cause was cited in that report. I also saw two cabin pressurization failures. Although this type of accident is considered rare, it was brought into the spotlight in 1999 when professional golfer Payne Stewart’s Learjet flew half- way across the country by itself. Its crew and passengers were unconscious, and the aircraft crashed when it ran out of fuel. A similar accident occurred on a Helios Airways 737. For those considering pressurized equipment, it’s important to understand that failures can and do happen. Of the two 414s which experienced cabin pressurization failure, one incident was fatal. In the other, the pilot managed to get the aircraft on the ground despite his hypoxic condition. Other accidents in the 414 involve ice. One 414 crashed on landing be- cause the pilot could not see through the windshield. Although the aircraft was equipped with alcohol windshields, electrically-heated windshields were origi- nally required for that aircraft’s known ice certification. The last fatal accident I looked at occurred in Mexico on a Part 135 flight, where the crew flew the aircraft into the ground (CFIT) on a dark night in the mountains. Mechanical failures were few. A brake failure caused one pilot to depart the runway on landing, and a gear collapse brought another pilot to grief. Photo: Paul Bowen Learn more at Bose.com/A20. The Bose® A20® Aviation Headset offers the right combination of noise reduction, clear communication and comfort. 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One pilot, after filling the fuel tanks with water on purpose (to look for a fuel leak), took off and experienced double engine failure. Another pilot and passenger died when the pilot aborted the takeoff roll too late and ran off the end of the runway. His cargo, mostly medical gas cylinders, was unsecured and neither occupant was found wearing a seatbelt. They died from injuries inflicted by the loose cargo running around in the airplane during the overrun. One fatal was a V MC rollover from an engine failure on takeoff. Another engine failure on takeoff left the aircraft unable to climb, and the pilot crashed into a shopping mall a mile from the departure end of the runway. One CFIT accident occurred at night and one piston failure lead to loss of control in VMC. Both pilots perished in those accidents. Some of these nonfatal accidents could have occurred in any aircraft. One pilot hit a deer on the runway. Another pilot, while exiting the pilot’s seat to close the door, hit the throttles with his foot and the aircraft ran into a hangar (the engines were running at the time). An incident had two pilots flying a Part 135 trip. Although only one pilot was re- quired by regulation, the client requested two pilots. Both were involved with the preflight inspection of the aircraft. On takeoff, the nose baggage door popped open and the flying pilot elected to abort, damaging the aircraft. A lack of crew re- source management training was cited as a primary cause, as might be expected in a typically single-pilot environment. Other mechanical failures included total electrical failure at night; a trim tab failure; an improperly installed starter motor that led to engine failure; and water in the hy- draulic system which led to brake failure. One pilot stalled the aircraft on ap- proach to final while heavily iced with inoperative de-ice boots. Unknown to the pilot, the boots were badly holed. There were few purely pilot error in- cidents, the most egregious being a pilot who flew the airplane completely out of fuel and crashed while trying to stretch his final approach. This occurred while in IMC and the plane departed into a spin. All aboard perished. A pilot lined up with the runway edge lights instead of the centerline on a snow-covered runway, wiping out the landing gear on one side. Another pilot on a training flight tried to depart in deep snow and slush and aborted too late, run- ning off the runway. My observations on Cessna twin safety My personal experience with the Cess- na twins leaves me wondering why there were not more fuel mismanagement acci- dents. Those sexy tiptanks you see on the 300- and 400-series Cessnas are actually the main tanks. The inboard tanks are the auxiliary tanks. The awkwardly-designed fuel system requires you to run the tips down to about half before switching to the auxil- iary tanks. This is because the auxiliary fuel goes to the engine, which uses what it needs and send the rest back to the tiptanks. If you don’t make room in the tiptanks for the returning fuel, it will sim- ply vent overboard. To make the fuel system even more complicated, most of the 300- and 400-series aircraft can have one or two wing locker tanks. The system utilizes a pump to transfer the fuel directly to the tiptank. Again, you must make room in the tiptank. The problem is that the system uses a warning light that only comes on when the locker tank is empty. You have no way of knowing if the fuel is actually Photo: Roberto Chiartano Alamy Stock Photo CES SNA F LYE R (48) J U LY 2018 transferring other than by watching the fuel gauges. If your aircraft is equipped with only one locker tank, then you must cross-feed fuel to avoid a fuel imbalance. It all sounds quite complicated, but once you learn how it’s no big deal. The landing gear on all but the last 400-series to be built were all mechanical and very reliable. I never had a gear issue with any of my twin Cessnas. Nor did I have many pressurization issues. My 414s and my 421 all made maximum differential pressure. I did have a cabin pressure controller failure, but the cabin pressurized; I just could not control it. Yes, I have flown my twin Cessnas at night in IFR conditions. Occasionally I would pick up some ice, including two years in a row on the way home from Os- hkosh, over Gary, Indiana, at 21,000 feet. So, I can easily understand how pilots can get into trouble if they are not proficient as well as current. I did have a trim tab actuator bolt fail on a 414. That occurred while departing full of fuel, when I was 400 feet above the ground. The trim tab jammed in the full- down elevator position. That made for an extremely interesting circuit around the pattern. We replaced the bolt and all was well again. I could only find four reported cases of that happening on a 400-series Cessna. What’s the key to safety? The secret to safe operations in the Cessna twins (and all piston twins for that matter) is to never fly them at gross weight on a hot day. If you look at the accelerate-go chart 1 for a 414, on a 90 F day at gross weight, even at sea level, you are looking at more than 14,000 feet just to clear the imaginary 50-foot obstruction. That’s nearly 3 miles! But if you reduce the takeoff weight by just 250 pounds, the distance is reduced to around 8,000 feet. That is a significant difference. Most insurance companies will require you to get type-specific training for your twin Cessna. The good news is that this type of training is available for most piston twins. There are several schools such as CFA member and supporter Aerial Sim Training El Monte, California; SIMCOM in Orlando, Florida; FlightSafety Inter- national and CAE (Simuflight) that offer programs for piston twins. While this training isn’t cheap, it clearly improves your chances of successfully surviving a compound failure situation which could lead to a fatal accident. That being said, I have never seen a simulator that will adequately represent the performance of a piston twin. Noth- ing is a complete substitute for time in the aircraft. Go out and find a qualified instructor. If you are unhappy with your first choice, find another. When you do find one you like, hang onto him or her as if your life depended on it—because in a sense, it just might. Confess your weaknesses to them. You know you bet- ter than anyone. Then let the instructor take you through situations which will build your experience and confidence in handling the things that make you uncomfortable. Not comfortable at night? Have them take you flying at night. Not happy in ice? Go with the instructor into a known ice situ- ation (assuming the aircraft is certified, When you do find [an instructor] you like, hang onto him or her as if your life depended on it—because in a sense, it just might. As pilots and plane owners, our members are doing things “worth the writing” every day. We welcome our members’ stories in the pages of Cessna Flyer magazine. To find out more, email editor@cessnaflyer.org “... Either write things worth reading, or do things worth the writing.” —Ben Franklin Sell or Buy on Cessna Flyer Forums Updating your panel? Cleaning out your hangar? Your old avionics, headsets or parts may be just the thing your fellow members are looking for! Post your items for sale or items wanted on CessnaFlyer.org/forums and everyone benefits. Members only. No commercial posts or advertising. CES SNA F LYE R (50) J U LY 2018 and it is all working, of course). Set yourself up on a regular program. Several hours every 90 days, every six months, whatever it takes. I’m a CFII/ MEI/ATP and I fly 500-plus hours a year, much of it IFR. Yet I still take an IPC every six months, even though I have exceeded the minimum requirement for currency by a long shot. The point is that it takes a larger commitment to training and currency in a twin then in a single. If you wish to operate safely, you need to be realistic about your ability to meet that commit- ment. Don’t kid yourself. The statistics don’t lie! If you ask me if all the effort and expense is worth it, I am going to say yes. To obtain the kind of performance and capability you get from the 300- and 400-series Cessna twins from any single-engine aircraft is unlikely. At night? In the weather? With my family on board? I can’t put a price on that peace of mind. I just completed a purchase for a client of a Cessna 310 with the Colemill Bear- cat conversion which uses 300 hp Con- tinental IO-550As. Loaded with a glass panel full of radios, radar and a modern autopilot, this baby cruises at just over 200 knots at 8,000 feet. The new owner paid $67,000 for that plane. That’s not a typo. There is tremendous value in the Cessna twins if you are willing to do the extra work to fly them. If you’re interested in the financial specifics of twin ownership, I have kept copious notes and spreadsheets on the operational costs for all the planes mentioned in this article. I can be very specific if you’re looking to have the conversation, and I’d be happy to help. You can always reach me through the Cessna Flyer Association. Sources: Nall Report prepared by the AOPA Aviation Safety Foundation; NTSB aviation accident database. Michael Leighton is a 11,000-hour, three- time Master Flight Instructor, CFII, MEI, ATP, as well as an A&P. He operates a flight school in Fort Pierce, Florida, and Spartanburg, South Carolina. You can find him on the web at flymkleighton.net. Send questions or comments to editor@ cessnaflyer.org. 1 Accelerate-go distance: the total distance it will take you to start your takeoff roll, lose an engine, continue the takeoff, and reach 35 feet at V2 . V2 is your takeoff safety speed—the speed you’ll initially climb at after an engine failure. Resources SIMULATOR TRAINING FACILITIES Aerial Sim Training – CFA supporter aerialsimtraining.com CAE cae.com/civil-aviation FlightSafety International Inc. flightsafety.com SIMCOM Aviation Training simulator.com FURTHER READING 26th Joseph T. Nall Report 2015-2016 GA Accident Scorecard https://www.aopa.org/training-and- safety/air-safety-institute/accident-anal- ysis/joseph-t-nall-report Aviation Accident Database & Synopses https://www.ntsb.gov/_layouts/ntsb. aviation/index.aspx CES SNA F LYE R (52) J U LY 2018 The Making of N182AP: Part Three After spending over a year in various shops, Michael P. McRobert’s Cessna 182 XP takes to the skies. The 300 hp Air Plains conversion came in on-budget and on-time, but does the IO-550- powered 182 deliver on performance promises? By Michael P. McRobert CES SNA F LYE R (53) J U LY 2018 Mike McRobert grew up around his father’s airplane in Kansas City and fol- lowed him into the cockpit as a dedicated flyer. Then life came along, and is so often the case, he left the cockpit for a number of years. When the opportunity again presented itself, he jumped back in with both feet. He had specific desires for his new airplane and, not finding it in any one option, set out on a path few others attempt at one time. The project, which he calls The Making of N182AP, ended up as a tip-to-tail remanufacture with Air Plains Services in Wellington, Kansas, as the prime contractor. Here is part three of the story. making of N182AP was a 13-month ordeal; but all in all, it was worth it. Coordinating all of the contractors’ work and associated ferry trips took time. At every step, each of the provid