Cessna Flyer - December 2020

KMA-24 Audio Panel with 3 Light Marker Beacon, GNS-430 Nav/Com/GPS, KING KX155 Nav/Com, KING KT76C Transponder, ARC 300A Autopilot, Sigtronics SPA-400 4 Place Intercom (New-08/18), Dual PTT Switches, Electric Trim, Tanis Preheater System, Annual Due: March 2020 • Romeoville, IL • $64,999 O.B.O. • Marilina Angarone • 815-834-6311 • mangarone@lewisu.edu 1980 CESSNA 182Q SKYLANE • N5124N • 11,700 TT, Garmin 430W, Cont. O-470USTC 252 HP, Great A/C. well taken care of. Paint 8.5/10 Int 9/10. 88 gal fuel. Has 170 hrs on both engine and prop. Flies often so times will change some • CONVENIENTLY Located at KTMB- Miami, FL • PRICE REDUCED: ONLY $99,999 • Panair Flying Club • 305-724-7810 • David Ward • dpw1980@live.com 1980 CESSNA P210N • N117UM • One of the best equipped Cessna P210N’s around • Garmin 530W Navigator & 330 ES Transponder w/ADS-B Out, KFC 200 Autopilot, Aspen Glass Panel, BAE-28 Turbo Alternator Backup, JPI EDM 830 Total Engine Monitor, Dual Vacuum Pumps with Cooling Shrouds, GAMI Injectors, ANNUAL DUE: NOVEMBER 2020 • Located: Warsaw, IN. • ONLY $249,000 • Steve • 574-551-8226 • sbashton@yahoo.com 1965 CESSNA 320C • N3040T • S/N: 320C0040 • PROJECT Aircraft that has Potential • TTAF: 2393, Continental TSIO- 470-D Engines: RIGHT-Total Time Unknown, 415.8 SMOH, 16.7 STOH, RIGHT-2392 HSN, 21.3 SMOH, S/N: 138529-70, McCauley Props: RIGHT-D2AF34C-54-NP, 2393 HSN, 21.3 SPOH, S/N: 791935, LEFT- D2AF34C-54-KMB, 2393 HSN, 21.3 SPOH, S/N: 687434, KNS 80 Area Navigation System, Must See • FLORIDA • $40,000 • 305-298-0295 • robertsairsouth@gmail.com 1972 CESSNA 340 • N269WT • TTAF: 3830, 310 HP Engines with Gami Injectors: Left-781 SMOH, Right-600 SMOH, Hartzell Q-Tips Props: 115 Hrs., A/C, MX 20, GNS 430 WAAS, GNS 430 with Separate CDI, GTX 345 with ADS-B In & Out, GMA 340, KN 64 DME, Artex 345 ELT, Bendix Autopilot FD, S-TEC Yaw Damper, A.A. Intercoolers, Vortex Generators, Wing Spoilers, L-3 WX-500 Stormscope, Last Annual: April 2020 • Central California • $165,500 OBO • 661-303-1606 • wdbezdek@sbcglobal.net 1976 CESSNA 421C GOLDEN EAGLE • N421HF • SN 421-0116 • 8397TT, Left Eng 862 SRAM- Right: 629 SMOH, Prop- Left 134 SPOH, Right 134 SPOH, Garmin, King & Collins Equipped, Vestal White Ext., Taupe Leather Interior, 8 Seats, Annual Due 1/21, New Exhaust System • $425,000 • Call 317-650-3327 • lasjetking@aol.com 1979 CESSNA 421C • N421SF • TTAF: 5975, IFR Due: June 2022, RAM Engines: Left: 438 SMOH & Right: 647 SMOH, BOTH Props: 145 SPOH, Garmin 530 & 430 GPS, ADS-B In & Out, Navomatic 400B Autopilot, Color Radar and Stormscope, Wing Locker Fuel Tank (225 GAL Useable), NDH, ALWAYS HANGARED • Annual Due July 2020 • Eastern MISSISSIPPI • PRICE REDUCED: $299,000 • 601-917-5194 (Cell) or 601-632-4266 (Ofc) • llkknight@att.net sed Aircraft Marketplace Located: Driggs, IDAHO • cub407wb@gmail.com 907-315-6006 (Chuck) • 907-354-6203 (Nick) Highly Modified, Totally Rebuilt, Modeled after the L-21 Military Version with Extended Wings, ailerons & flaps. Lycoming O-320 160 HP Engine • ONLY 141 Hours since Total Restoration • Annual Due: January 2021 • ADS-B Out Compliant • Will DELIVER to Buyer’s Location • $134,500 or $132,000 without ALASKA Bushwheels 1964 PIPER SUPER CUB 160/L-21 • N407WB 515-574-2241 ahlsales@aviatorshotline.com SELLING YOUR AIRPLANE? • List it here! www.aircraftforsale.com 15 Used Aircraft Marketplace Welcome!Since 1978, Aviator Hot Line® has been a leader in bringing aircraft buyers and sellers together. Our mission is to bring you the best selection of used aircraft at the best market price. Throughout this section, you’ll find quality aircraft, all priced to sell. Enjoy shopping Aviator Hot Line ®’s Used Aircraft Marketplace! Location in Alaska • cub407wb@gmail.com 907-315-6006 (Chuck) • 907-354-6203 (Nick) TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90 HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location • $109,500 1946 PIPER J-3 CUB/PA-11 • N71081 Located: JACKSON, MS (KJAN) • pauldalex@aol.com Paul Alexander • 662-392-5034 TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI, Right Engine: 2562.0 Hrs, 2298 Cycles SMOH, 61.1 Hrs. SHSI, Annual Due: FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345 w/ADS-B In/Out, GTX 327, Bendix KMH 820 TCAS/TAWS • Reduced Price: $649,000 1978 ROCKWELL / COMMANDER 690B-10 • N20MA Located: Troy, Alabama (TOI) • kenny@kwplastics.com Kenny Campbell: 334-372-7283 or 334-566-1563 Built by Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75 Hours, PROP: MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/ Com/GPS, 340 Audio Panel, 327 Transponder. Century NSD360 HSI • King KX155 with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000 2005 THUNDER MUSTANG • N451KC MONTANA Location (MT53) 406-499-2756 • skycovers@yahoo.com Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. 1998 PIETENPOL GREGA GN-1 • N4FQ El Cajon, CA (KSEE) 916-532-8004 • mwdonaldson13@yahoo.com TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop, Appraised by Air Assets on 09/16/19--Market Value: $113,500 • Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits Polyfiber • Annual is Good Until February 28th, 2021 • Always in a Museum or Hangar • ONLY $99,999 1934 STINSON SR-5E RELIANT • NC14187 Convenient FLORIDA Location 612-387-2486 • erica.steffenson@gmail.com TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System, No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL, Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper Cherokee 6/300 1969 PIPER CHEROKEE 6/300 • N8950N BELLANCA 1972 BELLANCA 7ACA CHAMP • N10983 • TTAF: 790.2, ENGINE TT: 899.6, STOH: 169.3, RARE Franklin 2A-120-A Two Cyl., 60 HP Engine. lways Hangared since 1992-1993 Ground Up Restoration. Like ew Sensenich PROP, Annual Due: October 2020, Full Electrical ystem including Electric Start, Includes SPARE Engine with g • Walden, New York • Reduced Price: $22,222 • 4-213-1878 • info@campredwood.net CESSNA 1971 CESSNA 177RG CARDINAL • N8008G • SN 177RG0008 • TTAF 2194, TTSN 1035, Lycoming IO360-A1B6. 200HP. McCauley op 33hrs SMOH. Garmin 430 NAV/COM w/WASS, GA-35 GPS ntenna, GL 106A Nav Indicator w/Glidescope. GMA-340 Audio anel, ELT Battery due. Monarch Fuel Caps & Adapter Plates, ansponder KT-76A, Altitude Reporting System. All ADs omplied with. ALWAYS Hangared, Annual Scheduled Dec 18. Tan Leather Seats/Sheepskin Covering • $73,500 • obert Casey • 847-420-7589 • rfcasey64@gmail.com 1971 CESSNA CARDINAL 177RG • N8039G • TTAF: 3800, IO-360- AQ1B6 Lycoming L 7515-51A 200 HP Engine: 350 SMOH, New Dash anel, MX170B, KLN-90B, Navomatic Autopilot, All Interior ew-2017, New Brakes-2017, New Spark Plugs & Tires, 10 GPH, 1980 CESSNA P210N • N117UM • One of the best equipped Cessna P210N’s around • Garmin 530W Navigator & 330 ES Transponder w/ADS-B Out, KFC 200 Autopilot, Aspen Glass Panel, BAE-28 Turbo Alternator Backup, JPI EDM 830 Total Engine Monitor, Dual Vacuum Pumps with Cooling Shrouds, GAMI Injectors, ANNUAL DUE: NOVEMBER 2020 • Located: Warsaw, IN. • ONLY $249,000 • Steve • 574-551-8226 • sbashton@yahoo.com 1965 CESSNA 320C • N3040T • S/N: 320C0040 • PROJECT Aircraft that has Potential • TTAF: 2393, Continental TSIO- 470-D Engines: RIGHT-Total Time Unknown, 415.8 SMOH, 16.7 STOH, RIGHT-2392 HSN, 21.3 SMOH, S/N: 138529-70, McCauley Props: RIGHT-D2AF34C-54-NP, 2393 HSN, 21.3 SPOH, S/N: 791935, LEFT- D2AF34C-54-KMB, 2393 HSN, 21.3 SPOH, S/N: 687434, KNS 80 Area Navigation System, Must See • FLORIDA • $40,000 • 305-298-0295 • robertsairsouth@gmail.com 1972 CESSNA 340 • N269WT • TTAF: 3830, 310 HP Engines with Gami Injectors: Left-781 SMOH, Right-600 SMOH, Hartzell Q-Tips Props: 115 Hrs., A/C, MX 20, GNS 430 WAAS, GNS 430 with Separate CDI, GTX 345 with ADS-B In & Out, GMA 340, KN 64 DME, Artex 345 ELT, Bendix Autopilot FD, S-TEC Yaw Damper, A.A. Intercoolers, Vortex Generators, gmail.com 3 (Nick) L-21 Military Version -320 160 HP Engine nnual Due: January Buyer’s Location • els 407WB 515-574-2241 ahlsales@aviatorshotline.com SELLING YOUR AIRPLANE? • List it here! BELLANCA 1972 BELLANCA 7ACA CHAMP • N10983 • TTAF: 790.2, ENGINE TT: 899.6, STOH: 169.3, RARE Franklin 2A-120-A Two Cyl., 60 HP Engine. lways Hangared since 1992-1993 Ground Up Restoration. Like ew Sensenich PROP, Annual Due: October 2020, Full Electrical ystem including Electric Start, Includes SPARE Engine with g • Walden, New York • Reduced Price: $22,222 • 4-213-1878 • info@campredwood.net CESSNA 1971 CESSNA 177RG CARDINAL • N8008G • SN 177RG0008 • TTAF 2194, TTSN 1035, Lycoming IO360-A1B6. 200HP. McCauley op 33hrs SMOH. Garmin 430 NAV/COM w/WASS, GA-35 GPS ntenna, GL 106A Nav Indicator w/Glidescope. GMA-340 Audio anel, ELT Battery due. Monarch Fuel Caps & Adapter Plates, ansponder KT-76A, Altitude Reporting System. All ADs omplied with. ALWAYS Hangared, Annual Scheduled Dec 18. Tan Leather Seats/Sheepskin Covering • $73,500 • obert Casey • 847-420-7589 • rfcasey64@gmail.com 1971 CESSNA CARDINAL 177RG • N8039G • TTAF: 3800, IO-360- AQ1B6 Lycoming L 7515-51A 200 HP Engine: 350 SMOH, New Dash anel, MX170B, KLN-90B, Navomatic Autopilot, All Interior ew-2017, New Brakes-2017, New Spark Plugs & Tires, 10 GPH, seful Load: 1049.70, Annual Due: July 2020 • SOUTH CAROLINA Reduced Price: Only $68,000 FIRM • 803-606-0985 (Walter) 803-360-9185 (John) • wboney@barnwellsc.com 1978 CESSNA 182RG • N7359T • TTAF: 7846.2, ENGINE: 9116.4 S N E W, 1 8 8 5 . 6 S M O H (Lycoming Factory Overhaul), MA-24 Audio Panel with 3 Light Marker Beacon, GNS-430 av/Com/GPS, KING KX155 Nav/Com, KING KT76C ansponder, ARC 300A Autopilot, Sigtronics SPA-400 4 1980 CESSNA P210N • N117UM • One of the best equipped Cessna P210N’s around • Garmin 530W Navigator & 330 ES Transponder w/ADS-B Out, KFC 200 Autopilot, Aspen Glass Panel, BAE-28 Turbo Alternator Backup, JPI EDM 830 Total Engine Monitor, Dual Vacuum Pumps with Cooling Shrouds, GAMI Injectors, ANNUAL DUE: NOVEMBER 2020 • Located: Warsaw, IN. • ONLY $249,000 • Steve • 574-551-8226 • sbashton@yahoo.com 1965 CESSNA 320C • N3040T • S/N: 320C0040 • PROJECT Aircraft that has Potential • TTAF: 2393, Continental TSIO- 470-D Engines: RIGHT-Total Time Unknown, 415.8 SMOH, 16.7 STOH, RIGHT-2392 HSN, 21.3 SMOH, S/N: 138529-70, McCauley Props: RIGHT-D2AF34C-54-NP, 2393 HSN, 21.3 SPOH, S/N: 791935, LEFT- D2AF34C-54-KMB, 2393 HSN, 21.3 SPOH, S/N: 687434, KNS 80 Area Navigation System, Must See • FLORIDA • $40,000 • 305-298-0295 • robertsairsouth@gmail.com 1972 CESSNA 340 • N269WT • TTAF: 3830, 310 HP Engines with Gami Injectors: Left-781 SMOH, Right-600 SMOH, Hartzell Q-Tips Props: 115 Hrs., A/C, MX 20, GNS 430 WAAS, GNS 430 with Separate CDI, GTX 345 with ADS-B In & Out, GMA 340, KN 64 DME, Artex 345 ELT, Bendix Autopilot FD, S-TEC Yaw Damper, A.A. Intercoolers, Vortex Generators, Wing Spoilers, L-3 WX-500 Stormscope, Last Annual: April 2020 • Central California • $165,500 OBO • 661-303-1606 • wdbezdek@sbcglobal.net 1976 CESSNA 421C GOLDEN EAGLE • N421HF • SN 421-0116 • 8397TT, Left Eng 862 SRAM- Right: 629 SMOH, Prop- Left 134 SPOH, Right 134 SPOH, Garmin, King & Collins Equipped, Vestal White Ext., Taupe Leather Interior, 8 Seats, Annual Due 1/21, New Exhaust System • $425,000 • gmail.com 3 (Nick) L-21 Military Version -320 160 HP Engine nnual Due: January Buyer’s Location • els 407WB 515-574-2241 ahlsales@aviatorshotline.com SELLING YOUR AIRPLANE? • List it here! December 2020 / Cessna Flyer • 5 Order between Nov 22 - Jan 9 to receive your free Frames. Exclusive Bose Open Ear Audio™ technology lets you listen to music or take a phone call with sound you’d never expect from your sunglasses. Get a free set of Bose Alto or Rondo Frames – an up to $199.95 USD ($249.99 CAD) value – when you purchase a Bose A20 or ProFlight Series 2 Aviation Headset. Get 10% off each additional A20 or ProFlight Series 2 headset purchased. O R D E R Y O U R S AT B O S E . C O M /AV I AT I O N H O L I D A Y P R O M O T I O N P R O F L I G H T S E R I E S 2 AV I AT I O N H E A D S E T A 2 0 AV I AT I O N H E A D S E T AV I AT I O N Connect with us @BoseAviation © 2020 Bose Corporation. All rights reserved. Offer valid 11/22/20-01/09/21. Offer not to be combined with other offers or applied to previous purchases, and is subject to change without notice. 10% discount offer only valid for purchases made as part of the same transaction. Discount to be applied to the aviation headset with the lower AMRP. Only one Bose Frame (Alto or Rondo) per transaction. Promotion redemption may be subject to account registration with Bose. Delivery is subject to product availability. 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Get a free set of Bose Alto or Rondo audio sunglasses when you purchase a Bose aviation headset. 6 • Cessna Flyer / December 2020 20 RENOVATING AN INTERIOR, PART EIGHTEEN: DETAILS • Dennis Wolter 28 TURBOCHARGING AND TURBONORMALIZING, PART 1 • Steve Ells 34 SHIPPING CESSNAS: A CRATE ORDEAL • Grant Boyd 42 AD 2020-18-01: CRACK INSPECTION ON STRUT-BRACED CESSNA SINGLES • Steve Ells 44 DESTINATION: NORTH CAROLINA'S OUTER BANKS • Mike Davis 8 THE VIEW from HERE • Jennifer Dellenbusch 8 LETTERS to the EDITOR 10 CESSNA FLYER EVENTS 12 THE HIGH and the WRITEY • Kevin Garrison 16 QUESTIONS & ANSWERS • Steve Ells Prop & Cowling Cockpit & Fuselage Aviation never takes a day off... 52 NEWS 58 AIRCRAFT SAFETY ALERTS 64 ADVERTISER INDEX 66 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING Tail & Rudder December 2020 • Volume 17 • Issue 12 COVER: 2000 Cessna 182S Millennium Edition. Photo: Jim Lawrence. December 2020 / Cessna Flyer • 7 South St. Paul, MN (KSGS) | 651.451.1205 | wipaire.com/freedom Wipline® floats give you access to thousands of lakes and waterways across North America. Your perfect family vacation awaits and we can get you there. FREEDOM TO EXPLORE FREEDOM TO EXPLORE™ ™ SALE ON ANNUALS Call Tom Carlson (651) 755-1639 CAPACITY IS LIMITED 8 • Cessna Flyer / December 2020 By JENNIFER DELLENBUSCH The View from Here Letters to the Editor A Christmas and Holiday Wish Send your letters to editor@cessnaflyer.org “Cessna 182 The World's Most Popular Jump Plane” By Grant Boyd, September 2020 Dear Grant Boyd, Thanks for the great article on flying jumpers in Cessna 182s. For those who hav- en’t tried it, it’s real, hands-on aviation. For those who would like more informa- tion, there’s an old but still accurate video that was produced by the FAA and the U.S. Para- chute Association called “Flying for Skydive Operations,” which can be viewed at youtu. be/2yYwBTUuOkw. For those who aren’t interested in flying jumpers but who fly at airports with jump operations, there’s “Skydiving and Para- chute Operations,” which can be viewed at youtu.be/SYJam9vMO-A. Best regards, Gary Shaffer The Skydive Company “Renovating an Interior, Part Seventeen: Carpet” By Dennis Wolter, November 2020 Dear Dennis, Good article on carpets. Thanks. In the article, you mentioned a fix for the attachment of side panels. Do you plan on an article on that area anytime soon? I have a Cessna C172M. Fabric has all been replaced (FAA approved) but strug- gling with the reattachment. Over the years, the diamond-shaped deals that insert into the holes have spread and aren’t as tight as they should be. Over the years, some of the screw holes along the edge have enlarged. I don’t like the idea of trying to drill them out. Is there any super Velcro way to attach these better? Thanks, Dave Kagey Dave, you're in luck! Dennis Wolter discusses side panels in this month's installment of Inte- riors; find it on Page 22. “The world has grown weary through the years, but at Christmas, it is young.” Phillip Brooks As the holiday season approaches in a year marked with upheaval, I have these thoughts for you. May this season bring you solace, in a troubled world. May all your strut inspections turn up zero corrosion and no cracks. May you have family and friends to cheer you, even if only by Zoom. May your annual come in under budget and on time. May you take some time to pause and reflect on the important things around you. May you take some time for a flight to nowhere in particular, just to savor the joy of flight. May your memories of loved ones who have passed bring you comfort. May your flights be blessed with smooth skies and tailwinds. As this year comes to an end, I want to extend a heartfelt thank you for the support you have shown to us over this year. Have a very merry Christmas and happy holidays. Until next year, Blue skies, Getting You Back to the Skies with the power you want, the options you need. For more information on engine upgrades, visit us at www.airplains.com/upgrades/cessna-182 or call 800.752.8481 CONTINENTAL IO-550-D ENGINE The 300hp upgrade delivers added performance with increased cruise airspeed and rate of climb. Upgrade your Cessna 182 and achieve the performance you wish was originally designed into your plane. Once you feel the extra horses you won’t look back! Air Plains sales team and tech support provides assistance before the purchase, all the way to your flying. Complete kit with an engine shipped to your local mechanic. The STC parts package with STC paperwork will be delivered promptly. 10 • Cessna Flyer / December 2020 Events Due to COVID-19, some events might be canceled. Contact event organizers prior to date for current status. CFA Event JULY 24–25, 2021 — WAUPACA MUNICIPAL (KPCZ). THE 16 TH /17 TH ANNUAL GATHERING AT WAUPACA. CFA’s annual pre-OSH event with fun, food, and friendship. Early Bird rate of $125/person ends May 1. Saturday receptions, seminars and banquet on Sunday, motor coach to AirVenture (July 26–Aug. 1). To register for the Gathering, visit thegatheringatwaupaca.simpletix. com. Book your room at Comfort Suites at Par 4 Resort by phoning 715-942-0500. Group name: Aviation Group. ($129/night when booked by June 1, 2021). Visit CessnaFlyer.org for more information. Featured Events JULY 26–AUG. 1, 2021 — OSHKOSH, WI. WITTMAN FIELD (KOSH). EAA AIRVENTURE OSHKOSH. Experience the largest annual gathering of aviation enthusiasts. From unique, historic aircraft to world-class daily air shows, you don’t want to miss the World’s Greatest Aviation Celebration. For more information, visit eaa.org/en/ airventure. 1 • Cessna Flyer / November 2020 SR20 SR22 SR22T Because you deserve the best... 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STRONGER Redesigned Motor TighterTolerances FASTER Quick Turn Around No AOG Charges Order online or call: CJAVIATION.COM • 800-227-5772 5217-00-1 5217-00-3 5217-00-9 INQUIRE ABOUT EXCHANGES NEW FAA-PMA APPROVED BETTER Direct Replacements No Service Bulletins 2-Year Warranty or 300 Hours Max STRONGER Redesigned Motor Tighter Tolerances FASTER Immediate Delivery In Stock • No AOG Charges NEW • OVERHAULS • EXCHANGES Order online or call: CJAVIATION.COM • 800-227-5772 Because you derserve the best... NEW 4140-00-15CJ 4140-00-17CJ 4140-00-153CJ 5100-00-4CJ OVERHAUL 4140-00-15 4140-00-17 4140-00-153 5100-00-4 12 • Cessna Flyer / December 2020 By KEVIN GARRISON Our kids had no idea which date Christmas fell on for the first few years of their young lives. I was a junior airline pilot, and as such, always flew on Christmas. This meant that we always had “Christmas Morning” the day before I left on my trip. This made our kids kind of happy to be getting an early start with their toys and made the other neighborhood kids, who had to wait a few more days, envious. Aviation never takes a day off and the holiday season, even during a pandemic, is a hectic gnarl of upset flight schedules, bad weather, and hot-sand-in-the-eyes fatigue for flight crews. This added holiday stress also holds true for General Aviation. I am willing to bet your next hundred-dollar hamburger that more “I gotta get home” accidents occur around the holidays than any other time. I am also ready to bet you that more scary, unnecessary bad weather encounters happen this month for us General Aviation pilots, too. Please trust me on this bit of unasked-for advice. If you mess up and push safety and weather during the holiday season, you will ruin your family’s Christmas for the rest of their lives. A night spent in a motel, even if it is during the holidays, is always preferable to pushing yourself too hard and into danger. Winter wonderland flying The beautiful snowy scenes that crooners sing about also always come with turbulence, in-flight icing, and added IFR planning for pilots. Some of the bumpiest air I have ever encountered came along during holiday trips. I sometimes wondered if Santa listened into our ride reports and amended his altitude accordingly to find smooth air. Bumps and delays are certainly part of most winter trips and if you are flying on Christmas you can add loneliness, but I remember all of the Christmases I flew with a happy grin. I really had a good time. Christmas at the airport Lakeland Flying Service was closed one day a year when I worked there as a lineboy. Christmas Day was the only time our hangar doors stayed bolted shut and our fuel truck was not started. So, why was I hanging out at the place on Christ- mas afternoon in 1972? To impress a girl. We had met a few weeks earlier during Thanksgiving and were destined to spend the next 48 of them (so far) together. Our infatuation with each other was new and what better way to impress her and work in a smooch or two than to take her to the abandoned airport? I still have pictures that day that I took with the Instamatic camera she gave me as a gift. There is another entire column’s worth of reasons that a General Aviation airport is one of the most romantic spots ever, but I can say that our Christmas visit to that chilly— 68 F—ramp paid off. I took her flying and my life suddenly made sense. It does not get any better than to be flying on Christmas at age 17 with your new love in a brand-new Cessna 150. Flying corporate or char- ters? Goodbye Christmas! I flew corporate and charters at what could be considered the bottom of the flying barrel; mostly in light twins. It turns out that rich corporate types really like to take the plane out for the holidays. If you are the pilot, that means you are spending Christmas in a low-cost motel near the nice hotel where they stay. I flew on Christmas Eve one year all the way from Talla- hassee, Florida, to Daytona Beach, Florida, where the bosses wanted to spend the holiday. It turned out I could rent a car—which I expensed to the company—and I drove home to Tallahassee. This worked out well because the weather turned really bad and my bosses were stuck for three extra days while I sat by my TV in our apartment raking in per diem money. Captain’s Christmas I have tried to count in my mind how many Christmas Eve and New Year’s Eve midnights I have seen tick by on my cock- pit clock as I flew. This sounds weird, but you do actually feel something when this happens. Flying from before Christmas to after Christmas or from one year literally into the next is an odd sensation. Once you wrap your head around the fact that you are not going to be home for the holiday like normal people, you can begin to have fun. There really is nothing quite like a Christ- mas trip and your first “Captain’s Christmas” is especially memorable. The High & The Writey Santa Does Not Arrive by Boat Not being home for Christmas is a rite of passage for most junior professional aviators. Flight crews working on Christmas take on the persona of outlaw pirates. December 2020 / Cessna Flyer • 13 4912 SOUTH COLLINS • ARLINGTON MUNICIPAL AIRPORT • ARLINGTON, TX 76018 800-759-4295 • FAX 817-468-7886 • e-mail: acsales@vanbortel.com • www.vanbortel.com follow us 14 • Cessna Flyer / December 2020 The High & The Writey Most pilots try to become captains as soon as they can. This is because being an airline captain in command of a big jet is probably the best thing there is or ever was. Most pilots take the job in a very junior position. Everything in the airline pilot world revolves around seniority. If you are senior, you get your choice of schedule and you spend a week of Christmas skiing somewhere expensive with the family, surrounded by movie stars. If you are junior, like I was, you spend it in Shreveport, Louisiana. I am not kidding here—Shreveport—at the Holiday Inn, Airport. It was right next to our only source of food, a 7-Eleven store, and our only source of adult beverages and entertain- ment, the “Wines of the World” liquor store and disco lounge, which, thank goodness, stayed open for airline crews and Christmas patrons with drinking problems. Best trip ever. I am not kidding. Flight crews working on Christmas take on the persona of outlaw pirates. We just go nuts with rebellion against a system that took us away from our loved ones. We act out with gusto with such outlandish behavior as: • Wearing Christmas ties and socks! • Eating cookies right in front of the passengers! • Doing funny holiday carol public announcements! • Closing down the IHOP, which is the only restaurant open on Christmas, after eating too many pancakes! I think you can see just how out of control we were. After all, what could they do to us? Make us fly on Christmas? How is the ride at 10,000 feet, Santa? It is not a coincidence that Santa delivers his presents from the air. He flies a sleigh that gets annualed every January and has all the latest in avionics, LED lighting, and every other gee-gaw in a pilot’s holiday gift catalog. His aircraft is powered, just like a Boeing B-52 Stratofortress, with eight powerplants, and he delivers his packages while avoiding all radar contact with an accuracy that our stealth bombers envy. Like professional flight crews, Santa flies through all kinds of bad winter weather and yet makes schedule every time. For all the fun and angst of flying Christmas that crews and Like professional flight crews, Santa flies through all kinds of bad winter weather and yet makes schedule every time. continued on Page 62  KNOW MY PT6 APP THE INFORMATION YOU NEED TO KEEP YOU AHEAD Pratt & Whitney’s Know My PT6 app can help you optimize the performance and availability of your turboprop engine with valuable maintenance and power management recommendations. Access key PT6A engine booklet content and excerpts of new Service Information Letters, contact our Customer First Centre directly, find authorized service centers, parts distributors, and more. DOWNLOAD THE APP TODAY 16 • Cessna Flyer / December 2020 Overhaul options, hottest cylinder, starter upgrades, nosewheel shimmy By STEVE ELLS Questions & Answers Q I have a Continental IO-470-F Peterson conversion on my Cessna 182P Skylane. It was overhauled by G&N when it had about 1,670 hours. It now has 2,200 hours since that overhaul, for a total of about 3,900 hours. I have decided to overhaul it and need advice. The choices I have now are: • Get a factory rebuilt engine from Air Power for $38,500. If I understand this correctly, it will be a zero-time engine with a new logbook. • I can have the engine overhauled by America’s Aircraft Engines or Power Masters, both local companies. I have prices from America’s: $32,600 with OEM factory-new cylinders, $31,400 with CGM Titan or Superior cylinders, or $29,650 with remanufactured cylinders. I don’t have Power Mas- ters’ quote yet. I’m open to other overhaul options. I have been given very good references for America’s Aircraft Engines. They will give a small credit for the fact I have new mags and a new ignition harness. Also, I will save on shipping since both companies are local. I use the plane regularly; about 120 hours per year. However, it generally sits idle for one to three months, twice a year while we travel by RV. Should I specify some cylinder coating? I believe the latest technology is nickel sulfur carbide and there are others. I know little about this issue. I am aware of chrome plating but have seen references to Nikasil, Nic3, Cerminil and several others. Of course, if I had my druthers, I’d upgrade to Peterson’s IO-550 conversion. But that’s another $30-40,000 with a new prop. Any advice? Ed A Some owners find this a little hard to believe, but any A&P can legally overhaul your engine. It’s a very simple engine. I had my engine overhauled by a local machine shop owner. I watched and made sure everything was done in accordance with the Lycoming overhaul manual, and all the applicable service bulletins and Airworthiness Directives were complied with. Then, when I was satisfied, I signed it off. In steps, here’s how it goes. The oil is drained. Your engine is removed. The accessories are removed and sent for over- haul if needed. The prop is removed and sent for overhaul if needed. The exhaust system is removed and sent for overhaul if needed (the exhaust system is often ignored during an over- haul). The engine mount is removed and sent to a mount shop for inspection and repair if needed. I had already had my prop, prop governor, carburetor, magnetos, mount, and exhaust system overhauled prior to the engine pull. The engine is disassembled. It is visually and dimensional- ly inspected against the published table of limits. In addition, all the ferro-magnetic parts will be inspected by magnetic particle inspection, often called a “magnaflux” inspection. Bearing wear and corrosion is noted. Often, the parts that have to be magnafluxed are boxed and shipped to a company that specializes in this service. This company issues maintenance releases (yellow tags) for the parts. The engine cases are often sent to companies that special- ize in checking and in some instances repairing as needed. Then, after all the parts are “good to go,” assembling the engine is quite simple. Dedicated overhaul shops will run the reassembled engine for a pre-shipping test—called run-in as opposed to break- in—prior to shipping. If you have your A&P rebuild the engine, you will have to go through the run-in process which is noth- ing more than running it long enough to determine that the ignition system is working and there are no leaks. The break-in occurs during the first two to 10 hours of flight. If you use an overhauler, they will provide break-in guidance. My opinion is that the Superior Millenium cylinders are good. As far as corrosion goes during periods of inactivity, my prevention method is clean oil and Camguard in the engine, Some owners find this a little hard to believe, but any A&P can legally overhaul your engine. December 2020 / Cessna Flyer • 17 18 • Cessna Flyer / December 2020 Questions & Answers one flight to get everything up to normal oper- ating temperatures, then park it. Camguard is excellent at reducing internal corrosion, especially when combined with clean oil. You’ll find as you look at the Vref (the aircraft blue book) that a factory over- haul will provide the best value boost in your airplane’s value. As a rule of thumb, the value increase following a factory overhaul or reman is approxi- mately half the cost of the engine. Don’t forget to factor in cost of all the acces- sories and other components forward of the firewall. Happy flying, Steve Q With a single cylinder probe, what is the hottest cylin- der on a Continental O-300? Glynn A I wish I could tell you exactly which one is hottest on your airplane, but I can’t. There are simply too many variables such as the condi- tion of the cooling baffling, baffle seals, and intercylinder baffles. Studies have confirmed that there was hardly any atten- tion paid to the cost of cooling drag, or how to maximize the efficiency of cylinder air cooling during the design of older Cessna singles. All that’s needed to confirm this is to check the size of the engine air cooling inlets on a new sin- gle-engine airplane compared to a very similar single made back in the 1960s or 1970s. One way you can find the hottest cylinder is to buy wires that will reach the cylinder farthest away from the firewall, and use a spark plug gasket-type probe. Aircraft Spruce and Specialty sells a Mitchell CHT gauge, a 10-foot wire, and a probe. The wiring for most single-probe CHT gauges should never be cut. Just fold the excess up into a bundle and tie wrap it out of the way. The spark plug gasket probe is installed under a spark plug after removing the cop- per gasket that’s normally there. Install the probe on the bottom spark plug, then move from cylinder to cylinder until you find which cylinder is hottest. Happy flying, Steve Q Could you, or one of your contributing editors, recommend the best lightweight starter for a Continental O-200 in my wife’s Cessna 150E? Any and all assistance will be, as always, sin- cerely appreciated. Jere A You have two options. You can install the Sky- Tec C12ST2/S starter. If you still have the pull-type installation, order KCST2 which includes the new starter and new cable pull parts. The Sky-Tec line of starters is now owned by Hartzell Engine Technologies. The KCST2 kit sells for $927 at Aircraft Spruce. PDFs of the installation manuals are available on the product page on the Aircraft Spruce website. Or you can install the BC320-1 starter by B & C Specialty Products. The list price for this starter is $680. The pull-type actuator mod will add another $75 to the cost. Your engine will need to be slightly modified to install a new starter—all the details are on the B & C website and on the Aircraft Spruce page referenced above. The B & C starter has been on the market the lon- gest, but I feel like you’ll be well served by either. Happy flying, Steve Q I’ve been fighting nosewheel shimmy that, I swear, is loosening the fillings in my teeth. What do I have to do to solve this problem? Shaky Jake A Hi Jake, You’re in luck, both Jacqueline Shipe and I have written extensively on how to stifle nose- wheel shimmy. Shipe’s article is available below in Resources. I want to add that McFarlane Aviation sells many Cessna parts at good prices including kits to rebush and shim up the torque links to eliminate movement. If you find that your shimmy damper is worn or has a bent shaft, you should be able to find a good used one at Dodson, Wentworth Aircraft, or Pre- ferred Airparts. Lord holds STC SA02138AT to install its no-fluid shimmy damper on your airplane. You can buy the SE-1051-2 from Aircraft Spruce. The cost is $925. Happy flying, Steve Install the probe on the bottom spark plug, then move from cylinder to cylinder until you find which cylinder is hottest. continued on Page 63  December 2020 / Cessna Flyer • 19 • Spark Plugs • Oil Filters • Dry Air Pumps • Regulators and Manifold Valves • Pneumatic Filters and Fittings and Fittings • Carburetors • Replacement Components ® ® • RSA Fuel Injection Systems • Replacement Components • Temperature Probes • Instruments • Test Equipment ® www.tempestaero.com 800.822.3200 Quality, Innovation and Performance from the Brands you Trust. 20 • Cessna Flyer / December 2020 Renovating an Interior, Part Eighteen Ask any handyperson who enjoys work- ing on their house, car, boat, or airplane if they encounter issues that seem to present unwanted difficulty. The answer will undoubtedly be yes. Some issues that immedi- ately come to mind in an airplane are a component installed in an inaccessible place; and the use of a flimsy fastener when a simple screw or bolt would improve maintainability. This month’s article is going to cover a list of detail projects which an aircraft owner can do to eliminate problems while making it much easier to maintain the airplane. (Some of these projects will require a sign-off by your A&P or A&P/IA, so be sure to check with them first. - Ed.) These little improvements are the result of my experience resolving frequently encountered problems over 47 years of renovating aging aluminum airframes. Relocating dimmer transistors Topping my list of dumb component locations is where Cessna mounted the very difficult-to-reach instrument lighting dimmer transistors above the glovebox. The slightest short will blow the dimmer transistor. Replacing a delicate transistor is a very frustrating experience. The fix is to relocate the transistor rack to behind the co-pilot’s forward kick panel. The existing wiring harness is long enough. Simply mount the transistor heatsink rack to the airframe skin with four #8 stain- less steel aircraft machine screws and nyloc nuts. Be sure to clean the skin of any of those corro- sion-causing lead panels and install some anti-chafe material where the wiring harness lays over the bulkhead at the base of the instrument panel. It’s important to not locate any insulation material up against the heatsink transistor base. Heating system Have you ever noticed how difficult it is to re- move the front seats because the lower outer track- ing foot hits and damages the aluminum heat outlet trim cover? The fix is to modify both the lower kick panel and heat outlet in order to reinstall the outlet 2 inches further forward on the side panel. The pictures on Page 22 show it all. Both you and your maintenance tech will love this mod. While on the subject of heat outlets, let’s talk about the topic of corrosive cotton aeroduct black CAT hoses that Cessna originally installed in heat- ing and ventilation systems. This often-deteriorated cotton hose retains moisture, allowing the steel wire to rust. The com- bination of moisture and acid from the rusty wire creates corrosion over time wherever this stuff touches aluminum. Definitely replace all of this CAT-type tubing in the airframe with long-lasting SCAT-type, or- ange-colored, rust-preventing, non-moisture-retain- ing silicon rubber, impregnated-fiberglass-covered duct hose. DETAILSAircraft interiors expert DENNIS WOLTER offers several time- and cost-saving minor modifications which should be done as part of an interior renovation project. Cabin heat outlet moved 2 inches forward to allow for easier and less damaging removal and reinstallation of pilot and co- pilot seats. December 2020 / Cessna Flyer • 21 Instrument light dimmer transistors relocated to a more accessible location behind the co-pilot forward side panel. The orange duct hose is the non-corrosion-causing, more durable hose. 22 • Cessna Flyer / December 2020 Doors and latches We should now talk about Cessna doors and latches. Cessna finally got the design and engineering right in their current single-engine door designs. That said, pre-1980 Cessna doors have a few design flaws that need to be corrected. Topping the list is the way Cessna used thin tempered wire clips to secure the door handles to the splined latch actuat- ing shafts. The push-on retaining clips allow for a loose fit between the steel shaft and the soft metal splines in the door handle. The splines eventually strip out, the retaining clip lets go, and the handle easily pulls off. The fix is to use a #20 drill bit to center-drill a mounting hole in the door handle and countersink the new hole from the finish side, then carefully use a #29 drill bit and center-drill and tap the splined latch shaft to receive an 8-32 chrome-plated countersunk screw. If the splines in the soft metal door handle are completely stripped out, a new one will be needed. If the splines are only partly worn, tightly securing the handle to the shaft with a machine screw will hold a door handle with worn splines in place. It works great! As modifying a door handle affects egress, this mod will require that a licensed airframe mechanic make a minor modi- fication logbook entry describing this process. These early door handles often present a pesky little problem on the outside. We often get Cessna singles in for renovation that have an outside door handle with a rust- ed return spring that has failed. Installing a new return spring requires removing the entire latch assembly. Replacing the spring takes a lot of time, and you can damage your nice paint because the outside latch mounting screws must be removed. A simple and effective five-minute fix is to epoxy two nick- el-sized refrigerator magnets; one bonded to the pull handle and one bonded to the door latch assembly itself. It works great and never fails. Cessna single-engine cabin doors with internal doorstops are often weak or completely inoperative and can require a lot of time to repair. The best fix is to install a set of STC’d Mtn View Aviation gas cylinder Door Stewards. It’s about a two-hour job and does not require the purchase of expensive Cessna parts. The Door Stewards work great and are actually a much stronger door stop that will reduce the possibility of the wind blowing your large cabin door into the strut and bending the lower forward corner of your door or, even worse, completely tearing the door off, like can happen on a strutless Cessna 177 or 210. The installation does require the completion of an FAA 337 ma- jor alteration form and an appro- priate logbook entry by an A&P/IA. Image of heat outlet plenum showing where to cut it with a bandsaw. Image of a pilot's-side side panel with the heat outlet bump out relocated 2 inches forward to accom- modate the new location of the heat outlets. A door handle modified to be mounted with an 8-32 chrome upholstery screw. Center-drilling the splined door handle in preparation for tapping the hole to receive an 8-32 machine screw. December 2020 / Cessna Flyer • 23 Since they welcomed their first customer back in 1976, RAM Aircraft, LP has built its industry-leading reputation on providing piston-engine aircraft owners with top- tier engine overhauls, and performance-enhancing modifications. They won’t settle for using anything but the best in their engines. So, when it came time to select their preferred cylinders, they put their trust in the number one replacement cylinders for Continental and Lycoming engines: Superior Air Parts’ Millennium Cylinders. For more information, contact your nearest Superior Air Parts distributor, or visit: www.SuperiorAirParts.com WHAT’S RIDING ON YOUR CYLINDERS? “When it’s time for an overhaul, owners choose RAM because they want the best overall performance, reliability, and value for their engine and aircraft. Exceeding those expectations is why we use Millennium Cylinders from Superior Air Parts.” —Brian Adamik, President, RAM Aircraft, LP 24 • Cessna Flyer / December 2020 #1 for Aircraft Parts Support Since 1984 Same-Day Worldwide Shipping We Price Match! Parts avionics EnginEs ProPs Over 5 MilliOn in-StOck PartS! Over 5 MilliOn in-StOck PartS! Search our Parts for Free 24/7 DoDSon.coM cAll uS toDAy At 785-878-8000 Seatbelt webbing retainers Here’s an easy-to-install time saver. Remove the original aluminum seat belt webbing retainers on single-place cabin seats and install leather or vinyl straps, secured at one end with an upholstery screw, and at the other end with a snap. This flexible webbing retainer is open at one end, allowing the seat to be removed without having to unbolt the seat belt end fittings on the floor. Side panels When installing a new interi- or, fabricate the new side panels in horizontally sectioned multiple pieces, mounted with aluminum extruded divider rails. These individual smaller panel sections can be installed with very few screws. They are held in place by the fact that they are slightly oversized and tuck neatly into the rails for a secure fit. Removal and installation are quick and easy, and the aluminum rails add a great look to the side panels. The forward cabin side panels locat- ed between the forward door post and the firewall have always been difficult to remove and reinstall and, you guessed it, they get damaged. Before reupholstering these panels, consider retrimming the upper edges of the panels under the instrument panel. Cutting these panels down in this area makes them much easier to remove and reinstall. This eliminates potential damage without degrading Nickel-size refrigerator magnets do a great job of holding the outer door handle closed on a 1973 Cessna 172 Skyhawk. December 2020 / Cessna Flyer • 25 ©2020 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. All other trademarks remain the property of their respective owners. 42922 ‘Tis the Season f M e Pow Feature rich, powerful and dependable Icom quality. The perfect stocking stuffer this holiday season. Add Before Flight. Contact your local Icom avionics dealer today. www.icomamerica.com/avionics sales@icomamerica.com A25C COM version available M e Pow A25N A16 26 • Cessna Flyer / December 2020 how they look when installed in the airplane. Inspection panel fasteners Cessna secured the cabin floor inspection panels with small metal push buttons. Over time, the little buttons become weak and can break. We replace all of them with #8 PK sheet metal screws secured to field-modified folded Tinnerman nuts. We re-form the Tinnerman to conform to the conformed angled edge of the inspection hole by carefully clamping the folded end of the Tinnerman nut in a vise and using a hammer to bend the nut to the desired angle. Now, all the inspection hole covers can be thoroughly secured in place. Armrest attachment hardware Here is an easy fix for another common problem. During the 1970s, Cessna installed molded rubber armrests with poor- ly designed mounting clips that made the armrests difficult to remove and reinstall. Too often, messed-up armrests and broken clips were the result. The fix involves fabricating a 1/8-inch thick steel pointed clip as shown in the shop sketch at above right. Add this new clip and a couple of machine screws and nuts, and you’ll have no more issues with loose-fitting and difficult-to-remove armrests. Headliner retaining strips Last, but certain- ly not least, is how Cessna secured the perimeter of stretched vinyl headliners using sharp-pointed retainer strips that can easily damage headliner material during removal and reinstal- lation. The image at right shows a field-fabricated retaining rail that relies on a snug fit between a 0.025-inch aircraft aluminum inner angle and the 0.032-inch aircraft aluminum base angle. This retainer is an exact copy of the original without the sharp points. The two pieces of this assembly are riveted together using 1/8-inch diameter hardware pop rivets. This new retainer strip allows for the easy installation and removal of the headliner with the aid of a rounded putty knife. Problem solved. In the next article, I want to discuss the all-important, serious topic of an inflight cabin fire, and how an interior renovation can present a great opportunity to reduce that risk. Until then, fly safe! IMPORTANT: This article describes work that may need to be performed/supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your mechanic before starting any work. An extruded aluminum divider rail that holds a cabin side panel with no screws; looks good and saves time. Bending folded inspection panel Tinnerman nuts using a hammer and a vise. Typical broken original armrest mounting tab. Quick-release seat belt strap that saves having to unbolt the lap belts. December 2020 / Cessna Flyer • 27  Industrial designer and aviation enthusiast DENNIS WOLTER is well-known for giving countless seminars and contributing his expertise about all phases of aircraft renovation in various publications. Wolter founded AirMod in 1973 to offer private aircraft owners the same professional, high-quality work then only offered to corporate jet operators. Send questions or comments to editor@cessnaflyer.org. Shop sketch showing how to fabricate a steel armrest mounting tab that makes it easier to securely install or remove a 1970s-era Cessna door armrest. Mounting the new steel armrest mounting tab using 6-32 machine screws and nuts. End view of the field-fabricated pointless headliner retainer strips. RESOURCES Door Stewards MTN. VIEW AVIATION mtnviewaviation.com 28 • Cessna Flyer / December 2020 D oes the thought of flying at 200-plus knots at 75% power in a four-place, piston-powered single spark your interest? If you owned a 52-year-old 1969 Cessna T210J Turbo Centu- rion, you’d be there. Still interested? There’s a T210J for sale right now on the Trade-A-Plane web- site for slightly more than $100,000. How can an airplane with a maximum takeoff weight of 3,400 pounds and a 285 hp engine turn in those numbers? (For comparison, the normally aspirated [NA] Cessna 210L books speeds of 159 ktas at 75% power at 7,500 feet msl.) Turbocharging is the short answer. Turbo- Turbocharger The turbocharger incorporates a turbine, which is driven by exhaust gases and a compressor that pressurizes the incoming air. Throttle body This regulates airflow to the engine. Intake manifold Pressurized air from the turbocharg- er is supplied to the cylinders. Exhaust gas discharge Wastegate This controls the amount of exhaust through the turbine. Wastegate postion is actuated by engine oil pressure. Air intake Intake air is ducted to the turbocharger where it is compressed. Exhaust manifold Exhaust gas is ducted through the exhaust manifold and is used to turn the turbine which drives the compressor. In Part 1 of a two-part series, resident tech expert STEVE ELLS details the inner workings of turbo systems, which offer increased performance at all altitudes. December 2020 / Cessna Flyer • 29 charging (TC) boosts the engine inlet manifold pressures—up to 42 inches Hg (20.6 psi) in one case—over sea-level, non-turbocharged levels of 29.92 inches Hg. Another application of a turbocharging unit is turbonormalizing (TN); a system that maintains sea-level manifold pressures up to 10,000 feet msl, and higher. (Throughout this article, TC is used as shorthand for turbocharged, turbocharging, and turbocharger. Likewise, TN stands for turbonormalized, turbonor- malizing, and turbonormalizer. —Ed.) We’ll look at the plusses and minuses of both TC and TN systems in this review. How does turbocharging work? When first introduced to the concept of turbo- charging, many flyers assume that a TC system is a doodad that’s been bolted onto an existing engine to somehow trick the engine into always performing like it’s at sea level. There’s more to it. Here is a generalized overview of the TC and TN system. The TC unit consists of two scrolls; one, called the hot side, is made of cast iron and holds a wheel (the turbine wheel) designed to convert pressure into rotation; it’s driven by the exhaust pressures. The other scroll is aluminum and contains a wheel designed to compress air. The two wheels are joined by a common shaft that is Turbocharging and Turbonormalizing Part 1 30 • Cessna Flyer / December 2020 lubricated by engine oil under pressure. The operation is simple. The rotational speed of the turbine wheel and compressor wheel is directly controlled by the portion of the total exhaust pressure directed onto the turbine wheel. TC and TN exhaust systems collect all the engine exhaust pressure and route it down two paths. The largest path ends at the turbine side of the TC unit. The smaller path is a leg off the main exhaust that has a movable restriction. See the diagram on Page 28. This restriction, called a wastegate, is modulated to control the output of the compressor side of the TC or TN. The balance of the two wheels and the shaft is critical since speeds are as high as 100,000 rpm, according to Gary Main at Main Turbo, a company that specializes in overhauling TC units. The weight of the air above us As all pilots know, atmospheric pressure—the weight of the atmosphere above—decreases as airplanes climb. At sea level, the standard day atmospheric pressure is 29.92 inches of mercury (Hg) or 14.69 psi. At 10,000 feet msl, atmospheric pressure is 20.57 inches Hg or 10.1 psi (under standard day conditions). This pressure drop of more than 20% translates into approximately 30-35% less power output from the engine. At 10,000 feet, the NA 180 hp Lycoming O-360 engine in my airplane can only deliver 65% power (117 hp) at 2,400 rpm and 19.5 inches manifold pressure. When less oxygen is pushed into the cylinders by atmo- spheric pressure, the pilot must reduce the amount of fuel—by leaning the mixture—to maintain a useable fuel/air mixture. Less fuel equals lower combustion pressures within the cylin- ders, which translates into less power delivered to the prop. A marked and predictable reduction of engine power is the minus side of flying at higher altitudes in NA airplanes. The plus side for flying high in any airplane is a reduction in drag. A rule of thumb for calculating the increase in true air- speed (TAS) with increases in altitude is that the ratio of TAS to calibrated airspeed (CAS) increases by 1.7% per 1,000 feet in altitude. If we apply this rule to my airplane flying at 10,000 feet, where I’ve noted a CAS of 134 mph (116 kcas), I’ll have gained approximately 22 mph (19.1 knots) through drag reduction at that altitude, for a TAS of 156 mph (135 ktas). If my airplane were equipped with a TC or TN system and could cruise at 17,999 feet msl, the TAS would jump to 164 mph (142 ktas). Unfortunately, for my airplane, there is no TC or TN STC available. Piston aero engines equipped with a well-designed TC system can push the inevitable power degradation into higher altitudes. Each TC or TN system has what’s called a “critical altitude.” It’s the maximum altitude where full rated engine power is available. Most TC systems have “critical altitudes” between 12,000 to 20,000 feet msl. This critical altitude varies slightly due to variables such as temperature and pressure, so it’s difficult to find it stated in a POH or service manuals. But it can be extrapolated from the performance charts in your POH. For instance, the performance charts in the Information Manual of a 1979 Cessna TR182 Turbo Skylane RG (235 hp) shows that it can maintain 75% power (2,400 rpm and 25 inches Hg) up to 20,000 feet msl, but nowhere did I find any mention of a published critical altitude. More turbocharging benefits Sea-level power at altitude is the biggest plus of flying with a TC or TN system. Since a TC and TN system is capable of simulating sea-level manifold pressures and power outputs at any airport in the continental United States, the chore NA pilots face of leaning to “best power” for high-altitude airport takeoffs is eliminated. Think about the benefits when an engine can deliver 75% power at 20,000 feet msl. We’ve already noted that cruising at higher altitudes provides increased true airspeeds. TC and TN equipped airplanes also climb faster, which increases safety due to the ability to climb up and through; and cruise above the icing temperatures layer when icing conditions are encountered. Going again to POHs to show this benefit, the published rate of climb at 12,000 feet msl (maximum weight of 3,600 pounds) for an NA 2007 Cessna 206H Stationair with a 300 hp Lycoming engine is 280 fpm. A TC version of the same air- frame under identical conditions climbs at a rate of 820 fpm. In addition to the performance boosts, being able to main- tain 65 to 75% power at mid-teen altitudes moves the airplane into the “sweet spot” of airspace; above the usual cruise altitudes of NA airplanes and below the preferred altitudes of turbine-powered airplanes. Two of the benefits of flying in this airspace are a greater likelihood of direct routings and a reduced possibility of merging traffic. Since all TC and TN engines have critical altitudes of at least 12,000 feet msl, good performance is available to safely go around following a missed instrument approach at high-altitude airports. The minuses of turbocharging systems Yes, the performance gains are impressive, reproducible, and almost always dependable. But there are many trade-offs and cautions that affect TC and TN operations. The first is weight. In the Cessna 206 comparison above, the NA 206H has a useful load of 1,411 pounds. The TC system costs the T206H 105 pounds of load; it has a 1,303-pound useful load. This difference is entirely related to the TC system. There is another performance penalty at the low end of the performance chart. Most flyers are not aware that all TC (TSIO engine designations) engines from Continental Aero (formerly The plus side for flying high in any airplane is a reduction in drag. We know avionics inside and out. We have to … because we install what we sell. Our customers benefit from a knowledgeable staff that understands the unique complexities of Piper aircraft. Coupled with the industry’s guaranteed lowest price, we offer the best experience possible. Call or visit us online and see why we’re Garmin’s first and longest standing dealer. Client: Pacific Coast Avionics www.PCA.aero | 800.353.0370 PCA-PiperFlyer-7.125x4.9375.indd 1 PCA-PiperFlyer-7.125x4.9375.indd 1 6/1/20 10:10 AM 6/1/20 10:10 AM Continental Motors) have a 7.5:1 compression ratio. Continental’s NA engines of the same displacement have an 8.5:1 compression ratio. The Lycoming TIO 540-AE2A, a six-cylinder en- gine equipped with two turbochargers and match- ing intercoolers that generates 350 hp with 42 inches map at 2,500 rpm, has a compression ratio of 7.3:1 and a service ceiling of just over 21,000 feet. The lower compression ratio in the TC engines is needed to provide a safe level of detonation pro- tection during high-power operations. Detonation is very destructive and occurs when the fuel/air mix- ture in the cylinder explodes instead of combusting (burning) in a controlled, progressive manner. The main reason for the lower compression ratio is because the compressed air that is ducted into the engine from the turbocharger—which is referred to as upper deck pressure—is extremely hot. The combination of mating the exhaust-heated iron turbine scroll with the aluminum compressor scroll and the heat generated as the air is com- pressed often results in upper deck air temperatures of over 200 F (93.3 C). High-temperature inlet air detracts from engine performance, since hot air is less dense than cold air. To account for this, the manifold pressure limit is increased. The air is less dense, so there’s a need to push more into the engine to make up for the loss. However, increasing the manifold pressure translates into even more compression, which generates hotter air. Lowering the engine’s compression ratio is easily achieved by installing pistons that aren’t as tall or in- stalling a shorter pushrod. The lower engine compres- sion ratio provides the needed detonation protection. This heated air/more manifold pressure conun- drum is not as much of a problem in TN engines. Therefore, those engines can be operated with the same, more efficient compression ratios as NA engines. The intercooler To reduce the effects of these high inlet air temperatures and to increase the efficiency of the Sea-level power at altitude is the biggest plus of flying with a TC or TN system. 32 • Cessna Flyer / December 2020 engine, air-to-air radiators are available for instal- lation by STC. These units, called intercoolers, are installed in the upper deck ductwork leading from the TC or TN compressor outlet to the engine inlet. Cold outside ram air is ducted across a thin- walled radiator to cool the compressor’s heated discharge air. Compressor discharge temperature is often abbreviated as CDT. TurboPlus, a company in Gig Harbor, Washington, that holds STC approvals for intercooler installations in Piper Seneca, Turbo Lance, Turbo Arrow, Turbo Saratoga, Mooney 231K, and Cessna T200 series airplanes, explains intercooling like this: “An inter- cooler is often used to reduce the heat turbochargers produce and to promote more efficient combustion. Particularly with an aftermarket intercooler, it is often necessary to adjust manifold pressure down from original specifications, to compensate for the cooler compressed air entering the engine.” According to TurboPlus, the installation of its intercooler has the potential to reduce inlet air temperatures by up to 144 F (80 C). Each TurboPlus kit comes with a temperature differential readout that displays the number of de- grees delta between the hot compressed air coming into its intercooler (CDT) with the temperature at the outlet of the intercooler. TurboPlus calls this the “charge temperature.” This differential is displayed in degrees Celsius and is then applied to what TurboPlus calls the “Standard Day Power Setting Correction to Non-In- tercooled Aircraft Data” chart to get the “adjust- ed-for-intercooling” power output. For instance, let’s say Joe Pilot, flying his 1979 The advantages of intercoolers are reduced cylinder head temperatures due to cooler inlet air and lower manifold pressures for equivalent power output. Fuel usage is also reduced. December 2020 / Cessna Flyer • 33 As the LARGEST Single-Engine Cessna Used Parts Dealer IN THE WORLD, we’ll help you find everything you need ...with only ONE call! AIRFRAME Wings, Cowlings, Interiors, Control Surfaces, Landing Gear, Tail Surfaces, Engine and Flight Instruments AVIONICS King, Narco, ARC, Collins, Nav/Com, Transponder, AME, DME, Autopilot Trays and complete harness included! 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He refers to the TurboPlus differen- tial temperature gauge. It shows a 40 C (104 F) drop across the intercooler. Ap- plying this correction to the TurboPlus setting correction chart, he could reduce the manifold pressure to 25 inches map to get the same 70% power output. The advantages of intercoolers are reduced cylinder head temperatures due to cooler inlet air and lower manifold pressures for equivalent power output. Fuel usage is also reduced. STAY TUNED for the next installment, where I cover the difference between Lycoming and Continental turbo controllers, maintenance of TC/TN systems, and the advantages of TN engines.  STEVE ELLS has been an A&P/IA for 45 years. He is a commercial pilot with instrument and multi-engine ratings and loves utility and bush-style airplanes and operations. Ells served as associate editor for AOPA Pilot until 2008. He owns Ells Aviation and lives in Templeton, California. Send questions and comments to editor@cessnaflyer.org. RESOURCES Turbocharging / Turbonormalizing Systems CFA SUPPORTERS LYCOMING lycoming.com MAIN TURBO mainturbo.com VITATOE AVIATION vitatoeaviation.com OTHERS CONTINENTAL AEROSPACE TECHNOLOGIES continental.aero/ MERLYN PRODUCTS INC. merylnproducts.com TORNADO ALLEY TURBO INC. taturbo.com TURBOPLUS AIRCRAFT SYSTEMS INC. turboplus.com 34 • Cessna Flyer / December 2020 ost pilots are aware of companies who conduct ferry flights for the purposes of delivering an aircraft to customers. These flights cover the world: from the remote, humid jungles of the Pacific; across the cold tundra of Siberia; to the sandy beaches of the Caribbean. Shipping Cessnas: Single-engine Cessnas can be found all over the world…but many of these aircraft didn’t fly all the way from Kansas to their new homes. GRANT BOYD reveals how one company packs aircraft into containers for shipping around the globe. An Antonov An-124 swallowing a tractor-trailer, in which several Cessnas were placed, for delivery to the Russian Federation. December 2020 / Cessna Flyer • 35 36 • Cessna Flyer / December 2020 It is understandable that a good ma- jority of these far-flung, ocean-crossing flights take place in turboprop, multi-en- gine, or turbine aircraft. Whether it be for safety concerns of operating a single-engine piston aircraft over inhospitable terrain and dangerous countries, or the costs of doing such flights; there are many reasons why these aircraft oftentimes take a different route. For those air- craft that do not quite have the endur- ance of, say, a Cessna 208 Caravan or Citation CJ3…how do they make it to their new homes? SouthWind Global Aviation, which is headquartered near Wichita in Mound- ridge, Kansas, not only offers the tradi- tional “flight delivery,” but also the more niche service of “shipping delivery.” THE HISTORY OF REQUIRING additional range for an aircraft is as old as manned fixed-wing flight itself. By adding extra tanks, aviators have long been able to gain additional range and take flights that their aircraft in stock configuration would have not been able to perform. Whether it was Charles Lindbergh in 1927 who was aided by metal ferry tanks in his crossing of the Atlantic Ocean, or pilots transiting over the same body of water during World War Two with rubber bladder tanks; extended-range tanks have been required equipment for pilots needing to transport aircraft to far-off places. Now, several products are available to those who need to solve similar range problems. Turtle-Pac One such set of products is manufactured by Turtle- Pac, based near Brisbane, Australia. Turtle-Pac manufactures a multitude of “tough bladder tanks” for aircraft and boats. The company’s founder, Laszlo Torok, notes that many other companies manufacture metal ferry tanks; in his opinion, there is “nothing as safe as Turtle-Pac’s rubberized fuel bladder tanks. “Our collapsible bladder ferry tanks cannot explode, as there is no air or fuel vapor in the tank by design. They are three to five times as strong a metal tank, and have repeatedly survived in crashes, even when the pilot has perished. On money terms, Turtle-Pac tanks have been reused time after time for over 10 years, often in different aircraft. Some have even used the same tank over 300 times.” Torok goes on to note that their products’ pricing is similar to that of a quality, professionally constructed metal tank, but another key benefit of his company’s products are that they are not costly to return-ship. In comparison, metal tanks are typically used only once, due to the price of return shipping. The Turtle-Pac tanks are built to meet all FAA, EASA, CASA, Transport Canada, and other regulators’ requirements. Turtle-Pac tank sizes range from 10.5-gallon tanks for ultralights to 500-gallon tanks (Boeing 727s use six), and everything in between. The standard size for a Cessna 172 would be a 66-gallon tank. Flying with ferry tanks Torok provided an overview of the process of installing Turtle-Pac ferry tanks in most General Aviation aircraft: Installation: If ferry fuel is connected via a fuel cap Auxiliary Fuel Tanks for Aircraft Ferrying When a ferry flight makes more sense, Australian manufacturer Turtle-Pac offers collapsible bladder tanks to allow for transoceanic and other extended-range operations. BY GRANT BOYD Cessnas ready to be crated at SouthWind Global Aviation’s hangar in Moundridge, Kansas. A sample of SouthWind Global Aviation’s aircraft shipping destinations. December 2020 / Cessna Flyer • 37 Why ship an aircraft? Tyson Teeter, the company’s co-own- er, gave a bit of a background on why some new owners have traditionally selected to have their aircraft shipped to them, rather than flown. Teeter notes that the costs to ship aircraft in containers are “significantly” less costly than flying, but there are “costs on the other end…reassembly and other items.” Shipping, in addition to typically being cheaper than flying, also avoids putting hours on an aircraft. While SouthWind has the ability to reassemble customers’ aircraft and does so as needed, most of their customers also have these abilities, or have local partners that can, and opt to do so themselves. Containerization is preceded by the aircraft disassembly process. After ship- and lead hose outside the wing, and the total weight is not over gross, an FAA Form 337 can be issued by an IA for installation. Any A&P mechanic can install the tank itself. Installation is as simple as putting the tank in place and tying it down. The fuel cap fits an elbow and leads the fuel hose outside via a vent. The hose is then taped to the wing just over the flap. Electrical connection is then established if used. Turtle-Pac fuel pump kits are operated via a cigar lighter plug inside the aircraft. Weight: If the aircraft is over gross weight, an operator can go up to 15% over without asking the aircraft’s manufacturer for an exemption. If the desired weight is more than 15% over gross, on the other hand, then a manufacturer’s gross weight exemption would be required. Typically, 25% over gross is an average number for those performing a Pacific Ocean crossing. (The FAA still must approve any flight operation above gross weight via a Special Flight Permit. Consult with your IA for procedures and requirements. —Ed.) Fuel transfer: If ferry fuel transfer is via a T in a fuel line inside the aircraft, then an Engineering Order (E.O.) must be issued. A Designated Engineering Representative (DER) completes FAA Form 8110, which is the document to describe the engineering data supporting the installation of ferry tanks. Ferry permits: Ferry permits, also known as “Special Flight Permits,” can be valid up to 12 months. With a ferry permit, one can fly as many legs as required to reposition aircraft in one direction, such as from the U.S. to Australia. It is then possible to continue back to the U.S., around the world. All of this can occur on one permit, but one cannot use a ferry permit to fly return trips to the same destination, such as weekend trips to Cancun and back to Miami. An example of extended range By using Turtle-Pac products, range is extended on a Cessna T182 Turbo Skylane, for instance, by a considerable amount. The aircraft’s maximum endurance is typically about 5.3 hours at 120 knots. Additional tanks would allow for 17.5 hours of flight time from California to Hilo, Hawaii. This leaves the landing pilot with about 1.5 hours of fuel remaining. RESOURCES TURTLE-PAC turtlepac.com 38 • Cessna Flyer / December 2020 ping, there is a corresponding reassembly process. These processes vary in com- plexity among different types of aircraft. Cessna 172s are relatively less complex to crate, and are the “bread and butter” of the company. Each year, SouthWind ships an average of 100-plus Cessna 172 Skyhawks to customers all over the world. The reason that the company completes so many orders is in part due to their numerous repeat customers and proximity to Cessna’s factory. SouthWind is also referred to new customers by the factory. Why is containerization of high-wing Cessnas less complex than many other aircraft? It is because of the aircrafts’ design. “The manufacturing process is efficient for assembly and therefore re- duces the labor to disassemble as well,” says Teeter. Along with 172s, the company also routinely containerizes 182s and 206s. While it is possible to ship 208s and the company has designed a process to do so, the aircraft’s size puts it at the point where it is financially beneficial, comparably, to fly the aircraft rather than freight it. Before shipment The shipment process starts when the aircraft are accepted by the South- Wind team at the Textron Aviation factory in Independence, Kansas. South- Wind does not take possession until they ensure the aircraft are confirmed in “perfect” condition. Some of the things that the team pays close attention to when accepting an aircraft on behalf of their custom- ers (on top of the laundry list of stan- dard inspection items) include: quality of the paint, the interior, operational aspects of the aircraft and equipment, aircraft logs, and technical aspects. Once the aircraft it accepted, it is flown to the company’s hangar for con- tainerization. After it has been contain- erized, the aircraft is typically shipped aboard cargo ships. There is also an option to air-freight when deadlines are tight. The planes are delivered either to a port of entry in the delivery coun- try (“door-to-port”) or directly to the customer’s facility (“door-to-door”). The associated export/import processes are an important facet of the company’s delivery service. Rush delivery Teeter recalls a special case when the SouthWind team was able to meet an extremely aggressive timeline. He says that in the beginning of December 2013, they received a rush order, the team needed to deliver by year-end. After a lot of work, they wound up getting all 18 planes aboard an Antonov An-124 bound for the Russian Federa- tion, with plenty of time to spare. The plane, and the planes within, arrived the day after Christmas. All said and done, the disassembly and crating of the 18 aircraft took 18 days, plus another two flight days on air freight. While the team works quickly, there is no lack of detail when it comes to the packaging. Much of the packaging has been pre-designed for most models, with dimensions, material, and other details selected to ensure a safe delivery. A side effect of this well-thought-out and executed containerization process is that the inside of the crate is tidy and logical, which helps clear the shipment quickly through various countries’ im- portation review. December 2020 / Cessna Flyer • 39 AIRMARK OVERHAUL, INC. “When Quality Counts” 6001 N.W. 29th Avenue Fort Lauderdale, FL 33309 Tel: 954-970-3200 Fax: 954-970-3400 Toll Free: 1-800-282-3202 www.airmarkoverhaul.com Email: airmarkoh@aol.com Approved Overhaul, Repair and Exchange Facility for: • ENGINES – Continental and Lycoming Engines • ACCESSORIES – Magnetos, Starters, Alternators, Turbos, Controllers, Wastegates, Relief Valves and Fuel Components • CYLINDERS – Continental and Lycoming Cylinders • HYDRAULICS – Britten Norman Islander Landing Gears • PARTS – Thousands of New and Serviceable Parts in Stock FAA Approved Repair Station JL4R288M • EASA 145.4115 500 Hour Magneto InspectIon & certIfIcatIon servIce wItH easa approval Starting at $390 Customs agents typically have fewer questions about the shipment and less doubts as to whether there are nefarious contents within when it is apparent that the crate’s contents (a disassembled aircraft) matches what is manifested on the import forms. Shipment process For readers to better understand the containerization process, Tyson Teeter and SouthWind’s co-owner, Terry Landon, provided an overview of their process. While many of the company’s steps are proprietary, this overview helps one to better understands what goes into shipping aircraft to faraway places. Quotation Before the aircraft is flown to Moundridge or shipped out, the com- pany must understand a customer’s situation and needs. For the team to create a quote, they require the follow- ing information. • Type of aircraft • Commercial value of the aircraft • Location of delivery (country and type, either “door-to-port” or “door- to-door”) • Expected arrival date in Moundridge • Requested delivery date at destination From there, it takes two to three days to create a first-come, first-served quote that includes minimal “over-and- above” charges, most of which are asso- ciated with customs delays. Teeter notes that more than 90% of deliveries come in without any of these additional charges. Planning and design Once the quote is accepted by the customer, SouthWind creates packag- ing specific to the aircraft model that is being transported. While the team has shipped most types of aircraft (with an emphasis on Cessnas), there are occa- sionally new challenges for the team to work through. In one instance, SouthWind explored possible avenues to get permission to A Cessna 172S Skyhawk, over- shadowed by an Antonov An-124. 40 • Cessna Flyer / December 2020 Modern Upholstery STYLE - COMFORT - SECURITY Custom Designs 3814 Prosperity Rd | Duluth, MN 55811 | 218-728-1614 | www.scs-interiors.com | info@scs-interiors.com Made in the USA - We ship Worldwide and more... Foam Kits Aviation Interior Reupholstery Experts Carpet Kits Floor Mats Seat Covers Glare Shield Vinyl 0 5 25 75 95 100 ship a North American AT-6 Texan to another country. Ultimately, it was determined that the ejection system’s explosive charge disallowed shipment of the aircraft, and it had to be flown. Fortunately, most other challenges can be overcome and the team tirelessly works toward designing overengineered crates to safely transport aircraft. Container build This is a step of the recipe where the SouthWind chefs were careful not to give too much information away about their secret sauce. That being said, they noted that the container build process is preceded by aircraft disassembly, which is completed by personnel who are highly trained, proficient, and careful to follow a rigid set of work instructions. Experience from hundreds of builds have created a highly streamlined pro- cess, but builds still take several days to complete. Teeter notes that the crew is “typically able to complete a ‘three-pack’ of 172s in an average of a week,” with the average time spent on crating a single airplane about 12 working hours. All containers are built in such a way that the removal and reassembly proce- A ramp of Cessnas, belonging to one of SouthWind Global Aviation’s customers. dures are considered. To this end, Landon notes, “Our process allows for the end user at the aircraft reassembly location to more efficiently and safely complete the aircraft’s delivery shipment journey and return to a flight-ready status.” The team works with customers to continually improve the build process, which, coupled with their 30-plus years of experience, has allowed them to focus heavily on details, while still remaining cost-competitive. Continuous improvement is especial- ly important, as the repercussions of a damaged shipment are dire, especially considering that deliveries on new 172s are well into 2021. One of these process improvements is the way that the fuselage itself sits in the container. For instance, most aircraft are put into the container on specially designed gear footings. These are a few of the over 1,000 shipping solutions that they have constructed over the years. Shipment and delivery Once the airplane is taken apart and placed into the containers in such a way that it’s both secure and easily remov- able, it’s time for the shipment to get on its way. As previously mentioned, cus- tomers can elect to have their aircraft either shipped by boat or by air. Most customers choose to have the containers take the sea route, except when the delivery is time-critical. Landon notes that a good portion of the aircraft are shipped to the Pacific Rim, countries where political or environ- mental conditions make the ferrying challenging. Most shipments take three to four weeks from the factory pickup to the final delivery point, depending on des- tination country, type of shipment, and other factors. Whenever flying an aircraft to its new home is impractical for financial or other reasons, buyers, sellers, and owners can be confident that there are alternative services, like those offered by SouthWind, that ensure safe delivery of their plane.  GRANT BOYD soloed at 16 in a 1977 Cessna 150M. In the seven years since, he has been involved in aviation through a variety of avenues, from marketing to customer service. He has written more than 85 articles for a number of aviation magazines and loves learning about aircraft/pilots with unique missions. Send questions or comments to editor@cessnaflyer.org. RESOURCES SOUTHWIND GLOBAL AVIATION southwindglobal.com 42 • Cessna Flyer / December 2020 The FAA issued a new AD that applies to the following single-engine Cessnas: 172N, 172P, 172Q, 172RG, F172N, F172P, FR172K, R172K, 182E, 182F, 182G, 182H, 182J, 182K, 182L, 182M, 182N, 182P, 182Q, 182R, T182, F182P, F182Q, FR182, R182, TR182, 206, P206, P206A, P206B, P206C, P206D, P206E, TP206A, TP206B, TP206C, TP206D, TP206E, U206, U206A, U206B, U206C, U206D, U206E, U206F, U206G, TU206A, TU206B, TU206C, TU206D, TU206E, TU206F, TU206G, 207, 207A, T207, T207A, 210-5 (205), 210-5A (205A), 210B, 210C, 210D, 210E, 210F, and T210F airplanes. The FAA issued a Supplemental Notice of Proposed Rule Making (SNPRM) in May 2020. Few comments were received. The NPRM was prompted by reports of cracks in the lower area of the forward cabin doorpost bulkhead on more than four dozen Textron (Cessna) 100 and 200 airplanes. The NPRM proposed to require repetitively inspecting the lower area of the forward cabin doorposts at the strut attach fitting for cracks and repairing any cracks found by modifying the area with the applicable service kit. The FAA is issuing this AD to detect and address cracking of the wing strut attach point. The unsafe condition, if not ad- dressed, could result in failure of the wing in operation, which could result in loss of control of the airplane. The initial inspection timing requirements differ based on the current time-in-service (TIS) of an airframe. 1.) For airframes with less than 4,000 hours TIS after the effective date of the AD: Initially inspect prior to the accumulation of 4,000 hours TIS, or within the next 200 hours TIS af- ter the effective date of this AD, whichever occurs later. 2) For airframes with more than 4,000 hours TIS: Initially inspect within 200 hours TIS after the effective date of this AD, or within 12 calendar months after the effective date of this AD, whichever occurs first. For airplanes with a service kit installed in accordance with SEB95-19 or SEB93-5R2, inspect the area for cracks that extend beyond the area covered by the service kit within 1,000 hours TIS or 36 calendar months, whichever occurs first, since installing the service kit. Repetitive inspections are required every 1,000 hours TIS as per SEB95-19 and SEB93-5R2. If cracks are found during any inspection required by paragraph (g)(1) or paragraph (h)(1) of this AD, before further flight, install a service kit in accordance with step 1.D. of the Accomplishment Instructions in SEB95-19; or step 1.C. of the Accomplishment Instructions in SEB93-5R2; as applicable to your model airplane The estimated cost for the inspection is 1.5 hours for the initial inspection and 1 hour for each successive inspection. The estimated man-hours to install the service kits are 36. The FAA is requesting a report on the inspection results to determine the extent of these cracks. The AD estimates that this reporting will take one hour. Report the findings of the initial inspection (regardless if cracks were found or not) to the FAA at Wichita-COS@ faa.gov. Thereafter, within 30 days after completing each repetitive inspection required by paragraph (h) of this AD, if any crack was found, report the crack findings to the FAA at Wichita-COS@faa.gov. Include in your reports the following information: (1) Name and address of the owner; (2) Date of the inspection; (3) Name, address, telephone number, and email address of the person submitting the report; (4) Airplane serial number and total hours TIS on the airplane at the time of the inspection; and (5) If any crack was found during the inspection, provide detailed crack information as specified below: (i) A sketch or picture detailing the crack location; (ii) Measured length of the crack(s) found; (iii) Installation of a Cessna service kit or any other kit or repair before the inspection; and 10 (iv) Installation of any supplemental type certificates (STCs), alterations, repairs, or field approvals affecting the area of con- cern or affecting gross weight. For information on credit for previously installed kits, see paragraph (k) of the AD. More information on the inspection protocol is available in Cessna Single En- gine Service Bulletin SEB93-5, Revision 2, dated May 29, 2019, and Cessna Single Engine Service Bulletin SEB95-19, dated Dec. 29, 1995. CRACK INSPECTION ON STRUT-BRACED CESSNA SINGLES After the discovery of cracks in numerous airframes, inspections of the wing strut attach point are now required for many Cessna singles. By Steve Ells  STEVE ELLS has been an A&P/ IA for 45 years. He is a commercial pilot with instrument and multi- engine ratings and loves utility and bush-style airplanes and operations. Ells served as associate editor for AOPA Pilot until 2008. He owns Ells Aviation (EllsAviation. com) and lives in Templeton, California. Send questions and comments to editor@cessnaflyer. org. RESOURCES AD 2020-18-01 tinyurl.com/AD2020-18-01 AD 2020-18-01: Aircraft Safety Alerts December 2020 / Cessna Flyer • 43 The unsafe condition, if not addressed, could result in failure of the wing in operation… 44 • Cessna Flyer / December 2020 View from the Davis’ overnight accommodations. December 2020 / Cessna Flyer • 45 North Carolina’s Outer Banks If you’re a Cessna Flyer regular, you may recall that my wife and I are relatively new Cessna owners. (Mike wrote about his purchase experience in “Buying My First Cessna,” featured in the October 2020 issue. —Ed.) During the purchase negotiations, the seller mentioned to my wife that one of his favorite trips was to fly to the Outer Banks of North Carolina and then cruise up and down the Banks at low level doing the “lighthouse tour.” Stunning lighthouses, majestic wild horses, miles and miles of beach, a pilgrimage to the site of the Wright Brothers’ triumph; North Carolina’s beautiful Atlantic coastline beckons to visiting pilots. DESTINATION BY MIKE DAVIS 46 • Cessna Flyer / December 2020 My wife looked at me and said, “Sold.” After some time getting introduced to our new Cessna 182 Skylane, a few upgrades, a thorough checkout by an experienced CFI, and a little timebuilding, we made our first trip in the Skylane. Of course, our first trip was a flight to the Outer Banks of North Carolina. Our hopes were realized starting with a smooth flight, in beautiful weather, followed by spectacular views flying the north to south length of the Outer Banks. The Outer Banks, commonly referred to as OBX, is a 125-mile- plus stretch of wide-open shoreline, brimming with beaches, small communities, and fascinating history. OBX stretches from the north end at Corolla to the south end at Morehead City. In between, you’ll find a vacationer’s and aviator’s paradise. Planning your flight If you’ve flown on the Eastern Seaboard of the United States, you know that there are large tracts of restricted air- space. OBX is no exception. As a start, I suggest planning your flight into Dare County Regional Airport (KMQI) at Manteo, North Carolina. Filing IFR is very convenient, but of course, not required. For VFR flights, you’ll want to contact Cherry Point Approach. These are military controllers that you’ll find are extremely helpful. We arrived on a Sunday afternoon and the controllers checked all the military operating areas (MOAs) for us. Weekends are good as we found all the MOAs were cold, allowing us unfettered access to the airspace for our lighthouse tour. We landed at Dare County Regional, which, for much of the year, has a working tower, manned by private but extremely efficient/profes- sional controllers. Check the NOTAMs for their operating schedule. After arrival at KMQI, we stopped in at the FBO building, which doubles as the FBO and a control tower. After arranging for several days of tiedown (free) and fuel (currently $4.60/gal for 100LL Avgas), I walked over and talked to the OBX Airplanes pilots. This is a business that specializes in tours of the Outer Banks areas. They offer tours by Cessna or open-cockpit Waco biplane. Since I wanted to conduct my own lighthouse tour, I requested guidance on any procedures the local pilots have while conducting flights along the beach. The OBX Airplanes folks were very helpful and basically said, “After takeoff, advise the tower you’d like to do the lighthouse/beach tour and they’ll turn you over to our unofficial ‘beach traffic’ on 122.9.” On Sunday afternoon, there were several airplanes out doing the same tour as I, but, as advertised, everyone worked seamlessly to avoid any conflicts. Our flight departed north and almost immediately flew over Jockey’s Ridge State Park. Jockey’s Ridge covers over 400 acres of the tallest sand dune system in the eastern United States. Visitors are able to explore the sand dunes by foot, occasionally seeing the hang glider group that flies there. We crossed the beach line and turned north. Almost immediate- Airspace: The Outer Banks is home to several MOAs and Restricted Areas. Check your NOTAMs! December 2020 / Cessna Flyer • 47 ly after the turn, we flew over the Wright Monument and First Flight Airport (KFFA). KFFA is public use; owned and operated by the U.S. National Park Service. It has a 3,000-foot, hard-sur- face runway. and is a great place for aviation historians to drop in. On the ramp there is a small reception area for pilots; squawk VFR on the door keypad to enter. Inside, you’ll find a desk where you can stamp your logbook with a First Flight Air- port logo. The Wright Brothers Memorial is a definite visit, but most likely you’ll need ground transportation for that. We made the turn-around from our northbound leg just south of Corolla, North Carolina, and the Currituck National Wildlife Refuge. A note of caution: the AIM requests aircraft to operate at a minimum of 2,000 feet agl above any wild- life refuges. These areas are clearly marked on the charts. Currituck County Regional Airport (KONX) is available at the north end of the Outer Banks should you want to visit. We hugged the shoreline on a south heading, with my wife now happily on the beach side taking pictures, and me alternating between sightseeing and keeping track of the other beach traffic. With the MOAs inactive, we were able to easily navi- gate south, making our southern reversal around the Cape Hatteras Lighthouse. As you make the turns, be aware that you have the Atlantic Warning Areas offshore that covers airspace from the surface to unlimited. Unfortunately, at the altitudes we were operating, there are no approach radar advisories. Returning to Dare County Regional, we flew by the Bodie Lighthouse and the Oregon [FIRST FLIGHT AIRPORT] HAS A 3,000-FOOT, HARD-SURFACE RUNWAY. AND IS A GREAT PLACE FOR AVIATION HISTORIANS TO DROP IN. Bodie Island Lighthouse. Jockey’s Ridge State Park. The quaint FBO building at Dare County Regional (KMQI) also doubles as a control tower. Oregon Inlet connects Pamilco Sound with the Atlantic Ocean. 48 • Cessna Flyer / December 2020 FAA-PMA Approved For Over 162 Aircraft Models FAA-PMA Approved For Over 242 Aircraft Models 7025-24 Available Now, at Distributors 7035-34 Available Now, at Distributors Get Maximum Reserve Capacity to Handle Increased Aviation Electronics. G M i R C i H dl SUPER CAPACITYGill LT 12V Sealed VRLA Aircraft battery* Celebrating 100 Years of Battery Innovation * For aapprovedd applicatioons; See GGillbattteries.comm foor a full listt of airrcraftt models sservicced by tthis battery | 909.793.3131 | GILLBATTERIES.COM See Us at Sun-’N Fun, Booth C064 & C065 Inlet; capturing the view of the bridge that connects the islands We made our way back to our vaca- tion base, and tied down for a few days to explore the Outer Banks with a rental car. The FBO has a few cars, and other rental agencies will deliver a car to the airport. The FBO operator was able to put us in contact with a local vendo