Cessna Flyer

us from the beginning—advertisers and supporters who came on board before we’d even had time to prove ourselves. I’d have missed those flights over to the Bahamas in J.P.’s 182. I’d have missed the trip to Sun ‘n Fun in Tom Block’s twin on a beautiful morning with Frank Sinatra playing over the headphones. I’d have missed feeling the enormous rumble from the ground while I watched as 25 aircraft took off in formation pointed toward Oshkosh. Yes, I might have missed some painful or anxious moments had we not started the Cessna Flyer Association, but I’d have missed many more important things, too: the friendships I’ve made with our staff, our supporters and our members, the fun of watching the association grow and prosper. Today, after a full 10 years of ink, sweat (and occasionally, tears), I can tell you that CFA has truly taken flight over that proverbial 50-foot obstacle. We’re glad you’re on board with us as we enter our second decade. So, would I do it all again? Yes. Yes, I would. Blue skies, Jennifer Dellenbusch THE VIEW FROM HERE CES SNA F LYE R (08) A U G U S T 2 014 CES SNA F LYE R (10) A U G U S T 2 014 Radio Active Airshows. General Aviation aircraft display; former astronaut Dr. Don Thomas; lecture and science experiments for kids. Contact Mary Woodruff, J.D., media@firstflight.org or call 252-441-1903. Visit firstflight.org. Aug 29-31 — Walhalla, SC. Brass Town Airport. Just Plane Fun Days. Open to anyone and free of charge. Event appeals largely to people who own one of the Just Aircraft models. Just Aircraft contests and aircraft judging. Saturday night cookout at the airport; Sunday morning fly-out for a tour of the local mountains. The event drew 2,000 people last year and expects to more than double that for 2014. Camping avail- able on the field. For special rate hotel and further information contact Billy Payne, 828-557-4833. Visit JustAircraft.com. Sept 13 — Ocean City, NJ. Ocean City Municipal (26N). Ocean City Air Festival. Featuring antiques, ultralights, homebuilts, warbirds and military vehicles. Trophies to be awarded. Plenty of good food and vendors. Fun things for the kids, includ- ing a paper airplane contest. Located just three blocks from beautiful beaches on the Atlantic Ocean. Come join us. Contact Bill Colangelo, 609-399-0907. Oct 4–5 — Virginia Beach, VA. Biplanes and Triplanes. Annual weekend of reenac- tors and flights of rarely-seen aircraft from the time of World War I. Celebrate the 100- year anniversary of the start of the Great War among ground reenactors and lots of food, music and entertainment from the Roaring Twenties. Call 757-721-PROP or view VBairshow.com. Oct 31–Nov 2 — Palm Springs, CA. 2014 Aviation Expo. A world-class weekend of exciting speakers, aircraft displays, educa- tion, fun evening events—and even an aircraft parade. Thousands of pilots and industry experts from around the world are expected to attend the event, giving pilots an opportu- nity to meet industry representatives face- to-face. It’s an outstanding opportunity to learn about new products, receive technical advice from manufacturers and participate in hands-on demonstrations. For more information, visit aviation-xpo.com. CFA EVENTS Oct 9-12 — Boerne, TX. Boerne Stage Airfield (5C1). 1st Annual Texas Fly-in. Texas-sized fun and entertainment, cama- raderie and good food. Multiple vendors will be on site. Exhibitors invited include Continental, ECi, Hartzell Propeller and more. Seminars with industry reps from R&D Propeller, Aviation Laboratories, Garmin and others. Great raffle prizes. You must RSVP to be entered into the raffle. Email or call to RSVP. For more information, call Texas Skyways, 800-899- 7597 or email jack@txskyways.com. FEATURED EVENTS Aug 19 — Kill Devil Hills, N.C. First Flight Airport (KFFA). National Aviation Day. Celebrating National Aviation Day where the First Flight took place: Wright Brothers National Memorial. EAA Young Eagles; New art to come Risk-free refers to 30-day trial only, requires product purchase and does not include return shipping. Delivery is subject to product availability. Bose® A20® Aviation Headset The best we’ve ever made. • Acclaimed noise reduction • Comfortable, stable fit • Clear audio • Bluetooth® communications interface • Auxiliary audio input • Priority switching • Optional flexible power circuitry Focus on what matters. Flying. TAKE THEM FOR A 30-DAY, RISK-FREE TEST FLIGHT. To order 1.800.905.0870 Learn more at Bose.com/A20_17 CES SNA F LYE R (12) A U G U S T 2 014 OTHER EVENTS Aug 16 — Scappoose, OR. Scappoose Industrial Airport (KSPB). NWAAC & Highway 30 Cruisers Northwest Classic Fly-in and Cruise-in. An old-fashioned fly- in/drive-in for antique, classic, experimental and contemporary aircraft and cars. Friday spaghetti feed for early arrivals. Saturday 8 am to 6 pm; cost is $5. Pancake pancake breakfast 8 to 11 am, food and merchan- dise available throughout the day. Judging with awards presented at the banquet from 4 to 6 pm. Contact Paul Silveria, Fly-in Director, paul.silveria@comcast.net or call 360-607-6005.Visit nwaac.com. Aug 16 — Spokane, WA. Spokane Felts Field (KSFF). AOPA Fly-in. 9 am to 5 pm. Enjoy a traditional pancake breakfast and town hall discussion with AOPA President Mark Baker, mingle with AOPA staff, take part in educational and safety seminars, and explore aircraft displays and aviation exhibits. Various flying activities and clinics will also be offered, and for those who aren’t yet pilots, come visit our learn-to-fly area. No charge for admission and lunch is free for all AOPA members. Visit aopa.org/fly-in. Aug 16 — Hagerstown, MD. Hager- stown Regional/Richard A. Henson Field (KHGR). EAA Chapter 36 Fly-in/Drive-in Breakfast and Young Eagle Flights. 8 to 11:30 am. At the airport firehouse next to main terminal. All-you-can-eat pancakes, scrambled eggs, sausage, toast, coffee, orange juice. Adults $7, Children 6-12 $4, Under 6 free. Young Eagle rides are first-come, first-flown (weather permitting). Free parking at the main terminal; aircraft parking on apron next to firehouse. Contact Mark, mehissey@embarqmail.com or phone 717- 349-7191. Visit www.36.eaachapter.org. Aug 16 — Heath, OH. Newark-Heath Airport (KVTA). EAA Chapter 402 Fly-in/ Drive-in Breakfast. 8 am to 12 pm. Pan- cakes, eggs, sausage, juice and coffee. Nice facilities with an excellent 4,500-foot hard surface runway. We invite and anticipate pilots old and new and a variety of aircraft, including certificated and homebuilt, gyroplanes and helicopters, vintage and warbird. Enjoy good food and aviation camaraderie. Cost is $6.50. Contact Tom McFadden, tmc58760@roadrunner.com or phone 740-323-6994. Visit eaa402.org. Aug 16 — Mason, MI. Mason Jewett Airport (KTEW). Mason Aviation Day. All- you-can-eat pancake breakfast hosted by continued on page 74 EAA Chapter 55 with eggs, sausage, juice and coffee served 7:30 to 11 am. Grilled steak lunch 12 to 2 pm. Gift bags for the first 50 registered pilots. Many homebuilt, antique, warbird and General Aviation aircraft are expected along with a variety of exhibits and displays. Biplane, helicop- ter and airplane rides available (weather permitting). Contact Vickie, vickie@eaa55. org. Visit eaa55.org. Aug 16 — Maple Lake, MN. Maple Lake Airport (KMGG). 28th Annual Pork Chop Dinner Fly-in/Drive-in. Sponsored by EAA Chapter 878. 10 am to 3 pm; dinner served 11:30 am to 2 pm. Craft show 10 am to 3 pm. Clowns for kids, free shuttle bus service to Gear-Head Get Together (gear-headget- together.com) in downtown Maple Lake. Contact Wayne Flury, wflury@wh-link.net or phone 763-670-6021. Visit eaa878.org. Aug 16-17 — Frankenmuth, MI. William ‘Tiny’ Zehnder Field (66G). 6th Annual Grassroots Fly-in/Camp-in. Come on out for a fun day of flying, awards, campfire and sleeping with your airplane. This may be the last year at Frankenmuth due to the popularity of this event outgrowing the air- port—come on out before we have to move it! Everything you need is at this fly-in: air- planes, food, flying, showers, etc. Bring your family, grab a bite to eat and enjoy watch- ing the planes and pilots as you relax in the shade. Invite your friends, come early and enjoy what Frankenmuth has to offer plus some early fly-in activities Friday evening. Contact Suzy, suzy@grassrootsaviators.com or phone 989-525-3161.Visit grassrootsavi- ators.com/frankenmuth_fly-in.html. Aug 17 — Mankato, MN. Mankato Regional (KMKT). EAA Chapter 642 Fly-in/Drive-in Breakfast. 7:30 am to 12:30 pm, rain or shine. Eggs to order, sausages, pancakes, juice, milk and coffee. Live music featuring the Mary Guentzel Quintet. PIC and children under 5 eat free; adults $8. Contact John Barsness, barsness@hickory- tech.net or call 507-345-1510. Aug 17 — Port Clinton, OH. Erie-Ottawa International Airport (KPCW). Tin Goose Fly-in/Drive-in Pancake Breakfast. 8 am to 12 pm. Coffee, juice, sausage and all-you-can-eat pancakes. Cost $6. The event will be held at the Liberty Aviation Museum complex at the airport. Visit the rebuild of the 1929 Ford Tri-Motor and an art show at the museum. Young Eagle Flights will be available. Contact Lisa Benjamin, IslandJester@hotmail.com or call 419-366-0951. Visit tingoose.org. I just soloed. But as my flight instructor reminds me, there’s still a lot more to learn. And he’s right. Ground reference maneuvers. Cross-wind landings. They need more practice. Plus, I’m still learning the radio lingo, which is almost more difficult than flying. That’s why when it comes to a headset that lets me hear what I need to hear, I’ll make the investment now. It’s a small price to pay for peace of mind, and it lets me focus on what matters, flying. Better sound can make all the difference, especially where you go. Which is why, with 30% greater noise reduction than conventional noise reducing aviation headsets, the A20 headset lets you hear more of what you need to hear. While proprietary cushions and minimal clamping force let you fly comfortably for hours. Meets or exceeds TSO standards. TAKE THEM FOR A 30-DAY, RISK-FREE TEST FLIGHT. Bose® A20® Aviation Headset ©2014 Bose Corporation. Risk-free refers to 30-day trial only, requires product purchase and does not include return shipping. Delivery is subject to product availability. CC014274 Made in U.S.A. To order 1.800.905.0870 | Learn more at Bose.com/A20_17 | facebook.com/BoseAviation CES SNA F LYE R (14) A U G U S T 2 014 Then we flew—and he gave me a real a workout. I had foggles on from climbout until I took them off on short final just before landing over an hour later! A couple of months ago, my longtime flight instructor (and friend) Larry called to ask if I’d be available as copilot for a trip to Santa Ana, in Southern Calif. Larry would be flying down for a family social event, and thought it might be wise to bring along a second pilot so he could enjoy himself. I gave him a tentative yes, depending on my wife’s medical condition (she’s an ovarian cancer patient—in remission, on experimental therapy). There was a catch: I wasn’t instrument current (not to mention, instrument proficient) and we’d be flying on an IFR flight plan. Larry said that was no problem. We’d get together for a half-day in my airplane, during which he’d give me an instrument proficien- cy check, and I could go along on a short flight in the airplane he’d be flying to refamiliarize myself with it. A few days later, we got together. He asked if there was anything I wanted to review and I made the mistake of bringing up differ- ences between the Jeppesen and FAA instrument plate—so he made me look up a bunch of oddball things that are a lot easier to find on Jepps: the effects of inoperative components on minimums, for one. Then we flew—and he gave me a real a workout. When doing hood work I usually either stay local or fly to a nearby airport, and do approaches and holds (hand-flying some and doing others with the autopilot) until I’ve met the FAA currency requirements and satisfied both myself and my safety pilot that I’m handling the airplane safely. Not this time. Larry had me fly out to the practice area and do steep turns under the hood—in fact, I had foggles on from climbout until I took them off on short final just before landing over an hour later! He made me keep them on while flying a circling approach at Oakdale (O27), and while executing the published missed approach both there and after a hand-flown ILS back home at Modesto (KMOD). I did several turns in the hold after that, and then flew the GPS approach (vectors) on partial panel—using the autopilot. Larry said that was enough. He was particularly impressed that I had the presence of mind to notice that NorCal was about to turn us in high and tight after flying from Oakdale to Modesto, and to ask the controller about that. My question resulted in a “pilot’s dis- cretion” clearance down to 2,000 feet. I was ahead of the airplane throughout the flight, and earned an IPC signoff. One big help was an hour practicing in Microsoft Flight Simula- tor a day or so earlier, which confirmed my instrument scan was still good and re-familiarized me with plates and procedures. A few days later, I joined Larry for a flight in his airplane from KMOD to Medford, Ore. (KMFR). I’d hoped to at least review an electronic copy of his POH, but I ran out of time, needed coach- ing—and told him so. Since it was just the two of us on the flight up, Larry put me in the left seat and I flew from takeoff through landing, with him doing most of the radio work. It was a smooth flight at flight level 180, though weather built up as we went north and we spent a Instrument Training, a Poker Run—and Fatigue John Ruley LEFT COAST PILOT John Ruley LEFT COAST PILOT little time in the soup with light rime ice (boots dealt with it easily). We descended out of that and got a visual approach, and while it wasn’t a greaser, I made a pretty good landing with a moderate crosswind. Good job, if I do say so myself! The flight home a couple of hours later was at FL230, which put us above most of the weather. Larry didn’t get a briefing before departure, so I got one on my iPad while he taxied. There was nothing to worry about, but I did notice the synopsis showed clouds layered to FL280. We both assumed that would be over the mountains, and mostly it was. But we found some over the valley, too. It was about time to descend anyway, so we called Oakland Center and got another “pilot’s discretion” clearance to duck under the clouds. There was a little too much wind for a straight-in downwind landing on 10L (one of the side benefits of a reversible prop), so Larry set up for 28R and was asked to keep his pattern tight for a student pilot on the ILS. He made an early base, descended nicely and greased the landing, as usual. I got home to find my wife coping with a non-medical emer- gency and by the time that was dealt with, we were beat. We ate a carry-out dinner and went to bed after putting two decks of play- ing cards in envelopes for the Poker Run… Yes, the Poker Run: an annual event which in a fit of optimism I offered to lead for the local pilots association. Part of what I was doing before my flight to Oregon was making up handouts for pilots instead of boning up on turboprop procedures. I was less than well rested the next morning. But I made my bleary-eyed way to the kitchen for coffee and breakfast tacos, grabbed my flight bag, iPad, and a sack with the Poker Run stuff, and drove to the airport. Thank heaven for Mary and Glen Mount, Sandy Mesenhimer and Gary Ervin, who had Modesto’s historic Hangar One open, with coffee and doughnuts for the participants. We had an unex- pectedly large turnout, with 10 players and eight airplanes. I gave a safety briefing and attempted to space everyone out so we wouldn’t have a problem with too many airplanes in the pattern at the same time, and then filled the “Tail-End Charlie” position, flying with a friend’s son in the right seat. We would pick up boxes and leftover cards after everyone else chose theirs. For those who’ve never flown one, a Poker Run is basically an excuse to fly. You start with a deck of cards, shuffle it and put each card in an envelope. The envelopes get divided into stacks—in this case, five. Each participant drew one envelope at Modesto, then flew to three other nearby airports, drew one envelope at each (they were in boxes placed where they were easy to find) and a final one back at Modesto, in order to make a poker hand. At the end of the run, the participants compare their hands to see who is the winner. Locate Your Dealer at BendixKing.com Exceeding your wing’s critical Angle of Attack at the wrong moment can lead to a loss of control. The BendixKing KLR 10 Lift Reserve Indicator provides audible and visual Angle of Attack information to help you manage your wing’s energy and safely maintain adequate lift. Now available for certified and experimental aircraft. You manage your fuel reserve, but what about lift? I’m sorry to say that I made a couple of rookie mistakes which, looking back on it, show just how tired and distracted I was. Aircraft Covers, Inc. 800/777-6405 408/738-3959 bruce@aircraftcovers.com www.AircraftCovers.com CES SNA F LYE R (16) A U G U S T 2 014 Between the flying I’d done earlier in the week, dealing with a non-aviation emergency situation and setting up for the Poker Run, I’d got myself pretty run-down. I’m sorry to say that I made a couple of rookie mistakes which, looking back on it, show just how tired and distracted I was. The most serious was forgetting to set the elevator trim, resulting in the first bounced takeoff I can remember since primary flight training. I also missed at least one GUMP check, and when we got back, KMOD tower observed no transponder (because I’d turned it off on the ground at one of the other airports). Fortunately, I got a couple of night’s sleep before our flight to Santa Ana. As copilot, I handled radio work on the flight down. The route we flew was pretty much the same as I’ve done in our airplane, but much faster in a turboprop (about one hour, 20 min- utes as opposed to two-and-a-half hours in a piston single). I hung out in the pilots’ lounge at Signature Aviation while Larry and the passengers went to their concert. Late in the afternoon, I called flight service for a briefing and filed our return flight plan, then went out to preflight the airplane and (after exchanging cell phone calls with Larry) call for our clearance. When he and the passengers showed up, I got an attaboy for doing a good job getting things ready. (I also passed along one squawk from my preflight—the left landing light was out, though with all the other lights, I didn’t think that was much of a problem.) Larry got us started—with external power (one of the things I’d arranged) and home we went, with me running the radios again. That turned out to be pretty much a full-time job as we departed SoCal airspace. The lesson here (one I should have learned by now) is that fatigue is a serious problem, even for easy flights like the Poker Run where each leg was no longer than 30 minutes, and there were, at most, two radio frequencies to deal with. Larry was smart: knowing he’d be pressed for time, he made arrangements to have a second pilot along who could take care of getting the weather briefing, call for the clearance, do the preflight and handle the radios. That’s a lesson I need to keep in mind for future flights. John D. Ruley is an instrument-rated pilot and freelance writer. He holds a master’s degree from the University of North Dakota Space Studies program (space.edu). Until recently he was a vol- unteer pilot with ligainternational.org and angelflight.org, two charities which operate medical missions in northwest Mexico and provide medical patient transport, respectively. Send ques- tions or comments to editor@cessnaflyer.org. CES SNA F LYE R (18) A U G U S T 2 014 their use aboard aircraft, and a prediction that jetliners would very soon not carry pilots. After I looked it up and consulted with folks more flying- smart than me (Where would aviation be without certified flight instructors? But that’s another story), I was startled to learn that the FAA regulations regarding safety equipment such as first aid kits or life vests and the like for private GA aircraft are simply nonexistent. There are plenty of rules for the airlines and our sorts of air- craft flown for hire, but no rules for private flyers. Canada and the Bahamas have regulations about safety equipment if we fly our planes to visit, as does the state of Alaska. I am not the sort of fellow that believes in additional govern- ment regulation; far from it. But anyone who chooses to fly in the backcountry or out of gliding distance of land without serious thought to safety and survival equipment can, well, go without me. Aviation statistics show that the odds of losing an engine and having to ditch in the ocean, or having to land off-airport, are small. But I personally know two pilots who survived the for- mer, and three who experienced the latter. All of them were glad that they had not only trained for such circumstances, but also that they had emergency equipment aboard to help ensure their comfort and safety while they awaited rescue. If the U.S. Coast Guard requires a minimum of a sound- signaling device such as a whistle along with personal flotation devices for each soul aboard—as well as visual signals on even the smallest boats, and more on larger private boats—isn’t flying over water or into the backcountry worth a look at either own- ing or renting safety equipment? I recently bought personal emergency position-indicating GPS beacons to attach to the offshore sailing life vests aboard Wind- Star. They cost $150 each after the manufacturer’s rebate. I have written previously in this space about the ditch kit I carry in an airplane, and a cursory search of the web will give you lots of ideas about what should be in yours. The fact that the FAA doesn’t require such things is no reason not to be prepared. (For more on this topic, see Hipschman’s June 2012 column “What to Have Aboard” as well as a short article titled “What’s in your survival/ditch kit?” from May 2013. Both are in the archives at CessnaFlyer.org.—Ed.) As the flight attendant and I visited, he shared that in the airline emergency drills he is regularly required to attend some crewmembers routinely forget their training and inflate their life jackets before exiting the plane. Flying into the Future The law of unintended consequences I have lately been thinking about the future. The thoughts arise because my children are suddenly grown-up beings with independent lives of their own—and it is clear that I am not get- ting any younger, either. My attempts to see into the future involve midnight calcula- tions regarding my health (medium-good, if I watch my- self) and the intimations of mortality that come with being 60-something, parsed by hopes of the things I’d like to do while I’m still on the planet. Many of those hopes involve a new sailboat from which I am writing this as I sail south from New Jersey, where I bought WindStar, to Florida’s southern Gulf Coast. She’s a 2005 Cata- lina 350 for those aviator-sailors among you. Sailing, like long-distance flying in small airplanes, affords lots of time for thinking. I was struck by a recent conversation with a young man who is a few hours away from his private pilot checkride. He is a new college graduate and a very bright fellow, and he seems typical of his generation: optimistic and full of dreams, which is as it should be. I asked him to share his feelings about the sorts of analysis one reads in the aviation media about the problems facing aviation: training costs, fuel costs, an aging GA fleet, reports of looming pilot shortages and government regulations. His response got me thinking about perception. He suggested that many already in aviation have trouble seeing past their pro- pellers. Acknowledging that getting past the “outsider/insider” barriers he found at the FBOs he visited was difficult, and that “flight training ain’t cheap,” he said that the experience wasn’t all that different from learning to ski, or fly-fish, or restore an old car. Groups of aficionados have their passionate cultural ways, he said, and that can create barriers to outsiders. Nevertheless, he added, what really matters is the desire that pushes someone to get involved. If you want to learn to fly—or anything else re- ally—you’ll find a way. His words suggested to me not to get too caught up in the cau- tions that age and experience sometimes bring, and to instead remember to seek the sorts of opportunity that seem routine to the youthful. Put another way, we need to look outside the cockpit or out- side the FBO window more often and learn to be less “aviation- centric” in order to be more “aviation-healthy.” While aboard a commercial airline flight from Florida to Atlantic City en route to survey and purchase WindStar, a conversation with a flight attendant regarding risk management and the laws of unintended consequences also triggered musings about the future. The attendant, who told me he was a private pilot, mentioned two things that stayed with me: life jackets and David Hipschman HEADING BUG David Hipschman HEADING BUG Coast device the U.S. signaling that they comfort had emergency and safety I am not the sort of fellow that believes in additional government regulation; far from it. But anyone who chooses to fly in the backcountry or out of gliding distance of land without serious thought to safety and survival equipment can, well, go without me. 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 Don’t do that. People have died, trapped inside planes because of their inflated life jackets, he said. That led to airline rules about better safety briefings, he added. I looked it up, and he was right. According to the news stories from back in 1996, Ethiopian Airlines Flight 961, a Boeing 767, was hijacked by three men seeking asylum in Australia. The plane crash-landed in the Indian Ocean due to fuel exhaustion (the hijackers didn’t believe the captain’s fuel status informa- tion); 125 of the 175 passengers and crew on board died, along with the hijackers. The event was, until the September 11 terror attacks, the deadliest hijacking involving a single aircraft. Many of the pas- sengers aboard who died, the news reports said, had inflated their life jackets in the cabin, causing them to be trapped inside by the rising water. With that example of the Law of Unintended Consequences in mind, it is important to think about practicing using any safety equipment you keep aboard your aircraft long before you ever need it. Trying to use your fancy new personal locator beacon, or flares, or fire-starting device for the first time while you’re shivering in the snow alongside the plane you just suc- cessfully landed in a Montana field is probably not the time to be reading the directions. So what about my new flight attendant friend’s prediction about pilotless aircraft? I remember back to before I was self-employed, to that phrase that used to surface in job interviews: “Where do you see your- self in 10 years?” Well, 10 years ago I didn’t have a smartphone capable of becoming an internet hot spot that enabled me to email this essay to Jennifer from my boat anchored near Norfolk, Va. Will the convergence of drone technology, which like every- thing else in aviation’s history is benefitting from military appli- cations, mature to the point that planes will fly themselves? Well, if you have a GPS-integrated autopilot your plane has been able to do that for years and that technology is quickly getting better and less expensive. (My sailboat integrates the auto- pilot, radar and GPS chart plotter, and will even tack itself—and the boat is almost 10 years old.) I am absolutely certain that jetliners and new GA aircraft will be able to fly without human intervention or even human presence at the controls very soon. Cirrus is pretty much there already. The question turns on whether the marketplace and our emotional comfort will support such notions, not whether the technology can deliver the goods. We who enjoy flying our own airplanes should consider the balance between the increased safety that technology can create in our aircraft (I remember feeling really good having my first Magellan GPS, knowing that a device the size of the Manhattan phonebook would keep me from ever getting lost) and the question of what we might lose in the process. That balance is underscored by all the recent studies and warnings about needing to concentrate on our basic hand-flying skills. Are we lazy? Did the gadgets and gimcracks in our planes make us lazier? If we are indeed becoming too dependent on technology, is removing us from the control loop safer? Maybe, but that’s not a world in which I want to live. Send Your Questions or Comments to: editor@ CESSNAflyer.org CES SNA F LYE R (20) A U G U S T 2 014 My pickup truck has a rearview camera that will beep if it sees something in my path while I’m backing up. I have found myself just looking at the video screen as I back out of my parking spot at home, without ever looking over my shoulder as we were all taught to do in driver’s ed. Will a day come when I don’t even look at the screen and rely on the beep to keep me from running over my neighbor’s bicycle, or worse? A short story called “The Pedestrian” by Ray Bradbury was published back in 1951. I offer it for your reflection. Substitute flying your basic aircraft, with reference only to compass and what’s outside, low and slow over green fields for the pedestrian in Bradbury’s story. The story is set well into the future, and is about a citizen of a TV-dominated world. He enjoys walking through the city at night, something that no one else does. Bradbury writes, “In 10 years of walking by night or day, for thousands of miles, he had never met another person walking, not one in all that time.” On one of his walks he encounters a robotic police car, what we might call a drone today. It can’t understand why he would be out walking for no reason and takes him to the Psychiatric Center for Research on Regressive Tendencies. We live in interesting times, and the future seems in closer proximity than ever before. David Hipschman is a private pilot, a lapsed newspaper editor, and a U.S. Coast Guard licensed captain. He taught journalism at the University of Florida, served as the director of publica- tions at EAA, and is the editor of the National Association of Flight Instructors’ publications. He lives in Fort Myers, Fla. story called back in basic short published flying don’t from taught even look running With that example of the Law of Unintended Consequences in mind, it is important to think about practicing using any safety equipment you keep aboard your aircraft long before you ever need it. 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 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 Steve Ells QUESTIONS & ANSWERS Buying a bent 182, and gear door removal on a 210 of digital pictures of the damaged areas. Ask for pictures of the tunnel area from the inside of the cabin, too. Then I would call a repair facility that specializes in airplane structural repairs such as Beegles Aircraft Services, Inc. in Greeley, Colo.; Steve’s Aircraft in Lakeport, Calif.; or Tennes- see Aircraft Services, Inc. in Jackson, Tenn. and ask one of them (or all of them!) if they would look at the pictures and give an estimate of the cost to repair the firewall. I contacted Paul New at Tennessee Aircraft and he estimat- ed that a typical firewall repair would cost between $10,000 and $20,000. Then I would get an aircraft valuation from either the Air- craft Bluebook or Vref. If you’re an AOPA member you can get a Vref valuation at the association’s website. Make sure that you also factor in the cost of transporting the airplane to the repair facility. If you decide to go for it, you must also realize that major airframe repairs often take more time than expected. Finally, by buying this airplane you will end up owning an airplane that has documented major damage history. Is that a big deal? Not a great big deal—and it becomes less of a deal as time goes by—but should you ever want to sell the 182, the major airframe damage record could be a negative selling point during price negotiations. If this 182 is truly your dream airplane and it fits your mission, and it’s equipped just the way you want, and the numbers make sense, and you are willing to wait for it to be repaired, and aren’t on too tight of a budget regarding the eventual cost of the repair, I’d say you should go for it. After all, someone has to step up and slow the progression of Hi Steve, I want to upgrade to a Cessna 182. My A&P, who I trust, called to tell me that he has found a very well equipped 182. He’s trying to talk me into buying it. The airplane has two Garmin GPS navigators (a 530 and a 430), has a recently rebuilt engine with new cylinders, and the paint and interior are top-notch. It’s got everything on my buy list, but there’s one big catch: it’s being sold by an insurance company because the owner bent the firewall during landing. Fortunately, the prop did not hit. Should I go for it? —Good Deal or Not? Dear Deal, It can be a good deal, but a lot of things have to turn out your way. The first thing I would do is ask the seller for a detailed set CES SNA F LYE R (22) A U G U S T 2 014 Affordable ADS-B ™ © 2014 NavWorx and ADS600-B are trademarks of NavWorx Inc. NavWorx Inc. reserves the right to change offerings and pricing without notice. Other trademarks property of their respective owners. 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(888-628-9679) 888-NAVWORX damaged GA airplanes being shuffled to the nation’s airplane graveyards. Happy reconstructing! Previously published in Cessna Flyer in August 2010 Hi Steve, I’m looking at a 1973 T210 that I think is a good airplane. It fits my needs. The seller keeps touting the fact that the gear doors have been removed but I am having trouble understanding how this helps. Wouldn’t removing the doors increase drag? —Door Dummy Dear Door, Great question. From the first 210 off the assembly line in 1960 until the introduction of the 210N/T210N in 1979, all 210s were fitted with landing gear leg and wheel doors. The landing gear retraction system was upgraded three times—in 1962, in 1973 and in 1979. In 1979 Cessna simplified the landing gear system by remov- ing the hydraulic gear-door plumbing and the series of switches, valves and wiring required to sequence the opening and closing of all gear doors. (Gear door systems required ongoing mainte- nance, often required repairs, and replacement parts were very costly and often hard to find.) After the main gear doors and gear leg doors were removed, the gear legs and left and right wheels, tires and brakes retracted into the existing wells without covers. Flight testing revealed a negligible loss of performance. The nosegear doors were retained but the door open/close system was changed from hydraulic to mechanical. Instead of using one double-acting hydraulic cylinder (ram) to open and close the nosegear doors, the doors are held open by a wound spring acting on linkages to both doors. During gear retraction the nosegear fork contacts a roller that’s part of the nosegear door linkage. After the wheel and tire clear the doors during the retrac- tion sequence the roller contacts the fork, doors are pulled inward and are fully closed when the nosegear gets to its fully retracted position. The best implementation of the gear door STC—from Sierra Industries in Uvalde, Tex. for 1970 through 1978 airplanes—is to complete the modifications to remove the main landing gear leg and wheel/tire doors and main gear door hydraulic plumb- ing and actuators. Leave the hydraulically-actuated nosegear system as-is. The proceeding back story and the next few paragraphs will help explain why I don’t recommend removing the nosegear doors on a pre-1979 C-210. After full retraction of the landing gear of the 1973 through ‘78 210s, each gear assembly contacts and closes a “gear up” micro switch that is wired to the door sequence solenoid. After all three switches are closed, the solenoid moves the door open/ close valve to the closed position which changes the routing of the pressurized fluid from the gear up actuating cylinders to the door close cylinders, and the doors close. continued on page 73... Far left: In 1979 Cessna simplified the 210 landing gear system to use a mechanical or “manual” nosegear door. Left: A hydraulic nosegear door system was installed on 1973 through 1978 models. After all three doors close, the pistons in the door actuat- ing cylinders hit the limit of travel in the cylinders and stop. Hydraulic pressure continues to increase in the system until it reaches 1,500 psi when the pressure cutoff switch opens and shuts off the pump motor. Here’s why I recommend leaving the hydraulics in place for the nosegear door. The landing gear legs on the pre-1979 system are held up by up-lock hooks. When hydraulic pressure is re-routed from the landing gear-up actuating cylinders to the door-close cylinders, the mains and nosegear sag a little bit into the up-lock hooks. If the nosegear rigging hasn’t been adjusted to compensate for this after the mechanical door mod is installed, the nosegear doors will sag open slightly with the gear up. The result is drag and increased wind noise. Cliff Ives, a now-retired senior Cessna customer service repre- sentative told me that during testing of the 1979 system Cessna discovered that they had to change the nosegear actuating cylin- der to produce the power required to overcome the added load of the doors during nosegear retraction. CES SNA F LYE R (24) A U G U S T 2 014 Bring your old planes, your new planes, your red, white and blue planes... All makes and models welcome! Join Cessna Flyer in Boerne, Texas October 9-12, 2014 for the first annual TexAs Fly-inhosted by Cessna Flyer and Texas skyways Ya’ll come for some Texas-sized fun & entertainment, camaraderie and good food. Multiple vendors will be on site and offering discounts, plus we’ll have a flea market and raffle! Email or call to register for this free event. Exhibitors invited include Continental, ECi, Hartzell Propeller and more. Seminars with representatives from R&D Propeller, Aviation Laboratories, Garmin—and more to come! Rental cars available. Special group rate for accommodations at Fairfield Inn, Boerne, Tex. GREAT RAFFLE PRIZES! You must RSVP to be entered into the raffle. Register today by phone or email: Texas Skyways 800-899-7597 jack@txskyways.com Laboratories, rate for Boerne, Tex. Left to right: Elin and Jay Pemberton, Wendy and Addison Pemberton and Taryn and Ryan Pemberton. CES SNA F LYE R (26) A U G U S T 2 014 however, not the only love the old Stearman would generate. “I started flight instruction in 1977 and taught a student named Wendy to fly in the Stearman,” Addison says. “We fell in love between ground reference work and lazy eights, and have been married ever since! “Wendy and I went on to restore and resell airplanes for the next 20 years. Our current project is a 1943 Grumman Goose— our 19th project to date. Wendy does all of our cover work, and my sons and I do most everything else in-house, except for engines, radios and props.” This family seems to prove a “flying gene” likely exists and can be passed from one generation to the next. It just makes sense that, for a couple who fell in love while flying a vintage biplane, both sons Jay and Ryan are accomplished pilots who fly all of the family airplanes including the Boeing 40C. In total there are five pilots, three A&Ps, two IAs and one ATP in the Pemberton family. Addison grew up in San Diego around major aircraft and his father had a Cessna 170B based at a local FBO that did aircraft repair and restoration. “I spent most of my childhood and high school years at the airport,” he explains, “and in high school, I started buying up airplanes, making them airworthy and flip- ping them for fast sales.” Addison and Wendy restored a Stearman together in 1978, and have completed four Stearman projects over the years. They built a 1929 Stearman 4DM Sr. Speedmail from scratch in 1989. Their fleet also includes a Boeing Stearman E75/PT-13 (fly- ing); a Grumman JRF-6B Goose (under restoration); a Travel Air 4000 (under restoration); a Waco EQC-6 (flying) and of course, their gorgeous Boeing 40C. Now, about that Boeing... The original Boeing 40C, #5339—a Pacific Air Transport company mail plane—was flying through Oregon from Medford to Portland when it crashed on the summit of Canyon Mountain, nine miles south of Canyonville, Ore. Pemberton’s 40C required fabrication of every part of the airplane from original 1920s Boe- ing drawings—an eight-year project requiring 18,000 hours of work from a total of 62 volunteers and family members. The 40C’s Standard Airworthiness Certificate is a testament to the family’s attention to detail and quality of craftsmanship. “The airplane is very accurate,” Addison said, “with a few compro- mises made for safety and practical operation, including modern brakes, modern radios, shoulder harnesses and safe seatbelts. “We built the airplane for $220,000, with the engine and firewall-forward costing about one-third of the project.” For an up close look at the work of this talented family of devoted airplane artisans, make it to Spokane’s Felts Field We see vintage airplanes at airshows and are in love, because nothing else grabs an aviator’s soul and refuses to let go quite like these flying museum pieces. But under that perfect skin is evidence that some very skilled masters have poured thousands of hours into their work. On ev- ery tiny piece of material used to bring a flying machine back to life, the innovation of today has been married to the workman- ship of a bygone era, producing a rare ship that will be around for future generations to cherish and enjoy. The preservation of vintage airplanes is as much an art as it is a skill. These are projects that are made with bare hands by men and women devoted to using modern technology and equipment to craft raw materials into a beautifully finished and flyable machine. As the years elapse and the old timers of the trade go west, we lose our connections with the past. Each time, it means one less person who knows how to craft a Stearman wing from wood, wires and fabric—one who might not have passed knowledge on to the next generation. But in the Pacific Northwest, Addison Pemberton of Spokane, Wash.—one of the country’s most prolific and talented vintage airplane restoration artists—is making sure his sons Jay and Ryan know how to keep the Pemberton tradition of building exquisite airplanes alive. The family’s “hobby business” of restoring these forgot- ten airplanes has finished a long list of very nice vintage ships, including an incredible 1928 Boeing 40C, called the “crown jewel” of the fleet. Talented people like the Pembertons work all night and every weekend to make sure these old airplanes again jump off a runway. The hours are long, the work is tedious, but the rewards are enormous. They forgo a great deal of their personal time so the aviation family can enjoy these wonderful vintage airplanes—but if you ask them, they wouldn’t change a thing. Addison Pemberton graduated from San Diego State’s Me- chanical Engineering program and soon began working as an engineer in the family business, Scanivalve Corp., which builds flight test, engine test and wind tunnel instrumentation. After buying the business from his parents in 1982, Addison now op- erates Scanivalve in Spokane and is the corporation’s president. That’s his day job. Then, at about 6:00 p.m. Pacific time, when the tie comes off and the coveralls go on, Pemberton’s hangar complex comes to life, and that’s when the magic happens. Addison—who has accumulated over 12,000 flying hours, with over 5,000 behind radial engine antique airplanes—started flying in 1969. But it was in 1972 when he started flying the local flight school’s Stearman that his love of old airplanes began. That was, Restoration Heaven One talented family of devoted airplane artisans in Spokane, Wash. David Hipschman HEADING BUG Dan Pimentel AFFIRMATIVE ATTITUDE (KSFF) for AOPA’s Regional Fly-in on Aug. 16, 2014. The fleet will be on dis- play, and the Pembertons’ hangar com- plex will blow your mind... it is truly a piece of airplane restoration heaven. You can always follow this active avia- tion family on their very cool Facebook page. (See Resources for the address. —Ed.) The Pembertons are not by any means the only restoration artists passing the trade on to the next generation, says Ad- dison. “There are many great restoration shops around the country, and many are operated by young guys in their 30s. My son Ryan is a very skilled TIG welder, fabricator and compound sheet metal worker. I am always impressed as I travel around the country and see the great work other people are doing.” There may be a time this summer when you come across one of these beautiful vintage airplanes, and catch yourself re- ally enjoying the way its big round engine pounds the air into submission as it takes off. As that massive engine produces the rumbling symphony that we aviators crave, that will be your cue to pay respect to the people who restored the old ship. Restorers like the Pembertons are the link that connects the children of today and tomorrow with aviation’s glorious past. Without this rare breed of aviators, old wrecks would simply rust away in cornfields, and twisted bits of airplane would be left for dead in the backs of barns. But through their skilled hands and tireless efforts, they bring these machines back to life—for all of us to enjoy. I be- lieve that is something truly special, and it makes these people some of the aviation family’s most constructive members. Dan Pimentel has worked in journalism and graphic design since 1979, and is the president and creative director of Celeste/ Daniels Advertising and Design (celest- edaniels.com). He’s an instrument-rated private pilot and has been writing the Air- planista Aviation Blog (airplanista.com) since 2005. You can find him on Twitter as @Av8rdan. Send questions or com- ments to editor@cessnaflyer.org. Resources Pemberton & Sons Aviation www.tinyurl.com/pemberton-facebook Photo courtesy Cessna Aircraft Company Goodrich & Hamilton Sundstrand are now UTC Aerospace Systems Goodrich De-icing Boots & Goodrich De-icer Service Center www.goodrichdeicing.com De-Ice Boots Installed in 1 Day or Less* *on most aircraft A Trusted Leader in De-icing Technology & Innovation Goodrich de-icing boots protect the leading-edge surfaces of more than 40,000 regional, business & general aviation aircraft Technical Support +1 800 334 2377 Free System Check, Professional Installation & “Labor for Life” Guarantee Service Center — Akron-Canton Regional Airport (CAK) cakservicecenter@utas.utc.com +1 330 784 5477 Bill, our trusty 1966 Cessna 182, has an insatiable appetite for modifications and other enhancements. These enhance- ments cover the spectrum from perfor- mance mods, to instruments, to avionics. Nine years ago I wrote a two-part article on what was added to Bill’s equip- ment list since he left Wichita as a shiny new airplane in December 1966. The assorted mods discussed in these two articles included more than 40 STCs and Field Approvals. In the last nine years, the equipment list has grown. Some of these items were subjects for detailed articles published in Cessna Flyer, and these additional mods continue to add to Bill’s performance, comfort and safety. (Article archives are available in a keyword-searchable form, as well as by month and year, at Cess- naFlyer.org. —Ed.) History As of spring 2005, Bill’s equipment highlights included: Custom instrument panel (replacement of the early “pinball machine” design) Dual Garmin GPS navigators S-TEC Model 40 single-axis autopilot L-3 Stormscope Audio response system Rosen Sunvisors Pulse lights Horton Speed Mods and STOL Kit Tanis engine heating system O-470U and a 252 hp STC John Jewell Aircraft offers a 27 hp upgrade for Cessna 182 aircraft that, in my opinion, is one of the best-priced per- formers for the money. This STC replaces your 230 hp O-470 engine with a Conti- nental O-470U (2,000-hour TBO) engine, STC SE01153AT, designed to operate on 100 octane LL Avgas. The U model is rated 230 hp at 2,400 rpm, and one of the simplest tricks to get more horsepower is to increase rpm. With a 2,625 maximum rpm for this STC, takeoff horsepower increases from 230 to 252 hp. I see a five-knot cruise increase now; this translates to 137 knots TAS at 7,000 to 11,000 feet. Power settings are typical- ly full throttle with rpm at 2,200 at lower An updated equipment list for our trusty Skylane, Bill. More Mods, More Modern: Even More Good Things for the 182 (Adventures with Bill) By Charles Lloyd CES SNA F LYE R (28) A U G U S T 2 014 altitudes and 2,350 at higher altitudes. Fuel consumption has been reduced from 12.5 gph to 11.5 gph due to the higher thermal efficiency for U model—it has higher compression when compared to O-470R engines. I really like the extra punch this mod gives the aircraft when at higher altitudes. Climbing above 10,000 to 15,000 feet, the personality of my 182 is completely different than when it had a stock engine. The mod was installed by Air Plains in Wellington, Kan. in 2008. In addition to the STC and installation, costs include the O-470U engine, propeller governor modifications for 2,625 rpm (versus the standard 2,400 rpm setting), a larger in- take manifold crossover tube, a different carburetor, and a McCauley 204 propel- ler (STC SA01581AT). On 1977 and later 182s, the U model engine and the required McCauley 204 propeller is installed. For these aircraft owners, the installation cost would be mini- mal for a 27 hp performance increase. Earlier 182 owners who are reaching TBO on their current engine may want to consider ordering a Continental O- 470U (new or remanufactured) engine combined with the STC to have a pep- pier Skylane. Garmin WAAS My 2006 report “AirVenture 2006” described the Garmin 430/530 GPS navigators with GPS steering and told you how well they work. Adding WAAS to the two units when it became available in early 2007 brought a whole new era of instrument approach capability for Bill. The FAA has advanced Localizer Performance with Vertical guidance (LPV) procedures for the past seven years. As of May 29, 2014, there are 3,423 WAAS LPV approach procedures serving 1,686 airports in the United States. (Visit CessnaFlyer.org to get a link to the FAA’s current list. —Ed.) LPV offers ILS-type approach mini- mums to as low as 200 to 250 feet. These approaches are smooth with the same sensitivity from the final approach fix to touchdown for both lateral and vertical guidance—no scallops or other unusual surprises that are sometimes found with conventional ILS approaches. If mini- mums permit, the LPV approach is my first choice every time it is available. (Scallops are imperfections or deviations in the received signal. —Ed.) NEXRAD Adding the Garmin GDL 69 to display XM WX Satellite Weather was a huge Over 3,400 WAAS LPV approach procedures are currently serving 1,686 airports in the United States. A data plate showing including the 252 hp information is the only visible change for the Continental O-470U engine. John Jewell Aircraft offers a 27 hp upgrade for Cessna 182 aircraft that, in my opinion, is one of the best-priced performers for the money. boost for weather detection and avoid- ance, but the display information can be as much as 20 minutes old and needs to be used with care. For this reason I use NEXRAD for avoidance and to prevent threading be- tween close cells. You can look hundreds of miles ahead and make routing changes or land-and-wait-for-the-weather-to-clear decisions. Wind aloft displays and cell movement vectors also help in making cockpit decisions. I acknowledge that there are less expensive solutions with handheld units. However, having two GPS navigators and using the larger 530 screen as an MFD significantly reduces cockpit clutter and simplifies my workload. Mode S Shortly into this new millennium, the FAA encouraged small aircraft own- ers to install Mode S transponders. The incentive for GA operators was a traffic information service (TIS) that would display traffic advisories at Class B and C approach facilities. The Garmin 330 Mode S transpon- der integrated the TIS function into the Garmin Navigator displays. This meant that within approximately 60 miles of an approach control facility, graphic traffic advisories were available on the 430/530 displays. The FAA alluded that there were plans for Air Route Traffic Control Centers to use TIS as well, but that didn’t materialize. The FAA began implement- ing NextGen just two years ago, and so, Mode S TIS is on its way out. I used TIS for nine years and feel it was a good investment. Shortly after its installation, I was almost run over by an overtaking aircraft and had to make a hard turn to avoid a potential collision. You only have to use a device like that once to justify its cost! Angle of Attack I have been an Angle of Attack (AOA) disciple for 10 years. Alpha Systems’ Legacy AOA with audio is a great safety tool in my 182. A glareshield-mounted display sitting in your line of sight out of the cockpit is the preferred installation position, and the device can also assist you in making minor adjustments to your ap- proach speed for more consistent landings. Further, if you overturn and pull too hard on final, the audio response will talk to you—and that’s hard to ignore. Engine monitor Last year (in January and February 2013), I wrote a two-part article on the installation and operation of the Insight G3 color monitor, STC SA02930NY. This model includes individual EGT and CHT probes, fuel flow, carburetor air tempera- ture, oil pressure and temperature probes, plus vibration measurement and analysis. Using this monitor to adjust fuel flow while keeping an eye on all six EGT indi- cations allows you to lean the engine as accurately and safely as possible. Adding carburetor air temperature to the leaning procedure will even out EGT readings and permit even lower fuel flows. In my 182 at cruise altitudes (8,000 feet and above) the fuel flow approaches 10 gph, which is only something I feel comfortable doing with the Insight monitor instrumentation. For Bill, the Insight installation showed me that CHTs were well above normal operating conditions. Inspecting the baffle seals closely showed air leaks through poor seal closure. Installing new seals remedied this high temperature problem and possibly prevented premature engine maintenance—or a failure. (For more details, see “A Look Inside Your Engine— From the Cockpit, Part 3: Baffle Seals” in the July 2013 issue. —Ed.) Autopilot upgrade The S-TEC Model 40 autopilot was part of my original modernization program for Bill 15 years ago, and reliable operation is the hallmark of this autopilot. The only maintenance in the last decade and a half was a turn coordinator overhaul. While Skylanes have rock-solid pitch, you still have to watch very closely to stay on altitude when flying on IFR flight plans. So, adding the altitude hold—an upgrade to Model 50, STC SA5199W-D—brings a further-reduced cockpit workload. The Model 50 installation does not have electric trim, so you can expect to occasionally see the autopilot out-of-trim light. Simply make a minor trim adjust- ment until the warning light extinguishes, and you are set. Vacuum pump One item that many aircraft owners may not know about is wet vacuum pumps. These were standard on GA aircraft prior to about 1965. They got a bad reputa- tion for spraying oil into the cooling air slipstream and dirtying up the aircraft belly. However, they are extremely reliable. If you fly in IMC, you should seriously con- sider installing a wet vacuum pump for increased vacuum supply reliability. Why do wet pumps start dumping oil overboard? Wayne Toman of Accessories, Inc. states that the bronze oil metering bushing in the rear of the pump will wear The author uses NEXRAD for avoidance and to prevent threading between close cells. It allows him to look hundreds of miles ahead and make routing changes. CES SNA F LYE R (30) A U G U S T 2 014 Using an Insight G3 color monitor to adjust fuel flow while keeping an eye on all six EGT indications allows you to lean the engine as accurately and safely as possible. A glareshield-mounted display sitting in your line of sight out of the cockpit is the preferred installation position for Alpha Systems’ AOA. The device can also assist you in making minor adjustments to your approach speed for more consistent landings. Alpha Systems’ Legacy AOA with audio is a great safety tool in my 182. The innovative exclusive features of Tempest's Spark Plugs and Oil Filters makes Tempest the Supplier of Choice for Continental Motors! Selected by the Gold Standard Discover true engine performance, Upgrade your engine to Tempest today! Discover true engine performance, Aviation Spin-On Oil Filter EXCLUSIVE FEATURE: Magnetic Secondary Filtration Aviation Aviation Aviation Spark Plug EXCLUSIVE FEATURE: Fired In Resistor - Guaranteed to Never Exceed 5k Ohms Cessna secondary seat stop service kits attach an inertia reel to the seat base; the reel’s belt is attached to the cabin floor to prevent the seat from sliding backward at rotation. CES SNA F LYE R (32) A U G U S T 2 014 and not function properly as soon as 750 hours after overhaul. I’ve had a wet pump installed for 1,000 hours with no undue oil on the underside of our trusty Skylane. At the suggested time for overhaul, I called Toman and asked about overhauling the pump. His recommendation? If the aircraft belly is still clean, he said, then keep on flying. Even if oil is blowing overboard the pump will continue to operate reliably. Wet vacuum pumps are no longer manufactured in the quantities they were 50 years ago. However, Accessories, Inc. has a large selection of overhauled pumps that offer reliable service for your particular aircraft. Seat stops Cessna secondary seat stop service kits SK210-174 (pilot) and SK210-175 (copi- lot) are must-haves for avoiding an inad- vertent release of the seat lock. These kits attach an inertia reel to the seat base; the reel’s belt is attached to the cabin floor to prevent the seat from sliding backward at rotation—an issue that has caused fatal accidents in the past. Gas spring door mod The Door Steward from Mtn View Aviation, STC SA01120SE, allows smooth automatic door operation. The original mechanical doorstop failed in our Skylane and replacement with these gas cylinders was a simpler and better way to open and close doors. Electric attitude indicator With a 4300 Series electric attitude indicator from Mid-Continent Instrument and Avionics (it has a 60-minute backup battery) along with a second vacuum atti- tude indicator, Bill’s panel provides multiple sources to get us back on the ground safely. Wish list What are the items on Bill’s Christmas Wish List? With the ADS-B mandate due in January 2020, the planning for this man- dated requirement is now upon us. I am already a firm believer in the value of traffic information and see the merit in ADS-B from my experience using TIS previously available in Class B and C airspace. ADS-B equipment Three possibilities appear to satisfy the GA requirement for the ADS-B imple- mentation. The first is FreeFlight Systems’ FDL 978 XVR unit that will integrate into the Garmin 430/530 display to pro- vide both ADS-B In and Out. This unit includes an internal GPS unit for position A gas cylinder replacement called The Door Steward from Mtn View Aviation allows smooth automatic door operation. PowerFlite® Alternator Approved on Cessna 172R, 172S, 182S, 182T & T182T Direct identical FAA/PMA certified replacement • Identical mounting points and drive pulley • No modification necessary • Lower "Come-In Speed" • Competitive cores accepted • 2 year warranty Approved on Approved on Approved Cessna 172R, reporting. Cost is $3,995 for the appli- cation described above. The only other hardware is a TC97 control unit. Where the FreeFlight installation shines is for the owner with two conventional Nav/Coms who needs to install ADS-B and wants an ADS-B In solution. The FDL 978 contains a Wi-Fi unit—and I’ll leave it to your imagination as to what can be done with other Wi-Fi capable tablets in the future. More announce- ments are sure to follow. This could be an avenue to a very low cost solution that does not require an additional panel display to satisfy the FAA’s ADS-B Out requirement, and it also provides a non-panel display capability for traffic and weather. The Garmin GDL 88 is another solu- tion for integrating ADS-B In and Out into the Garmin avionics stack with a $3,995 unit cost that will add traffic and weather. Add the Extended Squitter upgrade to the Garmin 330 Mode S transponder, and on the ground traffic advisories are available at remote airport locations. NavWorx offers the ADS600-B unit. I haven’t had a chance to review it, but Jennifer assures me there will more on this unit in an upcoming issue. Electrical system monitor Insight is in the final stage for STC approval of its GX-MFT. This combina- tion instrument monitors tach, manifold pressure and fuel flow, and fits into a conventional three-inch instrument space. It offers additional electrical system analytical tools. The health of electrical circuit integrity, battery, alter- nator and starting loads display on the lower portion of the instrument. Pilots flying in instrument conditions with a single alternator or an all-electric glass panel will appreciate the added comfort that a GX-MFT is monitoring the electrical system. Integrating all these engine parameters in one instrument that were previously in two separate three-inch instruments frees up space for an Insight G4 Graphic Engine Monitor, which is a very complete engine monitor and a nice addition to any piston aircraft. Fully integrated GPS/Nav/Com/MFD The Garmin GTN 750 with all its ca- pabilities—including touch screen naviga- tion—is a dream. While I have operated with a Garmin 430 and 530 for 12 years, I think one GTN 750 in the panel with a traditional Nav/Com as the second unit will be a satisfactory setup. CES SNA F LYE R (34) A U G U S T 2 014 AirPlains, Inc. airplains.com Alpha Systems Angle of Attack alphasystemsaoa.com FreeFlight Systems freeflightsystems.com Garmin, Inc. garmin.com/en-US/explore/intheair/ Genesys Aerosystems (S-TEC) sharepoint.s-tec.com/default.aspx Insight insightavionics.com.com John Jewell Aircraft johnjewellaircraft.com Mid-Continent Instruments & Avionics mcico.com Mtn View Aviation mtnviewaviation.com NavWorx, Inc. navworx.com As I mentioned in the beginning of this article, Bill has an insatiable appetite for modifications. Part of the reason I go to EAA AirVenture is to do some early plan- ning for Bill’s Christmas present. There are so many items to see and think about, it makes the trip both fun and worth- while. Hope you all have a great time at AirVenture 2014—I know I will. Charles Lloyd has logged 10,000 hours since his first flying lesson in 1954. He worked for Cessna Aircraft for 16 years. Lloyd retired as captain of a Citation Encore Plus for a major fractional aircraft ownership company. He flies a tricked-out 1966 Cessna 182 —also known as Bill—that is a great business tool for his real estate invest- ment company. Send questions or comments to editor@cessnaflyer.org. Resources Accessories, Inc. accessories-inc.com The soon-to-be-approved GX-MFT is a combination instrument that monitors tach, manifold pressure and fuel flow. It fits into a conven- tional three-inch instrument space. Engine Preservation System Model Nos. AA1000EPS, AA1000EPS-INT (international version) Condensation build up inside your engine can and will cause oxidation, resulting in rusty corroded internal parts. Tempest’s engine preservation system (EPS) could save you hundreds of dollars in repairs by reducing engine condensation that results in corrosion. Kit Includes: EPS system, 1 lb of desiccant, oil filler adapters for both TCM and Lycoming. International version includes all this plus 220V convertor and all adapters for various plug-in styles. Model Nos. AA1000EPS, AA1000EPS-INT 2004 2005 2006 June 2004 – The Cessna Flyer Association is launched. We set up shop in Jennifer Dellenbusch’s basement at “The Ranch” in Iola, Wis. Sawhorses and 4x8-foot boards fill in for desks. Our first member, Sal Staiano, joins the association before we even produce our first magazine. 2005 – Oshkosh, later named EAA AirVenture, becomes a regular yearly event for CFA, as does our pre-Oshkosh member event: The Gathering at Waupaca. We attend nearly every AOPA Expo (later AOPA Summit) and Sun ‘n Fun fly-in, along with trips to Copperstate, Alaska Aviation Gathering, Aero Friedrichshafen and many regional events. 2006 – We buy a han- gar at the Waupaca Municipal Airport (KPCZ) and name it “The Blue Hangar” because it’s, well, blue. Many fun events take place here in the years we own it, including the first GA flights (and hangar fly- ing) for some of our junior staff. Membership continues to grow, as does interest in our Gathering at Waupaca. July 2004 – We scramble to get the first issue of Cessna Flyer produced in time for Oshkosh. This includes meeting our print- er’s representative at the Planeview truck stop to pick up copies of the magazine the day before the show begins. We take our place in the type club tent and begin handing out magazines that still smell of fresh ink. The type club tent’s guardian sleeps in the tent every night to ensure the safety of everyone’s booth (something he had done for years). It’s a hot, sweaty show, but we meet many wonderful and helpful folks. CESSNA FLYER ASSOCIATION TIMELINE CES SNA F LYE R (36) A U G U S T 2 014 2007 2008 2009 2010 July 2007 – Carrying along our fond memories of Wisconsin, the association moves to California, although some staff remains in Wisconsin to this day. We end up in an office building that was a former Jet Propulsion Laboratory (JPL) building and later find out that John Kounis, editor of Pilot Getaways magazine and an actual rocket scientist, had an office in the same building when he worked for JPL. In fact, he had the office next to ours. Aviation is really a small and interconnected world of its own. 2009, 2010, 2011 – Events and our annual Gathering keep us busy throughout the years, but we’re not complaining. February 2008 – Of course, being in California meant we needed to—really, we needed to—cre- ate our own wine label. And so we created a small batch of wine under the Blue Hangar label. Far from being the next Opus One (it’s more like “Oops One”) we find it’s not very good. But the label is nifty and we had a lot of fun. Thankfully it was a small batch. 2011 2012 2013 2014 January 2012 – Cessna Flyer contributing edi- tor Daryl Murphy flies west after a short battle with leukemia. In the early days of CFA, Murphy graciously (and perhaps, sometimes, ungra- ciously) acted as a mentor for publisher Jennifer Dellenbusch. He authored the “Bumps & Circuits” column in this magazine, and was a talented aviation writer and illustrator with a prestigious career in aviation and the media. April 2012 – We continue our outreach to members through- out the world and attend our first Aero Friedrichshafen event in 2012. July 2014 – The association continues to grow, with many new members com- ing on board in 2014. CFA recently moved to a bigger office in Pasadena. CES SNA F LYE R (38) A U G U S T 2 014 August 2014 and beyond – We’ve met a lot of great people over these past 10 years, some of whom have become friends. We look forward to meeting more of you in the coming years. SKYLANE SUC CES SNA F LYE R (40) A U G U S T 2 014 CESS STORYThis honest airplane has been a solid performer for over 50 years. BY J E N N I F E R D E L L E N B U S C H Photo: Cessna Aircraft Photo: CFA Archives Fast on the heels of the 172, Cessna released its second tricycle gear aircraft: the 182.* Based on the rugged 180, it had the fastback-style straight tail lines of that model, but came with Land-O-Matic landing gear, a redesigned cowling and a 230 hp Continental O-470L engine. Like its sibling the 172, the 182 was an immediate success. Jim Ellis, in “Buying and Owning your Own Airplane,” gives us a hint as to why: “There’s nothing too little or too underpowered about the Skylane. This is a big, solid, powerful handful… an honest airplane.” Certified on March 2, 1956, the brand-new Cessna 182 sells at a price of $13,570; 843 of the initial variant are produced. Like its sibling the 172, the 182 was an immediate success. CES SNA F LYE R (42) A U G U S T 2 014 2005 Skylane and Skylane TC Photo: Cessna Aircraft Photo: Cessna Aircraft Changes, improvements The A model saw a gross weight increase from 2,550 to 2,650 pounds and the main landing gear lowered four inch- es, increasing gear track by 5.4 inches. In 1958 the Skylane, a deluxe version of the 182, is introduced. The Skylane features an upgraded interior, a full instrument panel and comes with wheel fairings as standard equipment. The B model saw minor airframe changes. With the C model the 182 received its 35-degree swept tail. Put forward by Richard Ten Eyck Associates, Cessna’s styling consultant, the swept-tail design provides a Jet Age look for the 182—and improved aerodynamics to boot. The C model receives additional improvements to the interior. It also has two additional windows and some refine- ments to the fuselages and brake system. The gear height of the D model is decreased four inches, improving ground handling. The E model receives the Omni-Vision treatment with windows added to a cut-down rear fuselage. Electric flaps, a redesigned tailcone, and a horizontal stabilizer with conventional trim tab are added. Additional improvements to the interior and operating systems are made as well. The early E models come with the Continental O-470L and later models with the O-470R engine. Gross weight increases to 2,800 pounds. The F through R models receive in- cremental changes including a one-piece rear window for the 182G; horizontal stabilizer and elevator span increase by 10 inches to 11 feet, 8 inches with the H model. A new and longer (by 2.5 inches) vertical stabilizer is debuted with the 182K, which also receives an improved shimmy damper. For the 1970 182N, Cessna engineers increase gross weight from 2,800 to 2,950 pounds. The 182P has its spring steel landing gear replaced with tubular steel gear, and the main gear track is widened to 109 inches, an increase of 13.5 inches. The 1974 182P receives a new engine: the Continental 230 hp O-470S. Note the fastback, straight tail of N2079G, a 1958 182A compared to the later model 182J. picture cred CES SNA F LYE R (44) A U G U S T 2 014 it??? Custom fit and noise reduction with Smart Update Digital ANR Headband tension adjustment Treble Boost control (Digital model) Ear pad comfort zones Special communication and music filters Phone & music connectivity (Bluetooth on Digital model) Sennheiser aviation headsets. Put on before flight.™ Learn more: www.Sennheiser-Aviation.com THE BEST IN AVIATION HEADSETS Photo: Keith Wilson Photo: CFA Staff Deluxe becomes the standard In 1976 Cessna drops the basic 182 model in favor of producing only the deluxe Skylanes. The retractable gear R182 Skylane RG is introduced in 1977 and is powered by a Lycoming O-540-J3C5D, rated at 235 hp. The turbo retractable TR182 is powered by the 235 hp Lycoming O- 540-L3C5D and receives its certification in 1978. Using hydraulic actuators powered by an electrically-driven pump, the landing gear in the R182 and TR182 offer a 10 to 15 percent improvement in climb and cruise speeds over their fixed- gear siblings. The 1977 182Q is fitted with the 230 hp Continental O-470U. The 1979 Q comes with an integral “wet wing” fuel bladder and a useable fuel increase to 88 gallons. In 1981 the R model has a gross weight increase of 150 pounds to 3,100 pounds. Also in 1981 Cessna introduces the T182 with a 235 hp turbocharged Lycoming O-540-L3C5D engine. Cessna 182E Specifications GENERAL CHARACTERISTICS Wingspan: 36 feet, 2 inches Length: 27 feet, 4 inches Height: 9 feet, 0 inches Wing area: 174 ft² Seating capacity: 4 WEIGHTS AND LOADINGS Empty weight: 1,625 pounds Gross weight: 2,800 pounds Total fuel: 65 gallons Useful load: 1,175 pounds PERFORMANCE Stall speed: 48 knots Cruise speed: 141 knots Rate of climb: 980 fpm Maximum speed: 148 knots Never exceed speed: 168 knots Takeoff ground roll: 625 feet Takeoff over 50-foot obstacle: 1,205 feet Landing ground roll: 590 feet Landing over 50-foot obstacle: 1,350 feet Service ceiling: 18,900 feet Range: 550 nm ENGINE AND PROPELLER Continental O-470R producing 230 hp; 82-inch McCauley constant speed propeller. 1956 Cessna 182 Specifications GENERAL CHARACTERISTICS Wingspan: 36 feet, 2 inches Length: 27 feet, 10 inches Height: 9 feet, 0 inches Wing area: 174 ft² Seating capacity: 4 WEIGHTS AND LOADINGS Empty weight: 1,560 pounds Gross weight: 2,800 pounds Total fuel: 55 gallons Useful load: 1,005 pounds PERFORMANCE Stall speed: 54 knots Cruise speed: 140 knots Rate of climb: 1,200 fpm Takeoff ground roll: 620 feet Takeoff over 50-foot obstacle: 1,020 feet Landing ground roll: 610 feet Landing over 50-foot obstacle: 1,290 feet Service ceiling: 20,100 feet Range (75% power): 680 nm ENGINE AND PROPELLER Continental O-470R producing 230 hp; 82-inch McCauley constant speed propeller. Cessna 182T Specifications GENERAL CHARACTERISTICS Wingspan: 36 feet, 0 inches Length: 29 feet, 0 inches Height: 9 feet, 4 inches Wing area: 174 ft² Seating capacity: 4 WEIGHTS AND LOADINGS Empty weight: 1,970 pounds Loaded weight: 3,110 pounds Maximum takeoff weight: 3,100 pounds Useful load: 1,140 pounds PERFORMANCE Stall speed: 49 knots Cruise speed: 145 knots Rate of climb: 924 fpm Maximum speed: 150 knots Never exceed speed: 175 knots Takeoff ground roll: 795 feet Takeoff over 50-foot obstacle: 1,514 feet Landing ground roll: 590 feet Landing over 50-foot obstacle: 1,350 feet Service ceiling: 18,100 feet Range: 930 nm ENGINE AND PROPELLER Lycoming IO-540-AB1A5 producing 230 hp; three-bladed constant speed propeller. CES SNA F LYE R (46) A U G U S T 2 014 www.acairtechnology.com / 855.884.7222 / info@acairtechnology.com acairtechnology.com AC Track Tech “The World’s First Remote-Control & Portable Aircraft Tug” This device easily tows any 5,000-pound aircraft; tailwheel or nosegear. Just throw it in the backseat of your airplane and take it anywhere with you! ALL MODELS ARE REMOTE CONTROL • T1 for aircraft up to 5,000 lbs • T1X for aircraft up to 8,000 lbs, recommended for challenging hangar doors and steep inclines • T1C and T1XC for aircraft with wheel fairings (also suitable for non-wheel fairing aircraft) • T2 for aircraft up to 21,000 lbs • T1H for helicopters up to 5,000 lbs • Tail Draggers: Order tail dragger adapter, compatible with T1, T1C, T1X, T1XC This tug weighs 48 pounds and has a loaded duration of up to 1 hour continuous use on a 3-hour recharge. Portable Aircraft Tug” easily tows any 5,000-pound aircraft; tailwheel or nosegear. the backseat of your of your of airplane and take it anywhere with you! T1 shown Cessna Turbo Skylane JT-A SPECIFICATIONS GENERAL CHARACTERISTICS Wingspan: 36 feet Length: 28 feet, 6 inches Height: 9 feet, 4 inches Wing area: 174 ft² Seating capacity: 4 WEIGHTS AND LOADINGS Basic operating weight: 2,092 pounds Maximum ramp weight: 3,110 pounds Maximum takeoff weight: 3,100 pounds Maximum landing weight: 2,950 pounds Usable fuel: 87 gallons Useful load: 1,018 pounds PERFORMANCE Stall speed: information unavailable Max cruise speed: 156 ktas Max climb rate: 1,000 fpm Takeoff ground roll: 775 feet Takeoff distance: 1,385 feet Landing ground roll: 590 feet Landing distance: 1,350 feet Max operating altitude: 20,000 feet Max range: 1,360 nm ENGINE AND PROPELLER SMA SR305-230E-C1 with 2,400 hour TBO producing 227 hp; Hartzell three-blade composite constant speed propeller. Photo: Cessna Aircraft CES SNA F LYE R (48) A U G U S T 2 014 Turbo Skylane RG Photo: Paul Bowen It’s hard to find detractors for the Cessna 182. Just an intermission, after all Faced with onerous lawsuit settlements and a flagging economy, Cessna ceases production of the 182—and all single- engine aircraft—in 1986. At the time it seemed like the world would never see another single-engine aircraft roll off the Cessna assembly line, but thanks to the General Aviation Revitalization Act of 1994 Cessna resumes production of the 182 in 1997 with the 182S. The 182S is equipped with a 230 hp Lycoming IO-540-AB1A5 fuel-injected en- gine, an updated electrical system and new seats, among other improvements. Cessna does not resume production of the RG. In 2001 the 182T and turbocharged T182T are introduced. The T182T is powered by a 235 hp TIO-540-AK1A en- gine. Both versions come with redesigned wheel fairings and cowls. The future At AirVenture 2012, Cessna an- nounced the newest model of the 182 line: the Cessna 182 JT-A Turbo Skylane. Powered by a 227 shp compression- ignition SR305-230E-C1 diesel engine, the first production example flew on May 21, 2013. The aircraft runs on Jet-A fuel and has a maximum range of 1,360 nm. Cessna Flyer hopes to find out more about this new 182 at AirVenture this year. It’s hard to find detractors for the Cessna 182. It is a plane that has fulfilled its mission profile admirably over more than 50 years. *Although “Skylane” appears on the TCDS with the very first certification, the Skylane was marketed as a separate version of the 182—with owner’s manuals titled “Model 182 and Skylane.” The TCDS for the 172, on the other hand, doesn’t show the name “Skyhawk” until the B model. Sources: Pilot’s Operating Handbook, Skylane RG, 1978 Model R182, Cessna Aircraft Co., October 1977; “The Legend of Cessna” by Jeffrey L. Rodengen, Write Stuff Syndicate, 3rd Ed., 2007; TCDS No. 3A13. Jennifer Dellenbusch is president of the Cessna Flyer Association. Send questions or comments to editor@cessnaflyer.org. CESSNA 182 Models, Certification Dates and Production Totals 182 certified March 2, 1958 Number produced: 843 182A certified Dec. 7, 1956 Number produced: 1,713 182B certified Aug. 22, 1958 Number produced: 802 182C certified July 8, 1959 Number produced: 650 182D certified June 14, 1960 Number produced: 591 182E certified June 27, 1961 Number produced: 826 182F certified Aug. 1, 1962 Number produced: 635 182G certified July 19, 1963 Number produced: 786 182H certified Sept. 17, 1964 Number produced: 840 182J certified Oct. 20, 1965 Number produced: 941 182K certified Aug. 3, 1966 Number produced: 880 182L certified July 28, 1967 Number produced: 820 182M certified Sept. 19, 1968 Number produced: 750 182N Certified Sept. 17, 1969 Number produced: 770 182P certified Oct. 8, 1971 Number produced: 3,331 182Q certified July 28, 1976 Number produced: 2,537 R182 certified July 7, 1977 Number produced: 2,030 (including TR182) TR182 certified Sept. 12, 1978 Number produced: N/A 182R certified Aug. 29, 1980 Number produced: 895 T182 certified Aug. 15, 1980 Number produced: N/A 182S certified Oct. 3, 1996 Number produced: N/A 182T certified Feb. 23, 2001 Number produced: N/A CES SNA F LYE R (50) A U G U S T 2 014 Photo: Keith Wilson I’ve been everywhere, man. I’ve been everywhere, man. Crossed the deserts bare, man. I’ve breathed the mountain air, man. Of travel I’ve had my share, man. I’ve been everywhere. —“I’ve Been Everywhere,” adapted by Hank Snow In the 120 issues we’ve published over the past 10 years, we’ve taken virtual flights to locations all around the United States and the world. We’ve visited museums, sampled some $100 burgers (and ice cream!), taken day trips and extended trips. We’ve been armchair flyers as our members and writers have flown into airports large and small, and we’ve been able to enjoy the pilot’s view of some spectacular scenery. Our very first issue took us to Cooperstown, N.Y.—and from there we were off and- flying. Here are some highlights of the destinations we’ve featured through the years. To read complete articles, plus additional destination articles from past years, please log on to CessnaFlyer.org and search the article archives. We’ve Been Everywhere, Man 10 years of flying places By CFA Staff CES SNA F LYE R (52) A U G U S T 2 014 2004: Cooperstown, N.Y. This picture postcard town features a beautiful tree-lined main street, the Farmer’s Museum—the oldest outdoor living history museum showcasing rural life in the 19th century—and the Fenimore Art Museum. But Cooperstown also happens to be the epicenter of our national pastime, also known as baseball. The National Baseball Hall of Fame calls Cooperstown home, and every year more than 300,000 people come to visit this shrine. The airport, officially called Cooperstown-Westville Airport (K23), is just 30 minutes’ flight time from Albany, 40 minutes from Syracuse and a little over an hour from Newark in any single-engine aircraft. Cooperstown, N.Y. is a great day trip, or weekend hop. Check it out on the web at cooperstownairport.com. — Michael Leighton 2005: Islands of the Bahamas I dream in color. Azure blue, coral pink, sunset orange. The silver of clouds when seen with the sun hitting them from above. Tropical fish colors and sea and sky colors. I dream of the Bahamas. This past February I had a chance to return to the Bahamas. The first leg of our trip would take us over Grand Bahama Island to Treasure Cay in the Abacos (MYAT) a distance of approxi- mately 170 nm. We were to go over in a loose pack—no formation flying—with each airplane at an assigned altitude. We would be able to talk to each other all the way over and this is, to me, one of the most fun aspects of the flight. As the faster planes reach the Caribbean and they get the first glimpse of that impossibly blue sea, they radio back to the rest. We spent a week island hopping the Out Islands, soaking up the sun, seeing the sights and getting to know each other. It’s amaz- ing and wonderful how you start out as a group of strangers from different places and disparate backgrounds and you end the week as friends. Two days later, we’re back in Wisconsin. What a shock to return to Wisconsin winter after a week in the Bahamas. The wind chill must be 10 below zero. The skies are gray. But I dream in color. —Jennifer Dellenbusch 2006: Jaffrey, N.H. We’ve all heard of the hundred-dollar-hamburger: how about a hundred-dollar ice cream? Jaffrey, N.H.’s Silver Ranch Airpark (KAFN) is your place! You know you’re close to Silver Ranch when you spot Mount Monadnock, a 3,164-foot popular hiking mountain. Visiting Silver Ranch Airpark in the summer months (April through October) boasts the ice cream store, hiking on Mount Monadnock, and New Hampshire’s staple of country B&Bs. Upon arrival remember to keep Mount Monadnock in sight and be aware that Silver Ranch Airpark’s runway has a pretty unusual decline in the runway on 16—therefore, 34 has a pretty unusual uphill slant. Also Silver Ranch Airpark can be a very busy place and it’s common to wait to back-taxi before you can scamper off to get to that ice cream. After getting settled, follow the signs about 300 yards down the little hill, over the pine-needled path and right into the flow of visitors who are all craving that delicious ice cream. Remember to go hungry; the ice cream is served in gigantic portions. In the words of my husband: “Geez, look at this! I’m going to have to redo the weight and balance!” —Heather Robillard CES SNA F LYE R (54) A U G U S T 2 014 2008: Fort Worth, Tex. This Western town of nearly 700,000 is an enigma. You can watch cowboys drive longhorn cattle down the street, then visit one of the city’s world-class art museums and finish the day at the world’s largest honky-tonk, the opera, the symphony or at a rodeo. And it is where the west begins, according to an 1843 treaty that assigned Indians the land west of an imaginary north-south line, while settlers were given the land to the east. The line became known as the place “where the west begins.” Fort Worth Meacham International (KFTW) on the north side of town is the largest General Aviation airport and offers a choice of full-service FBOs—Texas Jet, American Aero and Cornerstone Air Center. About 10 miles north of Meacham is Fort Worth Alliance Airport (KAFW). Alliance serves Federal Express with a distribution center and is only a couple of miles from Texas Motor Speedway; on race days there’s usually a helicopter shuttle service available. Spinks (KFWS), Sycamore Strip (9F9) and Bourland Field (50F) are homier airports and have fuel and services. —Daryl Murphy 2007: Natchez, Miss. Spring’s journey progresses 170 miles north of the Gulf of Mexico and arrives in the Mississippi River’s oldest settlement, Natchez, Miss., in March. This is just in time for the annual Natchez Pilgrimage; 2006 marks the event’s 75th anniversary. In the spring of 1931, the ladies of the Natchez Garden Club hosted a state garden club meeting and invited the attendees to visit the local gardens and interiors of some of the city’s fine antebellum homes. The visitors were awed with the gardens, mansions and priceless heirloom furniture that filled the homes. The Natchez citizens offer a glimpse of old Natchez that shows the diverse life of a river town long ago. The homes, pageants, musicals and plays are well worth your time. The Tour Bureau personnel are most helpful in recommending what to see and where to eat and stay in Natchez. The people at the Hardy Anders Field (KHEZ) were most helpful in arranging a rental car (in place at our arrival) and hangaring Bill. —Charles Lloyd Fort Worth, Tex., a town of nearly 700,000, is an enigma. It’s also the place where the west begins, acccording to an 1843 treaty. Photo: Bigstockphoto.com 800-536-2011 forestagency.com Nicole Forbear, Aviation Division Account Manager nforbear@ forestagency.com A friendly place to do business. CES SNA F LYE R (56) A U G U S T 2 014 A little Attitude for Everyone “The D1, I’ve decided, is perhaps the perfect emergency backup flight display.” - Stephen Pope, Flying, October 2012 Introducing the new D2 Pocket Panel - with a little more attitude. Feeds data to your iPad, tablet, or smart phone aviation app, plus adds a second display page G-Meter. www.DynonAvionics.com info@DynonAvionics.com Seattle, Washington NEW - Low price on D1, Now only $1,195 NEW - D2 with Wi-Fi & G-Meter 2010: Whitehorse, Yukon Whitehorse, Yukon, Canada is located at Mile 918 on the Alaska Highway and just north of the 60 degree latitude line. Erik Nielsen Whitehorse International Airport (CYXY) sits on a bluff over- looking the city while the seaplane base, Whitehorse Water Aerodrome, sits on the river just below the main airport. There are parallel runways, 13 and 31, the lon- gest being 9,497 x 150 feet and a cross runway, 19/01, that is 2,075 x 75 feet. Elevation at the airport is 2,317 feet. There are numerous museums in the city of Whitehorse. If you have the time I recommend you visit each one. If you really want to relax, take a short trip from town to Takhini Hot Springs and soak in one of its two connected pools. Water temperature starts at about 40 degrees Celsius (104 degrees F) and cools going through the pool to about 35 degrees Celsius. —Joe Kuberka 2009: Philipsburg, Mont. A small drinking town with a big fishing problem, Philipsburg is located in southwestern Montana, in a north-south valley with Flint Creek running down it. At the north end is Drummond and at the south is Georgetown Lake—turn the corner at Georgetown Lake to the east and you will come to the copper mining town of Anaconda. Riddick Field (U05) is right on the south edge of town, and an easy walk or bike ride. The airport is named after Merrill Riddick, an aeronautical engineer who got his wings in 1917 and served in World War I. But the best part? It’s close to town. One of the criteria in my small- town book. What to do? Lots! If you are into gems, sapphires are there in quantity; fishing is abundant; skiing in the winter, plus snowmobiling and cross-country skiing. There’s even a ghost town called Granite for you to explore. 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Both the two parks and related areas, including the resort town of Jackson Hole, Wyo., turned out to be particularly well suited for a flying vacation—in fact, some features really can’t be fully appre- ciated unless you see them from the air. The two closest airports, Jackson, Wyo. (KJAC) and West Yellowstone, Mont. (KWYS), have field elevations of 6,541 and 6,649 feet, respectively. On hot summer afternoons