Cessna Flyer / May 2021

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. ways Hangared since 1992-1993 Ground Up Restoration. Like ew Sensenich PROP, Annual Due: October 2020, Full Electrical stem 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 tenna, GL 106A Nav Indicator w/Glidescope. GMA-340 Audio nel, ELT Battery due. Monarch Fuel Caps & Adapter Plates, ansponder KT-76A, Altitude Reporting System. All ADs mplied with. ALWAYS Hangared, Annual Scheduled Dec 18. Tan Leather Seats/Sheepskin Covering • $73,500 • bert 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 nel, 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) -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. ways Hangared since 1992-1993 Ground Up Restoration. Like ew Sensenich PROP, Annual Due: October 2020, Full Electrical stem 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 tenna, GL 106A Nav Indicator w/Glidescope. GMA-340 Audio nel, ELT Battery due. Monarch Fuel Caps & Adapter Plates, ansponder KT-76A, Altitude Reporting System. All ADs mplied with. ALWAYS Hangared, Annual Scheduled Dec 18. Tan Leather Seats/Sheepskin Covering • $73,500 • bert 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 nel, MX170B, KLN-90B, Navomatic Autopilot, All Interior ew-2017, New Brakes-2017, New Spark Plugs & Tires, 10 GPH, eful Load: 1049.70, Annual Due: July 2020 • SOUTH CAROLINA educed 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) -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! May 2021 / Cessna Flyer • 5 *Confi gurations and capabilities are subject to compatible equipment and aircraf type. © 2021 Garmin Ltd. or its subsidiaries. SWITCH OUT YOUR VIEW GI 275 UPGRADES FOR YOUR ENTIRE PANEL Explore the full range of instrument options, including attitude indicator, standby AI, HSI, EIS, MFD and CDI, at Garmin.com/GI275 6 • Cessna Flyer / May 2021 8 THE VIEW from HERE • Jennifer Dellenbusch 8 LETTERS to the EDITOR 10 CESSNA FLYER EVENTS 14 THE HIGH and the WRITEY • Kevin Garrison 16 QUESTIONS & ANSWERS • Steve Ells 22 REGULATORY CIVICS • Joseph Corrao Prop & Cowling Cockpit & Fuselage All controllers throughout the world are required to speak English except for the controllers working at Indianapolis Center. Nobody understands what they are saying. 60 NEWS 72 ADVERTISER INDEX 74 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING Tail & Rudder May 2021 • Volume 18 • Issue 5 COVER: TR182 Turbo Skylane RG II. Photo by Jim Lawrence. 28 AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 • Robert Marks 32 FOREFLIGHT SENTRY PORTABLE ADS-B RECEIVER • Mike Davis 38 WHAT YOU NEED TO KNOW BEFORE YOU BUY A RETRACT 182 • Troy Whistman 52 DESTINATION: CINCINNATI • Kevin Garrison May 2021 / Cessna Flyer • 7 wipaire.com/freedom | 651.451.1205 South St. Paul, MN (KSGS) 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™ ™ CARGO DOOR HANDLE FOR THE C206 Alternative Method of Compliance to Canadian TCCA Airworthiness Directive CF 20202-10 COMING SOON 8 • Cessna Flyer / May 2021 By JENNIFER DELLENBUSCH The View from Here Letters to the Editor Send your letters to editor@cessnaflyer.org Social Distancing and the Simple Pleasures of GA Flying, April 2021 The article looked good. Your crew (you) do such a nice job with the graph- ics. Well done and thanks. Jeffrey Chipetine Thanks, Jeff. Pierre Kotze is our designer, and he does a great job. Blue skies, Jennifer Dellenbusch Hi Jen, Hope all is well with you and Kent. I also hope you have a few extra issues of April’s Cessna Flyer magazine available so that we can share one with a friend. Ed Abrams owns/flies his Cessna 206, is a long-term Cessna Pilots Society member, and does a huge amount of charitable work with his airplane, most notably Young Eagles and Pilots N Paws animal rescue flights. All of us CPS members know the lovable Jeff Chipetine, who wrote the great article you published in April. Ed Abrams was one of the pilots fea- tured in that article, as was N206EA (formerly N167TH); both are in the magazine pictures. Jim Epting Hi Jim! We are well. I hope you and Tami are too! I will happily send a copy to Ed—and anyone else who wants one (until we run out). Blue skies, Jennifer Dellenbusch PILOTS HAVE OPINIONS. LET'S HEAR YOURS. Send your letters to editor@cessnaflyer.org What’s Inside I’ve got so much more to think about Deadlines and commitments What to leave in, what to leave out - Bob Seger AS WE COMPILE the material for each monthly magazine, we are conscious of choosing content that is relevant for the Cessna ownership experience. Fortunately, we have access to incredibly talented professional writers. We also receive great contributions from members. Your experiences owning, flying, and maintaining your Cessna are worth sharing. I believe that a good mix of stories makes for an enjoyable read. According to Wikipedia, “At its root, the word 'magazine' refers to a collection, or a storage device or facility.” We assemble a collection of worthy items and stuff them into our magazine each month. This month, for example, we have three member-contribu- tors; Mike Davis, Robert Marks, and Troy Whistman discussing three very differ- ent topics. Troy uses his experience as a TR182 owner to help others understand the retractable-gear 182s. Mike provides a review of the Foreflight Sentry. Retired air traffic controller Robert Marks enlightens us about ATC procedures and has some fun along the way. Speaking of fun, where would we be with Kevin Garrison’s monthly missive? This month, quite coincidentally, he also tackles the subject of ATC, but with a very Kevin-like twist. Have you ever wanted to comment on an Airworthiness Directive, but didn’t know where to start? Now you do—turn to Page 22 and allow Joseph Corrao to walk you through the process. Have you wondered how much hail damage is too much? Check out the answer in Q&A on Page 16. These articles and more await. I’ve heard from some of you that we don’t have enough about your specific Cessna model variant in each issue. With limited space, what to leave in and what to leave out will always pose a bit of a conundrum. We do have other ways that we support your particular Cessna—with parts locating, technical support, and online forums, to name a few. We are exploring additional ways to meet the most specific of the Cessna-specific requests, so stay tuned. Blue skies, THE SECRETS OF ENGINE RIGGING REVEALED A new P&WC-produced video helps aircraft mechanics by breaking down engine rigging into simple, repeatable steps. TO LEARN MORE, VISIT PWC.CA GENERAL AVIATION 10 • Cessna Flyer / May 2021 Events CFA Event JULY 24–25, 2021 — WAUPACA MUNICIPAL (KPCZ). THE 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. SEPT. 18, 2021 — OCONTO, WI. OCONTO BAKE MUNICIPAL AIRPORT (KOCQ). OCONTO ELKS FLY-IN 2021 Come celebrate 75 years for the Oconto J. Douglas Bake Municipal Airport from 9 a.m. to 4 p.m. Flyovers will take place all day and planes of all types will be on static display. Activities include classes for pilots, vendors, the Car and Tractor Show, and a military encampment display. The Northern Aces RC group will have their planes on display and flying throughout the day. Automobiles and tractors will be on display all day. Dash plaques given to the first 200 vehicles. Enjoy music, great food, and shopping at all the craft vendors. There will be something for everyone in the family. Kids 12 and under are admitted free. $5 fee to exhibit vehicles. Free parking. Shuttles provided by Whispering Pines Tree Farm and Kobussen Busing. Visit ocontocounty.org or call (920) 373-6948 for more information. Due to COVID-19, some events might be canceled. Contact event organizers prior to date for current status. continued on Page 12  May 2021 / Cessna Flyer • 11 12 • Cessna Flyer / May 2021 Events  Continued from Page 10 Upcoming FAA WINGS-eligible Webinars with Kevin Garrison MAY: Fuel Management “Source, Force, Course” JUNE: Weather Decisions “I've Looked at Clouds From Both Sides Now” JULY: Know Your Limitations “Airplane and Personal—There are Limits” AUGUST: Landings Equal Takeoffs SEPTEMBER: How to Prepare for a Checkride or Flight Review “Nobody Wants to Bust” Dates and times to be announced. Check this space and online. Past webinars can be viewed on our YouTube channel: youtube.com/channel/ UCq5m8Oo2YzSfu8qBovBYvbA or on our videos page: cessnaflyer.org/knowledge-base/ latest-member-videos.html 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 / May 2021 By KEVIN GARRISON Air Traffic Control (or ATC, for short) has been around since those heady days of the late 1920s and early 1930s; back when a cigar was a cigar, Little Orphan Annie’s par- ents were still alive, and Avgas went for three cents a hogshead. It all began, as all good stories do, one dark and stormy night when there were exactly two aircraft in the sky over The Home of the Brave. Both aircraft were approaching the same airport in upstate New York at the same time, and neither knew the other one was there! Nothing happened, of course, and this non-happening event, like many others in our nation’s history, led to a government study, the spending of gillions of tax dollars, and the formation of a vast, overbearing government agency. ATC was born! Many vital questions came up during the hearings that were subsequently dubbed the “RVSM” which we all now know stood for “Regional Vertical Stupidity Mitigation.” The entire thing was portrayed in a movie titled “I Need Twenty in Trail!” starring a young Jimmy Stewart with June Allyson playing his understanding and adorable wife, Trixie. The Congress of the United States, after many meetings, government-paid luncheons, and fact-finding missions to the airport bars in Singapore, Miami, and Tallahassee, came up with and passed the “Aviation and Tobacco Industry Omnibus Trade and Sky Safety Bill.” This wonderful piece of legislation led to the formation of the airlines, ATC, National League Baseball, and the FAA. It also established the very first no-smoking light on commercial aircraft. Because we won World War II, our nation’s air traffic control system is marveled at and copied by every other nation. All controllers throughout the world are required to speak English except for the controllers working at Indianapolis Center. No- body understands what they are saying. Air Traffic Control is a part of the FAA, which we all know has been an essential part of the United Federation of Planets ever since first contact was made with the Vulcans back in 1945. The purpose of ATC So, what does ATC do? Honest to goodness, I wonder that all the time! I was so curious that I looked for the answer to that great question using a large paper thing we all used to lovingly refer to as a book. This book is the FAR/AIM. It is a heavy tome printed for you free of charge by the government and is thrown once a year into the wet grass right next to your dry mailbox by furloughed airline pilots on bikes. Here is a detailed, numbered list of what the FAR/AIM has to say about what Air Traffic Control does: 1. Keep dumb pilots from running into each other all the daggum time. Yup. That’s it. The avoidance of multiple aircraft smacking into each other in the skies and on the ground of our nation is the entire “raison d’être” (from the French, meaning “raisins are extra”) of our ATC system. Of course, there are many, some would say, thousands of ways ATC can prevent us from smacking into each other like the Three Stooges at a hammer-throwing contest. These traffic controlling techniques have been honed to a razor’s edge. You may recognize a few of these: “Twenty in trail” ATC tells everybody arriving at a big airport that they suddenly need “twenty in trail” to keep us from careening into each other. Twenty of what? I have no idea, and they have never volunteered the information. Just expect a lot of vectoring or some holding when you hear this. Metering This technique is how ATC controllers find time to go to the bathroom or eat lunch. They can’t stay at their screens all day without a break, so they came up with telling pilots that “meter- ing is in effect,” and they must wait at least 20 minutes before bothering ATC again with their insipid demands to go flying. The computer is down This technique is used at least twice a year to allow control- lers and pilots alike the opportunity to repaint the guest bed- room or maybe go fishing. Nobody knows where this computer is or why it is so important, but if they say it is out, you cannot go flying without a hand-written note from the President on official White House stationery. ATC familiarization rides Back in the days when I aviated as an airline person, we used to have air traffic controllers riding with us on our cockpit jump seats. This was a way for them to become familiar with our inflight procedures, our problems, our concerns, and the latest tax-deferred investments we were involved with. These rides enhanced controller-pilot communications and safety, and it was an excellent way for a controller to glom a free ride to Hawaii or West Palm Beach. I never once had a control- ler ride along on a flight to Newark or Toledo. This practice, although safety-enhancing, was abolished a few years ago for two reasons. 1. The pilot’s union complained that we never got to sit with The High & The Writey Getting to Know ATC Former airline captain and perpetual jokester Kevin Garrison takes on Air Traffic Control. May 2021 / Cessna Flyer • 15 All controllers throughout the world are required to speak English except for the controllers working at Indianapolis Center. Nobody understands what they are saying. controllers at their job for hours at a time complaining about our spouses and our jobs. And: 2. A fear that if we got to know each other “too well,” it might lead to our becoming best friends and uniting against those awful Federation of Planets managers, which could violate the Prime Directive. Components of ATC There are three basic units of Air Traffic Control that you will be responsible for remembering if you intend to pass this class. (I’m talking to you, Chad). They are the ATC Center, The ATC TRAPCON/RAPCON/ MAPCON, and the Control Tower. ATC Centers are large buildings spread like wadded-up off- brand tissues over our various states' and colonies’ width and breadth. They control, or at least make a reasonable attempt at controlling, en route aircraft that are only trying to get home for Christmas, for goodness sakes. The ATC TRAPCON/RAPCON/MAPCONs are housed in buildings near “major” airports. Major is defined as large enough to contain at least three Sbarros, two Starbucks, and five of those coin-operated massage chairs. The function of this ATC unit is to make sure all the air- planes line up for approach to the airport correctly. This unit also is responsible for losing baggage, catering, gate holds, and yelling at us General Aviation pilots when we accidentally wan- der into their precious Class B airspace. The tower is that tall building at your airport that you may have wondered about. There are people up there who bark com- mands like “Sit!” “Stay!” “Do a three-sixty!” and “Go around!” They usually seem pretty wound up, so I try not to call or bother them unless it is absolutely, legally necessary. There you have it. You now know more about the ATC system, and the intrepid ATC controllers than Jimmy Stewart or June Allyson ever knew. Now, when you meet a controller at a party, you can engage them in conversation. They are really nice people.  KEVIN GARRISON’S aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006, and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to editor@cessnaflyer.org. THINK BRIGHT. WE DO. 208.850.3294 www.AeroLEDs.com DESIGNED AND MANUFACTURED IN • Aviation Consumer - TOP PICK • Industry leading performance • Easy “one-and-done” installation • Available with built-in pulse (WigWag) • Shock and vibration resistant • 30,000+ hour MTBF • FAA approved • 5-year warranty 16 • Cessna Flyer / May 2021 By STEVE ELLS Questions & Answers QCan you help me with determining what needs to be done, if anything, about hail dents to a Cessna 182T Turbo Skylane? The hail damage is present on both wings, both ailerons, both flaps, horizontal stabilizer, both elevators, fuse- lage top skins, and cabin top skins. Steve AHere’s the reply I got from Cessna: Regarding hail damage, typically damage that is more than 1/8-inch deep we recommend it be replaced. We advise to in- spect each hail strike area for cracks in the skin and inspect structure under the skin for damage. If no skin cracks or substructural damage is found and it’s not more than 1/8-inch deep, it may be left as is or filled, sanded, and painted. Control surfaces with damage aft of the hinge line meeting the above acceptable inspection criteria should be left as is or replaced. DO NOT FILL. Any damage to the underlying structure or any composite structure we will need a damage report with all details. The 1/8-inch go/no-go criteria was derived from a test program that Cessna performed years back. What we learned was that 1/8 inch is the maximum dent depth that can occur before any disbonds begin to occur. In other words, with minor dent damage (less than 1/8 inch deep), the technician could consider paintless dent removal or eddy current [testing] and upon successful NDI [nondestructive inspection], restore to contour with aerodynamic filler except for control surfaces aft of the hinge line. In locations where the dents are many, we usually recommend part replacement due to aesthetics and multisite damage. [We also recommend replacement] where the mechanical properties of the skin are no longer known due to the hail dings. The link to the Textron Aviation webpage for submitting photos and other information to Cessna engineering for damage evaluation is at ww2.txtav.com/service/tasdaq. Happy flying, Steve QI am a longtime Cessna Flyer subscriber. I own N314PY, a 1972 Cessna 182P Skylane. It is nicely maintained and configured. I do some volunteer flying for SouthWings. (SouthWings is a conservation organization. —Ed.) Normally, the researchers get the photos they need out a back window. The window is new and unscratched back there, and there is no landing gear in the field of view. However, one researcher felt, for his needs, he could not be photographing through a window. He said he has photo- graphed out the baggage door of a Cessna 182. I have never heard of this. I do, now and then, remove my back bench seat. I have an updated weight and balance for this. This would open up plenty of space for a photographer to photograph out the baggage door. But I have never heard of flying without the Skylane bag- gage door. Have you? Can I simply have my A&P remove it (log- ging the removal, of course)? And can I expect the plane to fly effectively the same? Or is there some STC that allows removal and reattachment? Or can I, as the owner, take it off and put it back on like I can the bench seat? Thank you for any guidance on this. Bill AI used to own a 1966 Cessna 182; a fine airplane. And thank you for donating your time and the use of your airplane to a worthy cause. I’ve checked, and there is no approval that I am aware of to fly with the baggage door removed. I called Cessna and the United States Parachute Association (USPA). However, I did find an approval to modify the co-pilot’s door for skydivers. That mod would require structural changes and would cost a lot of money. In it, the door is hinged along the top. When opened, the door pivots at the top and rests against the bottom of the wing. It’s a big expense that is probably not prac- tical for this use. (See "Cessna 182: World's Most Popular Jump Plane," Cessna Flyer, September 2020. —Ed.) Many years ago, I witnessed a friend remove the door of his Skylane so a parachute jumper could do a few jumps. It was not an approved mod, but the pilot told me there were no control problems with the door removed. (The USPA does have a STC, I’ve checked, and there is no approval that I am aware of to fly with the baggage door removed. Hail Damage, Photo Window, Seat Belt Replacement, Pumping up a Strut ADD BLUETOOTH® BEFORE FLIGHT Expand your accessory options with Icom’s Bluetooth ® compatible products: A16, A25N and A120. Perfectly matched radios for both recreational and commercial pilots. For all your Bluetooth ® needs, contact an Icom dealer today. www.icomamerica.com/avionics sales@icomamerica.com A25N A16 A120 ©2021 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. All product names, logos, brands, and registered trademarks are property of their respective owners. 42980 18 • Cessna Flyer / May 2021 Questions & Answers SA40CE, for removal of a cabin door, but it is only approved for the Cessna 182E. —Ed.) My gut feeling is that if you’re flying with the right main cabin door removed, it doesn’t affect the flying qualities of the airplane. I doubt that flying with the baggage door removed will cause any problems more difficult than dealing with flying dust and debris. But as I said, my search (cursory, I’m afraid) did not reveal any legal way to do it. If your airplane has a door window on the right (co-pilot’s) side that opens, remove the screw that limits the window open- ing and let the window open. Hold on to the handle and ease it up against the wing. It will stay there. With it up and out of the way, your photo pal will not have a window to contend with. Lastly, if you have a window that opens on the pilot’s door (more common), the screw that holds the limiting arm can be removed, which would clear the way for photography. The pilot would have to fly from the right seat, but that’s the easiest way to give the photographer the windowless option. Happy flying, Steve Q I have a 1977 Cessna 182Q Skylane and would like to replace my seat belts, front and back, with new. Do you have experience doing this and where should I obtain the belts? Don AGood move. Many owners don’t realize that seat belts don’t last forever. As I understand the rules, if the data tag on any one of the belts is defaced or worn off, the belt is no longer considered airworthy. Aircraft Spruce and Specialty offers basic replacement sets in black, brown, tan, navy blue, royal blue, gray, red, and green. BAS Inc. also offers sets of standard metal-to-metal seat belts, but you might want to consider the BAS upgrade from the Y-style three-belt system to the BAS four-belt (over both shoulders) system. It’s like a military system and has an inertia reel that permits needed movement when strapped in. Other belt suppliers include Alpha Aviation and Wag- Aero, among others. There’s also a lot of information in Dennis Wolter’s article, "Renovating an Interior Part Twenty: Passenger Restraints" which ran in the February 2021 issue of Cessna Flyer. Happy flying, Steve continued on Page 20  Many owners don’t realize that seatbelts don’t last forever. 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I doubt your small compressor can provide enough pressure to extend the strut from a flat position. You will probably need to have a friend push down on the tail (lay across the fuselage near the front of the vertical fin; do not push down on the horizontal stabilizer) to extend the strut before adding the air charge. After continued on Page 73   Continued from Page 18 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 continued on Page 67  May 2021 / Cessna Flyer • 21 We asked pilots why they purchased the DC ONE-X. They obviously had a lot to say. But we’re really waiting to hear from you. Purchase a DC ONE-X and take advantage of our ‘Fly it Free’, 30-Day Money Back Guarantee. The DC ONE-X is the best value, most comfortable, premium ANR headset in aviation. We think you’ll agree. For more information and to purchase online, visit www.davidclark.com, or call 1-800-298-6235. W W W . D A V I D C L A R K . C O M We could say a lot about this headset, but we think pilots say it best. An Employee Owned American Company © 2020 David Clark Company Incorporated ® Green headset domes are a David Clark registered trademark. “I would buy the DC ONE-X over Bose A20 any day of the week.” - Paul, Saratoga Springs,UT “They are bulletproof. Quality you simply don’t find in most products of any kind these days.” - Lynnwood, Dresser, WI “Flight instructor let me try it and I liked it better than Bose” - William, Savannah, GA “GREAT product, perfect performance and comfort.” - Coleman, Conyers, GA “Looking forward to years of enjoyment with these. 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Love my DC ONE-X!” - Kurtis, Southwest Airlines FAA TSO-C139a APPROVED 22 • Cessna Flyer / May 2021 In our last installment of Regulatory Civics, we discussed using publications of record—the Federal Register, Canada Ga- zette, and official publications by the European Union Aviation Safety Agency (EASA)—to maintain awareness of what civil aviation regulatory agencies in the United States, in Canada, and on the European continent are planning and doing. In this installment, we begin a discussion of how to influence the plans and doings of the agencies that regulate you. In each of the three systems mentioned, proposed regu- lations are published in the respective publication of record, together with a public invitation to comment, and the address to which comments may be directed. As the regulatory process unfolds, publications will include estimates of costs and benefits based on more or less rigorous analyses and more or less reasonable assumptions, a recitation and comparison of the options considered, and a more or less reasonable justification for selection of the proposed option. Use of the phrase “more or less” in this paragraph is not stylistic; it is literal. Some analyses are rigorous; others are flawed or haphazard, typically underestimating costs and overstating benefits. Some justifications are well-reasoned and seem obvious; others strain credulity or are simply ridiculous. The ratios of rigorous analy- ses to haphazard ones and credible justifications to others vary from jurisdiction to jurisdiction; we will return to this topic in a future column in this series. In some cases, the regulatory process may start with publi- cation of questions or a general request for information designed to clarify a problem for subsequent regulatory consideration. For a helpful overview of the regulatory process in the Unit- ed States, turn to the "U.S. Guide to the Rulemaking Process." In Canada, you'll need to look for the "Guide to Federal Reg- ulatory Development Process." For the EU, that information can be found in two places; an unofficial guide named, "What are the Steps of the EASA Rulemaking?," and an official guide; "Rulemaking Explained." Links for all of these can be found in Resources at the end of this article. Instruction for submitting comments is provided in each publication that invites them; read the instruction carefully and follow it. Comments not in response to a specific invitation should be submitted the same way; reviewing earlier publica- tions concerning the same issue usually yields the necessary information. Every publication in the regulatory process is subject to comment regardless of whether comments are invited. The influence comments have, particularly at the later stages of rulemaking, varies considerably depending on how well-con- structed the comment is, and how well-aimed. Back to basics At one time the basics of journalism were taught in U.S. elementary schools, if you can believe it. Perhaps you, too, can remember a teacher or two reminding you at a tender age to address who, what, where, when, how, and (if you know) why in a writing class. It seems this heretofore timeless advice has been supplanted recently by instruction to writers to “say what you feel.” The former advice is the right advice for writing comments on regulatory proposals and documents. Regulatory agencies cannot justify decisions by reference to how you feel. They need the basic facts. Who Who is you. Identify yourself early in the first paragraph of your comment, including a description that indicates you have experience or expertise that bears on the topic and a stake in the outcome. Here are some examples to get you started—don’t copy them; write your own introduction along these lines: A small business: ACME Aviation is an airplane propeller repair facility recog- nized as a small business by the U.S. Small Business Adminis- tration. We employ three full-time and four part-time staff and contribute $2.5 million annually to East Halfacre, Nevada; our hometown. Our customers are the owners and operators of air- planes ranging from individual owner-pilots to nationally known aviation museums and collectors. An individual: I am the pilot [or owner or owner-pilot] of a single-engine SurlyBonds 250 airplane that I use for personal transportation and to support my work as a [whatever]. Through my aviation activities, I personally contribute over $10,000 annually to support aviation businesses in and around my hometown of East Halfacre, Nevada. I am instrument rated and have 1,000 hours of flight time in my logbook, about half of it on instruments. What What is a summary of the proposal, issue, or aspect of the document that will affect you. Here are examples using the small business and individual profiles above: A small business: At Page 3, Paragraph 2 of the [name of the document you are commenting on] that was published on [date], you propose to require shops like mine to discard old versions of repair manuals By JOSEPH CORRAO Regulatory Civics Comment Basics How to most effectively influence the agency that regulates you. 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Where, when, and how Where, when, and how are your statements of the proposal’s effects on you. Location, timing, and manner are all relevant, but one or more of these aspects of the impact may be more relevant than the others; start with the most relevant and fill in the others as you go. Avoid angry words and emotionalism; stick to facts you can point to or prove and include as many relevant facts as you can. Relevant facts are those having a real connection to the issue, which sounds simple but has proven difficult to gauge for many commenters. I once worked with a passionate person who insisted the fact that he was a military veteran was important in persuading the FAA to permit him to do something. If the FAA had the power to take that into account, I’m sure it would have with enthusiasm; unfortunately, the person’s status as a veteran had nothing to do with the merits of his proposal. Here are some examples of how you should approach it: A small business: This proposal will harm my shop and shops like mine in two ways. First, when manufacturers change designs or improve equipment, they often remove information about older units from their new manuals. If shops like mine cannot keep our older manuals, we won’t have ready access to the information we need to main- tain those older units, many of which may keep operating for many years. That will severely limit our business and have very negative effects for all our customers who have that older equipment. For example, ACME Propellers (no relation to our shop, ACME Aviation) stopped manufacturing the GreaseMaster Model 100 prop governor 25 years ago and hasn’t included drawings, specifications, or part numbers for that model in its manuals for more than two decades, but company data indicate that over 400 of those units, and possibly as many as 600, are still flying. Your proposal says the new rule is needed to enhance safety, but we are unable to see how safety is enhanced by forcing us to jettison maintenance information that is needed to keep equipment like the GreaseMaster Model 100, and many others, operating correctly. Second, the requirement to have on the premises the latest repair manuals for each item we are qualified to work on creates a great burden because we see some of those items very infre- quently; some of them we have seen only once in a decade. The cost to acquire and store all those manuals is very great, cumulatively in the hundreds of thousands of dollars. For example, GreaseMaster’s price for a new manual for the Model 2000XLi SmartProp governor is $90,000. There is no safety benefit associated with this proposed requirement because we, and shops like ours, are already re- quired by the regulations to obtain the necessary data before we start any work. An individual: The cost to equip with a radar altimeter far outweighs any possible safety benefit. A radar altimeter for my SurlyBonds 250 costs over $6,000 and installation would add another $2,500 to $5,000, for a total near or exceeding $10,000. There is no reason- able safety justification for making me incur this expense. First, I will never land my SurlyBonds 250 at a primitive landing site in normal operations. The SurlyBonds’ tricycle gear is not suited to operation on rough surfaces, and my insurance limits my operations to paved runways. Second, if I were forced by an emergency to land at a primitive site, a radar altimeter would do me no good; the radar altimeter would tell me how high I am wherever I am, not what sort of terrain I’m over or heading to. In fact, referencing the radar altimeter would take valuable time away from my scan outside the airplane; in an emergen- cy—which is the only time I would even consider landing at a primitive site—the radar altimeter could compromise my safety by distracting me rather than make me safer. Finally, a careful review of NTSB accident reports indicates that there is no trend of accidents involving SurlyBonds 250 airplanes, or any airplanes like them, in which the presence and use of a radar altimeter might have made any difference in the outcome. This proposal is all cost and no benefit as applied to owners and pilots of my airplane and others like it. Why Why can be either a powerful way to wrap up a comment or an equally powerful way to undermine it. Explaining why this is- sue is important to you and why the proposal should be adopted, changed, or abandoned amounts to a summary of the argument you just made and, carefully done, can help plant your points in the reader’s memory. Trying to explain why the author of the proposal is propos- ing it—what their hidden and presumably malicious motive is—can undermine your credibility by making you sound like a crank. Some examples of good why arguments: A small business: It is very important to me, my employees, my customers, my business, and my community that you withdraw and rethink these two proposals. Each proposal will impose significant burdens on my shop’s ability to maintain the proper operation of equipment our customers rely on for their safety. Discarding our legacy repair manuals would make it difficult or impossible to work on older versions of items we are oth- erwise qualified to maintain and repair; and acquiring new manuals for all the items we are qualified to work on will cost us hundreds of thousands of dollars, much of which would not be recouped for decades, if ever. Neither action will enhance safety because we are required by other regulations to have the necessary data anyway before we do the work. Either action will severely burden my shop’s ability to pay our employees, and that will have negative conse- quences for my hometown and our whole region. The costs are great, and the benefits are nonexistent or very close to it. These proposals should be withdrawn. May 2021 / Cessna Flyer • 25 26 • Cessna Flyer / May 2021 Spinners For Your Cessna From Univair C-172 A, B, C, D, E, F FAA-PMA 1) Dome ...................................... U0550228-28 ...... $671.80 All aluminum to replace original “plastic” dome 2) Front Plate................................. U0550228-3 ........$553.06 3) Rear Plate................................ U0550228-26 ........$393.49 C-170 and Early C-172 FAA-PMA For Continental 8 hole flanges 4) Bulkhead.................................... U0550162-3 ........$171.00 5) Dome ......................................... 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An individual: As a non-commercial owner-pilot, I count on the FAA as a safety partner in my flying. I rely on ATC to help me stay safe in the clouds, on airworthiness information bulletins and ADs to avoid catastrophic structural and mechanical problems, and on the operating regulations as smart, time-tested, reasonable baseline boundaries for safe flying. This proposal has none of those characteristics and seems out of character for the FAA. Requiring me and owner-pilots like me to purchase and install radar altimeters will not keep us safe or help us avoid catastrophic structural or mechanical problems. Most importantly, this proposed requirement is not part of a time-tested reasonable baseline for safe flying. This proposed requirement is almost pure cost without offsetting benefit. It should be withdrawn. Other outcomes When I sat down to write this column, I did not anticipate that both hypothetical situations would end with pleas to withdraw bad proposals. Other outcomes are possible, such as asking the FAA to adopt a proposal because it enhances safety in a smart, cost-efficient way, and asking the FAA to modify a proposal to make a good one better or a bad one acceptably good. Writing an excellent comment to the regulatory authority is not difficult. No one is in a better position than you to do it, and no one will be more helpful and persuasive to the authority when you provide facts about how the proposal will affect you. Next time: Comment Strategy, Part 1.  JOSEPH CORRAO is an aviation attorney, former aviation association vice president for regulatory and international affairs, and U.S. government regulatory specialist. He has represented industry and government interests in, and chaired, managed, or staffed, many federal advisory bodies including more than a dozen subcommittees and working groups of the FAA’s Aviation Rulemaking Advisory Committee and FAA Aviation Rulemaking Committees, TSA’s Transportation Security Advisory Committee, ICAO’s Helicopter/Tiltrotor Study Group, and FAA’s Aircraft Certification Joint Harmonization Working Group in partnership with European civil aviation authorities. The views expressed in these Regulatory Civics columns are Mr. Corrao’s and not necessarily those of the Cessna Flyer Association nor Cessna Flyer magazine. RESOURCES U.S. REGULATORY PROCESS tinyurl.com/USRulemaking CANADA REGULATORY PROCESS tinyurl.com/CanadaRulemaking EASA REGULATORY PROCESS (UNOFFICIAL) tinyurl.com/EASAUnofficial EASA REGULATORY PROCESS (OFFICIAL) tinyurl.com/EASARulemaking May 2021 / Cessna Flyer • 27 ©2021 RAM Aircraft, LP CF031521 PARTS FOR BEECH, CESSNA, CIRRUS AIRCRAFT & CONTINENTAL ENGINES R A M A I R C R A F T, L P • SINCE 1976 • Coupler Hose .... Replaces 642917-1....... $12 Duct ................ Replaces 102-389007-3 ... $110 Duct ................ Replaces 102-389004-3 .... $118 Duct ................ Replaces 102-389003-3 ... $119 Baron 58P...... P/N 481008-9022... $1,155* C206/207/210 .. P/N 470688-9007... $1,420* Cessna 402C.. P/N 470836-9021... $1,155* Cessna 421.... P/N 470836-9003... $1,155* Gears for Continental Engines Complete kits for one engine Overhauled & Factory Reman IO-520-BB....... Replaces EQ7005 .......$595 IO-550-N ......... Replaces EQ7276 .......$599 GTSIO-520 ...... 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Cessna T206/T207/T210.....$10,990 Cessna 340/A-414/A...........$31,196 Cessna 421B/C ...................$30,773 Propellers STC INCLUDED 28 • Cessna Flyer / May 2021 Retired controller ROBERT MARKS walks through the sometimes- mysterious world of the folks in the high tower. Few things in aviation bring the kind of blind and mute terror to a new pilot (and sometimes experienced ones) like the transmit button. Because on the other end of that button, thar be dragons whose foul tempers and strange tongues speaking ancient spells lie in wait on all those who chal- lenge their skies. Yes, these creatures live in lofty aeries, and in darkened caverns. They awake at strange hours, being neither of the day nor night. Yet without these beings, aviation as we know it cannot exist. Stuck in a morbid symbiosis, each needs the other. Both hold ultimate power. One says “Unable” as their incantation, the other, “I have a phone number.” May 2021 / Cessna Flyer • 29 30 • Cessna Flyer / May 2021 I’m talking about pilots and Air Traf- fic Control. Come with me, as your guide and storyteller, to visit this magical land of ATC. On our journey, I will point out the wonders of this mysterious world. You will hear stories unheard outside the Kingdom of Orders and Procedures. You will glean knowledge the common bird- person can only dream of having. Let’s get going! We’ll start at my favorite point: me. I’ve been a pilot since 1978. My passion for aviation led me from the U.S. Postal Service (I tell people I couldn’t stand the stress) and into a 27-year career as an air traffic controller at L.A. Center and Southern California TRACON. Forced into retirement in 2014 by an outdated age restriction law that turned me into an ATC pumpkin, I now find my- self able to fly over 200 hours a year while writing and producing online content for King Schools. I love it. The basics The U.S. Air Traffic Control system is divided into three types of facilities. Air Route Traffic Control Centers: These facilities control all the U.S. air- space. All of it. From the ground up. The U.S. has 22 Centers, including one each in Alaska and Hawaii. Terminal Radar: These facilities are delegated airspace by the Centers via very boring documents with illegible signatures. Generally speaking, their airspace is around 40 miles from the pri- mary airport, with top altitudes varying all over the place, but usually 15,000 feet msl to Flight Level 230. Towers: The most recognizable of ATC facilities, these iconic glass-en- closed cabs are known the world over. They are sealed to keep the controllers from running away, while permitting the curious to see the silhouettes high above as they mosey about in their natural environment. How it works (in theory) Air Traffic Control is an incredibly complex and fine-tuned machine. Here in the U.S., we have the most efficient and safest air transportation in the world, by far. So, how does it all work? The system is set up like a relay race. The trick is to get rid of the baton you have as fast as you can because that’s the only thing the runner (controller) behind you is thinking to do to you. Let’s start with a simple VFR call-up to the first re- lay runner in the race, Clearance Delivery (CD). Many times, CD is combined with Ground Control, so your mileage may vary here. CD takes your information and inputs it into a keyboard that is probably laid out A-Z. How come it’s not a QWERTY keyboard? Fun Fact No 1: In the ancient days, when the Automated Radar Terminal System (ARTS) came into being, its 1960s computers were slow and prone to crash- ing. Some gifted controllers were able to transition from stone tablets directly to typewriters. The ARTS would get overload- ed if someone knew how to type, so the A-Z keyboard slowed them down enough to help prevent overloads. OK, back to the present. CD enters your callsign, destination, type of air- craft, and sometimes altitude. The com- puter spits a code back, CD gives you the code, and tells you to call Ground. Baton passed. Ground Control has the baton and is entering the first turn. You call them with your location, request, and the ATIS code. Fun Fact No. 2: Rumor has it that tower controllers never learned the alphabet and that’s the reason for the A-Z keyboard. They Tech. Sgt. Peter R. Miller U.S. Air Force via WikiMedia May 2021 / Cessna Flyer • 31 • Minimize Contaminants • Maximize Airflow • Synthetic Washable Media • (not affected by AD 84.26.02) • Black Anodized Frame • Approvals for Most GA Aircraft • Extreme Quality Tempest AeroGuard ™ Introducing Induction Air Filters can look down at ATIS time and know which letter is up next. Har de har har! Ground taxis you out, maybe issues you an initial flight clearance, and tells you to contact Tower. Baton passed. Tower gets you onto the runway, and off you go. Now, that squawk code you got is crucial. It is used by the ATC equipment on the ground to associate the information you gave CD with your radar target. Tower, or “Local,” will make sure that the correct data block tags up with your airplane. Why? Because they can physically see you and the radar screen, and cor- relate the two. If the tower doesn’t have radar, Departure Control will have you ident to confirm it really is you. Fun Fact No. 3: The ATC automated radar systems only know squawk codes. If you come up on the wrong code, you may suddenly find your Cessna 150 tagged up as an Air France Super. That is easily remedied for you, but it starts the flight plan process- ing for Air France and controllers have to manually suspend it. They will be mad at you and question your patriotism. Tower sends you on your way and switches you over to Departure Control. This is the in-between facility that will work your flight to about 40 miles away from the airport. Baton passed. Some approach/departure facili- ties are standalone, where they work traffic to a primary airport and some surrounding ones. Others, like SoCal Terminal Radar Approach Control (TRACON), are “consolidated,” made up of previously individual facilities, and now serve multiple large airports and numerous surrounding ones. If your flight is going to take you into the airspace of another ATC facility, then a “handoff” becomes necessary. Every baton pass I’ve mentioned is a form of handoff. Most facilities have automation to handle this task, with your data block flashing in one form or another to the receiving controller. When that controller accepts you, (the baton), the data block from your cur- rent controller changes. When you hear, “so-and-so isn’t taking the handoff…” now you know what that means. If VFR, usu- ally the baton is dropped. If IFR, it means we spin you like a top. A controller has to have positive permission to enter another control- ler’s airspace. And you get “spun.” We can’t cancel your IFR flight plan, so the baton gets danced around all over the sky until the next controller accepts the handoff. The next facility you may go to is an Air Route Traffic Control Center (ARTCC). They have the largest swaths of airspace, designed to handle high-al- titude and high-speed traffic. Some sectors are so large they have multiple communication sites. Fun Fact No. 4: Centers can give you VFR flight following below 18,000 feet, and above 60,000 feet. Keep that in mind if you get in a really strong updraft. This entire process is reversed as you get closer to your destination. Next time, we’ll discuss Air Traffic Control and the student pilot.  ROBERT MARKS has been a pilot for over 40 years and holds a commercial multi-engine certificate and instrument rating. He is a retired air traffic controller and currently works as a writer, producer, and director for King Schools. His home airport is Montgomery-Gibbs Executive Airport (KMYF), in San Diego, California. 32 • Cessna Flyer / May 2021 T h e S e n t r y p r ov i d e s d u a l - b a n d A D S - B t r a f f i c a n d w e a t h e r, a s w e l l a s a C O s e n s o r a n d a l a r m s ys t e m . B y M i ke D a v i s 32 • Cessna Flyer / May 2021 May 2021 / Cessna Flyer • 33 May 2021 / Cessna Flyer • 33 ForeFlight 34 • Cessna Flyer / May 2021 As most Cessna Flyer readers know, I am completing my reen- try into General Avi- ation after spending nearly four decades (wow, that seems like a long time!) flying airline aircraft. For anyone that is entering, or, in my case, reentering General Aviation, one of the first recommendations from the GA community is to subscribe to ForeFlight and buy an iPad. The days of unfolding sectional charts are (apparently) over, and getting com- fortable with electronic charting is not only important but essential in today’s GA flying. ForeFlight Mobile App is a sen- sational product, but I’d like to highlight another product the company promotes, the ForeFlight Sentry. ForeFlight Sentry In July 2018, at EAA AirVenture Oshkosh, ForeFlight introduced the Sentry as a full-feature ADS-B receiver; a follow-on to the simpler ForeFlight Scout. Developed in collaboration with uAvionix, the Sentry boasts a 12-hour internal battery, carbon monoxide detector, in-cockpit ADS-B weather, and traffic information. Additionally, the AHRS (attitude heading reference system) in Sentry will allow display pitch and bank within Synthetic Vision in ForeFlight. Many of us bought these ADS-B in-a-box solutions to use when renting aircraft and before the ADS-B tran- sponders became readily available (and required). Sentry is delivered with a suction mount, a USB-C charging cable, and a carrying case. The total price for the unit is $500 and can be purchased at Sporty’s in the U.S. and SkyFox and Kniebrett in Europe. Experiences Before I talk about the versatility and usefulness of the Sentry, I’d like to include a couple of stories where the Sentry was invaluable. I recently finished a complete avionics upgrade in my Cessna 182 Skylane. It’s now outfit- ted with a complete Garmin panel; an absolutely great setup. Honestly, I think I have more capabil- ity in my airplane than I had when flying the Airbus A330; but I digress. All that avionics magic depends on one thing; electricity from (in my case) a single al- ternator. Recently, while quite a few miles from home, my alternator shed the belt. With my expensive avionics dying quickly, I pulled breakers on everything except the transponder. With a 12-hour battery life, I was not in any danger of the Sentry running out of charge. Navigating home was a snap with ForeFlight and my ForeFlight Sentry, which provided me with synthetic vision and direct headings home. Had it been IFR, I’m confident I could have navigated to VFR conditions, but yes, I’d prefer not to need to do that. In the second story, a colleague and friend, who (like me) recently retired, decided to buy a GA airplane. I told him to get that ForeFlight subscription and a Sentry, to use during his checkout and pre-buy flights. He became comfortable with the Sentry and used it during all his training flights. He found an airplane, had a pre-buy done, and completed the deal. On his first extended flight, about 30 minutes into cruise, the carbon monox- ide warning on the Sentry sounded. How could an airplane with a fresh annual have a CO issue? He silenced the Sentry and contin- ued. However, the warning sounded once again. Now, realizing the airplane had a serious problem, he opened all the vents and windows; any opening to get fresh air into the flight deck. Landing at the nearest suitable airport seemed the prudent thing to do, which they did. The local mechanic offered to take a look, and found a massive exhaust leak which was venting CO directly into their breathable area. ForeFlight May 2021 / Cessna Flyer • 35 Obviously, it is speculation as to whether a disaster was averted, but my friend is convinced he would not have realized the CO leak without the Sentry warning. So many pilots rely on those questionable chemical-based carbon monoxide sensors, or, worse yet, do not have any CO sensing in their airplanes. I see the stick-on carbon monoxide indicators in many airplanes, but after that first glance, I pay them absolutely zero attention. The facts are most of us fly airplanes that are decades old, and our risk or exposure to CO is relatively high, so it’s vital your aircraft have a reliable carbon monoxide warning. From experience, even with noise-canceling headsets on, you will not have difficulty hearing the Sentry CO warning. Operation The setup instructions from Fore- Flight Sentry are easy to follow and once set up, the unit confirms “Sentry Good” in the upper left, indicating ADS-B tower reception. For best results, the Sentry should be mounted on a window to maximize reception, but it can also be mounted on the top of the panel. It’s not necessary to be in the pilot’s field of view; for example, it’s possible to mount on a rear window as to not block your traffic scan. The setup program allows the pilot to select left/right/center position for mounting. Sentry uses a Wi-Fi signal to connect to the iPad and ForeFlight maps. Most of us now fly with fully functioning ADS-B In and Out transponders and can’t imagine the “before ADS-B” days. The traffic, weather, and overall situa- tional awareness enhance our threat and error management greatly, as we become more comfortable with the incredible amount of data we can amass in the cock- pit. Granted, the information generated by your transponder is excellent, but the Sentry provides great backup. User reviews The feedback and product reviews for the Sentry are overwhelmingly positive. By far the biggest complaint is that while the RAM mount suction cup provides a convenient and secure mount, the black rubber can leave marks on windshields. Most of these issues have been with suction cups that are mounted and left in position for extended times in warm/hot environments. The days of unfolding sectional charts are (apparently) over, and getting comfortable with electronic charting is not only important but essential in today’s GA flying. 36 • Cessna Flyer / May 2021 17th Annual Gathering for Piper Flyer Association and Cessna Flyer Association Members and Guests July 23-25, 2021 Seminars, Food, Fun, and Friendship Event registration: thegatheringatwaupaca.simpletix.com Call 626-844-0125 • Email kent@aviationgroupltd.com Mention "Aviation Group" to receive these hotel rates. Rooms are limited. Event hotel:Comfort Suites at Par 4 Resort • 715-942-0500 ($129/night when booked by June 1, 2021) REGISTERING IS EASY • Call 626-844-0125 • thegatheringatwaupaca.simpletix.com FEES & DETAILS • Event registration includes all meals, seminars and bus transportation (except night bus) • $150 per person Cessna or Piper Flyer Members and their guests. • Free for kids ages 8 and under; half- price for ages 9 to 16. • Special dietary needs can be accomo- dated for additional cost. • Hotel and AirVenture admission fees are not included. (To book a room, see "Reserve your Hotel.") RESERVE YOUR HOTEL • Event rate $129/night when booked by June 1, 2021 • Call Par 4 Resort Waupaca: 715-942-0500 • Mention Aviation Group to receive these rates May 2021 / Cessna Flyer • 37 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 The rubber becomes soft and in turn, leaves a round ring when the mount is removed. The solution is simple; remove the mount after completion of your flight. I keep my airplane in a hangar and leave the mount in position full-time and have never had an issue with marking the windshield. When I flew for the airline, we used similar RAM mounts for our iPads and were required to removed them from the windows at the completion of each flight day. If a pilot prefers an alternative method of mount, there is a list on the Sentry website. ForeFlight provides trouble- shooting for anything Sentry-related via email. The warranty on the Sentry is from uAvionix and extends for one year after purchase. It’s important to know that if con- sidering a Sentry, you will be married to ForeFlight Mobile; it will not work with Garmin Pilot app, FltPlan.com, or Jeppesen Mobile FD. As I peruse the myriad aviation buy, sell, trade sites, I’ve no- ticed advertisements that state, “Just installed my new ADS-B transponder and am selling my ForeFlight Sentry as I have no use for it any longer.” I’ll admit I’ve taken advantage of a few of those deals, but personally, I would advocate for keeping that Sentry, or if you don’t own one, purchase it and use it contin- uously as you operate your aircraft. The backup and carbon monoxide protection are very cheap insurance.  MIKE DAVIS soloed on his 16th birthday. Since then, his flying has included over 2,000 hours of primary flight instruction, one corporate job, and four airline mergers. He is a CFI/CFII/MEI and is currently instructing in the Beechcraft King Air 350 in North Carolina. Mike is the proud owner of a 1971 Cessna 182N Skylane. RESOURCES CFA SUPPORTER SPORTY’S PILOT SHOP sportys.com/foreflight-sentry-ads-b-receiver.html OTHER FOREFLIGHT SENTRY foreflight.com/products/portable-ads-b-receivers/ foreflight.com/support/sentry/ KNIEBRETT.CH kniebrett.ch SKYFOX GROUP skyfox.com Foreflight 38 • Cessna Flyer / May 2021 38 • Cessna Flyer / May 2021 James Lawrence May 2021 / Cessna Flyer • 39 TROY WHISTMAN examines the costs and benefits of the Cessna R182 Skylane RG and TR182 Turbo Skylane RG. May 2021 / Cessna Flyer • 39 40 • Cessna Flyer / May 2021 When Cessna introduced the R182 Skylane RG to the flying public in 1978, it had a winner from the start. Building on the venerable straight- legged Cessna 182 Skylane’s stable flying characteristics and fantastic useful load, the R182 models added speed by allowing the pilot to fold the gear up for most of the flight, at the expense of some additional systems complexities—and costs that come with them. The TR182 models, which added a turbocharger and built-in oxygen for all four seats, boosted speed even further, bumped up the maximum cruising alti- tude, and yielded better performance numbers when operating at high density altitudes. In this article, we will discuss the additional costs that come with operating a turbocharged or normally aspirated 182RG, and what you absolutely need to know when you start shopping for your own R/TR182. To turbo or not to turbo? That is the question! The turbocharged airplane was created for a reason. It flies higher, with a 20,000-foot (Flight Level 200) “Certificated Maximum Operating Altitude,” per the POH. Note that this is not labeled “Service Ceil- ing.” The TR182 is the only aircraft I know of that uses that specific phrasing. While I am not encouraging you to do it, pilots have been known to easily top FL200 to stay out of thunderstorm tops or icing in the TR182. Popular lore suggests that Cessna defined a “Certificated Maximum Operating Altitude” as a marketing ploy to move folks that wanted to fly higher into the T210 Turbo Centurion, with its FL270-FL300 service ceiling. The TR182 does have plenty of power to climb to high altitudes, and you’re authorized to carry maximum manifold pres- sure (31 inches) all the way to the top, but it does get cold up there. It’s worth noting that the 20,000-foot value is listed in Section 2 of the POH as a limitation, so the prudent pilot would observe that number. Anything higher, and you’re a test pilot who best be exercising emergency authority. Have a good oxygen mask (can- nulas are a no-go above FL180), a warm jacket, and ensure your door seals and cabin heater are in good shape before exploring the Flight Levels. You’ll enjoy the amazing tailwinds that await you when flying eastbound at FL200. If you do much mountain flying or summer flying in hot parts of the country, the turbocharged engine will also make the airplane feel far less sluggish when launching off that 9,000-foot density altitude strip, and you will climb to your cruise altitude more rapidly. Do From straight-leg 182 to non- turbo retract 182 (R182), expect a 15-knot (11.5%) speed increase. You’ll get an additional 19% increase moving from the R182 to the TR182, if you’re willing to fly high. May 2021 / Cessna Flyer • 41 you need a turbo to operate in the mountains? No, but your operating limitations will increase without one. While both the turbo and non-turbo aircraft feel the same air molecules flowing over the wing, the engine experiences entirely different induction airflow mass, and the turbo will make significantly more power. You will notice the difference. From straight-leg 182 to non-turbo retract 182 (R182), expect a 15-knot (11.5%) speed increase. You’ll get an additional 19% increase moving from the R182 to the TR182, if you’re willing to fly high. While both aircraft do around 147 knots at 10,000 feet msl, the R182 drops to 143 knots at 14,000 feet while the TR182 increases to 174 knots at 20,000 feet. Both models have comparable performance at 10,000 feet, but the speed advantage goes to the TR182 for those willing to fly high. The R182 will take 18 minutes to climb to 10,000 feet and be doing 330 fpm when it gets there. The TR182 takes 17 minutes to get to the same altitude, but will be doing 575 fpm, and 20 minutes later will have you at FL200, still climbing 400 fpm. Choose the turbo if you want to fly high and go far. What to look out for You’ve found one for sale…congratulations! What’s next? After getting it locked down on contract with a deposit, arrange for a thorough pre-buy by a R/TR182-knowledgeable professional. Here are some type-specific items to which you should pay attention. Check for corrosion Look inside the wing bays, at the upper skin in particular, as well as the ribs. Due to the openings at the forward and aft sides of the rear wing spar’s root, moisture can enter the wing. These are common loca- tions where corrosion first exhibits itself. Also, look inside the aft tail sidewalls, accessible from the rear baggage area or by removing the co-pilot side exterior O2 tank access panel on TR182s. Fifteen minutes spent with a screwdriver and a digital camera can ensure you don’t end up with an RR182 (Rusting Retract 182). Strut attach point inspection If the logs don’t indicate that the new AD 2020-18- 01 has been complied with, now is the time to check the area of concern from this AD. The AD requires repetitive inspections of the lower area of the forward cabin doorposts at the strut attach fittings on many Cessna/Textron 100- and 200-series aircraft. Take a good look per the AD. Owners that have found cracks report a $10,000 bill per side to have the applicable service kit purchased and installed. James Lawrence 42 • Cessna Flyer / May 2021 Hydraulic hose condition How long has it been since the oil and fuel and brake reservoir hoses have been changed? How about the ones driving the nosegear actuator? Seven years is the typical recom- mended life limit. You may need to budget for replacement when mak- ing your offer. Have your knowledgeable mechanic take a listen to the gear hydraulic pump operating in flight. Does it sound normal and is the cycle time appropriate? NTSB records for this aircraft type show that in-flight fires have started when hydraulic pumps keep running and overheat. The pump is in your passen- ger cabin behind the lower center console. Make sure that pressure limit switch that disables the pump is functioning properly. Noise-can- celing headsets can mask the sound of the pump still running. I installed a red “GEAR PUMP ON” warning light in my TR182 Turbo Skylane RG to help me visually identify when the pump doesn’t shut off when it should. Gear swivel fittings and gear leg inspection Below the rear seat’s carpet, remove access panels to get a view of the gear swivel fittings, which route the brake lines inside the gear legs. Clean the area and leave clean paper towels placed below the fit- tings overnight (if possible) with the parking brake set. If they are dry in the morning, you have no leaks to deal with. While in this bay, inspect the hydraulic lines that run through the area, especially directly below in- spection covers. The Cessna service manual calls for different length screws on each of the inspection covers, to avoid long screws abrad- ing the hydraulic lines. Issues have been found when unknowing mechanics or owners have put long screws back in the “short screw” holes. Don’t have a gear-up landing due to a long screw in the wrong hole puncturing your hydraulic lines! Verify that the main landing gear bolts are properly torqued or have drilled-head bolts safety wired, if allowed. Inspect the gear legs and actuators for any cracks or discrepancies. May 2021 / Cessna Flyer • 43 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! All units 100% satisfaction guaranteed Wentworth Aircraft Inc. • 6000 Douglas Drive N. • Crystal, MN 55429 CESSNA | PIPER | HOMEBUILTS WENTWORTH AIRCRAFT, INC. Huge Volume | Fresh Stock | 80,000 Sq. Ft. of Indoor Storage | 30-Day Satisfaction Guarantee RFQs Online, Fax or Phone Hard-to-find parts aren’t hard to find here! Phone 763-231-8484 Fax 763-231-8482 Email wentacpart@aol.com ENGINES LYCOMING O-235 to IO-540 CONTINENTAL O-200 to IO-520 Complete engines with accessories and complete logs! Also Cylinders, Mags, Accessories James Lawrence 44 • Cessna Flyer / May 2021 Engine bay inspection 1978/1979 models had the battery in the engine compartment. In 1980, the battery moved to the tail. Most consider this an improvement for both battery life and CG location. The R/TR182 models use a 235 hp Lycoming O-540 series engine with a dual magneto on a single drive. For- tunately, magneto failures have not been as prominent in these engines as they have been in other models with dual/single magneto arrangements. Perform regular 500-hour over- hauls with a good mag shop, and ensure the magneto is secured with the proper clamp. The incorrect clamp will allow the mag to shift, affecting timing adversely. See photo Page 42, top. See Resources for a link to SEB11- 3 for more on this topic. STC’d dual electronic ignition systems are on the near horizon, which will eliminate this possible issue for those willing to spend a little money (see sidebar). While in the engine compartment of a TR182, note how the airbox is not sealed against the firewall. High RPM runups over loose gravel have been known to suck gravel up through the open cowl flap into the airbox, and that leads directly to the turbo, where the gravel will destroy your turbocharger vanes. Now that you know this, you’ll be particular about where and how you do runups! The intake and exhaust flanges on the Lycoming only use two bolts each, so leaks are more common than on three-bolt flanges. Check these for blue fuel staining or exhaust leak evidence and address as necessary. Finally, the TR182 requires attention to the unique swash plate mechanism on the carburetor, which allows the cockpit throttle control to move the carb plate during the first half of travel, then activate the waste- gate during the second half of travel. This swash plate must be assembled properly and lubed regularly. Every time the engine cowling is off, use Mouse Milk penetrating oil on the wastegate shaft and the wire- wound sheath that houses the wastegate actuator cable to help ensure years of trouble-free service. Fifteen minutes spent with a screwdriver and a digital camera can ensure you don’t end up with an RR182 (Rusting Retract 182). The TR182's throttle swash plate requires periodic lubrication. May 2021 / Cessna Flyer • 45 Add-on safety items A fire extinguisher should be standard equipment on aircraft, but many R/TR182’s shipped without one. Your mechanic can fabricate a bracket to place a properly sized fire extinguisher on the front pilot seat, as in late-model Cessna aircraft. It’s sad when people die in otherwise survivable accidents due to hitting their head on the instrument panel. If the airplane doesn’t have inertia-reel seat belts, budget for STC’d belts to be installed promptly after purchase. 46 • Cessna Flyer / May 2021 • Airframe Parts • Accessories, bellcranks • Air Filters • Engine Parts • OHC Rotables • Propellers • & a whole lot more! Gene Hembree is our buyer. Please contact him at 330-698-0280 ext.224 gene@preferredairparts.com We buy inventories of new surplus parts for nearly anything that flies. Also tired or damaged Cessna twins, Caravans, Citations, engines & propellers. 8:15am to 5:30pm EST. sales2@preferredairparts.com 800-433-0814Toll Free, U.S. & Canada Tel. 330-698-0280, FAX 330-698-3164 Preferred Airparts, LLC Div. of JILCO Industries www.preferredairparts.com Check with us for parts such as: Free Inventory Search! A Leading New Surplus and Used Aircraft Parts Supplier for Cessna Aircraft! We can look up part numbers for Caravans, Singles, Twins, and Citations 35% to 85% off list price! Stits Poly-Fiber Fabric & Aircraft Coatings, Ceconite, Nitrate & Butyrate Dopes, Fabric Envelopes, Covering Kits, Recovering and Refinishing Supplies! Learn more on our website! PAreferred irparts Fabric Division We are Cash Buyers! We Buy Worldwide Remember, it’s an older Cessna. They aren’t airtight airplanes and can suction exhaust gasses into the cabin due to the lower pressure inside the cabin. Have an aviation-grade CO monitor on board, use it, and heed its warnings. Speaking of CO, do a good examina- tion of the gear well lining and baggage/ door seals. These are common CO intrusion points on the retract Skylanes. Running the cabin air partially open helps pressurize the cabin and make it harder for outside exhaust to enter the cabin. Operational considerations The leading cause of accidents in the retract Skylanes is RLOC (Runway Loss of Control), due to the smaller, high-pressure tires and carrying exces- sive speed on landing. At altitude, learn to comfortably fly the airplane slow. 65 knots or less is great when landing, yet we continue to see people landing at 80 knots or more. Experiment with 20 degrees flaps versus full flaps, and know when it is best to use each. When landing on grass, make sure the field is well-groomed and smooth, and realize that the smaller, high-pressure tires tend to hydroplane on wet grass. Fly it until it stops, keep it under control, and you’ll have years of