Cessna Flyer / June 2021

Nav/Com/GPS, KING KX155 Nav/Com, KING KT76C Transponder, ARC 300A Autopilot, Sigtronics SPA-400 4 Place Intercom (New-08/18), Dual PTT Switches, Electric Trim, Tanis Preheater System, Annual Due: March 2020 • Romeoville, IL • $64,999 O.B.O. • Marilina Angarone • 815-834-6311 • mangarone@lewisu.edu 1980 CESSNA 182Q SKYLANE • N5124N • 11,700 TT, Garmin 430W, Cont. O-470USTC 252 HP, Great A/C. well taken care of. Paint 8.5/10 Int 9/10. 88 gal fuel. Has 170 hrs on both engine and prop. Flies often so times will change some • CONVENIENTLY Located at KTMB- Miami, FL • PRICE REDUCED: ONLY $99,999 • Panair Flying Club • 305-724-7810 • David Ward • dpw1980@live.com 1980 CESSNA P210N • N117UM • One of the best equipped Cessna P210N’s around • Garmin 530W Navigator & 330 ES Transponder w/ADS-B Out, KFC 200 Autopilot, Aspen Glass Panel, BAE-28 Turbo Alternator Backup, JPI EDM 830 Total Engine Monitor, Dual Vacuum Pumps with Cooling Shrouds, GAMI Injectors, ANNUAL DUE: NOVEMBER 2020 • Located: Warsaw, IN. • ONLY $249,000 • Steve • 574-551-8226 • sbashton@yahoo.com 1965 CESSNA 320C • N3040T • S/N: 320C0040 • PROJECT Aircraft that has Potential • TTAF: 2393, Continental TSIO- 470-D Engines: RIGHT-Total Time Unknown, 415.8 SMOH, 16.7 STOH, RIGHT-2392 HSN, 21.3 SMOH, S/N: 138529-70, McCauley Props: RIGHT-D2AF34C-54-NP, 2393 HSN, 21.3 SPOH, S/N: 791935, LEFT- D2AF34C-54-KMB, 2393 HSN, 21.3 SPOH, S/N: 687434, KNS 80 Area Navigation System, Must See • FLORIDA • $40,000 • 305-298-0295 • robertsairsouth@gmail.com 1972 CESSNA 340 • N269WT • TTAF: 3830, 310 HP Engines with Gami Injectors: Left-781 SMOH, Right-600 SMOH, Hartzell Q-Tips Props: 115 Hrs., A/C, MX 20, GNS 430 WAAS, GNS 430 with Separate CDI, GTX 345 with ADS-B In & Out, GMA 340, KN 64 DME, Artex 345 ELT, Bendix Autopilot FD, S-TEC Yaw Damper, A.A. Intercoolers, Vortex Generators, Wing Spoilers, L-3 WX-500 Stormscope, Last Annual: April 2020 • Central California • $165,500 OBO • 661-303-1606 • wdbezdek@sbcglobal.net 1976 CESSNA 421C GOLDEN EAGLE • N421HF • SN 421-0116 • 8397TT, Left Eng 862 SRAM- Right: 629 SMOH, Prop- Left 134 SPOH, Right 134 SPOH, Garmin, King & Collins Equipped, Vestal White Ext., Taupe Leather Interior, 8 Seats, Annual Due 1/21, New Exhaust System • $425,000 • Call 317-650-3327 • lasjetking@aol.com 1979 CESSNA 421C • N421SF • TTAF: 5975, IFR Due: June 2022, RAM Engines: Left: 438 SMOH & Right: 647 SMOH, BOTH Props: 145 SPOH, Garmin 530 & 430 GPS, ADS-B In & Out, Navomatic 400B Autopilot, Color Radar and Stormscope, Wing Locker Fuel Tank (225 GAL Useable), NDH, ALWAYS HANGARED • Annual Due July 2020 • Eastern MISSISSIPPI • PRICE REDUCED: $299,000 • 601-917-5194 (Cell) or 601-632-4266 (Ofc) • llkknight@att.net sed Aircraft Marketplace Located: Driggs, IDAHO • cub407wb@gmail.com 907-315-6006 (Chuck) • 907-354-6203 (Nick) Highly Modified, Totally Rebuilt, Modeled after the L-21 Military Version with Extended Wings, ailerons & flaps. Lycoming O-320 160 HP Engine • ONLY 141 Hours since Total Restoration • Annual Due: January 2021 • ADS-B Out Compliant • Will DELIVER to Buyer’s Location • $134,500 or $132,000 without ALASKA Bushwheels 1964 PIPER SUPER CUB 160/L-21 • N407WB 515-574-2241 ahlsales@aviatorshotline.com SELLING YOUR AIRPLANE? • List it here! www.aircraftforsale.com 15 Used Aircraft Marketplace Welcome!Since 1978, Aviator Hot Line® has been a leader in bringing aircraft buyers and sellers together. Our mission is to bring you the best selection of used aircraft at the best market price. Throughout this section, you’ll find quality aircraft, all priced to sell. Enjoy shopping Aviator Hot Line ®’s Used Aircraft Marketplace! Location in Alaska • cub407wb@gmail.com 907-315-6006 (Chuck) • 907-354-6203 (Nick) TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90 HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location • $109,500 1946 PIPER J-3 CUB/PA-11 • N71081 Located: JACKSON, MS (KJAN) • pauldalex@aol.com Paul Alexander • 662-392-5034 TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI, Right Engine: 2562.0 Hrs, 2298 Cycles SMOH, 61.1 Hrs. SHSI, Annual Due: FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345 w/ADS-B In/Out, GTX 327, Bendix KMH 820 TCAS/TAWS • Reduced Price: $649,000 1978 ROCKWELL / COMMANDER 690B-10 • N20MA Located: Troy, Alabama (TOI) • kenny@kwplastics.com Kenny Campbell: 334-372-7283 or 334-566-1563 Built by Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75 Hours, PROP: MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/ Com/GPS, 340 Audio Panel, 327 Transponder. Century NSD360 HSI • King KX155 with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000 2005 THUNDER MUSTANG • N451KC MONTANA Location (MT53) 406-499-2756 • skycovers@yahoo.com Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. 1998 PIETENPOL GREGA GN-1 • N4FQ El Cajon, CA (KSEE) 916-532-8004 • mwdonaldson13@yahoo.com TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop, Appraised by Air Assets on 09/16/19--Market Value: $113,500 • Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits Polyfiber • Annual is Good Until February 28th, 2021 • Always in a Museum or Hangar • ONLY $99,999 1934 STINSON SR-5E RELIANT • NC14187 Convenient FLORIDA Location 612-387-2486 • erica.steffenson@gmail.com TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System, No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL, Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper Cherokee 6/300 1969 PIPER CHEROKEE 6/300 • N8950N BELLANCA 1972 BELLANCA 7ACA CHAMP • N10983 • TTAF: 790.2, ENGINE TT: 899.6, STOH: 169.3, RARE Franklin 2A-120-A Two Cyl., 60 HP Engine. 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! June 2021 / Cessna Flyer • 5 W W W. A I R P L A I N S . C O M / C E S S N A 1 7 2 THE PERFORMANCE YOU WANT IN THE SKYHAWK YOU LOVE “We’ve experienced 400-500 fpm improvement on climb out and 15 knots improvement on cruise speeds! 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CONTACT US TODAY, YOU’LL BE GLAD YOU DID! 6 • Cessna Flyer / June 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 18 QUESTIONS & ANSWERS • Steve Ells Prop & Cowling Cockpit & Fuselage I mentally built this business with the idea that it ought to be friendly and welcoming to all people; pilots and non- pilots alike. 76 NEWS 88 ADVERTISER INDEX 90 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING Tail & Rudder June 2021 • Volume 18 • Issue 6 COVER: Cessna 172M Skyhawk. Photo Josh Flowers. 24 AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 2 • Robert Marks 30 TWIN CESSNA BASICS, PART 1: FINDING YOUR MATCH • John Miller 38 ICOM A25N HANDHELD RADIO REVIEW • Kevin Garrison 46 OWNER PROFILE: JOSH FLOWERS AND THE “WORLD’S MOST RECOGNIZABLE” 172 • Dale Smith 58 AN OWNER’S GUIDE TO SERVICE BULLETINS • Dale Smith 64 WAKE TURBULENCE • Kevin Garrison 68 RETURN OF THE FLY-IN • Jennifer Dellenbusch June 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™ ™ continued on Page 12  8 • Cessna Flyer / June 2021 “The most beautiful dream that has haunted the heart of man since Icarus is today reality.” —Louis Blériot I WROTE THE FOLLOWING a few years ago. As I was putting this issue together, I thought about how resilient General Aviation is—has had to be. I know it has had its share of setbacks and its future is not entirely certain, but still, the will to continue in the face of challenge has marked the history of aviation. That will, and the dream that underpins it, endures. The story of manned flight is the story of an impossible dream made real by the sweat and toil of humankind. It’s the story of broken bones and determination, of genius and wild experiments. It is a story of lives risked and lost, of heartbreak and of stunning achievement. You would think that something so long sought-after and so dearly bought would be forever revered…and yet today if the general public hears about or speaks about flying at all, it’s usually in reference to the airlines and their terrible customer ser- vice or a plane crash. There’s certainly nothing dreamy about being stuffed cheek by jowl in an airliner with 100 or so other anxious, frustrated souls on their way to business meetings or in a hurry to get a location checked off their Instagram-fueled bucket list. If you’ve ever looked around an airliner as it’s about to take off and seen rows of heads buried in their electronic devices with shades drawn to block the view, you’ll feel that hu- mankind achieved the goal but lost the dream. But the dream lives on, and you are the ones who keep it alive. It lives on in that late-afternoon flight around the pattern that you squeeze in at the end of a stressful day. As you watch the ground slip by beneath, your troubles slip away as well and you realize you’re living the dream. It’s there as you cruise along on that cross-country flight, actually enjoying the miles slipping by rather than wishing them away. The dream lives on wherever people gather to celebrate aviation. It’s there at EAA AirVenture Oshkosh; it’s there at our Gathering at Waupaca, and it’s there at your local airport hangout where you share your stories. The dream lives in the hearts and minds of the young people who seek out the adventure of flying when it would be easier for them to pursue other ventures. It may sometimes be elusive, and it may get obscured beneath a mound of reg- ulations, but just like those sturdy old airframes that defy life limits, that beautiful dream still flies. Blue skies, What You Need to Know Before You Buy a Retract 182, May 2021 Kent, I just read the above article this morning, and I found an error in it. I have had a 1979 R182 (certified 5-16-79) for 34 years now and have put at least a half-million dollars in upgrades into it. Every instructor I know say it is the nicest plane in this part of the country. The article says that 1979 models are the only ones with rubber bladder fuel tanks, and from 1980 on, they have wet wing tanks. That is wrong. I have wet wing tanks in my 1979. My knee surgeon, a CFII who has done six knee surgeries on me in the last year, has a 1978 with rubber bladder tanks. I went to a couple of Cessna Pilots Association two-day R182 classes in 1999 and 2002, I think, at Sporty’s, and John Frank and Tom Carr both said not to get a ‘78 because of the rubber bladders. They also said that the most important major changes were made between ‘78 and ‘79 and recommended buying any- thing from ‘79 on up. Luckily, I already had a ‘79. My knee surgeon said he hasn’t had any problems with the bladders in his ‘78, but I don’t know how long he’s had that plane. So, whoever wrote your article has definitely put out some bad information that should be corrected. Otherwise, it’s a great article! Thanks for your time! John R. Chapman, Jr. The author responds: Mr. Chapman is correct, and this was a typo on my part, with my apologies. The ’78 is the only year that had rubber bladders; in ’79, the wet tank was introduced, and in ’80, the battery moved from the firewall to behind the baggage area. Those were the largest improvements made in that time- frame, though there were others. I thank Mr. Chapman for catching the error! Troy Whistman By JENNIFER DELLENBUSCH The View from Here Letters to the Editor Send your letters to editor@cessnaflyer.org The Dream 1 • Cessna Flyer / November 2020 For Piston quotes: Justin Houser or Chrystal Gates continued on Page 12  10 • Cessna Flyer / June 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. 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. 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 June 2021 / Cessna Flyer • 11 12 • Cessna Flyer / June 2021 Events  Continued from Page 10 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 NOVEMBER 13, 2021 — SHAFTER, CA. SHAFTER AIRPORT-MINTER FIELD (KMIT), MINTER FIELD AIR MUSEUM. FOURTH ANNUAL WINGS 'N' WHEELS. Mark your calendars! Come spend the day at Minter Field Air Museum for the fabulous Wings 'N' Wheels event on November 13. Hundreds of airplanes will be on display, from WWI to modern jets. You can see WWII-vintage V12s and vintage radial aircraft engines throughout the day. Visitors will also get to view hundreds of cars from the 1930s to the present, along with endless displays of military equipment. Attendees can listen and dance to live big-band music from the 1940s and enjoy food, drink, and souvenirs. Open from 9 a.m. to 4 p.m., the event is located at 201 Aviation Street. Please visit minterfieldairmuseum.com or mfamwingsnwheels.com for more information. Editor’s response: The digital editions of May 2021’s Cessna Flyer have been updated to the correct date. We apologize for the error. Blue skies, Jennifer Dellenbusch Editor, I enjoyed Troy Whistman’s arti- cle on retractable 182s. The sidebar “What’s in a Name” raises a question. In the retract airplanes, Cessna didn’t give suffix designation as they did in the fixed-gear airplanes; A, B, P, Q, for example, indicating a significant design change. You would think the changes from the 1979 airplane to the 1980 one would call for a suffix change. Just curious… Thanks, Ed Fogle I'm not a technical expert, but in studying variants of the Cessna models over the years, the new variants eliciting a suffix change seem to be triggered by changes to the engine, gross weight, fuse- lage, landing gear, etc. You’d think the fuel bladder change in the RG might have done that, but perhaps because the change did not require an external change to the fuselage, it didn’t require a trip back to the FAA? Speaking of fuel bladders, there’s a typo in the article that we didn’t catch: the 1978 models were the only ones with bladders. Blue skies, Jennifer Dellenbusch Follow-up: I did some digging and found this document that discusses what changes are considered substantial or significant by the FAA. They are in Appendix A of this document: faa.gov/documentLibrary/me- dia/Advisory_Circular/AC_21.101-1B.pdf Thanks for the great question, Ed. Jennifer Dellenbusch Letters  Continued from Page 8 Because battery down means wheels down Trust the Hawker® SBS J-16 battery from EnerSys® Featuring Thin Plate Pure Lead (TPPL) technology, the Hawker® SBS J-16 battery combines unmatched power density with exceptionally long storage life. So even after months of sitting idle, it will start on the first crank. FAA-PMA certified for Cessna® C-170/C-180/C-195 models, the Hawker SBS J-16 battery is also built with military-grade plate design for excellent vibration resistance and high G loading. © 2021 EnerSys. All rights reserved. Trademarks and logos are the property of EnerSys and its affiliates, except Cessna, which is not the property of EnerSys. Subject to revisions without prior notice. E.&O.E. Visit us at Booth 1042 www.enersys.com 14 • Cessna Flyer / June 2021 By KEVIN GARRISON The High & The Writey Ihave dreams about flying, and I bet you do too. Most of my nighttime aviation adventures thrust me back on the flight deck of various airliners I used to fly. In these dreams, I am late to report for a trip, or I have forgotten my flight bag. General Aviation dreams, at least the ones I can remem- ber, are exciting and have nothing to do with being late or unprepared. Flying dreams fade and disappear unremembered when I wake. I want to go back to sleep and catch up with them, but they fly away to wherever these things go when they are finished with us. There it is—my dream FBO Snuggled down in my comfy bed wearing my nighttime Ray- Ban sunglasses and my softest David Clark sleepy-time headset, I drift off to sleep and enter the world of dreams where every landing is smooth, and all the airport dogs are friendly. I am walking into the lobby of a dreamy new full-service FBO that I designed, financed, and built. It is right there on the ramp where my aged and rusty T-hangar used to be. I built this FBO with the idea that no matter how much it cost—and it would cost a lot—the money would be well-spent and would result in high profits and satisfaction. I may not have mentioned earlier that I am always filthy rich in my dreams—no need to be destitute in my imagination. I mentally built this business with the idea that it ought to be friendly and welcoming to all people; pilots and non-pilots alike. I want my customers to feel like they belong there. I want them to always be eager to return, spend money, and expand their aviation lives there. I walk through the automatic sliding glass doors and look around the huge lobby. It is more of a great room than a lobby. Think of a vast, roundish room with various departments of my FBO within an easy walk. Serving tomorrow’s ramp-rats today If I turn right as I enter, I will be at the door of our day care center. Yes, we have a day care center for my employees’ kids and the children of our students and other customers. This day care center is fully staffed, and customers can reserve regular time slots for their kids and pay no more than a standard babysitting fee when their crumb-crunchers are on campus. None of our customers should ever have to choose between flying and their kids. We can combine both, and because we do this, our revenue goes up, and our last-minute student cancella- tions go down. Across the great room lobby from the day care center is our on-site airport restaurant. I hired two retired restaurant owners who are avid pilots to run our diner. Open from early until late; this is the place to get some eggs and grits while awaiting the fog to lift in the morning or to have a lovely gourmet dinner with your significant other in the evening after a romantic sunset flight. Our restaurant has a liquor license. Our staff can provide catering to our business and charter customers. It can whip up a great box lunch for your cross-country flight or an excellent pre- flight or post-flight snack. Our flight school makes use of the restaurant every day. The debriefing rooms for our school are accessible to our restaurant staff. Isn’t it nice to drink real coffee in a real cup and enjoy a sandwich or freshly baked pastry while you and your instructor discuss today’s lesson? The restaurant also provides nutritious snacks for the day care kids and food for our frequent cookouts and social gather- ings. These are held on the outside deck that faces the flight line and the active runways. The flight school I mentally built our flight training department with proficien- cy (not test-passing) in mind. The costs are slightly higher than an average flight school, but our aircraft are new, clean, and very well maintained. Customers who enroll in our private pilot program begin by building and flying model gliders. They fly fabric-covered taildraggers, and then graduate to larger trainers with all the technology used in today’s world. They are unafraid of spins because they have been trained and done them. They know about the weather because we safely expose them gradually to marginal conditions. They know how their aircraft works because they have spent a two-week term in The Perfect FBO The best full-service FBO a pilot could ever dream up. I mentally built this business with the idea that it ought to be friendly and welcoming to all people; pilots and non-pilots alike. June 2021 / Cessna Flyer • 15 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 16 • Cessna Flyer / June 2021 our maintenance shops working and learning from our staff. There are no mysteries or dark areas for our students to fear. All our students are confident and proficient when they graduate from our course. Maintenance department Our technical operations staff is first-rate and well-paid. We take pride in doing excellent, on-time, and on-budget work, and we can handle anything from a Cessna 150 to line maintenance on a Boeing 787. A lot of my money went into this shop to make it state-of-the-art and one-of-a-kind. Our flight operations department will come to your location, get your plane, and fly it back to our shop for your annual or other maintenance needs. If you want to drop it off yourself, we will provide you with a “loaner” aircraft until yours is ready. This loaner plane idea sounds expensive, but is an excellent way to ensure our maintenance department does not drag their feet on getting your work done. It is also a perfect way to upsell you on getting a bigger or newer aircraft. Fuel sales The biggest profit center of any FBO is fuel sales. We only pro- vide personal fuel service here—no self-serve, although we charge you the going self-serve price for your go-juice. Our FBO is a service business, and nothing says, “we don’t want to be of service” like making you pump your own fuel. Our professional line crew will fuel your aircraft, clean the windshield, check the oil, and make sure your aircraft is tied down or hangared properly. If you plan to spend the night, let us know your go-time in the morning so we can have your plane out front, ready to go when you arrive. If you need fuel after we close at night, just call our service number. We have line crew staff and a mechanic on call 24/7. After you get your fuel and assuming that you are not staying tonight to watch the movie in our hangar theater while your kids enjoy an evening of fun in our day care center, don’t forget to pick up your box lunch and soft drinks from our restaurant. We always give you free ice for your cooler. Captain Garrison, this is your wake-up call… I tossed and turned and was beginning to wake up. I frantical- ly tried to get back to sleep because there was so much more to dream up for my perfect FBO. “Wait,” I told myself. “I still haven’t dreamed about the weekly cookouts on the deck. I haven’t imagined the swimming pool or the seminars and guest speakers our flight school will host.” After waking, I went out to the airport and entered the real (not dreamed of) FBO at my airport to see if I could get some fuel for my plane. I have been a paying customer there for 20 years and got the same “who are you and what are you doing here?” look from the staff in their minimal lobby that did not have a day care center, restaurant, or a positive attitude. The smell of their burnt lobby coffee and constant ennui followed me out the door. My dream was just a dream, but what if we could make it come true? Imagine your local airport teeming with new and excited customers. Imagine flying to be a family affair. Think of your airport and its FBO becoming a social and activity center for your community. I think we can go from our aviation lives being an occasional pancake breakfast to becoming a daily, vital, and exhilarating adventure for the thousands of potential customers out there that just need some encouragement and a service-oriented place to fly. Then again, maybe I am just dreaming.  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. This loaner plane idea sounds expensive, but is an excellent way to ensure our maintenance department does not drag their feet on getting your work done. Upcoming FAA WINGS-eligible Webinars with Kevin Garrison • 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 for June and beyond. 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 18 • Cessna Flyer / June 2021 By STEVE ELLS Questions & Answers QI just borescoped the Conti- nental O-300-D on my Cessna 172G Skyhawk. It has good compressions, but I see deposits on my exhaust valves. An A&P who I know—very experienced guy— thought they were good. He thought the deposits might be sulfur buildup or lead. I’m getting second opinions, as my son flies this aircraft. I have had the engine borescoped and we took pictures of the valves. Jim AA burning signature will start at one point on the perimeter of a valve, and there will be a distinct color change in that region. Good job in getting a borescope and getting pictures. Happy flying, Steve Reader Tom Braeunig pointed out a good downloadable poster on exhaust valve failures on the AOPA website. The poster is viewable at right; you can also download a high-resolution copy for printing from the AOPA website (find the link in Resources). Follow-up Q: I sure appreciate your responses. I was thinking I may be leaning too much. I don’t have EGT or CHT gauges; just an oil temp gauge. I lean aggressively on the ground. At cruise, I stabilize, set 2,450-2,500 rpm, lean until it begins to stumble, then enrich to smooth ops. I do have a JPI FS 450 (fuel flow gauge); this usually yields around 7.2 to 7.5 gph. Again, thanks for the replies. I’m just finishing up installing new Slick 6364 magnetos, a Skytec starter, and a Plane Power generator to alternator conversion. Jim Follow-up A: According to the Continental O-300-D manual, it looks like your fuel burn is a little low. There are a couple of factors to check. Do you know if your tachometer is correct? I have seen original equipment analog tachometers read low by as much as 200 rpm. The Hangar 9 Micro Digital tachometer is inexpensive and seems to be well-regarded. Have you checked your FS 450 for accuracy? Here’s how I check my fuel flow indicator: 1. Fill one fuel tank all the way full. 2. Switch to other tank for start, taxi, takeoff, climb to alti- tude. 3. Note fuel used figure on FS 450. 4. Switch to full tank and fly on it for one hour at the same altitude and same power setting. 5. Switch back to the other tank at one hour. Note the fuel used number on your FS 450. 6. Go back, fill the tank that you flew off for an hour, and com- pare that to the fuel used readout from the FS 450. If it’s off, there is a procedure to adjust what’s known as the K factor to fine-tune the fuel flow readings. Let me know what you find. Happy flying, Steve QRecently, in the publication General Aviation News, there was an article on the dangers of mags not being off (or grounded). Briefly, a couple flew to eat lunch at a local airport. With keys in his pocket, the husband and pilot got out to fuel the airplane, and in the act of moving the prop to connect a towbar, the engine started, and critically injured him. The article (which was excellent) went on to say that the key ignition can become worn and it is a good idea to get in your air- plane, turn the key to the right (not all the way to start), and see if the key can be pulled from the ignition. If so, it may be time for a new key ignition, or at very least, a check to make sure you’re actually shutting down the magnetos. But to my question, is it permissible (and can it cause any damage) to do a magneto OFF check with the engine running? It would seem that the way to make sure your key is turning off the mags is to turn it to OFF. I own a Cessna 182N Skylane. I checked my airplane and it’s easy to turn to the R or L mag and pull the key out, so I’ll be replacing the switch next week. Mike D. ATurning the key momentarily to OFF won’t hurt anything at idle. In fact, it’s a check most good mechanics do when they get a new airplane in for an annual inspection. It proves that when the key is in the off position, that both mags are grounded—provided the engine does not keep running with the mag key switch in the OFF position. Valve condition, magneto grounding, engine baffling, stabilizer tips One of the exhaust valve images Jim submitted with his question. June 2021 / Cessna Flyer • 19 Burned exhaust valves have long been a leading cause of cylinder failures and power loss in piston aircraft engines. Modern borescopes allow us to look deep inside cylinders—and this guide will help you interpret what you see through the viewfinder. LEARN MORE: www.airsafetyinstitute.org/valves Special thanks to Adrian Eichhorn and Dr. Peter Wu. First indication: Circular color pattern is slightly uneven and nonsymmetrical. GREEN MEANS STOP GREEN MEANS STOP. The green area at the top shows this valve should be replaced immediately. (Note how the uneven burn patterns match the heat distribution chart.) A symmetrical, circular pattern shows a healthy valve. Red and orange deposits are harmless. Don’t be alarmed by the bright color, or deposits around the edges. The symmetrical pattern shows this valve is just fine. Crescent-shape, discolored burn pattern developing at upper edge. Green crescent progresses toward center with valve cracking and failure a serious danger. Thick lead deposits from an overly rich mixture give this healthy valve the appearance of an overcooked pizza. Burn pattern migrates inward. Crack at 12 o’clock shows valve failure is imminent. 4 5 3 6 2 1 PROGRESSION OF FAILING VALVES COLORFUL BUT HEALTHY BURNED PIZZAS ARE OK OVERVIEW: Valves that fail to seat properly are subject to severe and uneven heating that can cause them to weaken and fail in predictable patterns. Crack FUNDED BY GENEROUS DONATIONS TO THE AOPA FOUNDATION AOPAFOUNDATION.ORG HEAT DISTRIBUTION CHART Courtesy of AOPA 20 • Cessna Flyer / June 2021 Questions & Answers When you think about it, I’ll bet that the magneto key switch- es in at least half the GA airplanes in the fleet are worn-out. You can get a new FAA/PMA approved mag key switch made by ACS Products Co. from Aircraft Spruce. I’ve provided a link in Resources. If you really want to go with the latest stuff, there’s an STC from Electroair to install two small switches and a starter button in a small panel. I put the Electroair switches in my airplane when the old mag switch didn’t work well with my new Electroair Electronic Ignition System (EIS). Happy flying, Steve QI recently inherited my grandfather’s 1958 Cessna 182. He owned it for a long time, and it was one of the joys of his life. I remember many a flight with him, just cruising around after supper on a summer evening. Unfortunately, as he got older, he let some of the maintenance slip. I’ve pledged to restore it. One of the items my mechanic wants to do first is to replace the engine baffles and baffle seals. Right now, they look like they Swiss cheese and patches on patches. Do I have to hand-build all the parts and pieces or does some- one sell new ones? Jerry AThere is a company named Airforms that manufactures and sells complete baffle kits for your airplane. The baffle kit for your 182 is FAA/PMA approved, comes with the flexible baffle seals in place, and is ready to install. This complete kit includes all the metal pieces including the inter-cyl- inder baffles. Cost is listed at $1,792.76. The Airforms kit can also be purchased from Knots 2U. It’s a few dollars cheaper there, at $1,707.39. Airforms sells cylinder baffle kits for many GA aircraft, and seems to always be developing improvements for existing air- plane problem areas and generating new parts and kits. Happy flying, Steve QDo “plastic” endcaps crack often? The ones on the horizon- tal stabilizer of my Cessna 182 are cracked. Are there any good replacement options? Are there any problems flying with a cracked one? Scott ACracking is not uncommon. If there’s a chance that ram air can enter through the crack, it’s possible that there would be enough force to force it off the stabilizer. The original tips from Cessna were thermoplastic. It’s not a forever product; after time it gets brittle and cracks easily. continued on Page 22  We know avionics inside and out. We have to … because we install what we sell. Our customers benefit from a knowledgeable staff that understands the unique complexities of Cessna aircraft. Coupled with the industry’s guaranteed lowest price, we offer the best experience possible. www.GCA.aero | 800.474.9714 Call or visit us online and see why we’re Garmin’s first and longest standing dealer. Client: Gulf Coast Avionics GCA-CessnaFlyer-7.125x4.9375.indd 1 GCA-CessnaFlyer-7.125x4.9375.indd 1 4/29/21 3:31 PM 4/29/21 3:31 PM June 2021 / Cessna Flyer • 21 WHEN: 10:00 AND 12:00 FOR SOCIAL DISTANCING, FORUMS ARE LIMITED TO 30 ATTENDEES Superior Air Parts Oshkosh/AirVenture 2021 Forum Series includes: MONDAY: How to efficiently lean your engine. TUESDAY: What does compression testing really show you? WEDNESDAY: Anatomy of an aircraft cylinder. THURSDAY: Oil changes as a diagnostic tool. FRIDAY: Exploring your options at TBO time. SATURDAY: The real cost of deferring maintenance. < CELEBRATION WAY > Exhibit Hangar B 264 263 262 261 259 253 254 255 256 258 257 SUPERIOR AIR PARTS BOOTH # 257 & # 258 F O R T H E L A T E S T F O R U M S C H E D U L E A N D T I M E S , V I S I T W W W. S U P E R I O R A I R P A R T S . 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They sell replacement tips from Knots 2U, Vantage Plane Plas- tics, Stene Aviation, Texas Aeroplastics, Aircraft Development, and Premier Aerospace Services and Technology. Any of the fiberglass tips will last a long time. Happy flying, Steve IMPORTANT: This article describes work that may need to be performed/supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your mechanic before starting any work.  STEVE ELLS has been an A&P/IA for 45 years. He is a commercial pilot with instrument and multi-engine ratings and loves utility and bush-style airplanes and operations. Ells served as associate editor for AOPA Pilot until 2008. He owns Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to editor@cessnaflyer.org. RESOURCES CFA SUPPORTERS ACS PRODUCTS CO. acsproducts.co/our-products/acs-ignition-switches/ aircraftspruce.com/catalog/elpages/igswitches.php AIRFORMS INC. airforms.biz CHIEF AIRCRAFT (HANGAR 9 MICRO DIGITAL TA- CHOMETER) chiefaircraft.com/han-156.html ELECTROAIR electroair.net aircraftspruce.com/catalog/elpages/ea_08-17141.php JP INSTRUMENTS jpinstruments.com/shop/fuel-scan-450/ MCFARLANE AVIATION mcfarlaneaviation.com DOWNLOADS AOPA AIR SAFETY INSTITUTE (VALVE CONDITION GUIDE) aopa.org/training-and-safety/air-safety-institute/valve-safety Questions & Answers June 2021 / Cessna Flyer • 23 Renovating an Interior, Part Twenty-Two ANR or Passive Noise Reduction, We’ve Got You Covered. Hybrid Electronic Noise-Cancelling ANR Technology HYBRID Model H10-13.4 Passive Noise Attenuating For more information about our best selling passive and active noise reduction headsets call 1-800-298-6235 or visit www.davidclark.com. The David Clark Model H10-13.4 passive noise-attenuating headset is already an aviation legend. The DC ONE-X, with Hybrid Electronic Noise Cancelling ANR performance, Bluetooth® wireless, and Outlast technology, heat-absorbing head pad is well on its way to becoming one. Both headsets boast outstanding comfort features, reliable performance and hallmark “David Clark durability”. Both are backed by our extraordinary customer service. So no matter which headset you choose, you’ll get a superior value and a more enjoyable flying experience. W W W . D A V I D C L A R K . C O M © 2021 David Clark Company Incorporated ® Green headset domes are a David Clark registered trademark. An Employee Owned American Company 24 • Cessna Flyer / June 2021 24 • Cessna Flyer / June 2021 June 2021 / Cessna Flyer • 25 The complexities of rapid-fire Aviation English can intimidate even seasoned pilots. Retired controller ROBERT MARKS offers tips for communicating with the Voice of Authority. Last month, I provided a basic overview of our air traffic control system, the various types of ATC facilities, and an inside look at how a flight is handled by the Mystery People. This month, let’s take a look at the practicalities of learning to operate in that system from an inexperienced pilot’s point of view. I was a student pilot years before I became a controller, and so I clearly remember the intimidation in hearing the back- and-forth of a language not of this earth that I was expected to learn, master, and use. June 2021 / Cessna Flyer • 25 26 • Cessna Flyer / June 2021 My first transmission to ATC So, as a very new student pilot in the late 1970s, the frequency was going nonstop with the controller giving the weather over and over again to some sap who wasn’t getting it. I wanted to impress my instructor, so as soon as I heard that alphabet letter at the time when the poor controller was catching his breath, I acknowledged that I had information such and such, and thanked him. My instructor looked at me like I had just grown a second head. And the amazingly wordy controller gave the whole spiel all over again, almost like it was a recording. He’s getting paid by the syllable, I thought. As it turns out, of course, it was a recording… What I thought was situational awareness on my part was run-of-the-mill inexperience and youthful ignorance. No harm, but it was embarrassing to the point that it further intimidated me. I thought, “I will have to fly with an ATC translator sitting next to me or disguise my voice from now on.” And that was how I first started talking on the radio to ATC. Tips from an ATC veteran Let’s start with the student pilot. The FAA now prefers “learner,” but I’m old, and I talk back to ATIS broadcasts, so I’m sticking with student. The student pilot has an incredible amount of knowledge to learn, assimilate, use, and meld into a safe and seamless flight operation. Air Traffic Control is a disembodied voice in a new and dangerous world to the student, and the source for a great deal of most- ly needless anxiety. Let’s also address the rest of the audience here. Anxiety about talking with ATC isn’t limited to student pilots. It’s common for rusty pilots, as well as pilots who fly in the less-congested parts of the country where it’s not required to talk to ATC on each and every flight. Even pilots who regularly communicate with ATC can get anxious. The best way to overcome this anxiety is to become more familiar with the voice(s) behind the curtain. Here are a few tips for doing just that. Pro Tip No. 1: My first pro tip for students is for you to get your instructor to take you on a field trip to a tower and approach control facility. If your instructor is busy, or you’re a non-student type without a regular instructor, do it yourself. As of this writing, there are discussions about resuming ATC facility visits as the COVID-19 situation improves. Start with an Operation Rain Check visit if you can. It is a great overview of the system and a worthwhile program. But go for a follow-up visit on your own. At SoCal TRACON, I conduct- ed the tours for years, and it was a pleasure to have an attendee ask to come back to learn more. Individually, I could have them shadow me and spend a few hours watching me do my job. Pro tip No. 2: Use the available resources to start becom- ing fluent in ATC-ese. Get onto LiveATC.com and find your home field, or a moderately busy towered GA airport. Bring up taxi diagrams or sectionals (depending on what you hap- I clearly remember the intimidation in hearing the back-and-forth of a language not of this earth that I was expected to learn, master, and use. June 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 ...... Replaces EQ7069 .......$1,413 TSIO-520-NB... Replaces EQ7030 .......$595 Pump Housing .. Replaces 632977 .......$1,230 Tach Drive Housing ... Replaces 631056A1 ...$996 Pressure Regulator Kit Replaces 642335A1 ...$50 Plug ................ 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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 / June 2021 pen to be listening to), pick an N number, and pretend you are the pilot. Start by just following how you would taxi or fly a clearance. Then, when you are up to it, start thinking and writing down what you would say to ATC, and finally, start keying up your imaginary radio and trying it yourself. Even if you aren’t able to visit a facility, this is still a useful exercise. For me, whenever I heard the disembodied Voice of Author- ity over the radio, I wasn’t talking to a person, I was addressing the Altar of the Almighty. It petrified me. A lifetime of friends and family trying to get me to shut up was a fruitless endeavor for them. But that transmit button did it. Push that thing and all I could see was the world listening in to hear firsthand how I didn’t know what I was doing. But over time, it becomes easier, so despair not. You’ll get it. But this causes a paradox. The better you sound on the frequency, the more we ATC types will treat you like a master pilot with an auctioneer’s ear, and our speech rate gets measured as a Mach number. So, I personally never had a problem with a student pilot, or an inexperienced pilot, or a rusty pilot, just saying so on the check-in. That clued me in to slow down a bit, use established phraseology, and listen very closely to the readback to make sure I was understood, which leads me to my next point. Pro tip No. Tree (not a typo): If you learned English as a primary language, that does not mean you learned Aviation English. Using the first couple of pro tips, immerse yourself in the language. Here’s a helpful table: Incorrect Correct Sushi tonight? Yes/no Affirmative/negative Didn’t understand Huh? Say again Baseball players on field Nine Niner Sides to a square Four Fow-er Do the dishes No Yes, dear There’s a pro tip for life in there too, free of charge. Aviation English Now, if you did not learn English as a primary language, it makes it more difficult, but not impossible. I used to show my at- tendees at the SoCal TRACON tours a list of controller gripes. It was a fun exchange, and I used to show one controller item, and then they had to tell me one pilot item about ATC. The top of the list for me was the lack of mastery of Aviation English. Again, this applies to both native and non-native English speakers. For instance, “Roger” is not a readback. It means “trans- mission received,” but doesn’t say anything about what happened between your ears, or if you understand and will do what ATC asked. For any ATC transmission that includes an instruction you need to follow, either read it back completely or reply "Wilco." Wilco means "I understand and will comply." Telling my wife "I heard you" is not the same as "I heard you and will do it." The difference is vital to my survival; likewise with "Roger" vs. "Wilco" in your replies to ATC. However, the risks go up significantly for non-native English speakers. Aviation English proficiency mills abound in this country, and some simply get you past the hurdle of understand- ing what the words mean in a safe, controlled environment. A big issue we ran into as controllers was something called tran- sition mitigation, or some term like that. It meant accent. One may have learned the classroom words, but the natural accent seriously impeded our ability to understand transmissions in a flight environment. A few years ago, I sat with a couple of young flight students from Japan. Both were certified as English proficient. One of the students, however, had such a pronounced accent that even sitting across a lunch table, she was unreadable. I commented on that directly to her and the others, and for my conscience’s sake, I’m glad I did. She went up off the coast of Florida a couple of months later at night, freshly instrument-rated and working toward commer- cial, went VMC into IMC, became disoriented, and crashed. She was killed. On the ATC recording, you could hear her voice becoming more strained as she could not make herself understood to the controller who was trying to get her to VFR conditions just 3 miles away. She reverted to Japanese, and as it turns out, she was answering each of the controller’s questions. Uselessly. This is a serious issue. Situations will arise that aren’t cov- ered by aviation phraseology. In that case, improvise, and in all cases be able to be understood so ATC can help. We’re all still learning Let’s summarize. Controllers weren’t born controllers issuing radar vectors and clearances out of the womb, telling the hospital staff what to do. There’s a good chance on your next flight you’ll be talking to a student controller under the watchful gaze of a veteran instructor with a quick override thumb. All of us have been or are students, not knowing for sure if we are doing it right, or if we’ll ever learn. Don’t worry. You are in good company, and student control- lers are surrounded by veterans who have been doing it for years. Use the tools available to you in our information age to immerse yourself in that same environment. Have a tower/ approach control/center feed from LiveATC playing audio. You will learn and hear some interesting stuff. Use the tracking sites like Flightradar24 or FlightAware to visualize what’s going on in the air. And above all, have fun. Pretty soon, you’ll be the one telling a new pilot about how you did it! Next time: ATC, Your Unseen Crewmember.  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. Send questions or comments to editor@cessnaflyer.org. RESOURCES FLIGHTAWARE flightaware.com FLIGHTRADAR24 flightradar24.com LIVEATC.NET liveatc.net June 2021 / Cessna Flyer • 29 • Spark Plugs • Oil Filters • Dry Air Pumps • Regulators and Manifold Valves • Pneumatic Filters and Fittings and Fittings • Carburetors • Replacement Components ® ® • RSA Fuel Injection Systems • Replacement Components • Temperature Probes • Instruments • Test Equipment ® www.tempestaero.com 800.822.3200 Quality, Innovation and Performance from the Brands you Trust. 30 • Cessna Flyer / June 2021 30 • Cessna Flyer / June 2021 Jim Lawrence Cessna 421C June 2021 / Cessna Flyer • 31 Is a twin Cessna right for you? If so, which of the many models will best fit your mission profile and budget? By John Miller 32 • Cessna Flyer / June 2021 There always seems to come a time when every aircraft owner thinks about changing to a fast- er and/or more capable aircraft. This often involves a move from a high-performance Cessna single up to a Cessna twin-engine aircraft. These upgrade thoughts come up for many different reasons; and can be as simple as the desire to have a more impressive aircraft. Most often though, the thoughts arise from the need to carry more people faster and farther. If you are in this position, you need to take a good look to see what makes sense and what does not. Define your mission profile The very first thing you should look at is your mission profile. You should not only look at what flights you want to take but how often you think you will take them. Is it your family or a business situ- ation that is driving you toward a bigger aircraft? Consider carefully how both of those things can change sooner than you realize they will. If your family situation is driving you to a bigger aircraft, look realistically at how long the current situation is going to last. That 5-year-old son, who right now weighs 75 pounds and fits great in the rearmost seat without hurting your weight and balance, is going to grow quickly. Your kids are also going to have new interests as they age. Pretty soon, they are into baseball, hockey, and all kinds of other things that take precedent over going on weekend flying trips. In the past, business travel helped justify aircraft ownership. As the world changes and we have all kinds of new electronic tools to meet with clients and associates, will that travel always be a big need for you? That is something that needs to be thought through. The following are some important questions to ask. How do you use your single-engine aircraft and what kind of trips do you make? What kind of trips would you like to make that you currently cannot? Would you like a more weath- er-capable aircraft? Is it a safety issue not having full de-ice or a second engine? Is the amount of useful load or the speed of your current aircraft limiting you? When you look at useful load and speed as something that is going to solve all your problems, you must be careful. The truth is with a lot of twin Cessnas, you cannot fill the fuel tanks and fill the seats. Giving up the fuel hurts your flight leg lengths. You may find with an extra fuel stop, you are not going to get there any faster than in your single. Moving up to cabin-class does make the time spent in the aircraft much easier on the passengers. If the issue is safety, it is hard to argue with the fact that two engines are better than one. If your mission takes you over long stretches of water, like the Great Lakes or over the ocean getting to the Caribbean Islands, that second engine certainly enhances safety. Getting above weather lets you complete trips that otherwise might be scrapped. Most times, getting above weather requires pressurization and full de-ice, and that eliminates some of the more basic twin Cessna models that may be in your price range. The cost to purchase and for ongo- ing maintenance is a lot more on twin Cessnas with turbocharged engines, full de-ice, and pressurization. The less-ex- pensive models will be missing one or all those things, but the truth of the matter is, the more systems an aircraft You should not only look at what flights you want to take but how often you think you will take them. Jim Hoddenbach Cessna 414 June 2021 / Cessna Flyer • 33 has, the more there is to maintain. You must consider the cost of multi-engine training and any additional training your insurance company will require. Sometimes you can earn the rating, but the insurance company still requires you to have an instructor or qualified pilot in the right seat for as much as 50 hours or more. That makes your flying for the first while expensive. Editor's note: Before you get your heart set on that Cessna twin, check with an experienced insurance broker. Aviation insurance has become more difficult and expensive to come by. Will the underwriter require a specific number of hours with an instructor? Will any multi-engine instructor do, or do they require an instructor with a certain amount of time in type? If so, do they require recent time in type? Will you be able to find an instructor that fits the bill for the Cessna twin you are looking to purchase? Your training should not only include how to fly the aircraft safely (including single-engine operations and other emer- gency procedures), but also how to treat those two awfully expensive engines to avoid unnecessary expense. Model differences Which twin Cessna fits your profile? The Cessna line of aircraft gives you a lot of choices. You can look at them based on price, capabilities, simplicity of operation, or reliability. The earlier models are certainly cheaper to acquire and have wing tip tanks. Some pilots like the way the wing- tip-tanked aircraft handle, but I've seen wrinkles in the bottom of the wings in aircraft that were landed too hard with too much fuel in the tip tanks. Your tran- sition training needs to cover how to land these aircraft with care. The tip-tank aircraft also have fuel bladders in the wings between the tip tanks and the engines. The bladders have a tendency to leak. Having multiple tanks makes in-flight fuel management difficult. The tip-tanked aircraft also have electric landing gear. The electric gear can have reliability and rigging issues, and the wheel wells can have cracking problems. Overall, the electric gear needs attention but is not a backbreaker pricewise to the operation of the aircraft. You do need to make sure the wheel-well bulkheads have the correct doublers installed when you purchase the aircraft. Some of the earlier aircraft also have a heated panel on the pilot’s windshield. 34 • Cessna Flyer / June 2021 These panels are not attractive and are hard to see through. The aircraft that do not have the heated panel, and just have a plain windshield, are not flight into known icing conditions (FIKI) aircraft. The other FIKI requirements that may be missing on the earlier aircraft are inboard and/or vertical fin de-ice boots. The later twin Cessna models have integral fuel tanks in the wings. These tanks are very sturdy and have very few leak problems. Fuel management be- comes quite simple and reliable on these aircraft. There is an AD on the fuel valves in these tanks (AD 95-09-13), but it is a manageable AD. Early valves would not always seal properly, causing fuel starvation issues when in prolonged slips or during long approaches with low-fuel conditions. In short, the AD requires 600-hour inspec- tions by performing the appropriate valve test. Replacement was required for the earlier part number valves, but the inspection is still required. Replacement of these earliest valves should have been accomplished by now. The inspections require a special test box and personnel that understand the system and its purpose to properly com- ply with the AD. You'll find the integral fuel tanks simplify fuel management in flight, and even considering the cost of this AD, cost less to maintain than the tip tank and bladder tank combination in the wings of earlier models. The landing gear on the later models are hydraulic and exceptionally reliable. The emergency blowdown is a great backup system that only increases reliability. The rigging of the landing gear is ultra-simple. If you do have issues with the actuators or control valves, they need to be sent out for repair. This can be costly but because they are reliable, it does not come up often. A lot of the later models are FIKI from the factory and have full heated windshields. The full heated windshields look great and work well, but they are expensive to replace if needed. Some of the earlier and some of the later models are pressurized and some are not. The non-pressurized Model 402C, for instance, is non-tip-tanked with hydraulic gear. Most of them are equipped for known icing. The Model 310s are a nice aircraft, with the 310R being the nicest. The IO-520-M or IO-520-MB engines in the 310R are great-running, bullet- 34 • Cessna Flyer / June 2021 Bob Adams via Wikimedia Jim Lawrence Cessna 310I Cessna 414 Cessna 402C PFA staff June 2021 / Cessna Flyer • 35 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 36 • Cessna Flyer / June 2021 proof engines. They are a big improve- ment over the IO-470s that are in the earlier 310s. The exhaust trail problems you have with some of the earlier 310s are manage- able on the 310R. The exhaust systems on 310s warrant attention to prevent corrosion-related issues. Early model 310s had over-wing exhaust systems. That was a terrible system. The exhaust systems with the lower augmentors like the 310Q were an improvement. The 310R and turbo- charged 310s have no augmentor. There is an issue with corrosion developing behind the augmentor in the exhaust trail on the bottom of the wing. Regular attention to cleaning of exhaust trails and keeping that area properly painted is important, so the exhaust doesn't corrode the aluminum surface. If the exhaust gets to your rear spar cap, and if they aren't regularly inspected, kept clean, and painted, the caps can deteriorate to the point they will need to be replaced; an expensive proposition. Finally, the addition of the nose baggage on the 310R gives you a big advantage in managing your weight and balance. Although the 340As get you into cabin class and the 310 does not, the cabin in the 340A is small. The Model 402s are nice aircraft with the 402C being the cream of the crop, but they are not pressurized, and some do not have full de-ice. The reliability of the 402C makes it the 172 of the twin Cessnas. It has a good airframe with great engines. The 402Cs and the Model 414As get rid of the tip tanks and simplify the fuel system and its management. One thing to keep in mind when looking at the 402 and 414 models (and all twin Cessnas, for that matter), is TTAF. When I worked for a Part 135 op- eration, we had some 404s with 15,000- plus hours TTAF. When airframes get to that 15,000-hour area, things do get pretty worn out. Most of the aircraft in that range have been in freight service. Aircraft in freight service do not always get the best airframe maintenance. When we were running 404s and 402s in freight, we concentrated on getting the engines to TBO and making sure the landing gear and the de-ice did not fail us. It is very difficult to bring an aircraft back once it’s been used in freight service for an extended period. A lot of the inte- rior stuff is gone or really beat up. In my opinion, aircraft that have been in freight for an extended period and have 10,000- plus hours are not a good choice. In the Model 421s, you can really stretch out your flight lengths and carry some loads. Some of the earlier 421s can be a little limited on load, but the 421C is a real performer. The 421s have plenty of power, with the Conti- nental GTSIO-520 series engines, but that engine is expensive to overhaul. These engines will typically not make it to TBO unless they are maintained and managed properly in flight. Cost and maintenance factors All these choices have different price ranges for the cost of purchase and cost of maintenance. Then, all the other factors come into play, such as total time of the airframe and what kind of mainte- nance it received over its lifetime. Where and how were the engines overhauled, how were they flown, and how much time is on them now? Where has the aircraft been? Was it in Florida or Texas, and how were the corrosion issues for those areas dealt with? If the aircraft was based in a warm-weather area, what has been done to maintain the de-icing equipment? In those areas, operators often do not care how many holes are in the boots or if all the de-ice valves work every time, as long as the air conditioning works. In the northern part of the country, we are gen- uinely concerned about things that some southern pilots are not! As mentioned above, some Cessna Twins have seen long, hard service. While you can get a great price when buying these high-time airframes, due diligence is required to perform a careful analysis of their total time and utilization history. When total time in service gets into the 5-digit range, you should dig into the logbooks more closely. (We’ll have more on checking logbooks next month. —Ed.) The exhaust AD on all the turbo- charged twin Cessnas has been around since 1975 as AD 75-23-08. The latest version is AD 2000-01-16. It is a man- ageable and a much-needed AD. As an A&P that was around before the original AD came out, I saw many turbocharged twin Cessna exhaust issues that were not properly addressed. If AD 2000-01-16 is done as intended, the exhaust systems will not cause safety issues. Getting parts for some of the older twin Cessnas is getting to be a problem. Parts availability for more recent models (late 70s and on) is not too bad yet. Inter- nal airframe parts like bulkheads and ribs can take some time to locate. The Cessna Flyer Association’s parts locating service can be very helpful here. Looking at your needs realistically and matching an aircraft that really fits those needs is key. You might be tempt- ed to look just at price and higher-time aircraft because it fits your purchase budget. The downside of that path is maintenance costs will get you later, after you are already committed to owning that aircraft. Taking your time and having some patience when you are purchasing is the prudent thing to do. Paying for some help in the early stages is always better than jumping in with your eyes closed. We all understand that aviation and aircraft can be alluring, and sometimes dreams can overrule a good decision. Getting some help so you know when to walk away from the wrong aircraft can be crucial. Next month, we’ll talk about pre-buy inspections for twin Cessnas.  JOHN MILLER started his aviation journey in 1967 in the Navy. After leaving the service, he attended Spartan School of Aeronautics. In 1973, he began working on General Aviation aircraft at a Cessna Service Center in Kenosha, Wisconsin. His next posts were as director of maintenance; first for a Part 135 operation and later for a freight company. Both had fleets of Cessna twins. In 2004, he founded his own company in Merrill, Wisconsin, and was a Cessna Service Facility for seven years. He retired in 2014, and now works part-time for Kubick Aviation Services. Send questions or comments to editor@cessnaflyer.org. The truth is with a lot of twin Cessnas, you cannot fill the fuel tanks and fill the seats. June 2021 / Cessna Flyer • 37 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 Jim Hoddenbach Cessna 310R 38 • Cessna Flyer / June 2021 38 • Cessna Flyer / June 2021 The Icom A25N packs a com, nav, and GPS into a portable unit at a price that won’t break the bank. Kevin Garrison June 2021 / Cessna Flyer • 39 June 2021 / Cessna Flyer • 39 40 • Cessna Flyer / June 2021 This radio sports VOR capability as well as rudimentary GPS. Bluetooth is available for use in linking up with your favorite headset or your electronic devices. 40 • Cessna Flyer / June 2021 June 2021 / Cessna Flyer • 41 ASSUREDPARTNERS AEROSPACE The right coverage at the right price. AOPA’s partner for aviation insurance. 888.255.2672 REST ASSURED YOUR PARTNERS HAVE YOU COVERED! Aircraft insurance rates are on the rise. We can help. Shopping around to save on aircraft insurance...SMART. Us doing it for you... EVEN SMARTER. AssuredPartners Aerospace is one of the nation’s largest aviation insurance firms – which means we have the experience, expertise and resources to cover virtually every aspect of general aviation. We have you covered. DON’T OWN YOUR PLANE? We can help with that too! AP-AEROSPACE.COM/RENT OWNER AP-AEROSPACE.COM/OWN It is easy to take two-way VHF communication for granted until you don’t have it. Lucky for us, there are many handheld radios available for use as a backup way to stay in touch with ATC after a com failure, or to get in touch with help when you find yourself on the ground. We used to call handhelds “bricks that talk” when I was in the airline world. If you were on the ramp and needed to summon maintenance people, the fastest way was to find a ground worker with a brick that talked. I recently acquired an Icom A25N as my personal “brick,” and I love it. The unit has an easy-to-use keyboard and a huge screen that makes my aged eyes work a little less hard when I am trying to program and view the radio in the very common turbulence we General Aviation airplane drivers encounter on almost every flight. This radio sports VOR capability as well as rudimentary GPS. Blue- tooth is available for use in linking up with your favorite headset or your electronic devices. The A25N comes with two battery options. You can go with the included rechargeable battery or the also-in- cluded battery pack that uses AAs. I prefer to use the rechargeable one while holding a full battery pack in my flight bag as a backup. I have so many things in my cockpit that use AAs; I always carry 10 to 20 spare batteries for use in my noise-can- celing headphones, etc. Other publications, the Icom website, and various YouTube videos can fill you in on all the minutiae and terribly inter- esting facts about this radio…things like how it weighs 13.6 ounces or how many mini gigawatts it needs for time travel. If you are like me, you probably just want a unit that turns on and works when you want it to turn on and work. I turned it on—it worked! The best way to try out any piece of aviation equipment is to aviate with it. Using this impeccable logic, I took my Icom out for a test flight a few days ago and ran it through its paces. The A25N can be used as a primary communications radio if you have an otherwise radio-free aircraft. As a matter of fact, I have a friend with an antique cloth-covered aircraft who uses this 42 • Cessna Flyer / June 2021 radio in just that way. He plugged in the included adapter cables with his headset and was immediately in business. I have an aircraft with one old com radio that has no VOR function, so I test- ed out my A25N as a backup/emergency navcom. Note that I included “nav” along with the “com.” Handhelds normally don’t have a navigation function, but the Icom radio has two—VOR and GPS. I plotted out my test flight to include a simulated com failure in Class C airspace, with some navigation to the local VOR, followed by a set of vectors to return me safely to my home drome. Before engine start and taxi, I tuned in the weather feature of the radio to get a general idea of the aviation weather in the area. Then, I put in the ATIS frequen- cy and listened to it while sipping my hangar coffee while lounging like royalty in a luxurious cloth lawn chair. Given that I am flying a very light taildragger, I usually limit myself to a maximum of 15 knots of wind. Had it been too windy that day, I would have saved myself the trouble of schlepping in and out of my aircraft. Testing, testing, 1,2,3 The weather was great, so I got my clearance for flying out of Class C airspace from my panel-mounted com as usual. Ditto for the taxi clearance, work- ing with the tower, and departure. Once I was about 10 miles away from the airport, the game was afoot. I switched off my panel-mounted radio to establish a com-out condition. Then, I reached into my flight bag and fished out my A25N. This took about 15 seconds as I rummaged through various “mandatory” items in my flight kit like water bot- tles, spare glasses, snack bags, and my ever-present Tabasco sauce and spoon (these are a throwback to my airline days—you never know when or what you are going to eat). Once out of the bag, the big keyboard made it easy to turn the radio on. I unplugged my headset from my panel, plugged it into the A25N’s adapters, and punched in the departure frequency I had been using. I used the push-to-talk button cable I already had in my cockpit, but could have used the push-to-talk button on the radio if I needed to. I was back in business. Departure, who I had briefed on what I was about to do so they would not freak out when I momentarily lost contact, said that the A25N sounded just as good as my panel-mounted com. I exited Class C airspace for a while to test the VOR feature of the A25N. The unit can actively use only one frequency at a time, so if you choose to enter a VOR frequency, you will lose the com frequency. The VOR feature worked well. Ob- viously, it was never meant for primary navigation, but I liked the fact that it gave my aircraft a capability it did not have. My plane has three GPSs onboard, The VOR feature worked well. Obviously, it was never meant for primary navigation, but I liked the fact that it gave my aircraft a capability it did not have. My plane has three GPSs onboard, but until I got the A25N, I had no VOR. June 2021 / Cessna Flyer • 43 #1 for Aircraft Parts Support Since 1984 Same-Day Worldwide Shipping We Price Match! Parts avionics EnginEs ProPs Over 5 MilliOn in-StOck PartS! Over 5 MilliOn in-StOck PartS! Search our Parts for Free 24/7 DoDSon.coM cAll uS toDAy At 785-878-8000 but until I got the A25N, I had no VOR. Once I found and overflew the VOR I was working with, I returned to the com- munications world by tuning in the ATIS and then getting a clearance back in from Approach Control. Changing frequencies is easy with the A25N’s big keyboard, and the numbers are easy to see using its big screen. Approach, landing, and taxi-in were done seamlessly, and my new brick that talks had passed its test. You may ask, “Why didn’t you use the GPS feature of the unit?” I am glad you asked. The A25N does have GPS capability, but it was a little ob- scure and hard for this aged pilot to use. The unit comes with no internal data- base, so waypoints have to be entered as latitude/longitude. Icom does offer a free app for your iPhone, and it connects to it through Bluetooth, but I found that the navigation feature already on my iPhone was much easier to use. The fact that I did not use the GPS was more a reflection of my lack of sophistication than a put-down of Icom’s technology. Other pilots I know say that the capability to make waypoints via Icom’s app is easy for them and gives them the option of making waypoints out of just about anywhere. I found the A25N to be a solid com radio. The added Bluetooth, VOR, and yet-to-be-used GPS capability will come in handy, and it is a relief for me to have a good backup communication radio in my flight bag. The Icom A25N sells for around $450 and is available just about everywhere you buy aviation supplies.  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. RESOURCES CFA SUPPORTER ICOM AMERICA INC. icomamerica.com/en/products/avi- onics/handheld/a25/default.aspx 44 • Cessna Flyer / June 2021 June 2021 / Cessna Flyer • 45 46 • Cessna Flyer / June 2021 What do you do when you’re a young pilot/ entrepreneur with a Cessna 172 and a passion for photography and videography? If you’re Josh Flowers, you put them together to create what has undoubtedly become one of YouTube’s most popular General Aviation channels: Aviation101. By Dale Smith 46 • Cessna Flyer / June 2021 Josh Flowers June 2021 / Cessna Flyer • 47 June 2021 / Cessna Flyer • 47 48 • Cessna Flyer / June 2021 48 • Cessna Flyer / June 2021 Josh Flowers June 2021 / Cessna Flyer • 49 I’ma huge believer in recurrent pilot training, and I have just enough “Right Stuff” to know when I need to brush the rust off my left- seat skillset. While there’s no substitute for actual flying, reality dictates that I can’t fly as much as I want. I’ve found the next best thing is watching a select few aviation vloggers on YouTube. When it comes to safe, sound, and smart flying, one of my favorites is Josh Flowers and his Aviation101 series. Over the past 11 years, Flowers has taken me, and about 235,000 other subscribers, along for the journey throughout his early flight training, his instrument training, and for trips around the United States. And most of it has been aboard his family’s trust- worthy Cessna 172. But, before I get too far ahead, let’s step back to the very beginning of young Mr. Flowers’ flying adventure. “My dad has been a private pilot since 1980, and he’s the one who got me into flying. Back when I was very young, he owned a Cessna 172. I have vague memories of flying with him, but I was only three when he sold it,” Flowers said. “But, no matter, that sparked my lifelong curiosity about flying. It was always in the background of my childhood. “When I got old enough to start taking flying seriously, my parents gifted me a Discovery Flight in a Piper Archer III. That was an amazing experience for a young kid,” he added. “A couple of years later, I took another Discovery Flight, this time in a 172—it was just like the one my dad had owned. My dad went along to videotape the flight. It brought back a lot of memories for him.” Flowers said that the idea of rekin- dling the family love of flying got his father and him really excited. So, not long after that flight, he started taking lessons in a Cessna 152. “I couldn’t solo until my 16th birthday, so I timed my training to be ready on that day,” he said. “I did solo, and earned my private certificate when I turned 17. 50 • Cessna Flyer / June 2021 O W N E R P R O F I L E 50 • Cessna Flyer / June 2021 N80991's panel, as purchased. N80991's panel today, after numerous upgrades. Josh Flowers Josh Flowers June 2021 / Cessna Flyer • 51 Premium Performance from the Hartzell Voyager Hartzell’s latest 3-blade scimitar prop STC is custom designed for the 180, 182, 185 and 206. • Up to 7 knots faster cruise speed • 10% better take-off acceleration and exceptional climb rate • Rugged and durable aluminum blades Visit hartzellprop.com Now available for immediate delivery and installation. HartzellProp.com/TopProp Contact us at 800-942-7767 Built on Honor for over 100 years, Hartzell propellers are backed by our industry-leading warranty through first overhaul up to 6 years/2,400 hrs. When buying from one of our advertisers, tell them you saw their ad in Cessna Flyer magazine That’s when my dad decided to get cur- rent again, after 14 years of not flying.” So, there they were, a newly minted private pilot and his father with a fresh flight review in his pocket—two pilots without an airplane. Something would have to be done about that. The $31,000 hamburger The search to find the family’s next airplane began. It was pretty well decided from the start that their preference was for another 172. But you just never know when the right one will come along. “Back in 2013, I had flown down to Brenham, [Texas] with a friend to the Southern Flyer Diner (which closed in 2020) for lunch,” Flowers said. “Anyway, we were walking to the café, when I noticed a 172 on the ramp with a for sale sign in the window. It looked like it was in pretty good shape, so I wrote down all the information to show my dad. “It was 1975 M-model with 4,200 hours total time and 1,750 since the last engine overhaul,” he said. “Three weeks later, after much negotiation and a de- tailed pre-buy inspection, we determined that the Skyhawk was indeed in excellent condition for its age—November 80991 was soon ours.” Almost immediately, the father-son duo started compiling a list of upgrades and enhancements they wanted for the venerable 172. “When we bought 80991, there wasn’t much of a panel. It had an old TKM navcom, and a Narco navcom, and transponder. It sort of worked, but it sure wasn’t ADS-B Out compliant or IFR ready,” Flowers said. “The marker beacon didn’t work. It did have an Apollo 360 GPS that worked—most of the time. The problem was the power connector kept falling out of the rear of the unit. “We’ve done a lot of panel upgrades since then. We put in a new audio panel with an intercom. There’s also a Garmin 430 WAAS GPS, a second Garmin navcom, and a Garmin ADS-B Out/In transponder that’s connected to our iP- 52 • Cessna Flyer / June 2021 O W N E R P R O F I L E 52 • Cessna Flyer / June 2021 A Cessna 172 can indeed be a cross-country aircraft. N80991 before repaint. Josh Flowers Josh Flowers June 2021 / Cessna Flyer • 53 ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 04-01-21 2500 Himalaya Road • Aurora, Colorado 80011-8156 Info Phone .................................................... 303-375-8882 Fax .................................... 800-457-7811 or 303-375-8888 Email ........................................................ info@univair.com Toll Free Sales: 1-888-433-5433 Shop Online: www.univair.com FAA-PMA Approved Parts for Your 100 Series Cessna • Stabilizer Adjusting Screws and Barrels for 180, 185, 182 thru D model • Aileron Hinges • Aileron Push Rod Bearings • Corrugated Elevator and Rudder Skins for 180/185 • Hundreds of Control Cables for 120, 140, 150, 170, 180, 182, 185 • Cowl Latches for C-120, C-140, C-170 • Flap Rollers and Push Rod Bearings • Oil Doors for C-172, C-180, C-182, and C-185 Univair Fuel Valve and Cowl Flaps For Cessna AIRCRAFT CORPORATION Fuel Valve Kit FAA-PMA Fuel Valve Kit For Cessna 120/140 .................................... U0411716-500 .......... $478.44 This replacement valve will mount in the same position as the original OEM valve. I