Cessna Flyer May 2016

forums! Your friends are welcome to come to the Gathering. Here’s a link to the Gathering informa- tion including car rental info: http://www. cessnaflyer.org/events/viewevent/ 75-2016-gathering-at-waupaca.html, Most folks do end up renting a car— you’ll need a car or other transportation to get to the hotel. One of our attendees last year made use of the Waupaca taxi service. He said their rates were reasonable, but their hours of operation are limited. If you have more questions that I haven’t answered here, please let me know. You can reach me through the forums or email me directly at jen@cessnaflyer.org. You can also call 800-397-3920. We look forward to seeing you in Waupaca! Jen “The airplane became the first World Wide Web, bringing people, languages, ideas and values together.” —Bill Gates Every year we get together in Waupaca, Wis. the weekend prior to AirVenture for the famous “Food, Fun, Friendship & Forums” of the Gathering at Waupaca. This year’s event takes place on July 23–24, 2016. If you’ll be flying in for the first time this year, read Steve Ells’ article on page 58 about his 2015 flight from Paso Robles, Calif. to Waupaca. Steve will be joining us again this year to socialize and to present a forum about pick- ling (and “un-pickling”) your engine. Speaking of forums, John Popel of Hartzell Engine Technologies will be joining us again this year as well. John will be moderating for a fun and informative Q&A session. A new speaker joining us this year is Bill Ross, VP of Product Support for Superior Air Parts, Inc. His presentation, entitled “Compression Testing Aircraft Engines and Maximizing Cylinder Life” is a must for aircraft owners. We’re lining up other speakers as well. You’re sure to be enlightened and entertained. Forums are just one part of the event, though. You’ll have time to socialize, food and beverage will be in ample supply, and the door prizes will astound you. And whether you think Bill Gates is a genius and visionary—or an annoying billionaire who changes his software more often than is needed, sometimes with disastrous results (remember Vista?)—he got at least one thing right: the airplane can bring people together. It’s time to use your airplane to fly to Waupaca and join us for the 12th annual Gathering at Waupaca. You can drive or take the airlines, too… it’s the love of airplanes that connects us, and the important thing is to get there. Blue skies, Jennifer Dellenbusch THE VIEW FROM HERE CES SNA F LYE R (08) M AY 2 016 CES SNA F LYE R (10) M AY 2 016 CFA SPONSORED EVENT Oct 13 – 15 — Palm Springs, CA. Flying Aviation Expo. A world-class weekend of seminars, workshops, outdoor displays, indoor exhibits, industry experts and even an aircraft parade. Learn about new products, receive technical advice and participate in demonstrations. For infor- mation, visit aviation-xpo.com. FEATURED EVENTS May 14 – Peachtree City, GA. Falcon Field (KFFZ). Aircraft Spruce East Customer Appreciation Day. 8 am to 3 pm. Spec- tacular discounts on popular products and a chance for our loyal customers to meet our vendors. Come join the fun and get a chance to win big prizes. Enjoy a free grilled hot dog and cold soda on us! All proceeds from the raffle tickets will benefit EAA Chapter 468 for the Young Eagles. For information, see https://www.aircrafts- pruce.com/catalog/stpages/eastCAD.php. May 20–22 — Virginia Beach, VA. Virginia Beach Airport (42VA). Warbirds Over The Beach 2016. The Military Aviation Museum presents its annual World War II airshow with hundreds of re-enactors, actual warplanes of these times and entertainment reminiscent of the 1940s. For more information and tickets, visit militaryaviationmuseum.org. May 22 — Rochester, NY. Williamson- Sodus Airport (KSDC). 52nd Annual Apple Blossom Festival Fly-in Pancake Breakfast. All-you-can-eat pancakes, eggs, sausage, hot coffee (and of course) apple juice and applesauce. Adults $7, children $4; airplane rides $30. Fly in over beautiful blossom- ing apple orchards, Lake Ontario and Sodus Bay. Antique and classic car display, airplanes of all sizes and types, flying toy CFA EVENTS Jul 23–24 — Waupaca, WI. Waupaca Municipal (KPCZ). The 12th annual Gathering at Waupaca. CFA’s an- nual pre-OSH event with fun, food and friendship. Cocktail reception Saturday evening; seminars, lunch, more seminars and dinner on Sunday. Air-conditioned motor coach to EAA AirVenture Monday & Tuesday, July 25-26. Cost per person is $95 and covers lunch and a wonder- ful sit-down dinner, along with all of the seminars, the bus ride to and from Oshkosh, a cocktail reception, an Associ- ation T-shirt and entry into the door prize drawing. To book a room at the Comfort Suites Foxfire, call the hotel directly at (715) 942-0500 and mention Cessna Flyer. Register online at CessnaFlyer.org or call CFA at 800-397-3920. SEND EVENTS to editor@cessnaflyer.org www.continentalmotors.aero CUSTOMER FOCUS, PRIORITY ONE ©2016 Continental Motors. All rights reserved. The customer’s engine comes first. That’s the focus of Continental Motors, the company with the broadest engine capability in the GA industry. We manufacture a full range of gasoline and diesel engines, supplying to the world’s major OEMs. We produce a comprehensive range of aftermarket parts, including FAA approved Lycoming replacement parts. And our Titan Experimental engines offer many options that save weight and enhance power output compared to a Lycoming – with no change in engine footprint. Continental Motors has an extensive overhaul expertise and capacity that allows us to focus on every engine that comes through our doors. And that includes P&WC PT6 turbine engines, which are overhauled in our FAA/EASA-authorized facility, with enhanced services that include loaners for selected models. So whether your engine is a Continental, a PT6 or a Lycoming, we have the expertise you need. We have a truly global reach and unrivaled experience, with subsidiaries and partners all dedicated to focusing on what really matters: you. Continental Motors: first for customer focus. display and sale, and lots more. 3,800 x 60 foot runway and taxiway with plenty of ramp aircraft parking. For information visit williamsonflyingclub.com or contact Eric Mehserle at 585-507-8214. Email mehserle@rochester.rr.com. June 4 — Bountiful, UT. Skypark Airport (KBTF). 6th annual Skypark Aviation Festival and Expo. The largest annual avia- tion event in Utah with numerous aircraft manufacturers, flight schools, aviation organizations, vendors, food and more. Last year’s attendance was over 5,000. Free admission. Visit skyparkutah.com/ skypark-aviation-festival2.html for details and schedule. Contact Chris Volzer, FBO manager, at 801-259-1184. July 25 – 31 — Oshkosh, WI. Wittman Regional (KOSH). EAA AirVenture Oshkosh 2016. The World’s Greatest Aviation Celebra- tion. Thousands of forums, workshops, spe- cial events, static displays and exhibitors; plus airshows, mass arrivals, attractions, shopping and much, much more. Visit your Cessna Flyer Association, Booth 3058 in Hangar C. For more, go to airventure.org. Oct 28 – 29 — Mesa, AZ. Falcon Field (KFFZ). 44th Annual Copperstate Fly-in. The Southwest’s premier aviation event will be held at Falcon Field in Mesa this year. Aircraft displays of all types, awards, aviation business information booths, edu- cational workshops for pilots, and youth activities. A portion of event proceeds fund scholarships for youth aviation programs. For information, visit copperstate.org. OTHER EVENTS May 14 — Stroud, OK. Stroud Municipal Airport (KSUD). Second Annual Sunrise Fly-in. 7 to 11 am. Free all-you-can-eat pancake breakfast served at 7 am. Drawing for 25 gallons of fuel. Contact Fran Wood, fwood@cityofstroud.com or call 918-285- 6200. Visit cityofstroud.com. May 14 — Salisbury, MD. Salisbury-Ocean City-Wicomico County Regional (KSBY). Fly-in and Celebration. Fun, food, friends and entertainment. Spot-landing competi- tion. Please bring a potluck dish or other food item. 10:30 am to 4 pm. Contact Jerry DiCairano, 410-742-7168. May 20-21 — Marianna, FL. Marianna Municipal (KMAI). 6th Annual Marianna Airport Fly-in. Food, fun, planes! FAA Seminar Friday evening. Camping, pancake CES SNA F LYE R (12) M AY 2 016 Wipline Floats ∙ Skis ∙ Modifications Aircraft Sales ∙ Avionics ∙ Interiors Paint Refinishing ∙ Maintenance South St. Paul, MN - 651.451.1205 ∙ Leesburg, FL - 352.323.4809 ∙ www.wipaire.com freedom to EXPLORE CES SNA F LYE R (14) M AY 2 016 breakfast, warbirds, homebuilts, etc. Fuel discount for fly-ins. Young Eagles; Huey and Cobra rides. Contact Dale Cavin, dcavin@earthlink.net or call 850-209-7058. May 20-21 — Idaho Falls, ID. Idaho Falls Regional (KIDA). 6th Annual Idaho Avia- tion Expo. From bush planes to turbo- props, from backcountry to business… all in one big hangar! Presented by Aero Mark in partnership with the Idaho Aviation Association. This is an all-aviation expo that will feature aircraft manufacturers, maintenance and parts suppliers, avionics, clubs and associations, workshops, guest speakers and much more. Admission is $10 at door or free for IAA members. 10 am to 5:30 pm. Contact Thomas Hoff, thomas@ aeromark.com or call 208-524-1202. Visit aeromark.com. May 21 — Brady, TX. Curtis Field (KBBD). Armed Forces Day Fly-in and Din- ner Dance. Warbirds and re-enactors, war- bird rides and World War II weapons and vehicle demos by Camp Howze MVPA. Noon honor guard and flag ceremony. Food and vendors. Military museum exhibit and art gallery. 9 am to 4 pm; free admission. Evening hangar dinner and dance 7 to 11 pm with the Sentimen- tal Journey Orchestra, one of the world’s best Big Band orchestras. Aunt Trudy will cook up a wonderful homestyle meal. Take a picture with your date in front of Brady’s own C-47 warbird. Contact Stan Amyett, 325-456-3105. Visit morganmilitaryaviationmuseum.com. May 21 — Mukilteo, WA. Paine Field (KPAE). Paine Field Aviation Day. Join us for the traditional opening day of the Paine Field flying season. Historic Flight Foundation will feature historic and educational displays, fine food, live music, and of course, flying. Vintage rides available throughout the day. Demonstration flying at noon. This event features attractions on both sides of the airport with shuttle service in-between. Free parking. 10 am to 5 pm. Contact Historic Flight, 425-348-3200 or email visitorservices@historicflight.org. Visit historicflight.org. May 21 — Bloomington, IL. Central Il- linois Regional Airport (KBMI). Prairie Aviation Museum Open Cockpit Day. Family-friendly event provides opportuni- ties for visitors to see inside the cock- pits of airplanes, visit with pilots, view displays inside the museum and see the eight airplanes and three helicopters on display in the Air Park. Get a close-up Cessna.com | U.S. +1.844.44.TXTAV | INTERNATIONAL +1.316.517.8270 CESSNA SKYLANE ©2016 Textron Aviation Inc. Cessna, Cessna’s logo and Skylane are registered trademarks of Textron Innovations Inc., used by permission. Enjoy the latest avionics technology with the added peace of mind you get from proven performance and dependability. Get the best of both worlds with the new Cessna ® Skylane ® today. 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Contact Tom George, 907-455- 9000 or email tom.george@aopa.org. Visit https://sites.google.com/site/fairbanksgaa/ fairbanks-aviation-day. May 28-29 — Llano, CA. Brian Ranch Airport (CL13). 22nd Annual World’s Smallest Air Show. Ultralight, LSA and GA flying and static displays; RC airplanes; rocket demonstration; skydiv- ers and other events from 8 am to 2 pm. Kids’ activities, food and memorabilia available. Free admission and free park- ing. Visit brianranch.com for directions. For more information, email felice@ brianranch.com or call 661-261-3216. JUNE Jun 4 — Midlothian, TX. Mid-Way Re- gional Airport (KJWY). Pancake Break- fast Fly-in. 8 to 11 am. Breakfast for $6; children under eight, $3. Classic airplanes, helicopter rides, fly-overs, RC model air- planes, live music, children’s activities and more. Free parking. Call 972-923-0080 for information, or visit mid-wayregional.com. Jun 4 – Woods Cross, UT. Skypark Airport (KBTF). Skypark Aviation Festival and Fly- in. The largest annual aviation festival in Utah. Aircraft manufacturers, flight schools, vendors, food, airplanes and more. 9 am to 4 pm. Contact Chris Volzer, 801-295-3877 or email crvaviation@hotmail.com. Visit skyparkutah.com. Jun 4–5 —Blaine, MN. Anoka County-Blaine Airport (KANE). Discover Aviation Days. Aviation exhibitors, aircraft and helicopter rides, food booths, product vendors. General Aviation, corporate aircraft, experimentals, homebuilts. World War II fighters, trainers and bombers along with vintage and modern military. Education tent; flying demonstra- tions; kids’ activities. Pancake breakfast and lunch both days; hangar dance on Saturday night. Contact DAD Planning Team, Info@DiscoverAviationDays.org. Send events to editor@cessnaflyer.org. Since 1967, Superior Air Parts has built its reputation on delivering products that make flying more affordable, attainable and reliable for aircraft owners around the world. 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The DC-6 made a giant, slow, gentle turn to final and touched down on the runway ever so gently. Even as the plane turned off the runway he was shutting down all four engines. As the big silver dinosaur slid to an almost imperceptible stop, the escape hatch opened, ropes uncoiled down to the pavement, and the whispering crew climbed down to the ramp. As the story goes, this particular DC-6 was taking a giant anteater—along with other cargo—to a zoo someplace in the Midwest. At some point as the plane sat on the ramp getting ready to leave, the Vermilingua extricated itself from the cage and ambled up front to spend some quality time with the crew. Oddly enough, as soon as it got in the cockpit it crawled up on the pedestal (the console between the pilot seats that has the throttles sitting on top of it) and fell asleep. The crew was whispering because they didn’t want to wake up the giant long- nosed dog that had three-inch razor-sharp claws. While we’re on the subject of flying wrecks at Miami, several stories come to mind. My wife, Christy, was working south local one day. The south runway on an east operation at Miami is usually only used for arrivals. Some of the cargo hangars were fairly near the approach end of that runway, and you might get one or two of these departures in the course of work- ing that position. One of the things that you need to know about the wonderful world of air traffic control is that almost all of the rules were written by lawyers after some type of heinous crash or screwup. Way back in the day, our rule book was known as the ANC, or Army, Navy, Civilian—and it was about 10 pages long. Then a few years passed, a few pilots died along with a lot of passengers, and the ANC became the ATP or Air Traffic Procedures. This book was several hundred pages long. Today, this book is called the 7110.65. I keep a copy next to my bed to knock intruders unconscious. Among other stupid things that have arisen from having bureaucrats make rules is the odd fact that we can’t tell a pilot John Ruley LEFT COAST PILOT Thomas Block FULL CIRCLE A Controller Speaks, Part Three Highlights from “Spinning at the Boundary: The Making of an Air Traffic Controller” by David Larson. This month I’ll be continuing a series that highlights the interesting and entertaining memoirs from an FAA air traf- fic controller (one of the aviation-themed audiobooks that I’ve produced and narrated), David Larson’s “Spinning at the Boundary: The Making of an Air Traffic Controller.” “Spinning at the Boundary” is an insider’s view—with lots of iconoclastic observations and irreverent opinions—from an experienced controller’s career path and the ATC happenings during that long (and often tumultuous) period in our aviation history. With the author’s permission, here are more highlights from his years in the Miami (KMIA) tower and radar facility. The old airplanes that flew out of the northwest corner of the Greater Miami International Nuthouse hauled more than just pigs and chickens around the world. Sometimes they hauled race horses, and sometimes they hauled other exotic animals from one zoo to another. One day we’re going about our air traffic control thing in the tower and the guy working local had rolled a DC-6 off 9L. “Hey,” the controller said as he flipped his radio to speaker mode, so everyone else could hear it. “This guy keeps whisper- ing to me. Can any of you understand him?” “Say that again,” he said to the pilot, as we all listened intently to the radio. “96BL needs to come back and land,” the pilot said in a voice so soft we could barely hear him with the radio on full blast. “96BL, enter a left downwind, cleared to land Runway 9 Left,” the controller said. “What’s the nature of your emergency?” “Cleared to land,” was the whispered response. “What is the nature of your emergency? Say your fuel remaining, and souls on board.” (We always asked how much gas they had and how many people… or souls. There is a lot of speculation as to why we were required to ask that, but at Miami we assumed that it was because the fire department wanted to know how big the fire was going to be, and how many bodies and survivors to look for. Consequently, supervi- sors would tell the controllers to ask the captain for bodies and burn time every time they worked an emergency. We never put that out on the air.) There was no immediate answer. “We are going to need an animal handler,” the pilot eventually whispered. “What did he just say?” the controller asked. “Say again, 96BL.” “We… will… need… an… animal… handler… Out.” We all got that message loud and clear. He had no more to say. We got everybody out of his way, called the fire equipment As the story goes, this particular DC-6 was taking a giant anteater —along with other cargo—to a zoo someplace in the Midwest. avemco.com/CessnaFlyer *Not all coverages or products may be available in all jurisdictions. The description of coverage in these pages is for information purposes only. Actual coverages will vary based on local law requirements and the terms and conditions of the policy issued. The information described herein does not amend, or otherwise affect, the terms and conditions of any insurance policy issued by Avemco. In the event that a policy is inconsistent with the information described herein, the language of the policy will take precedence. Free hat offer not available in New Mexico. When you call Avemco Insurance Company, you know who answers the phone? An Avemco® Aviation Insurance Specialist at our home office in Frederick, Maryland. Somebody who knows a 180 from a 182. Somebody empowered to make decisions, solve problems and customize a policy based on what you fly and how you fly it. And, if you ever have a claim, Avemco can help you get back in the air fairly and quickly. Because we don’t simply insure Cessnas, we insure the people who love them. A subsidiary of HCC Insurance Holdings, Inc. ADS0126 (11/13) WE TREAT CESSNA OWNERS LIKE A NAME, NOT AN N NUMBER. Call (800) 822 9123 or visit avemco.com/CessnaFlyer Get a personalized quote and get a free hat. CES SNA F LYE R (20) M AY 2 016 The scary part is that when the airplane got back to the ramp they found that when the engine flew the coop, it hit the engine next to it, knocking that one loose from its pylon, and it was swinging freely in the breeze just waiting to make a break for it at the earliest possible moment. Here’s another story. As I said before, we worked a lot of really old airplanes back then, and one of the biggest examples was the Boeing 377 Stratocruiser. I admit that working this flying museum was pretty cool, and there was no place else in the United States that you could actually see this many working examples of this type of aircraft moving in and out of a major airport. The downside was that these aerial crates were really start- ing to show their age, and anytime you saw one crank up on the ramp, you knew it was just a matter of time before you had some type of emergency on your hands. This was the case late one night—well, actually, early one morning—on the midnight shift. An inbound B-377 called the approach controller, and shortly after that declared the not-so-sur- prising emergency of having one of its engines out of service. The radar controller got the “bodies and burn time” numbers from the pilot and passed the information on to the tower controller. At some point prior to the aircraft getting to the airport, the crew tried to lower the landing gear. Aircraft with retractable gear have a series of lights (usually three) that show green when the gear is safely down, and red when the landing is going to be really noisy and the pilot will need full power to taxi to the ramp. The indicator lights in this aircraft showed the crew that the nosewheel was being timid and refused to come out of the safety of its little house under the flight deck. The pilot what is happening to his/her aircraft without first saying “it appears.” That led to a hilarious story about a Cessna 402 that took off without having the door latched correctly. The copilot went back as they became airborne—and the door fell open just as the guy grabbed it, dragging him out into the atmosphere with it. “Ah, it appears your aft door is open, and someone is hang- ing onto it screaming.” Another story is that a cargo DC-8 taxies to the approach end of 9R, and calls ready to go. Christy waited for a gap in the arrivals on the final, and then puts the DC-8 into position, telling him to be ready to go. Once the runway was clear, take- off clearance was given, black smoke rolled up behind the big jetliner, and it slowly started creeping down the runway. Just past the tower the wings on the big DC-8 generated enough lift; the nosewheel lifted off the ground, followed close- ly by the main wheels, and the eager craft was committed to the commerce of aviation. That was when one of the engines fell completely off the aircraft, slammed into the runway, and slid down the centerline like a Japanese torpedo at Pearl Harbor. “It appears you’ve lost an engine,” Christy told the pilot as she watched the engine lazily come to a halt on the runway. “I know,” said the pilot. “We’re trying a restart but we want to come back and land.” “No,” she said. “I mean, it appears you have LOST an engine.” “I know that!” he said, obviously irritated. “We’re coming back.” “Roger,” she said calmly. “Cleared to land Runway 9L; Runway 9R is blocked by your engine. I suggest you look out the window.” CES SNA F LYE R (22) M AY 2 016 This single incident turned a nonevent into an “aircraft inci- dent with injuries,” which in turn got the NTSB involved. In the course of the NTSB investigation, they requested all of the pertinent data from all air traffic facilities that had worked the ill-fated Stratocruiser. That included the interphone tran- scripts from Miami tower. Both of the controllers got some time on the beach for that one. The full story is available in print and e-book from Amazon, while the audio version can be found at Amazon, Audible and in Apple’s iTunes Library. (Note: this book contains a measure of salty/profane language—be forewarned if you prefer not to hear/read that sort of thing.) Next time: Some final incidents from DTW and MIA. Editor-at-large Thomas Block has flown more than 30,000 hours since his first hour of dual in 1959. In addition to his 36-year career as a US Airways pilot, he has been an aviation magazine writer since 1969, and a best-selling novelist. Over the past 30 years he has owned more than a dozen personal airplanes of varying types. Send questions or comments to editor@cessnaflyer.org. informed the approach controller; the approach control- ler informed the tower controller; and the tower controller informed the crash equipment, which immediately raced out to the runway and waited. The pilot lined up his eager craft on final approach to the runway, and the approach controller instructed him to change to the tower radio frequency. Now, the guy in the radar room was a little… high strung, so he kept calling the guy in the tower on the override feature ask- ing what was going on with the inbound emergency. The guy in the tower was very laid back, and kept trying to work the emergency, feed information to the crash and fire chief, work other traffic he had, and answer the radar guy’s incessant questions. Finally, just before the Boeing touched down, the radar guy called again and the tower guy said something to the effect of, “Get XXXX out of my ear!” Shortly after that, the Boeing touched down safely with what was apparently a faulty light in the cockpit, and taxied to the ramp with crash trucks in tow. Unfortunately, at some point on final the captain had asked one of the crew to go down a ladder in a trap door that was in the floor of the flight deck so he could check the nosegear with a periscope that was installed there for that purpose. The crew member verified that the nosegear was actually down, and was on the way back up the ladder as the Boeing touched down. The shock of the landing jarred the crew mem- ber’s grip loose from the ladder, causing him to fall back down the trap door—and breaking his arm and a few ribs. 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Once again, my instrument rating pays for itself—heavy haze is pretty much a nonissue when you file IFR. The flight down was mostly uneventful, although as usual, ATC amended my route—at which point I missed having my trusty copilot Kate to keep the airplane flying while I figured out the amended clearance. (The autopilot helps, but doesn’t have eyes to look out for other airplanes.) As seems to be common in Southern California, ATC kept me high until I was almost on top of the field and I found myself diving onto the localizer at 1,500 fpm. That’s not a recipe for a stabilized approach, but I managed. I had a small screwup after leaving the taxiway and entering Signature Aviation’s east ramp: I started to turn down a vehicle road thinking it was a taxiway, but one of their line people caught it and got me pointed the right way before I got too far. I had a very enjoyable time at the AAHS and MDA events, where I met up with old friends and made new ones. I was up so late Saturday night that on Sunday morning I decided an extra hour’s sleep was more important than flying the airplane from Van Nuys to Long Beach and decided to drive instead, arriving in time for what turned out to be a delightful experi- ence of classic airline aviation. The particular DC-3 I got to ride in was ordered by TWA for delivery in 1943 as an airliner, but instead was impressed by the Army Air Forces which used it as a C-53 paratroop transport during World War II. It was returned to TWA after the war and converted back to airline configuration, which it retains today. The Left Coast Pilot visits Van Nuys… …and learns a few things along the way. It’s been a while since my writing has appeared in these pages—and there’s a sad reason for that. Two days after Christmas, my wife and copilot Kate lost her battle with ovarian cancer. As full-time caregiver for her last few months, I had no time for flying, much less writing about it. In fact, her last flight—an air tour of our hometown just a few weeks before the end—was with one of our partners rather than me. I simply had no busi- ness flying at that point. One of Kate’s last wishes was for me to get back in the air. I got off the ground for touch-and-goes just three weeks into the New Year, and followed that up with a biennial flight review (BFR) and instrument proficiency check (IPC). I also accepted an offer to join my longtime flight instructor Larry Askew on a trip to Reno, Nev. in the turboprop he flies for a local almond rancher. During the BFR, Larry asked me to do a soft-field approach and landing. I hadn’t done one (or thought about it, for that matter) in quite some time and didn’t remember the technique. A short-field approach with full flaps resulted in a less-than-soft landing, so he had me try again. The second time around I limited myself to 30 degrees of flap and carried a little power to grease the landing. I’m going to make a point of practicing soft-field landings and see if I can’t make my landings consistently good in N4696K. With the BFR and IPC complete, I felt ready for a trip to the Los Angeles area over the Valentine’s Day weekend to attend an annual meeting of the American Aviation Historical Society (AAHS) and a fund-raising dinner for Mission Doctors Association (MDA). I also loaded the baggage compartment with unused medical supplies left over from Kate’s in-home hospice care for delivery to Liga International. These supplies can be used at charity clin- ics in Sinaloa, Mexico. As a fun break—and helpful distraction—I paid the whopping sum of $99 for a Valentine’s Day ride in a vintage Douglas DC-3. From a flight planning perspective, the trip involved three legs: first, from my home base at Modesto (KMOD) to Van Nuys, Calif. (KVNY), where I’d rent a car and drive to the AAHS and MDA events; then a repositioning flight from Van Nuys to Long Beach (KLGB) where the DC-3 ride would take place, and where I’d rent another car to deliver the medical supplies and visit an old friend; finally, I’d return from Long Beach to Modesto. Since I’m instrument rated, my plan was to file all three legs as IFR flight plans—which makes it much easier to get around in Class B airspace. Instead of constantly worrying about whether you are or aren’t in the Class B area, you just follow ATC instructions. And while flying in some of the world’s busi- est airspace, I like having a controller help me spot other traffic. John Ruley LEFT COAST PILOT Other Continental Engine Installation STCs for Cessnas IO-520-D (300 HP) 182H through P IO-550-D A185E and A185F McCauley Propellers for Cessnas 401 80” to 88” 3-blade 180 and 182 (with O-470-50 engines) 185 models (with IO-520-D and IO-550-D engines) 401 80” to 84” 3-blade 207, 207A, T207 and T207A 402 80” to 88” 3-blade 206, U206, U/TU206A-G, and P/TP206A-E mt-propellers for Cessnas 2- and 3-blade propellers available for all our conversions. Hartzell Blended Airfoil 82” or 84” 3-blade 180 and 182 (with stock or O-470-50 engines) FAA/PMA Approved Parts Cessna Model Landing Gear Attachment (Beef-Up) Kit 170, 180, 185, 305 Outboard Gear Box Brackets 170, 180, 185 Inboard Attach Angles 170, 180, 185 Corrosion Resistant Elevator and Rudder Bearings 180, 182, 185, 206 AVIATION P. PONK AVIATION 1212 Moore Road #2 Camano Island WA 98282-8820 Voice: 360-629-4812 • Fax: 360-629-4811 Web Site: www.pponk.com Email: info@pponk.com Specializing in Continental and Cessna Maintenance, Overhauls and Modifications Since 1970. 0-520 Super Eagle Engines AVIATION AVIATION 0-520 Super Eagle Engines 0-520 Super Eagle Engines P. PONK The P. Ponk SUPER EAGLE engine con- version puts additional 35 to 45 horse- power under your cowl for about the same price as a factory rebuilt engine. Your aircraft will takeoff shorter, climb faster, cruise faster and be less expen- sive to operate on a per mile basis. 265 HP & 275 HP carbureted for Cessna 180s and Cessna 182 thru R SHORTER TAKEOFF • INCREASED TBO • INCREASED RATE OF CLIMB LOWER PER MILE OPERATING COST • FASTER CRUISE SPEEDS Passengers—which included about a dozen aviation history buffs—were given a preflight briefing by the crew and asked to stay seated with our belts fastened for engine start, warm up (which took five to 10 minutes), taxi and takeoff. Once we leveled out at our 1,000 MSL cruise altitude, we were free to get up and come forward—a few at a time—to the flight deck. Like everyone else, I did that, stayed just a minute or two and got out of the way so others could share the experience. But after a while I noticed that nobody other than the pilots was up front, so I took the opportunity to park in the crew chief’s jump seat until he evicted me as we approached Long Beach on our return. That was a real treat and very special for me, as my dad was a flight mechanic and crew chief on C-47s, a military version of the DC-3 with a slightly larger cargo door. Kudos to pilot Dan Wotring and his team from Aviator Flight Training based at Cable Airport (KCCB) in Upland, Calif. All too quickly, the tour came to an end and I spent the rest of the day visiting with MDA folks and revising my flight plan. With no need to visit Long Beach, I decided to save myself another car rental by flying to Oceanside, between Los Angeles and San Diego. That would be close enough for my friends Jim Forbes and Jacki Hanson to come and meet me—and in Jacki’s case, pick up the medical supplies for Liga. After lunch in Oceanside, I planned to fly home to Modesto. The weather forecast on Monday included a high wind advisory which worried me a little, particularly crossing the mountains on my way home, but for the leg from Van Nuys to Oceanside (KOKB) I wasn’t concerned—the wind was pretty much straight down the runway for takeoff, and would provide a nice tailwind for the short flight. I turned in the rental car, settled the bill (Avgas at Signature isn’t cheap, but they do provide excellent service) and had a normal engine start, taxi and runup with no apparent anoma- lies. Then I got distracted; ATC assigned a departure procedure I wasn’t familiar with, so I found myself in the runup area studying it. Something in the corner of my eye caught my attention: the JPI engine analyzer in N4696K’s panel was flashing a high oil temperature warning. I looked over at the analog gauge in the panel and confirmed that it was below redline—but too high. CHT looked a little high too, and I confirmed that on the JPI. I checked to make sure the cowl flaps were open. It was a little warm (the OAT was more than 80 degrees F) and I didn’t have the airplane pointed into the wind. I called ground control and told them I needed to turn the airplane; did so, retarded the throttle a little and both the oil and CHT came down, so I decided it wasn’t anything to worry about and went back to studying that pesky departure procedure. When I had the procedure figured out, I called the tower and told them I was ready for takeoff, IFR. The controller said, “Hold for release.” A few minutes later, I was cleared for takeoff. I taxied onto the numbers, turned into the wind, started to advance the throttle—and the JPI started flashing its warning again. This time, when I looked at the analog gauges I saw something that made me swallow hard: low oil pressure. I’ve seen that once before, and it is not good news. I retarded the throttle, told the tower I was aborting the takeoff and taxied back to Signature’s ramp. By now I’d had a chance to look at the CHTs, which were also high—over 400 degrees F. My first thought was that I’d developed a major oil leak, so as soon as I got off the taxiway and onto the ramp, I shut the engine down and got out to take a look. No sign of a leak, but the dipstick was too hot to touch. One of Signature’s line peo- ple helped me push the airplane out of the way. I wasn’t about to fly the airplane until it was checked out by a mechanic, which wasn’t the easiest thing to arrange on Presidents’ Day, and it took some time to find one. (Thanks again to the folks at Signature who put me in touch with Mike Maisch from Continental Aviation.) While arrangements were being made to tow the airplane to Maisch’s hangar, I unloaded my bags and all the medical supplies, put them in yet another rental car, and made arrange- ments by phone to drive them to Jacki’s house in Mission Viejo. I’d have to visit Jim (who lives near Oceanside) another time. After confirming the engine had oil in it, Maisch’s first move was to remove the filter, cut it open and check visually for signs of metal, which would have indicated an oil pump failure. Finding none, he recommended checking the oil pressure relief valve, and then running up the engine with a shop pres- sure gauge attached. That wasn’t going to happen until morn- ing, so I spent an extra night with the MDA folks. Tuesday morning I drove back to Van Nuys and spent an hour or so reviewing the POH and engine operation guides while Maisch installed the shop gauge, refilled the crankcase and put on a new filter. Then he had me do a quick runup. All appeared normal. Maisch’s opinion (backed up later by my own mechanics at home) was that most likely a small piece of carbon caused the oil pressure relief valve to stick. That would explain the symp- toms I experienced. I bought lunch while he removed the shop gauge and put the cowling back on, then—at his suggestion—started the engine, called ground control and asked to stay in the pattern to make sure everything was working before departing for home. It was a clear day with light winds, so I filed a VFR flight plan to Modesto. As you might imagine, I paid close atten- tion to the JPI analyzer and engine instruments throughout the flight—but had no problems at all. John D. Ruley is an instrument-rated pilot and freelance writer. He holds a master’s degree from the University of North Dakota Space Studies program (space.edu) and is archivist for the Hubble Space Telescope (HST) operational history project. Ruley has been a volunteer pilot with ligainternational.org and angelflight.org, two charities which operate medical missions in northwest Mexico and provide medical patient transport, respectively. Send questions or comments to editor@cessnaflyer.org. Resources Aviator Flight Training aviatorflighttraining.com Continental Aviation flycavny.com Signature Flight Support, Van Nuys, Calif. signatureflight.com/location?iata=VNY Weather Underground wunderground.com CES SNA F LYE R (26) M AY 2 016 We hear you. Introducing the Garmin GTX 345 series of transponders. ADS-B Out and optional WAAS position source and ADS-B In for weather and traffic. Displays on select Garmin avionics, portables and tablets using Garmin Pilot and ForeFlight Mobile. And the same footprint as most existing transponders. Learn more at Garmin.com/ADS-B. ©2016 Garmin Ltd. or its subsidiaries Why isn’t there a single ADS-B solution that fits my needs -and fits my panel? Left: Electrical bond- ing straps between the control surfaces and the wings and horizontal stabilizers provide a path for electrical charges to dissipate. Bottom: Static wicks on the trailing edges of the ailerons and elevators also help. Steve Ells QUESTIONS & ANSWERS Eliminating the source of headset noise and installing a Davtron clock in a C-150B CES SNA F LYE R (28) M AY 2 016 noise-producing circuit. That’s a good start—but since there may be a number of circuits on that circuit breaker, you haven’t yet pinpointed the source. Once the noise-generating circuit is located, look for bro- ken shielding connections, loose wire connections and other wiring problems. If your airplane has an alternator, it can be a source of static. Another common source of static is the magnetos, and a third common source is a leaky ignition harness. However, your noise problem can also be caused by some- thing as small as an improperly insulated headphone jack or because the shield of the magneto P-lead is improperly grounded or has broken. The P-lead (for “Primary”) is the wire from the magneto to the Left/Right/Both switch in the instrument panel. I recommend this first: make sure that the headphone jacks are properly insulated. Each jack should have two small plastic washers—one with a raised shoulder, and one plain—and these should be in position to prevent the body of the jack from touching the metal of the panel. Hi Steve, I am sick and tired of the static noise in my headset. I have been putting up with it only because I had gotten used to it, but the other day I rode in my friend’s Cessna 210—and was I sur- prised! His radios were clear and loud; no background static. What do I need to do to cut out this annoying noise in my plane? —Static Sally Dear Sally, You shouldn’t hear any static—also called radio-frequency interference (RFI) or electromagnetic interference (EMI)—if every component is in good shape and the wiring is cor- rectly installed. But it does occur; sometimes you’ll notice static in the headsets after maintenance, and sometimes it can be due to component breakdown. It can even be caused if two wires are rerouted or have sagged and become too close to each other. Unfortunately, it’s not always easy to determine the source. Static noise problems require a special kind of sleuth. I know avionics techs that are always “too loaded up with work” when approached to work on a static problem—unless they installed the avionics or components themselves. If you’re experiencing static noise only when flying in rain or near convective activity, you’re experiencing precipitation static (P-static). Obviously steering clear of intense convective activity is the first step. Installing static wicks on the trailing edges of the ailerons and elevators, and installing electrical bonding wiring or braid- ing between the control surfaces and the wings and horizontal stabilizers provides a path for the electrical charges to dissipate. P-static can build to the point that navigation and commu- nication radios become ineffective, high-pitched squeals are heard, and St. Elmo’s Fire (corona discharge) is seen on the windshield. I’ve talked to Cessna pilots that have gotten quite a shocking surprise from moving their hand or arm too close to the windshield-mounted compass or OAT probe when flying under P-static conditions. One way to narrow down the source is to attempt to isolate the noisy circuit. You can do this by turning off circuits one at a time to see if the noise goes away; press the on/off switches (left magneto or right magneto; strobe, beacon, etc.). Further narrowing can be accomplished by pulling individual circuit breakers. If the noise goes away, you’ve isolated the A220 Engineered for the Serious Pilot Built upon history and innovation, Icom is proud to announce the new IC-A220 Air Band Panel Mount Radio. The A220 shares the same great features as the celebrated A210 with additional enhancements. Automatic squelch control with manual fine tuning capability. The bright white OLED display and back-lit keys are visible in any environment. Improved connectivity using the D-SUB 25-pin connector makes for easy installation. Engineered with the serious pilot in mind. • Automatic Squelch Control • Bright White OLED Display and Backlit Keys • New D-Sub 25-pin Connector on Back Panel • Easy Channel Selection • Easy Installation A220 TSO version Coming soon* Follow us today. ©2016 Icom America Inc. The Icom logo is a registered logo of Icom Inc. 42144 *As of April 1st, 2016 this device has not been approved by the Federal Communications Commission. This device may not be sold or leased, or be off ered for sale or lease, until approval of the FCC has been obtained. For our complete line visit: www.icomamerica.com/avionics Magneto-generated noise is generated by Bendix magnetos. If only one of your magnetos is the source of the noise, this can be detected by switching off the magnetos—JUST ONE AT A TIME—with the engine running. If one magneto or both magnetos are the source of the RFI, there are external filters that are easy to install. These filters cost $70 to $100 each. (Note: Installing one of these external filters on a Slick magneto will cause magneto operational problems.) The same on/off troubleshooting can be used to determine if the alternator is producing noise in your headset. If the noise goes away, there are filters designed for alternator noise and they cost about the same as magneto filters. Lone Star Aviation in Mansfield, Tex. is one well-known manufacturer of these filters. In addition to its magneto and alternator filters, the company produces an Eliminator filter that’s advertised to remove noise from the DC power feed line. All Lone Star filters have FAA PMA approval for installation. Aircraft manufacturers go to great lengths to design systems that are noise-free. However, most GA airplanes today have been subject to many equipment and wiring changes. Wiring aircraft systems does require a working knowledge of proper systems and component power, as well as grounding and shielding techniques. Do some troubleshooting to determine the source of the noise; take steps to eliminate it, and—if you have to—install a filter to remove the noise. Happy flying. Hi Steve, I am the happy owner of a 1962 Cessna 150B Anniversary model. I love my fastback model 150. I received a real nice Davtron 811 digital clock on my birthday, and although I rarely need a clock while flying, I want to install it. Isn’t it a big deal to make any kind of change to my 150? I am very happy to just fly my simple little 150 around, so I haven’t installed any upgrades or done anything except for annual inspections and changing worn-out parts since I bought it 17 years ago. What do I need to know? —Worried Will Dear Will, Don’t worry, Will. In 2010 the FAA sent a letter to Kevin Torresdal, president at Davtron, stating, “We consider the installation of replacement clocks (including timers and stopwatches) in non-transport category airplanes to be minor changes in accordance with Title 14 Code of Federal Regulations (CFR) section (~) 21.93(a). “Per CFR S 21.95, copies of this letter may be given to installing mechanics as evidence that this installation is con- sidered minor. The installation should be documented using a maintenance log book entry referencing this letter.” The reference code for the letter is 100S-GA-10-53. (See Resources for a link to the CFA forums where you can retrieve the PDF. —Ed.) I have a Davtron M811 clock with the elapsed time and flight time features in my airplane. Installation directions can be found on the Davtron website after selecting “M811” under “800 Series – Clocks” in the drop-down menu on the left. All that’s required is a power wire, a ground wire and a one-amp fuse. I believe Cessna installed a one-amp fuse in your airplane to provide circuit protection for the clock circuit. Flight time can be turned on by connecting the blue wire from the plug to an air switch, but that adds another layer of complexity. If you want the clock to provide an approximate flight time, you can connect the blue wire to the master switch. Each M811 clock has a small memory (“keep-alive”) bat- tery to provide power when the airplane power is off. Davtron recommends replacing the memory battery every two years, but one way to determine if the battery is exhausted is when the flight time feature no longer works. Cost for a new battery is around $28. Happy flying. Know your FAR/AIM and check with your mechanic before starting any work. Steve Ells has been an A&P/IA for 44 years and is a com- mercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and lives in Templeton, Calif. with his wife Audrey. Send questions and comments to editor@cessnaflyer.org. Resources Noise filters Lone Star Aviation lonestaraviation.com M811 clock Davtron, Inc. davtron.com Clock installation reference letter Letter 100S-GA-10-53 CessnaFlyer.org/forums CES SNA F LYE R (30) M AY 2 016 The M811B digital clock by Davtron is considered by the FAA to be a minor change for non-transport category aircraft. A log- book entry referencing the letter serves as sufficient documentation. Lone Star Aviation produces an Eliminator filter to remove noise from the DC power feed line. AOPA Insurance Services offers both Aircraft Insurance and Renter’s Insurance so that you’ll be protected when you fly. With the buying power of AOPA behind us, we provide you with:  Excellent coverage  Competitive rates  The expertise you deserve  The dependability of AOPA, a name you can trust. Revenue from AOPA Products & Services goes right back to supporting, grow- ing and protecting general aviation. Go Online or Call Today! 1-888-255-AOPA[2672] or aopainsurance.org/fly We’re the ONLY ones with AOPA in our name...and phone number. THE KEY TO PROTECTING BOTH CESSNA OWNERS AND RENTERS For many pilots, the availability—and the affordability—of replacement parts is a deciding factor in which aircraft they choose to own. For others, availability isn’t an issue— until they find their plane is down for an unusually long time due to a simple part that’s difficult to locate, or perhaps worse, a common part that’s difficult to locate at a reasonable price. Define your terms When an owner-pilot has a need for a part for their airplane, navigating the landscape of parts suppliers and parts classifications can be confusing. First of all, a yellow tag is somehow better than a green tag when it comes to airplane parts. Also, the term “new old stock” isn’t an oxymoron, it’s an accepted way to describe a manufacturer’s surplus. What’s more, sellers sometimes use dif- ferent terms to refer to the same thing, which can make reading a description of an airplane part feel more like an SAT test question to the uninitiated. In order to help you understand what’s what, our editors have compiled a list of working definitions for the various cat- egories of aircraft parts, which you can find on page 39. The triumverate Several companies around the United States have made it their business to eval- uate, purchase, inventory, store and dis- tribute surplus and used Cessna aircraft parts. Cessna Flyer set out to talk to vari- ous companies to get some insight about GA airplane parts in today’s market. Cessna Flyer reached out to several companies to provide information for this story; not all were able to respond by our deadline. The three that did, how- ever, are diverse enough to give readers and members a serviceable—if I may— representation of the parts market. All joking aside, these three companies do have one thing in common: they dismantle an astonishing variety of aircraft that result in a huge number of saleable parts. Photo courtesy Preferred Airparts One Part of the Whole: New Surplus and Used Aircraft Parts Compiled by CFA staff Cessna Flyer recently talked to Dodson International, Preferred Airparts and Wentworth Aircraft to find out what you need to know about airplane parts. CES SNA F LYE R (32) M AY 2 016 Dodson International “We sell everything you could find on an aircraft, and part just about any make and model,” explained J.R. Dodson, owner of Dodson International Parts, Inc. “This means any part on the aircraft: avionics, engines, props, interiors.” Dodson International, located in Rantoul, Kan., has over five million in- stock aircraft parts, and in the company’s 32 years of operation it has torn down more than 3,000 aircraft—an average of one plane every four days, for over three decades. New Surplus (NS), Overhauled (OHC) and As Removed (AR) parts are available from Dodson International. Preferred Airparts Preferred Airparts has made New Surplus parts its specialty, with over 14 million new parts in stock at its Kidron, Ohio location. “We stock new surplus OEM parts for many aircraft, engines, props and accessories,” explained Dale Miller, marketing manager for Preferred. The company was founded in 1982 and also stocks used parts, including many yellow-tagged and overhauled parts with 8130s. Wentworth Aircraft Wentworth Aircraft in Crystal, Minn. is the largest volume buyer of aviation insurance company salvage airplanes in the world, reports company co-founder and CEO Steve Wentworth. “The major- ity of our parts are used,” Wentworth explained, “and we buy 150 to 175 air- craft every year.” Wentworth Aircraft has purchased over 4,600 airplanes and is entering its 30th year in the aircraft salvage business. At this rate, by the time you read this story, an average of another dozen aircraft will have been delivered to the warehouse. Storage facilities Speaking of warehouses, all three of these companies utilize them—so please, cast away your visions of mouldering parts in a field in the middle of nowhere (it’s more like a field of roofs in the mid- dle of nowhere). Dodson International has torn down more than 3,000 aircraft. The 32-year-old company has over five million in-stock aircraft parts at its Rantoul, Kan. location. Preferred Airparts in Kidron, Ohio, has made New Surplus parts its specialty, with over 14 million new parts in stock. The company was founded in 1982. Wentworth Aircraft has purchased over 4,600 airplanes. The company, located in Crystal, Minn., is entering its 30th year in the used aircraft parts business. Speaking of warehouses, all three of these companies utilize them—so please, cast away your visions of mouldering parts in a field in the middle of nowhere… Photo courtesy Cory Kessler Photo courtesy Preferred Airparts Photo courtesy Dodson International “All of our parts are stored under roof at Preferred Airparts—everything includ- ing fuselages,” explained Miller. “Parts are cleaned and stored in a climate-con- trolled warehouse. as needed” Dodson stores its parts in ware- houses as well, and the avionics inventory is kept in an anti-corrosive, anti-static, climate-controlled environ- ment. They utilize plugs and desiccant when appropriate. Parts are kept in hangars at Wentworth Aircraft, too, so there’s zero expo- sure to Minnesota weather. “Even our stock of over 450 wings are all inside,” Wentworth explained. Smaller parts— instruments and switches, avionics and landing gear—are kept in climate-con- trolled buildings. In whole, or in part? Dodson, Preferred and Wentworth get their aircraft parts in a variety of ways, but each relies on some major sources. For example, Dodson buys from avia- tion companies worldwide. “These com- panies have parts available for a myriad of reasons, including new surplus, clo- seouts, liquidation and incident-related. Non-incident aircraft sometimes fly in to be parted,” said Dodson. Preferred Airparts mainly gets parts from people who have overstock, compa- nies going out of business and insurance companies, according to Dale Miller. Wentworth Aircraft almost exclu- sively buys whole airplanes from insurance companies. “Most of the airplanes we part out are in current calendar annual, or just out of annu- al, so the undamaged components are airworthy and have recently been fly- ing,” Wentworth explained. The Mark I eyeball A thorough visual inspection and the inspector’s experience are key for evaluating used parts, and Dodson, Preferred and Wentworth all perform these checks in-house before a used part is placed in inventory. “The two best inspection tools are the eyes of an experienced inspector,” Steve Wentworth told me. This method works well for items like a gear leg, but the company also has a magneto test stand and other specialized equipment. Dodson employs A&P mechanics, IAs, commercial pilots and other FAA licensed personnel to advise and support its cus- tomers. Preferred Airparts’ staff includes 10 A&Ps by my count of the directory included on the company website. Photo courtesy Preferred Airparts All parts are stored under roof at Preferred Airparts—everything includ- ing fuselages. In addition to used parts, Preferred also stocks new surplus OEM parts. CES SNA F LYE R (34) M AY 2 016 New Surplus and used Aircraft Parts! Chosen for value and service PAreferred irparts • Airframe Parts • Accessories, bellcranks • Air Filters • Engine Parts • OHC Rotables • Propellers • and a whole lot more! We Buy Worldwide We buy inventories of new surplus parts for nearly anything that flies. Also tired or damaged Cessna twins, Caravans, Cita- tions, engines and propellers. Gene Hembree is our buyer. Please contact him at 330-698-0280 ext.224 gene@preferredairparts.com We are Cash Buyers! Preferred Airparts, LLC Div. of JILCO Industries 800-433-0814Toll Free, U.S. & Canada Tel. 330-698-0280, FAX 330-698-3164 sales2@preferredairparts.com SALES HOURS 7:15am to 6:30pm EST. www. preferredairparts .com SAVE 25-85% off list price! Added Security User friendly shopping cart Build an order from different quotes View your quote and order history! Same great inventory search with NEW shopping cart features! Website Upgrade! We can look up part numbers for Caravans, Singles, Twins, and Citations Photo courtesy Cory Kessler Engine Preservation System Model Nos. AA1000EPS, AA1000EPS-INT (international version) Condensation build up inside your engine can and will cause oxidation, resulting in rusty corroded internal parts. Tempest’s engine preservation system (EPS) could save you hundreds of dollars in repairs by reducing engine condensation that results in corrosion. Kit Includes: EPS system, 1 lb of desiccant, oil filler adapters for both TCM and Lycoming. International version includes all this plus 220V convertor and all adapters for various plug-in styles. Wentworth Aircraft almost exclusively buys whole airplanes from insurance compa- nies. Most of the airplanes parted out are in current calendar annual, so the undam- aged components have recently been flying. These companies dismantle an astonishing variety of aircraft that result in a huge number of saleable parts. CES SNA F LYE R (35) M AY 2 016 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 Storing so many millions of parts requires a good organization system. All three companies work with outside repair stations for any used parts that may be tagged, like avionics and accessories. All three companies work with outside repair stations for any used parts that may be tagged, like avionics and accessories. Staying organized Storing so many millions of parts requires a good organization system. “All parts are properly identified by part number, trace and condition before they are put on the shelf,” Dodson explained. “Before a part is shipped, it is checked by the parts picker, salesmen and ship- ping for part number, serial number and condition.” Preferred Airparts also exercises meticulous inventory control, and because the company sells out of its own stock, customers deal direct rather than going through a parts broker. More than 90 percent of the time, a part in-stock at Preferred can be shipped the same day. Wentworth Aircraft’s inventory system groups parts by similar types, while iden- tifying each part by the aircraft it was removed from. “With so many parts to choose from, this allows our parts pullers to seek out the very best of several avail- able parts,” Wentworth explained. Photo courtesy Cory Kessler CES SNA F LYE R (36) M AY 2 016 With so many parts to choose from, Wentworth’s parts pullers can seek out the very best of several available parts. Wentworth Aircraft’s inventory system groups parts by similar types, while identifying each by the aircraft it was removed from. Photo courtesy Cory Kessler Photo courtesy Cory Kessler The innovative exclusive features of Tempest's Spark Plugs and Oil Filters makes Tempest the Supplier of Choice for Continental Motors! Selected by the Gold Standard Discover true engine performance, Upgrade your engine to Tempest today! Aviation Spin-On Oil Filter EXCLUSIVE FEATURE: Magnetic Secondary Filtration Aviation Spark Plug EXCLUSIVE FEATURE: Fired In Resistor - Guaranteed to Never Exceed 5k Ohms But what about my plane? Let’s assume you’re in the market for something for your Cessna. If you were asking my advice, I’d tell you that all of these companies are definitely worth a try. If you’re looking for a new surplus part, Cessna parts are a mainstay at Preferred Airparts. They constantly buy new surplus inventories, and, accord- ing to website, have the world’s largest inventory of new Cessna airplane parts outside of the factory. For single-engine aircraft, check with Wentworth. “Our strength—and the aircraft we are most known for provid- ing all manner of parts for—is the entire Cessna single-engine line from 150 through P210,” said Wentworth. Preferred is a good source of used parts for twin owners. “We’re parting out over 370 Cessna twins, from the 303 thru 441, and have over 150 props in stock for Cessna twins and many others,” Miller explained. Dodson International has used items available for everything from a 150 to a Citation made any time in the last six decades. A check of the online inventory yielded parts results from 459 discrete Cessna aircraft. What if it’s wrong? Yes, you can send it back. “Sometimes a part doesn’t fit, or is not what the customer expected. We offer a 30-day, money-back guarantee for those circum- stances,” Wentworth said. Parts from Dodson are guaranteed for 30 days, and Preferred will replace any defective or mismarked part with an acceptable part if notified within 30 days of sale. (For further detail on return policies, circumstances and any exceptions, check with company repre- sentatives. —Ed.) Rejected parts For Preferred Airparts, rejecting new surplus parts isn’t a common occurrence. But when you’re dealing mainly with used parts, it’s a must to ensure the integrity of your inventory. “Any rejected parts are mutilated and scrapped,” Dodson explained. Wentworth added, “We recycle bad or damaged parts at the rate of two or three trailer loads a week—so you may be drinking your soda out of a can made of a damaged Cessna wing!” Online inventory, RFQs… or just contact CFA! If you are looking for a specific part, contact these companies directly to inquire about availability and receive a quote. You can also contact us at the Cessna Flyer Association to make use of the parts locating service. This convenient benefit is included with your member- ship, will definitely save you time and may even save you a little money, too. Resources Dodson International Parts, Inc. dodson.com Preferred Airparts, LLC preferredairparts.com Wentworth Aircraft, Inc. wentworth.com CES SNA F LYE R (38) M AY 2 016 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 PowerFlite® Starter Approved on many TCM models 20% less current draw • Long life brushes • New field wound electric motor design with no permanent magnets • Ball bearing design with low internal friction and heat • No internal clutches or planetary gears WHAT’S THE DIFFERENCE? Cessna Flyer editors researched various categories of aircraft parts to provide these definitions. 8130 – Refers to FAA Form 8130-3, Authorized Release Certificate, Airworthiness Approval Tag. The 8130-3 is often used to document conformity and airworthiness, but it can, in fact, list one of eight terms in block 12 of the form: altered, inspected, modified, new, overhauled, prototype, rebuilt and repaired. The 8130-3 form is gradually replacing the yellow tag (see entry for Yellow Tag, below). AS REMOVED – A part that’s been removed from an aircraft. It very likely has been visually inspected and assumed to function, but has not been tested or certified. Any visual inspection is likely to be cursory and no paperwork is provided. GREEN TAG – In the United States, a green tag indicates that a used part is not airworthy, but is repairable. In Canada, a green tag indicates a part is both serviceable and airworthy. In both the U.S. and Canada, a green tag does not guarantee a part is legal for use in certificated aircraft. NEW OLD STOCK – New old stock (NOS) is a way to describe new parts that have been stored in inventory for an extended period of time. The term doesn’t assure serviceability, it simply means the part has not been previously installed on an aircraft. This term is used more frequently with online retailers of aircraft parts, and is interchangeable with the term New Surplus (see entry below). NEW SURPLUS – A product, assembly, part or material that has been released as surplus by the military, manufacturers, owners/operators, repair facilities or any other parts supplier. New Surplus (NS) parts should show traceability to an FAA-approved manufacturing proce- dure. Alternatively called NOS parts (see New Old Stock, above). OVERHAULED – A part overhauled in accordance with the manufactur- er’s overhaul or repair manual, or an alternative procedure approved by the FAA. This term can apply to an airframe, aircraft engine, pro- peller, appliance, or component part which has been disassembled, cleaned, inspected, repaired when necessary, reassembled and tested in accordance with the Type Certificate, STC or PMA. REBUILT – A component that conforms to new part tolerances and limits, or to approved oversized or undersized dimensions, that has been disassembled, cleaned, inspected, repaired as necessary and reas- sembled. Rebuilt items are required to be tested to the same tolerances and limits as a new item. Only the engine manufacturer can legally cre- ate a rebuilt engine; no field service facility has the authority to rebuild an engine. An engine overhaul (see previous entry) can legally be done at the factory or by many service facilities in the field. RED TAG – A physical tag indicating that a part is not airworthy; it is unusable on an aircraft and should be considered scrap. USED – An aircraft component or part previously installed on an aircraft. Used parts are often purchased at a significant discount as compared to new parts. Traceability for used parts can be limited, though the seller may offer a return policy, issue a refund or be willing to exchange. YELLOW TAG – A certificate for a used major component that tag states a part was working (i.e., serviceable) when it was removed from its previ- ous installation. The yellow tag will also indicate if any aspect of the part was repaired or overhauled. Repair and overhaul must be completed by a repair station or signed off by an A&P/IA. Generally being replaced by the 8130-3 (see first entry, above). Sources: “Authorized Release Certificate, FAA Form 8130-3, Airworthiness Approval Tag Frequently Asked Questions (FAQ),” faa.gov. “Aviation parts tag,” Wikipedia.org. FAA Advisory Circular No: 20-62E, “Eligibility, Quality, and Identification of Aeronautical Replacement Parts,” Dec. 23, 2010. “The Spare Parts Market,” archived at AOPA.org. “The Update Report,” Vol. 7, Issue 5. Newsletter published by the Airline Suppliers Association, May 1999. TYLER AND JEFF ASSEMBLE LYCOMING ENGINES IF TYLER AND JEFF’S TEAM DIDN’T ASSEMBLE YOUR ENGINE THEN IT’S NOT A GENUINE LYCOMING FACTORY ENGINE Imitation may be the sincerest form of flattery, but at the end of the day, there’s only one true “factory new.” If your engine and parts are not from our factory in Williamsport, Pennsylvania, then they aren’t genuine Lycoming. We innovated and engineered your engine, building it to our exact specifications. Trust your engine to the team who knows it best. © 2016 Avco Corporation. All Rights Reserved. LYCOMING.COM CES SNA F LYE R (42) M AY 2 016 Nothing Else Quite Like It: THE CESSNA 404 Photo: Paul Bowen “There are no comparable models in the late model piston cabin-class aircraft,” said Ron Caruso, founder of Maine Aviation Sales, Inc. in Portland, Maine. “This aircraft literally has no competition in its class.” Caruso should know. He’s been main- taining 404s since they debuted, and has been selling 404s along with 402s and other corporate and commercial aircraft since 1981. This family-run business owns two 404s and three 402s, and all six of the staff are enthusiastic about the solid design and exceptional utility of the incomparable 404. Development In 1973, Cessna executives began dis- cussing an aircraft with a higher payload than the popular 402, and thus began the development of an unpressurized piston twin that was to become the 404. The aircraft is clearly an outgrowth of the Model 402B, but with noteworthy differences. The biggest of these is its useful load: at just under or just over 3,000 pounds (depending on type), the 404 is 30 percent greater in ton-mpg than its predecessor. Engineers also improved the low-speed stall characteristics for the 404 and gave it a smooth bonded metal three-piece wet wing as a standard feature. “Some [aircraft] attach outboard; this aircraft is attached engine-to-engine at the center section of the wing,” Caruso said. This design is structurally sound and incred- ibly strong. They pirated some features from the by-then-proven Model 421, too, includ- ing the nosegear. However, engineers gave the 404 a brand-new trailing link main landing gear (only minimal rigging is required) and large four-piece semi- Fowler flaps. The 404’s flaps, landing gear and wet wing would all be used on future Cessna aircraft including Citations. This stable airplane received a vertical tail that spans 7.6 feet, and the rudder trim tab has 4:1 servo. The Titan was fitted with two 375 hp GTSIO-520-M engines, with no inter- cooler or cowl flaps. Its fuselage forward of the cockpit is almost identical to the Cessna 402, and the hydraulic system is based on the 402C. With virtually no competition in its class, the Cessna 404 family of Titans—the Ambassador, the Courier, and the Freighter—can haul well over one ton of cargo or people (or any combination thereof). By Heather Skumatz The 404’s flaps, landing gear and wet wing would all be used on future Cessna aircraft including Citations. CES SNA F LYE R (44) M AY 2 016 Testing and marketing The process from testing to certification was relatively quick. The prototype Cessna 404, N5404J, began flight testing in early 1975 and Type Certificate A25CE was issued in July of the following year. First deliveries of this business/commuter/ cargo aircraft were in October of 1976. Cessna initially offered two models of what was at the time its largest piston twin: the 10-passenger Titan Ambassador, and a cargo/passenger version called the Titan Courier. By the early 1980s, a third model, the Titan Freighter, was also on the market. The Freighter was a reinforced cargo- only version of the 404. With the Titan offering such a sub- stantial payload increase over the 402, the aircraft was ideal for air cargo and air taxi markets—just as Cessna had suspected. Between October 1976 and January 1977, 17 were delivered. Capabilities With a ceiling of 26,000 feet and a range of more than 1,000 miles, the unpressurized 404 can fly both high and far—as long as you don’t mind wearing an oxygen mask. And it can fly in icing conditions. “This is an excellent Known Ice air- craft,” said Caruso. “It can be dispatched into the same conditions as a Boing 737.” Fuel capacity is 348 gallons, with 340 usable on the two mains. There are no wing locker tanks. Maximum take- off weight for the 404 is set at 8,400 pounds, while its maximum landing weight is 8,100 pounds. The aircraft can carry 700 pounds more than its closest competitor, the Piper Navajo Chieftain—and quite a bit farther, too. You’d better believe this comparison with the Chieftain was a major selling point in the Cessna marketing materials from the early 1980s. Flight characteristics As far as flight characteristics, Caruso calls the 404 very dorsal. ”It has excel- lent flight characteristics,” he explained. “It feels like a heavy 402C.” For takeoff, the flap configuration is 10 degrees (inboard) and eight degrees (outboard). The maximum deflection of the inboard flaps is 35 degrees, with 23 the maximum for the outboard deflection. “The 404 has small throttle move- ments like a turboprop,” Caruso said. “We have certain training on the engines that we pass on to our customers and The aircraft is clearly an outgrowth of the Model 402B, but with noteworthy differences. The biggest of these is its useful load… Photo courtesy Maine Aviation Sales Inc. Photo courtesy Maine Aviation Sales Inc. CES SNA F LYE R (45) M AY 2 016 CESSNA 404 TITAN ESTIMATED COST OF USE* Direct Operating Cost* Cost/Hour Fuel (1) $ 240.00 Oil (2) $ 3.18 Routine Engine & Airframe Maintenance (3) $ 65.80 Total Direct Operating Cost $ 308.98 Reserves Engine Overhaul (4) $ 93.75 Propeller (left and right) $ 6.50 Avionics (5) $ 5.16 Systems (6) $ 8.09 Total Reserves $ 113.50 Total Cost of Use/Flight Hour** $422.48 1. $6.00/gallon @ 40 gph (75 percent power)*** 2. Includes oil and filter changes at 50 hour intervals; assumes oil consumption rate of one quart per eight flight hours. 3. Cost of parts and labor for engine and airframe maintenance at 100-hour inspection. 4. Engine overhaul @ 1,600 hours 5. 10 percent of avionics options @ 1,000 hours 6. Mechanical systems, accessories *Information provided is estimated cost. Actual cost will vary due to differences in accounting methods, cost of fuel and oil, labor services, engine overhaul and type of avion- ics installed. Additionally, the manner in which the aircraft is used will have a significant effect on actual cost of use (number of hours flown annually, power setting, type of air- ports used, environmental conditions, pilot’s capability, etc.) **Information does not include Fixed Operating Costs such as insurance, hangar rental and crew salaries ***Fuel cost considerably lower at press time Information courtesy Maine Aviation Sales, Inc. 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The engines run real nice, if they’re set up properly.” If needed, the 404’s hydraulically- actuated landing gear can be extended in flight up to 182 knots, and the aircraft does have an emergency gear extension blowdown bottle with 1,700 psi. Finally, the Titan, despite its name, is not very demanding on the runway. According to Caruso, the plane has great short-field performance. “It can operate out of 2,500-foot strips,” Caruso said. The average buyer The typical seller of the 404 has used the aircraft either for a charter or a freighter, according to Caruso. Sellers can be either corporate or per- sonal flyers. “The average buyer,” he continued, “is looking at the 404 because of its cost of operation/range payload,” Caruso reported. But not all buyers are corporate and charter ops. One other important—and perhaps unexpected—use of a 404 is for surveillance and photography. With such good flying characteristics, Known Ice capability and a strong airframe, the 404 has a niche. The plane is also starting to pop up for private individuals’ use. “A 404 can fly to its destination and have enough fuel on board to return home. It hauls the most fuel of the piston-pow- ered twins,” Caruso explained. “This airplane makes a great charter, or a personal large-family aircraft—at a lot of cost per hour savings over a turbo- prop,” he said. “We’ve flown our family to Key West, Fla. from Portland, Maine— nonstop,” he added. “Compared to a C-90 King air, the 404 is one-third the cost to operate—and it’ll haul more. Yes, it’s a little slower—bring lunch and dessert—however, maintenance cost is about half. It’s a good alternative.” Maintenance and costs “The 404 is 30 percent the same parts as the 402 maintenance-wise,” Caruso explained, “and similar to working on a 402C. “Also, serial number [of a 404] does not guarantee a better aircraft. A plane’s history, including its usage, maintenance and where it has been operated is much more important.” “The 404 has no major ADs,” Caruso continued, but one AD buyers should be aware of is AD 2000-01-16, the 12-year or 2,500-hour overhaul on the exhaust. “A lot of mechanics overlooked the GLOBAL DISTRIBUTOR OF CERTIFIED PISTON ENGINES & PARTS STOCK PARTS SHIP WITHIN 24 HOURS CONTACT US TODAY FOR YOUR QUOTE AND ASK ABOUT FREE SHIPPING WWW.PROGRESSIVEAIR .COM 1-800-264-6019 2965 AIRPORT RD. KAMLOOPS, BC V2B 7W8 Engineers gave the 404 a brand-new trailing link main landing gear (only minimal rigging is required) and large four-piece semi-Fowler flaps. Photo courtesy Jerry Temple Aviation Photo courtesy Jerry Temple Aviation Photo courtesy Maine Aviation Sales Inc. LESS DRAG • LESS DRAW • TSO Approved Pulsar NS and SunTail lights • No Power Supply required • PMA and STC approved SunSpot 36 landing and taxi lights • SunSpot HX Series includes Built-in “wig- wag” or “pulse” feature Upper SunBeacon II (Red) Pulsar NSP (sold as a pair) – NAV/ACS/POS www.AeroLEDS.com t 208.850.3294 f 208.246.0552 sales@AeroLEDs.com SunSpot 36LX landing and taxi lights SunTail ACS/POS CES SNA F LYE R (48) M AY 2 016 12-year and reverted to the 2,500 hour,” explained Caruso. The typical 404 will likely have older radios and avionics. Many Titans were owned by government entities and are on the market as basically stock air- craft with an average 10,000 to 20,000 hours TTAF. A popular modification on the 404 is a camera hole installation for use in aerial surveys. Maine Aviation Sales holds the STC, which meets most countries’ certifi- cation requirements. Purchase cost of a 404 can range from $200,000 to $500,000, depending on an aircraft’s condition and options. Annual maintenance expenses are between $15,000 and $25,000. (Operations costs are listed on a table on page 45. —Ed.) Solid, safe and service-oriented The 404 definitely isn’t the plane to zip around the patch in, but it has its place—both in Cessna’s history as well as in today’s globalized market. The Titan may not be fancy, but it’s solid and safe. And it can haul a whole lot of people, fuel and cargo. Even in today’s ultra-connected world, we still need to get people and products from Point A to Point B the old-fashioned way, and the 404 Titan Ambassador, Courier and Freighter are up to the task. Heather Skumatz is managing editor for Cessna Flyer. Send questions or comments to editor@cessnaflyer.org. Special thanks to Cessna twin specialist Jerry Temple for the wealth of informa- tion he provided. Sources: Cessna marketing materials c.1980. “Cessna’s Big Twins: the 400 Series” by Jennifer Dellenbusch, Cessna Flyer, July 2014. “Cessna Wings for the World III: Development of the 400 Series Twins” by William D. Thompson, Maverick Publications, Bend, Ore., 2000. Wikipedia.org. Resources Maine Aviation Sales, Inc. maineavaitionsales.com Jerry Temple Aviation, Inc. jerrytemple.net 1980 Cessna 404 Titan Ambassador Specifications GENERAL CHARACTERISTICS Powerplant: (2) Continental Motors GTSIO-520-M engines, 375 hp Propellers: Constant speed, full feathering, three-blade, 90 inch Length: 39 feet, 6.3 inches Wingspan: 46 feet, 4 inches Height: 13 feet, 3.1 inches Wing area: 242 square feet Seating capacity: 10 Empty weight: 4,816 pounds Max. takeoff weight: 8,400 pounds Landing weight: 8,100 pounds Max. useful load: 3,634 pounds PERFORMANCE Max. speed: 232 knots Cruise speed (at 20,000 feet): 217 knots Stall speed (flaps up, power off): 83 knots Rate of climb at sea level: 1,575 fpm Rate of climb (one engine): 230 fpm Takeoff ground roll: 1,788 feet Takeoff over 50-foot obstacle: 2,367 feet Landing ground roll: 1,100 feet Landing over 50-foot obstacle: 2,130 feet Service ceiling: 26,000 feet Single-engine service ceiling: 10,100 feet Source: Cessna Aircraft CES SNA F LYE R (49) M AY 2 016 WHAT’S A 404 ZX? I always received the same question at the airport, car wash and at the Nissan dealership… By Jerry Temple In 1984 the Cessna dealers in Southern California were strug- gling to survive. Cessna had halted all Twin Cessna production in late 1982; a few twins would be assembled in 1984 and ‘85. Interest rates were at times above 20 percent. Dealer’s ramps and floor lines were full—and, of all of the twin mod- els, the least likely to get sold was the 404 Titan. The Titan was expensive, had a limited market and there were many late model and new 402Cs that were popular and priced low. As the sales manager for Cessna’s contracted West Coast distributor, I had the duty to support the multi-engine deal- ers in California, Arizona and Nevada. I came up with a plan that was not entirely kosher with the Cessna sales system, but was a life jacket to dealers. I traveled to South Florida to speak with aircraft dealers, shops and cargo operators—anyone with any type of opera- tion where a Titan could be useful. The price tag was TIOOH (“Take It Off Our Hands”). The Titan is a great aircraft to haul cargo and passengers to the Bahamas and Caribbean. Most operators could not afford turbine-powered aircraft and could not afford to keep their Twin Beech flying. In four months, six Titans went from Southern California to South Florida. It would have been seven, but one was stolen off a dealer’s ramp the night before a delivery flight. A blue/silver Datsun 280ZX 2+2 was my reward. After obtaining a personalized California 404 ZX License plate, I moved to Dallas with my then-modified ZX. In Texas I obtained a 404 ZX license plate, but in Texas, Purple Heart recipients* also get a special plate. *Incident on March 13, 1966 at 13:30 PM at 500 feet AGL in Vietnam’s Central Highlands in a Bell UH-1C gunship. Photo courtesy Jerry Temple Aviation Airplane Maintenance for the DIYer: First Steps By Jacqueline Shipe A&P Jacqueline Shipe discusses why and how you can get started working on your own plane. CES SNA F LYE R (50) M AY 2 016 wning an airplane is usually the result of years of hard work and planning. For many, it is a fun and rewarding experience—the fulfillment of a lifelong dream. Although airplane ownership is a big source of joy, it can also be an expen- sive and responsibility-filled endeavor. In fact, cost is the number-one concern that most pilots have when it comes to owning a plane. The initial purchase price of a plane is only one part of the equation. Insurance, fuel, storage, maintenance, avionics upgrades and any updates to the paint or interior can add up to be far more than the initial purchase price over a period of time. One way to lower the operating costs is to be actively involved in your plane’s maintenance. In addition to cleaning the plane, there is a surprisingly long list of maintenance actions that an owner may legally perform on his or her aircraft, provided it is not operated under FAR Parts 121, 129 or 135. The benefits of DIY maintenance There are several benefits for own- ers who decide to do a lot of their own maintenance. Long-term, it does save on labor costs, although initially there are some expenses for tools and supplies. In addition to the cost savings, work- ing on a plane gives a person the oppor- tunity to get a better understanding of how different systems operate and how things on their aircraft are put together. This translates into a better understand- ing of the readings on the gauges in the cockpit and may allow the pilot to detect potential problems more quickly. Owner-performed maintenance also helps a pilot know how to operate the plane in a prudent manner that is easy on mechanical items. Owners also typically aren’t as pressed for time as mechanics working in a shop. This means that they can take the time to address cosmetic issues as well as mainte- nance issues. Little things like repainting removed items, fixing cracks in plastic or fiberglass trim pieces, or replacing rusted panel screws with stainless ones not only makes a plane look better, it adds to the resale value. O Any time a plane is jacked, it must be raised evenly on both sides. This photo shows a page from a Cessna 152 service manual with proper jacking instructions. A side-by-side comparison of the DeWalt #2 screwdriver bit (left) and a general-use bit (right). The rounded tip of the DeWalt tip bit allows it to seat further into the screwhead. On the left, a plastic tie wrap and side-cutters; the flush-cut type is best for cutting tie wraps because it leaves a smooth edge that won’t later cut a person that is trying to work in a tight area. Standard cutters for safety wire are on the right. One way to lower the operating costs of owning a plane is to be actively involved in its maintenance. Preventive maintenance FAR 43 Appendix A, section (c) lists the maintenance tasks that an owner with a private pilot certificate is allowed to do and legally sign off. These all fall under the category of preventive mainte- nance, and the list is pretty extensive. A few of the items listed include tire changes, landing gear strut servicing, greasing wheel bearings, oil changes, fuel strainer cleaning, replacing or servicing the battery, and (with the exception of the control surfaces) even repainting a plane. Although these tasks are legal to per- form, some of them are a little compli- cated, and the consequences if a mistake is made are high. Specialized tools and maintenance manuals are required for a number of the procedures. It is best for owners who decide to tackle some of these maintenance tasks themselves to pay a mechanic to show them the ropes for the first time. It is also a good idea for any owner to buy the latest revision of the parts and service manual for the specific make and year model of the plane he or she owns. Even folks that aren’t interested in maintaining their planes themselves can still benefit from a parts and ser- vice