Cessna Flyer - December 2015

LETTERS to the EDITOR Send your letters to editor@cessnaflyer.org “A Difference of Opinion” The View from Here by Jennifer Dellenbusch, November 2015 Dear Editor, I believe the FAA torpedoed the whole concept of light-sport when it set the weight limits too low. I understand that it was trying to align with the European weight limits, but in the process [it] hobbled the United States aviation structure. Since when did making an airplane a little bigger and more powerful make it more dangerous? We need the Pilot’s Bill of Rights to correct this FAA mismanagement. Walter Christison Skylane pilot Plainview, Minn. “Retro Wonder: Skylane Hangar Find” by Heather Skumatz, July 2015 Dear Editor, What did the sales price for N5169D end up being? Ken Rostron via email Publisher’s reply Hi Ken, It hasn’t gone to auction yet. We hope to cover the auction and will give an update. Best, Jennifer Dellenbusch As 2015 draws to a close, it’s time to reflect back on the year that was… In this past year our membership has grown and we’re getting more activity on the forums. It is always fun to connect with members whether via phone, by email, on the forums or in person, and that interaction has increased this year. I’m so pleased with the improvements in the magazine we made this year. We’ve added some great new writers such as Jerry Temple with his twin Cessna expertise and Jason Moorefield, an avionics authority. We’ve also had some wonderful member stories, like Michael Hoke’s 180 piece in the November issue. Heather Skumatz is doing a fantastic job as managing editor and Yee Chan continues to produce beautiful layouts. We had a wonderful time at our annual member Gathering at Waupaca where we reconnected with old friends and made some new friends. We attended several trade shows to promote membership and get the scoop on new products and companies. In short, we had a pretty good year. It was, however, marred by the passing of some good friends, and we are hoping and praying for the recovery of others. We were especially saddened by the death of John Kounis, editor of Pilot Getaways magazine, last July. That’s life, isn’t it? Ups and downs and joys and sorrows; the joys made better—and the sorrows a little more bearable—when shared with friends. We are looking forward to 2016 and some more really amazing magazine and web content, better benefits and enjoyable get-togethers. You’ll see some nice improvements and some fun ways to get involved as well, so be sure to keep your membership up-to-date and continue to stay in touch. Thanks for being an important part of our 2015. Blue skies, Jennifer Dellenbusch THE VIEW FROM HERE CES SNA F LYE R (08) DECEMBE R 2 015 CES SNA F LYE R (10) DECEMBE R 2 015 are encouraged. Contact Victoria Zajko, turbotheflyingdog@gmail.com. Now through Jan. 20, 2016 — Key West Weekend Raffle. The Florida Aviation Net- work, in partnership with Bob Raskey, is raffling off a chance for a wonderful week- end in Key West. $10 enters you in the drawing for a chance to experience four days and three nights on Summerland Key. Watch the promotional video at https:// youtu.be/weJBLS-dUws. Drawing will take place on Jan. 23, 2016. Enter to win and see official rules by visiting FloridaAvia- tionNetwork.com or call 407-719-6335. Feb 18-19 —Vero Beach, FL. G500/G600 and GTN Pilot Training. This two-day class at FlightSafety Academy will help pilots transition from analog flight instruments to Garmin glass panel flight displays. The presentation and practice format offers attendees the opportunity to practice real- world in-flight scenarios. For pilots who are considering an avionics upgrade or those who already have an existing GTN 650/750 and/or G500/G600 installed in the panel of their aircraft. Cost is $795. 8 am to 5 pm. Register online by visiting flyGarmin.com. Mar 2-3 — Hanover, Germany (EDDV). G500/G600 and GTN Pilot Training. This two-day class at Avionics Academy will help pilots transition from analog flight in- struments to Garmin glass panel flight dis- plays and is tailored to the European flight operational environment. The presentation and practice format offers attendees the opportunity to practice real-world in-flight scenarios. Cost to attend this class is €900. Register by calling +44(0) 370-850-1243. Mar 3-4 and Mar 10-11 — Olathe, KS. G500/G600 and GTN Pilot Training. This two-day class at Garmin Headquarters provides a collaborative classroom environ- CFA EVENTS Jul 23–24, 2016 — Waupaca, WI. Waupaca Municipal (KPCZ). The 12th Annual Gathering in Waupaca. CFA’s annual pre-OSH event with fun, food and friendship. Watch this space and CessnaFlyer.org for more information in coming months. FEATURED EVENTS Dec 12 — Frederick, MD. Frederick Mu- nicipal Airport (KFDK). Paws and Planes Day/Holiday at the Airport. The Sugarloaf 99s invite children of all ages for a free, fun holiday-themed aviation day at the airport. Santa will fly in at 1:15 pm. Meet the stars of the “Turbo the Flying Dog” book series, Turbo and Olive. Donations for the Frederick County Animal Control SEND EVENTS to editor@cessnaflyer.org ©2015 Garmin Ltd. or its subsidiaries Traffic can’t hide from you. You’re in congested airspace with aircraft all around you. Which planes do you pay attention to? “Traffi c: 10 o’clock high, 2 miles.” You’ll hear the information in your headset and with TargetTrend™ on your display, you can see air traffi c relative to your speed and position which helps take the guesswork out of your decision making. You’ll see other ADS-B-equipped aircraft descending, climbing and cruising in your vicinity. So you can quickly fi gure out if one of those aircraft is trending in your direction. No surprises. The safety of Vantage ADS-B is available now. See which solution is right for you at garmin.com/ADS-B. Or contact our ADS-B HelpLine at 1-844-GET-ADSB or ADSB@garmin.com. TargetTrend ™ ment to help pilots transition from analog flight instruments to Garmin glass panel flight displays. Cost to attend the course is $625 and includes a factory tour, break- fast, lunch and beverages. 8 am to 5 pm. Register online by visiting flyGarmin.com. Mar 17-18 — Olathe, KS. GTN 650/750 Pilot Training. Tailored specifically to the GTN touchscreen series and held at Garmin Headquarters, this one-and-a-half day class highlights loading and activating departures, arrivals and instrument ap- proach procedures, flying holds, flight plan modifications and more. Cost is $495. Register online by visiting flyGarmin.com. OTHER EVENTS Dec 19 — Hanford, CA. Hanford Mu- nicipal (KHJO). Vintage Aircraft Display Day and Breakfast. EAA Chapter 1138’s monthly breakfast and display of vintage aircraft. Vintage aircraft display, 8 am to 12 pm. Hearty breakfast with a suggested donation of $5 served from 8:30 to 10:30 am. Contact Everett Ehda, EAA Chap- ter 1138 president, 559-585-2589 or email eehda@cityofhanfordca.com. Visit eaa1138.org/displayday. JANUARY 2016 Jan 1 — Nappanee, IN. Nappanee Munici- pal (C03). Annual New Year’s Day Hangar- Over Fly-in/Drive-in. The first fly-in of the year, hosted by EAA Chapter 938. 11 am to 2 pm. Visit 938.eaachapter.org. Jan 9 – Feb 13 — Orlando, FL. The Cre- te2Cape Vintage Air Rally. A flying rally across Africa, from Crete to Cape Town, for aircraft built before Dec. 31, 1949. Following in the footsteps of the pioneering flights in the 1920s, we’ll connect some of the most beautiful and evocative points in Africa. A rally such as this has never been done before, ever. We are still looking for vintage aircraft (we have seven of the maxi- mum 10), but also more modern machines and helicopters to participate and help. Contact Sam Rutherford, sam@prepare2go. com. Visit crete2cape.com. Jan 9 – 10 — Santa Clara, Calif. (KJSC); Charlotte, N.C. (KCLT); Ridgeland, Miss. (KJAN); San Antonio, Tex. (KSAT) and Spokane, Wash. (KGEG). AOPA ASI Flight Instructor Refresher Course. The AOPA Air Safety Institute offers the most comprehensive FAA-approved renewal program available and recertifies more flight instructors than any other course CES SNA F LYE R (12) DECEMBE R 2 015 AIRCRAFT SALESby Wipaire Whether on wheels or floats our expert aircraft sales team can help you with your next aircraft sale or purchase. We offer a coordinated experience with pre-buy inspections, training, import & export service, extensive marketing, avionics, maintenance, paint and interiors. Interiors ∙ Maintenance ∙ Paint ∙ Avionics Aircraft Sales ∙ Wipline Floats ∙ Aircraft Skis ∙ Modifications www.wipaire.com South St. Paul, Minnesota 651.451.1205 352.323.4809 Leesburg, Florida provider. Call 800-638-3101. Visit aopa. org/Pilot-Resources/Flight-Instructor- Resources/CFI-Renewal. Jan 16 — Imperial, CA. Imperial County Airport (KIPL). Imperial Aviation Day. Airport open house and city fair from 8:30 am to 3 pm. Young Eagles Fly-in, GA and military aircraft static displays, 5K run, city fair and farmer’s market. Blue Angels and Navy Ground Crews will assist with ground operations as they did last year. Contact Dennis Logue, 714- 925-1191 or email aerobat@att.net. For more information, visit facebook.com/ AviationDayImpCty. Jan 16 – 17 — Elkridge, Md. (KBWI) and Portland, Ore. (KPDX). AOPA ASI Flight Instructor Refresher Course. CFIs choose the AOPA Air Safety Institute because we know what is important to pilots and how to make the courses compelling and informative. Call 800- 638-3101. Visit aopa.org/Pilot-Resources/ Flight-Instructor-Resources/CFI-Renewal. Jan 22 — Beverly Hills, CA. Beverly Hilton. 13th Annual Living Legends of Aviation Awards. Cocktails and Red Car- pet at 6 pm with dinner at 7 pm. Program begins at 8 pm with an after-awards party at 10 pm. Contact Paul Lips, 303-668- 2688 or email Paul.Lips@Living LegendsOfAviation.org. For informa- tion, visit LivingLegendsOfAviation.org. Jan 23 – 24 — Ypsilanti, Mich. (KDTW) and Long Beach, Calif. (KLGB). AOPA ASI Flight Instructor Refresher Course. The AOPA Air Safety Institute offers the most comprehensive FAA-approved renewal program available and recertifies more flight instructors than any other course provider. Call 800-638-3101. Visit aopa.org/Pilot-Resources/Flight- Instructor-Resources/CFI-Renewal. Jan 30 – Feb 4 — Fort Lauderdale, FL. Aviators Sun and Fun Cruise. A fam- ily cruise event organized to be fun for aviators. Four days and five nights hangar talking, networking with pilots, aircraft owners, builders and vendors; product presentations and workshops. Register early to have the broadest selection of cabins. Contact John Langhorne, 1-800- 896-6768 or email SunAndFunAtSea@ comcast.net. Visit meetings-at-sea.com/ Sun_And_Fun_At_Sea_Family_Cruise_ Expo_For_Aviators.html. Send events to editor@cessnaflyer.org. F o r m o r e i n f o r m a t i o n o n t h e i n d u s t r y ’ s m o s t e v o l v e d p r o p e l l e r s m c c a u l e y. t e x t r o n . c o m | U . S . + 1 . 8 0 0 . 6 2 1 . P R O P | I N T E R N AT I O N A L + 1 . 3 1 6 . 8 3 1 . 4 0 2 1 FEWER ADs | LONGER TBOs | SINGLE-PIECE HUB Revolutionary propeller systems rise from evolutionary engineering. We’ve been continuously improving McCauley propeller systems for more than 75 years. You could say it’s in our DNA. © 2015 Textron Aviation Inc. McCauley and its logo are registered trademarks of Textron Innovations Inc., used by permission. EVO LUTI O N E V ERY RE VO LUTION IS A N EVO LUTI O N EVO LUTI O N EVO LUTI O N CES SNA F LYE R (14) DECEMBE R 2 015 U. S . + 1 . 8 4 4 . 4 4 .T X TAV | I N T E R N AT I O N A L + 1 . 3 1 6 . 5 1 7. 8 2 7 0 © 2015 Textron Aviation. Cessna and its logo are registered trademarks and TTx is a trademark of Textron Innovations Inc., used by permission. All rights reserved. CESSNA® TTx ™ SPEED, PRECISION, STYLE THE CESSNA TTx BECOMES YOU It’s what makes your world. And what makes these your wings. With performance, technology and safety all backed by the world’s largest aircraft manufacturer. Contact us for a demo flight today at Cessna.com. Life as we know it is a series of lessons, and from the day we are born until we take our final breath, we never stop learning. We are constantly challenged by distractions, temptations and pressures, and the earlier a person can develop the mental fortitude required to meet these roadblocks head-on and fight through them, the better off they’ll be. Life lessons that teach right from wrong and how to make smart decisions are things that all parents try to teach their teenaged children, but sometimes the teens need to get involved in something they truly love to confirm for themselves the importance of possessing solid character. As Michael Zidziunas and the Lakeland Aero Club are demonstrating, there might be no better place for teenagers and young adults to learn important life lessons than in a hangar with a tool in your hand, working on your airplane—or better yet, at the controls of that same airplane. Zidziunas is an A&P/IA with over 3,000 hours, including 1,200 in tailwheel airplanes. He’s built four experimental airplanes and restored a couple of vintage light planes. Zidziunas has flown 13 trips to the Bahamas in light-sport airplanes, landing at almost every airport on the island chain. He’s learned a lot on his life’s journey—one that has taken him from washing “perfectly clean airplanes” at age 16 in Shawnee Mission, Kan. to earn money for flight lessons, to today as the director of the Lakeland Aero Club. How Zidziunas ended up mentoring and teaching the students in the club has been a rewarding progression. “I was operating Breezer Aircraft USA, importers of the Breezer Aircraft from Germany,” he explains, “and got a call from 16-year-old Phillip Herrington, who had received a partial scholarship from the Central Florida Aerospace Academy Foundation (CFAAF) to get his sport pilot license. “He was attending CFAA [Central Florida Aerospace Academy], the new high school located on the Sun ‘n Fun convention campus. There were a small number of students there receiving scholarships for flight training, and through meeting him and fellow students, I learned about the newly- formed Lakeland Aero Club.” Zidziunas continues, “The club had been founded by longtime youth aviation supporter Rick Garcia of Gulf Coast Avionics, at the suggestion of James Ray. At the time, none of the scholarship recipients had obtained their tickets yet, and the club was being led by one of the teachers from CFAA, who was not a pilot.” (B-17 pilot James C. Ray flew 30 missions in World War II and has thousands of hours piloting as a civilian. CFAAF administers the James C. Ray Scholarship Fund. —Ed.) “The club meetings had guest speakers and programs designed to get kids interested in aviation,” he said, “but I saw there were already a number of clubs and organizations doing that, and felt that what was needed was a next step—a place where interested teens could start moving toward making their aviation dreams come true by getting directly involved in aviation.” With the need identified, Zidziunas began volunteering his time and airplanes to teach formation training, which led to a precision formation flying team of between two and four student-flown LSAs that performed at Sun ‘n Fun, the Sebring Sport Aviation Expo, and even at EAA AirVenture in 2013. Zidziunas’ involvement in the Lakeland Aero Club ramped up when the club was given a Piper L-18C project and he began volunteering to supervise the restoration after school and on weekends. By AirVenture 2014, when the Lakeland Aero Club made its second trip to Oshkosh, 25 students had obtained their private pilot certificates and membership had swelled to over 40. It was at that time Zidziunas was asked to take on a full-time position, setting a goal of making the club completely self-sufficient within five years. Important Life Lessons Direct student involvement and aircraft ownership are two keys to the success of the Lakeland Aero Club. David Hipschman HEADING BUG Dan Pimentel AFFIRMATIVE ATTITUDE Being in the club has one very important side benefit: to get young people involved in aviation before they get distracted by things like drugs and alcohol. Mike Zidziunas (right) works on an aircraft engine with students and members of the Lakeland Aero Club. CES SNA F LYE R (16) DECEMBE R 2 015 Photo courtesy Lakeland Aero Club 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. 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 With the club designated as a not-for-profit 501(c)(3), it receives most of its funding through donations, and when you look at what Zidziunas and a small army of volunteers is doing, it can only be called remarkable. (If you’re interested in learning more or donating, see Resources at the end of this column. —Ed.) “Much has been written about the pilot shortage,” Zidziunas says, “but little is being done to do anything about it. The intention of the Lakeland Aero Club is to try to get the cost of flight training and time-building lowered through the club environment. “The young members of the club own the airplane—one they have restored with their own hands. “They understand what it means to own something and to take care of it. They have flown it across the country to Oshkosh and back. That takes personal responsibility and discipline,” he explains. “Coming to those realizations at an early age will serve the students well throughout their lives in everything they do,” he adds. “The tremendous pride of ownership manifests itself in many interesting ways. The [members] take care of the plane; they make sure it’s properly secured at night and they are very protective of who touches it, moves it and flies it,” explains Zidziunas. Being involved in the club teaches new skills to the students, and it also allows them to put classroom lessons to use in real life. “Learning to fly, restoring an airplane—and flying it to Oshkosh—are all things most people don’t do in a lifetime,” Zidziunas said. “These students have done this before graduating high school. “The experiences they have in the club give purpose to many of the things they learned in school. Things like math become very real and important when planning a cross-country flight; it’s no longer just a problem on the blackboard. That change in perspective helps them to become better students.” In order to become a member in the Lakeland Aero Club, a student must be under the age of 25; be a pilot (or be enrolled in flight training) or be enrolled in the A&P track at CFAA. They must maintain a minimum GPA of 2.75 and meet the club’s attendance and community service requirements. Being a club member who happens to own an airplane in high school has additional benefits. “When these students take their girlfriends out for ice cream,” says Zidziunas, “they usually fly over to Crystal River [Fla.], where there is a Dairy Queen right on the airport.” While not the sole intention of the Lakeland Aero Club, membership has one very important side benefit: “One of the club’s goals is to get young people involved in aviation before they get distracted by things like drugs and alcohol.” Zidziunas explains, “Young people are anxious to prove themselves and to belong. By getting involved, hands-on, in the hangar and in the cockpit, they see real progress toward their goals. Who needs to get high on drugs when you can get really high in an airplane?” Zidziunas makes a point to teach the club student members about being proud citizens, too. “Flying low and slow across this great country at 1,000 feet, one really gets to see how fortunate we are to live in America,” he says. “As towns with flags fluttering in the breeze slide by just as they did in the past, the students come away with a better perspective of how great America really is.” That’s one more big life lesson learned. CES SNA F LYE R (18) DECEMBE R 2 015 continued on page 68... [ stay connected ] Whether you are in the air or on the ground, give the gift of Icom this holiday season. Innovative features that you have come to depend on. The perfect gift for that special pilot. Icom is the name pilots know and trust. Shop our complete line this season at: www.icomamerica.com/avionics Facebook “f” Logo CMYK / .eps Facebook “f” Logo CMYK / .eps Follow Us: ©2015 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. 41995 Holiday Savings: www.icomamerica.com/AVHolidaySavings *This device is awaiting FCC approval and has not been approved by the Federal Communications Commission as of September 1st 2015. This device may not be sold or leased, or be offered for sale or lease, until approval of the FCC has been obtained. * continued on page 69... likely explains why it took him a year to make it back. He had a second stint in the military from 1924 through 1927 in which he more or less established airmail in his country. Oh yeah, he also tested and introduced the new Armstrong Whitworth Siskin fighter—an airplane you American readers likely have never heard of, and have no idea what it looks like. Like most people who became unlikely aces, traveled through Siberia and virtually invented a new method of moving the mail, Punch decided in the late 1920s that it was time to leave the military and really do something with his life. He became one of the first pilots on the seniority list at Western Canadian Airways where he flew the first aircraft on the prairie airmail circuit of Winnipeg-Regina-Calgary- Edmonton-Saskatoon-Winnipeg. Meanwhile, his wife, Connie, who was no slouch in the writ- ing department, did what all wives do—she wrote a book about her husband. Her book was titled, “I Married a Bush Pilot.”7 All of the flying around snow-covered mountains during terrible weather in underpowered aircraft must have been a snoozefest for Punch, so he decided to go ahead and become an aviation legend. He did this by flying over a million miles across the uncharted north. He operated so close to magnetic north8 that his compass was unusable. It seems if you operate north of magnetic north, your compass points south when it says north. We’ll skip ahead here a little bit because your new Canadian friend is looking like he needs to take a quick trip to the biffy9 . Punch Dickins in the 1930s was a dynamo of cold weather aviation activity, including a pioneering trip he flew to Canada’s Great Bear Lake carrying the survey team who discovered the uranium later used in the Manhattan Project. Punch Dickins is Chuck Yeager, Jimmy Doolittle and Capt. Sully all rolled up into one amazing historical person. We pilots in the United States are woefully ignorant when it comes to Canada and Canadian aviation history. For example, can any of you tell me the historic Canadian aviation event that took place in a town called Chief back in the 1950s? You’re really pulling a blank on that one, aren’t you? That is probably because there is no town named Chief in Canada. There is one in Algeria and probably a lot of other countries, but not in Canada. Like I said, we know very little about the aviation history or anything else about that big friendly country to our north. Please, don’t panic. It is embarrassing to us all that you are so ill-informed about our northern buddies, but on the odd chance that anybody in Canada ever invites you to a fly-in or gets you tickets to their national sport, (no, not hockey— lacrosse) you should know a few key phrases to use so you won’t look like a hoser 1 . If you find yourself in the presence of a Canadian, you could lead the conversation by saying: “Hey, how about that Punch Dickins, eh?2 ” Every Canadian aviation enthusiast knows all about Punch Dickins. He is their Chuck Yeager, Jimmy Doolittle and Capt. Sully all rolled up into one amazing historical person. You could impress your new Canadian friend by sitting on his or her Chesterfield3 or pulling up a nearby muskoka4 to testify to the fact that Punch’s real name was Clennell Haggerstown Dickins, and that even he did not know from where he got the name “Punch” other than the fact that he was a really fat baby and his Aunt Nell had a penchant for embar- rassing him even more than he already was by having a strange first name. Dickins got over the fact that Aunt Nell was a chirp5 and a verbal bully. He also got over the fact that he was born in the 19 th century, missing the 20th by only one year. He had a talent for engineering and a relationship with spatial orientation that would make even Yeager envious. Punch was only 16 when he entered the University of Alberta as an engineering student in 1914. The Great War6 led to him enlisting in the army, first as a Radar O’Reilly-like company clerk. Once his unit reached Europe, he transferred to the Royal Flying Corps and life as a pilot began. He became a bomber pilot, flying the Airco DH.9 medium bomber for over a year. The first outstanding thing he did was surviving the war, which was no mean feat for an active combat pilot. The odds were clearly against him, but Punch not only managed to stay alive, he also downed seven enemy aircraft, making him one of the few bomber pilots in aviation history to become an ace. Punch returned home to Canada by way of a Canadian Expeditionary Force returning from Siberia, which most John Ruley LEFT COAST PILOT Kevin Garrison THE HIGH AND THE WRITEY Punch U.S. pilots know very little about Canada or its aviation history. Kevin Garrison aims to enlighten them. 1 Goofball, idiot. 2 Canadian for “eh?” 3 A couch. 4 Big wooden deck chair. 5 Jerk 6 World War I 7 A Bush pilot not named Jeb or George (I or II). 8 That’s right—magnetic north is in Canada. 9 Toilet CES SNA F LYE R (20) DECEMBE R 2 015 Steve Ells QUESTIONS & ANSWERS Converting to manual flaps, installing a parachute on a 172 and rerouting the prop governor control cable on an R182 The flaps, extension rod and bell cranks are the same for both systems, but that’s the end of the compatibility. There isn’t any STC for this change; however, since the parts and installation has already been done by the factory, you should be able to remove the electrical components of your 172G flap system and install the manual components of the 172F and earlier systems. The key to converting back will depend largely on the will- ingness and abilities of your A&P mechanic to undertake the nuts and bolts of this task—and your luck in harvesting all the parts needed from a salvage yard that specializes in Cessna parts. (Longtime CFA supporters Wentworth Aircraft, Preferred Airparts and Dodson International are great places to start. See Resources for information. —Ed.) There’s some doubt as to whether this change would consti- tute a major alteration. According to Appendix A of Part 43 titled “Major repairs, major alterations and preventive main- tenance,” item (v) cites changes to the control system and item (ix) cites changes to hydraulic or electrical system actuation of components as being major alterations. But there’s a question in my mind whether it is a major altera- tion. Are you really changing a control system with this change? If you use exactly the same parts that make up the already- approved flap system installation of the 172F, I don’t believe that constitutes a major alteration since you aren’t really alter- ing the flap system, you’re just installing a previously-approved system in place of another approved system. But it doesn’t matter what I think. You or your mechanic will need to sound out someone at the local FAA FSDO for an official answer. If they say it is a major alteration, the first step—before you buy any parts—would be to have your A&P prepare an FAA Form 337 and submit it to the FSDO to see the agency will sign off a field approval for this modification. (The link to down- load Form 337 can be found in Resources at the end of this column. —Ed.) Some FSDOs have the time and personnel avail- able to sign off field approvals, and some don’t. To answer your second question, I haven’t found any Cessna service kit or STC for the installation of fuselage- or wing- mounted fueling steps for the 172. You’ve probably seen these steps on 150s and 182s, but I can’t find any approval for installing them on a 172. I suspect the issue here is the strength of the wing strut. Sorry I don’t have any easy answers for you. Happy flying. Hi Steve, I own a 1966 Cessna 172G. I want to convert the flap system from electric to manual. Have you ever heard of anyone doing this? How can I do it? I also want to install steps on the fuselage and wing strut so I can check the fuel level without having to carry around a lad- der. What’s the best way to do that? —Flap Man Dear Flap Man, I don’t know of any kit or approved modification to convert your 172G from an electrical flap actuation system to manual system. Cessna replaced the original manual flap system with the electrical system starting in 1965 with the 172F. As you can see from the parts book diagram (below), the manual flap control system requires many more parts including brackets, pulleys, cables and the handle. A manual flap control system for a 172 requires many parts including brackets, pulleys, cables and the handle. continued on page 24... CES SNA F LYE R (22) DECEMBE R 2 015 Why I fly. “It’s the bigest sense of adventure I could ask for.” Amelia Rose Earhart, Aviatrix ©2015 Bose Corporation. *When compared to conventional headsets. Connect with us @ BoseAviation #WhyIFly #BoseA20 Why Amelia flies with the Bose A20 headset. For her epic journey around the world, Amelia chose the Bose A20 Aviation Headset for its clear communication and comfortable fit. And she’s been flying with it ever since. With 30% less clamping force than conventional headsets, it allows her to fly comfortably all day, without feeling fatigued. 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According to BRS, it has shipped over 30,000 parachute systems. A complete new system for your 172 sells for $13,905. The estimate to successfully install the system in your airplane is 45 hours, and the entire installation weighs 79 pounds. According to a spokesman for BRS, the installation can be done at any location by any competent A&P mechanic. The BRS fuselage parachute system is pretty easy to use. Slow the airplane below 110 knots, remove the safety pin, then pull the deployment lever. (The handle to deploy the parachute in a 172 is located on the floor between the pilot and copilot seats.) The system will shoot the parachute canister out through the back window of your 172. The chute will deploy, and the airplane—and you—will float down at approximately 21 feet per second. According to BRS, that’s equivalent to the impact that results from a drop from a height of seven feet. The airplane will require some work to get it back to airworthiness. Happy flying. Hi Steve, I’m the proud second owner of a 1978 Cessna R182. I bought it from the guy in the next hangar. He was very proud of his airplane and had spent many an hour down at the air- port washing and polishing it. Unfortunately for him—but fortunately for me—he only flew it on days with perfect weather. The sky had to be absolutely cloud-free and the wind speeds had to be below five knots. Dear Steve, I have owned and flown my 1973 Cessna 172 for over 30 years now. It fits what I want to do. (I also am still driving my 1982 Ford 150 pickup!) Not too long ago I talked to a guy that had lived through an engine failure at night because his airplane had a parachute. When he couldn’t get the engine to restart, he slowed up and pulled the parachute. It lowered his airplane to what he said was a surprisingly gentle “landing.” He opened the door, and he and his wife and teenage daugh- ter climbed out. His Cirrus aircraft was damaged, but he wasn’t. He told me that the parachute saved his family’s life. Here’s why I’m writing: I don’t plan to quit flying anytime soon, but I do know that although I have lots of flying experi- ence, I need to face the fact that I’m getting older. My wife would like me to hang up my headset and sell my airplane. I want to keep flying. I don’t want to buy a newer airplane with a parachute—but I think I could negotiate a deal with my wife to let me keep fly- ing for another five years if I had a parachute on my airplane. Is there a parachute available for my 172? —Safety Sam Dear Sam, Don’t hang up that headset yet. BRS Aerospace, the same company that manufactures the parachute system for every Cirrus ever built, also sells an approved system for your 172. CES SNA F LYE R (24) DECEMBE R 2 015 At the leading edge of innovation goodrichdeicing.com UTC Aerospace Systems is the manufacturer of Goodrich pneumatic de-ice boots — designed to perform reliably whether or not your route takes you into icing conditions. • Our products protect the leading-edge surfaces of regional, business and general aviation aircraft • Patented FASTboot ® adhesive system dries in one hour compared to standard de-icers of 24-48 hours • SILVERboot™ pneumatic de-icers maintain a premium appearance Goodrich De-icer Factory Service Center • Trusted, professional installation and service for more than 80 years • Fast turn time and free Labor for Life guarantee following initial installation • Conveniently located at the Akron-Canton Regional Airport (CAK) • OEM approved Goodrich ice protection products been nine months now since I started my ADS-B installation pro- ject. Along the way I’ve sold most of my old avionics, researched and purchased new avionics, and babysat the installa- tion processes. In addition, I’ve had a complex annual inspection that found corrosion needing repair and have installed auxil- iary fuel tanks. I’d like to repaint my airplane too, as the paint is original from 1977—but my checkbook is empty. Maybe my guard- ian angel will come and help me. (I’ve heard it said that when you hear a bell ring, an angel is painting an airplane... I can only hope!) My plane is now out of the shop and I’ve done some flying, but I really can’t handle another task this year. I don’t want to write any more checks. I just want to fly. Since I’ve had a lot of time to pon- der this whole project while I watched the work move forward one inch at a time, I’ve come to some conclusions about ADS-B. Multiple options We aircraft owners have multiple ADS-B routes we can take. For ADS-B Out, the options are to install either: (a) a Mode S/ES transponder with WAAS GPS position source; or (b) a Universal Access Transceiver (UAT). For ADS-B In, the options include: (a) doing nothing, as compliance is not required by the FAA; (b) permanently installing a UAT for ADS-B In capability, traffic and weather (this is the certified method); or (c) choosing the noncerti- fied method by use of a portable ADS-B receiver or UAT. (Portable options usually come with Wi-Fi and/or Bluetooth capa- bility to broadcast to your iPad, iPhone, Android tablet or other portable device.) Near as I can tell, the basic tran- sponder or UAT installation costs in the thousands of dollars. If you have to install a new WAAS GPS, the bill could be between $10,000 and $25,000. My philosophy I chose to upgrade all of my avionics at the same time. While this could have been hugely expensive, I chose to do the upgrade now while trade-in and/or resale values on my old equipment were high. In fact, my Garmin GNS 530 brought $9,000 and my GMA 340 audio panel brought over $1,000. My Narco AT-150 transponder brought $500. I chose new equipment from Avidyne. Avidyne Corp. has been aggressive about the incentives that it’s offering on its avi- onics and by purchasing the IFD540 GPS along with an AMX240 audio panel and AXP340 Mode S transponder, I was able to get the transponder for free. I feel that if I had waited two or three more years, the resale value on my older avionics likely would have tanked and discounts on the new equipment would have evaporated. At this point I had a Garmin GMX 200 MFD with a Garmin GDL 69 datalink weather receiver. The weather receiver is compatible with both the MFD and my new Avidyne IFD540 GPS, so datalink weather displays on both. However, with ADS-B, you can get weather free along with traffic. It’s The ADS600-B from NavWorx packs a lot in a small, lightweight box. By Scott Sherer The Early Bird: Installing ADS-B In CES SNA F LYE R (26) DECEMBE R 2 015 Photo courtesy NavWorx Weighing the alternatives Since I wanted traffic, I decided to remove the GDL 69 and get ADS-B In on my Avidyne GPS and on my Garmin MFD. Here’s the rub: currently Garmin has turned that MFD into an orphan. It doesn’t have an ADS-B In solution that supports the Garmin MFD that I’ve been able to find. Avidyne has three ADS-B solutions that support its IFD540 and MFD. Neither company has a solution that supports both. I could have sold the GMX 200 and purchased and Avidyne EX600 MFD, but that’s a very expensive switch. I started researching alternatives. With a little help from my avionics shop, Burlington Air Center at my home airport in Burlington, Wis. (KBUU), I looked at an unknown-to-me company named NavWorx Inc. Having looked at them quite closely and after a bit of due diligence, I decided to purchase NavWorx’s certified aircraft transceiver, the ADS600-B. This device allows my aircraft to have ADS-B Out and In at a $2,500 price point. It will display traffic and weather on both my GMX 200 MFD and my Avidyne IFD540. And it has Bluetooth and Wi-Fi to my portable device, too. The device is extremely configurable with both its own onboard WAAS GPS, or you can use lat/long input from your own WAAS GPS with a software configu- ration menu change. You can use the device as just an ADS-B receiver or as a full UAT with transmit capability. In my case, I’m using the lat/long input from my IFD540 GPS and the device in receive mode only. In my aircraft (a twin), the device will sit right behind the luggage bulkhead behind the back seats. In photo 01 (top right), you can see my new 406 MHz ELT and in front of it is the old GDL 69 datalink receiver. That receiver will get removed and shipped to its new owner, and the new NavWorx ADS600-B UAT will be installed right in its place. My avionics tech Erich is hoping that the wiring from the GDL 69 can be used for the UAT so he doesn’t have to run any new wires to the panel. This would save big bucks in billable labor time. Photo 02 (middle right) shows the older Garmin GDL 69 receiver (in silver/ aluminum) standing up and the new NavWorx ADS600-B UAT (in gold) lying in front. For reference, I placed some spark plugs in the photo. The new UAT weighs in at about 1.5 pounds. Clearly 01 02 03 A closer look at the ELT location after the GDL 69 has been removed and shipped to its new owner. The Garmin GDL 69 receiver (in silver/aluminum) and the new NavWorx ADS600-B UAT (in gold). For a size reference, spark plugs are included in the photo. Looking in the door to the tail on the right side, you’ll see the author’s new 406 MHz ELT, and in front of that the GDL 69 datalink receiver. The Garmin receiver will be removed and a new NavWorx ADS600-B UAT will be installed right in its place. CES SNA F LYE R (27) DECEMBE R 2 015 N-number, ICAO hex code, display type(s) and source of altitude and GPS position (lat/long). At this point I was eager to take the plane up, so we rolled it out of the hangar and off I went. User instructions It had occurred to me the night before that NavWorx didn’t have a user manual or documentation that I could find online or in the box that came with the unit. No CD/DVD either. Perhaps it is so easy to use that it’s totally intuitive, I thought. After all, I’d used Garmin GDL 69 data- link weather, and never read a manual for that device, either. Then it occurred to me that I was doing the displaying on the Garmin GMX 200 MFD. Garmin wouldn’t have any user directions for a NavWorx unit, would it? I dusted off the GMX 200 manual that I had printed out five years ago. It was dated with a version from 2007. It really wasn’t possible that the Garmin had pub- lished ADS-B/NavWorx user directions in 2007, was it? As it turns out, ADS-B traffic and weather were indeed published in the Garmin manual in 2007. Additionally, the software in the GMX 200 was also configured according to the ADS-B standard back in 2007. ADS-B In is so easy to use, totally intuitive, that you really don’t need a manual to achieve basic functionality. I did read the Garmin manual, however— and learned a lot more than I would have by just playing with the unit. I would recommend that you read your display manual, too. Erich told me that the wiring diagrams with the NavWorx unit were excellent— but suggested they could be made even better if each diagram, corresponding to each kind of display to be hooked up to the unit, had a software configura- tion matrix to go with it. In my case, if the documentation had contained the information to configure the Garmin GMX 200 MFD menus as well as the ADS600-B menus, it would have saved Erich time and research. (It also would have saved me even more money.) First flight Getting back to the first test flight. After starting the engines and doing my runup, I set my MFD to traffic. A traffic screen did show up and it did show that the ADS-B box was working. I didn’t see any traffic, but figured I would after takeoff. I switched to weather and didn’t see anything there, either—but I hadn’t expected to, as my GDL 69 satellite receiver was gone. With the GDL 69 I could get weather immediately after power up because the airplane was NavWorx packs a lot in a small, light- weight box. Photo 03 (page 27, bottom) shows the ELT location with the GDL 69 removed, and photo 04 (page 29, top) shows the new ADS600-B installed with a necessary altitude encoder right above it. (The UAT needs both a GPS position input and an altitude input.) We could have run wires from the front of the plane to relay the encoder information, but it turned out to be less expensive—and easier—to simply install a second encoder with the unit. (I saved money, but I still had to spend some.) Software configuration While not quite as exciting as flying with the UAT turned on, the test phase of the project was certainly more enjoy- able than opening the envelope with the installation invoice. It passed the smoke test, and the PC configuration software supplied by NavWorx found the ADS600-B perfectly. Configuration via Erich’s personal com- puter plugged into a serial port on the UAT was very easy. Photos 05, 06 and 07 (pages 29 and 31) show a few of the configuration screens. It was so easy that I really didn’t need a man- ual or instructions, at least for this first test. You’ll see in these photos (05, 06, 07) that we needed to input the following: Product Cost Recommendation NavWorx ADS600-B UAT $1,999 Use this if you have a Mode C transponder -or- NavWorx ADS600 receiver $1,499 Use this if you have a Mode S/ES transponder Datalink antenna $59 Required WAAS GPS antenna (optional) $378 Use this only if you don’t have a WAAS GPS in your panel Coaxial cable $70 Required Wi-Fi adapter $149 Optional; use if you want to display ADS-B on your Wi-Fi device Installation expense $1,700 Technician’s labor fees --------- Totals (all hardware, accessories and labor) Mode C Transponder $3,628 UAT Mode S/ES Transponder $3,328 Receiver --------- Savings (old equipment and fees) Resale of GDL 69 datalink receiver –$450 Cancellation of XM WX weather –$600/year --------- --------- Total First Year Cost $2,278 Expected Second Year Cost $0 (and saving $420 to $660 annually on weather) Costs of Installing NavWorx ADS600-B for ADS-B CES SNA F LYE R (28) DECEMBE R 2 015 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. 04 05 06 The next step of the configuration requires input, including the aircraft N-number and ICAO hex code. Installation of the ADS600-B UAT software was accomplished using a wizard-style Windows interface. The new ADS600-B UAT installed, with an altitude encoder above it. It turned out to be less expensive and easier to install a second altitude encoder with the unit. CES SNA F LYE R (29) DECEMBE R 2 015 read innumerable magazine articles on ADS-B—and continue to do so. And yet, somewhere along the way, I’d missed the most important feature that, to me, justi- fies immediate ADS-B implementation. So what is that feature? I hear you ask. The understanding that I’ve been under is that for ADS-B In traffic to work and display another airplane, the other airplane must have ADS-B Out installed and turned on. While it is true that any aircraft with a Mode S extended squitter transponder or UAT will show up on my traffic display, there are two other categories that show up on my traffic display as well. If I’m at a larger airport with ground vehicles, those vehicles will show up on my display in the color tan. Airplanes— those taxiing and otherwise ground- bound, but powered up—will display as well. This means that ADS-B imple- mentation will show you the aircraft on the ground even when visibility or visual obstruction doesn’t allow you to see them. But the real kicker is that aircraft with an old Mode C or Mode S but non- extended squitter transponders show up, too. Granted, these Mode C and Mode S aircraft display as a light blue box which indicates that the location isn’t as outside and able to receive satellite trans- missions; the ADS-B unit receives from ground-based transmitters, so I’d have to be in the air before I could receive them. Erich suggested that I would start receiving weather about 1,800 feet AGL. After takeoff and safely aloft away from the airport, I put a map of Wisconsin on my MFD. The map came up perfectly, but didn’t display any weather data. Well, duh, it’s September! I realized. The United States isn’t usually covered in clouds during September. I zoomed my map out to 1,000 miles and rain showed up at various locations around the coun- try. The weather worked! Alas, on this first flight, traffic didn’t work. Ultimately I found an error message on my transponder that said “Warning: ADS-B Position Missing.” There was no lat/long displayed on the screen. Since this feature worked before I took the plane in to have the ADS-B In unit installed, I assumed something ran amok during the install process. I hoped it would be a quick fix. No reason to delay In addition to lengthy ADS-B informa- tion provided on vendors’ websites, I’ve precise—but there they are, anyway. In other words, every transponder- squawking aircraft shows up on your traffic display even though they are using old equipment. What this means is that we can all see Mode C and Mode S aircraft now and not have to wait until 2020. We can get traffic avoidance now! This alone, in my opinion, is the single most important rea- son to install ADS-B today. One caveat: ADS-B In will pick up and display ADS-B Out traffic being transmit- ted airplane-to-airplane as well as from ground-to-airplane. An old Mode C or Mode S (non-ES) transponder will dis- play in your airplane only from a ground datalink. This means that you must be within range of a ground transmitter to get this traffic. Check the ADS-B coverage map to see how your state is covered by these ground transmitters. As I understand it, there are over 400 stations in the con- tinental United States at this time. (See Resources for a link. —Ed.) Second flight I’m off to the airport for my second test flight. Erich thinks he has fixed CES SNA F LYE R (30) DECEMBE R 2 015 As the LARGEST Single-Engine Cessna Used Parts Dealer IN THE WORLD, we’ll help you find everything you need ...with only ONE call! AIRFRAME Wings, Cowlings, Interiors, Control Surfaces, Landing Gear, Tail Surfaces, Engine and Flight Instruments AVIONICS King, Narco, ARC, Collins, Nav/Com, Transponder, AME, DME, Autopilot Trays and complete harness included! 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Also Cylinders, Mags, Accessories NavWorx’ ADS600-B certified unit supports display devices and software including: Manufacturer Product Website Advanced Flight Systems Advanced Deck AF-4500S advanced-flight-systems.com Adventure Pilot iFly700/720 iflygps.com Aspen Avionics Evolution EFD1000/500 aspenavionics.com Chelton Flight Systems FlightLogic EFIS genesys-aerosystems.com Essential Flight Technology Chartflier essentialflight.us Garmin MX20; GMX 200; garmin.com GPSMAP 396/496/696; GNS 430/530; G1000/G500/G600 Grand Rapids Technologies Horizon HX grtavionics.com/horizonhx Hilton Software LLC WingX Pro7 hiltonsoftware.com MGL Avionics Stratomaster Voyager mglavionics.com & Odyssey SkyVision Extreme Xtreme Vision Software skyvisionxtreme.com Note: Behind-the-panel wiring is supplemented with a Bluetooth and Wi-Fi option from NavWorx. Supported Devices and Software 07 Under the emitter tab, we had to enter information for GPS position (lat/long). We also had to input the display type and source of altitude (not shown). I chose to upgrade all of my avionics at the same time. While this could have been hugely expensive, I chose to do the upgrade now while trade-in and/or resale values on my old equipment were high. CES SNA F LYE R (31) DECEMBE R 2 015 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 the “Warning: GPS Position Missing” error message. Upon taking off, it became apparent that the GPS position problem has been fixed—that is, the error message went away and the lat/long displays correctly on the transponder again. Unfortunately, after two hours of flight, the traffic display didn’t display any traffic. (See photo 08, top of page 33.) Two steps forward and one back. Third flight A few days later, I’m again back at the airport. (I guess I shouldn’t say “again back at the airport” like it’s unpleasant. I’d like to be at the airport every day!) Hopefully today is the day we can get all the squawks out. New software with different con- figuration information was downloaded via internet into the ADS600-B per the manufacturer’s request. Additionally, one wire in a connector was in the wrong pin location. Erich ran the simulation soft- ware from NavWorx and it showed that the box was working correctly. Time for a third test flight. Ah, sweet success! Traffic and weather free from the FAA delivered to my panel by NavWorx, displayed by Garmin and driven by Avidyne. Life is good. Plus, getting comfortable with the new functionality is a no-brainer. It’s easy and intuitive. (See photo 09, page 33, center). I recommend ADS-B In completely. This is an outstanding service that the FAA is supplying us, and long after I’ve written the check and forgotten how much this costs and how frustrating it may have been to make work, I’ll be enjoying the benefits. Scott Sherer is a multi-engine and instru- ment rated private pilot. He flies a light twin based at Burlington Municipal (KBUU) in Burlington, Wis., and has logged over 2,600 hours. Send questions or comments to editor@cessnaflyer.org. Resources NavWorx NavWorx.com NextGen coverage map faa.gov/nextgen/programs/ adsb/coverageMap • STC & AML for over 600 aircraft • Keep existing transponder and encoder • Meets 2020 mandate • Traffic & Weather for situational awareness • Experimental aircraft – see our ADS600-EXP Order online www.navworx.com or call 888-NAVWORX for more information No need to replace your transponder. Interfaces to existing transponder with our patent-pending TransMonSPE™. Don’t settle for an ADS-B control head mounted in your instrument panel! ADS600-B | $1,999 (less antennas, options) CES SNA F LYE R (32) DECEMBE R 2 015 PowerFlite® Alternator Approved on Cessna 172R, 172S, 182S, 182T & T182T Direct identical FAA/PMA certified replacement • Identical mounting points and drive pulley • No modification necessary • Lower "Come-In Speed" • Competitive cores accepted • 2 year warranty Author Scott Sherer gives his perspective on what the NavWorx equipment does well. Subject Grade Notes Installation documentation B+ Additional documentation for software configuration would raise this to an A. Hardware configuration A- Tremendous functionality. If there was a built-in altitude encoder, this would jump to an A+. Display flexibility A+ Many certified display options along with Wi-Fi and Bluetooth capability to your portable device. Cost A+ $1,999 for ADS600-B UAT $1,499 for ADS600 receiver NavWorx ADS600-B Report Card 09 08 The avionics stack with the new Avidyne IFD540 GPS, AMX240 audio panel and AXP340 transponder on the left. The trusty Garmin GMX 200 MFD is working harmoniously with all of the new Avidyne equipment, but no traffic is displaying. Sweet success! Traffic and weather free from the FAA delivered to my panel by NavWorx, displayed by Garmin and driven by Avidyne. CES SNA F LYE R (33) DECEMBE R 2 015 the runway centerline (or the approxi- mate center of the turf runway, if that is what you are using) and come to a stop. Note once again that your for- ward visibility is nonexistent. Now turn your head about 30 degrees to either the left or right and look forward. On a normal 70- to 100- foot wide runway, this line of sight will intersect the edge of the runway approximately two to three runway lights forward of your aircraft. Referred to as a “diagonal line of sight,” you will now see the side of the engine cowling with your periph- eral vision while your forward view is focused on the edge of the runway. Continue to maintain this diagonal line of sight while smoothly adding power. Under non-crosswind conditions, the aircraft nose will want to drift to the left due to engine torque and P-factor. Peripheral vision will immediately detect this movement. Tapping the right rudder once or twice will correct the leftward drift. Never tap and hold the rudder. Rather, tap it and release it. Repeat the tap if more correction is needed. As groundspeed increases, ease the control stick or yoke forward allowing hangar proceeding to the runway, make gentle “S” turns, turning approximately 10 to 20 degrees. While turning left, lean to the right and look beyond the engine cowling and down the taxiway assuring there are no obstructions in front of your airplane. Repeat this movement left and right every 10 to 15 seconds until arriving at the departure end of the runway. Taxi speed is also important. The basic rule of thumb is to never taxi faster than the pace of a brisk walk. Any speed faster than this is an open invitation to causing an incident leading to aircraft damage or worse. After learning to properly use the rud- der pedals, then taxiing safely and cor- rectly to the runway, it is time to perform a correct takeoff. Correct takeoff procedures The first thing a transition student usu- ally notices in a tailwheel aircraft is the restricted (okay, nonexistent) forward vis- ibility. Usually I’ll hear something like, “I can’t see where I’m going!” and “How do I get to the runway and take off without running into something?” I’ll explain how. First, taxi into position straddling ransitioning to a tailwheel airplane can be an enjoyable, satisfying challenge. But it can also be so frustrating you might wish to take up canoeing rather than continue with the training. In the end it will be worth the frustra- tion and the challenge as you’ll become a much smoother, more coordinated and accomplished pilot. Future passengers will appreciate it, too. Foot position and taxi techniques In part one (November 2015), I discussed the importance of proper placement of a pilot’s feet on the rudder pedals as the first step in mastering the tailwheel airplane. Proper foot placement (in most low horsepower single-engine tailwheel air- planes) involves resting your heels on the floor so that the upper ball portion of your foot makes contact with the rudder pedals. This will allow smooth rudder inputs by pivoting at your ankle rather than having to move your entire leg each time rudder input is required. Also discussed in part one, the proper and safest method when taxiing is to per- form shallow “S” turns while in motion. As you begin moving away from the Tailwheel Fundamentals: Success is in “De Feet” Part II After learning to use the rudder pedals and safe methods of taxiing, the next lesson for a tailwheel transition pilot is how to adjust their vision for takeoff, approach and landing. By Steve Krog T Photo: Keith Wilson CES SNA F LYE R (34) DECEMBE R 2 015 the tail to come off the ground. As the tail rises, the torque and P-factor are again prevalent and a tap or two on the right rudder will be needed to offset the leftward movement of the nose. When flying in normal wind conditions, keep the tail low, maintaining a positive angle of attack. When the wings are creat- ing enough lift, the airplane will leave the ground without any help from you the pilot. It just gracefully glides into the air. Once airborne, a tailwheel aircraft flies like most other aircraft requiring coor- dinated aileron and rudder inputs for performing various maneuvers. For best results, keep that diagonal line of sight Throughout the entire time from add- ing power until the airplane is in the air, your focus will be held in the diagonal line of sight configuration. Not doing so will significantly increase your chances of doing 90-degree “S” turns on the runway, making the tires squeal and making all of the hangar flyers run to the door to see what is happening. Runway lights can make funny pinging sounds—which you’ll discover when you knock two or three from their breakaway hold downs. I’ve even heard stories (I won’t say where) that witnesses might even rush to the runway and pick up the broken lights so that an embarrassed pilot would be unable to find all of the pieces. At a very inopportune time several weeks later, the pilot would be presented with the broken runway light(s) now converted into a table lamp. Approach, landing and rollout Old-timers will tell you the landing and rollout is the most difficult part of a tailwheel aircraft flight. It really isn’t that difficult, but it does require training yourself to move your eyes to use the diagonal line of sight method for tracking straight down the runway. Once this is accomplished, the remainder of the landing generally falls into place after some repetition. The approach to land is similar to a tricycle gear aircraft until leveling off prior to the flare and touchdown. While applying back pressure to stop the rate of descent and level off the aircraft, transi- tion your sight line from over the nose to approximately 30 degrees left or right of the nose focusing on the runway edge two to three runway lights ahead. Your forward visibility provides you with depth perception while your periph- eral vision tells you if the nose is wander- ing left or right of the centerline. Depth perception allows you to control the rate of descent. Applying additional back pressure as the aircraft slows gener- ates lift, slowing the descent; but it also increases drag, slowing the airspeed. This becomes a give-and-take procedure until the aircraft settles smoothly on the runway. Here is where many transition tail- wheel pilots get into trouble. Tricycle pilots will relax back pressure upon touching down to allow the nosewheel to settle on the runway, but a tailwheel aircraft requires continued back pressure As the tail rises, torque and P-factor are prevalent and a tap or two on the right rudder will be needed to offset the leftward movement of the nose. When the wings are creating enough lift, the airplane will leave the ground without any help from the pilot. Photo: Oliver Wilson The basic rule of thumb is to never taxi faster than the pace of a brisk walk. Any speed faster than this is an open invitation to causing an incident leading to aircraft damage or worse. the landing. Some pilots who are a bit unsure of themselves will perform this action while landing, hoping the rapid rudder movement will “catch” the left or rightward drift. (It won’t.) Learning to safely and comfortably handle a tailwheel airplane is a satisfying accomplishment making one a better and more coordinated pilot. Forget about all of those wild hangar-flyer sto- ries and give it a try. I guarantee you’ll enjoy the experience. This article is for information and is not intended to replace flight instruction with a certified flight instructor. Steve Krog has been flying since 1969 and instructing since 1973. Recognizing a shortage of tailwheel instructors, Krog began specializing in part-time dual tailwheel instruction in the early 1980s. After a 38-year career in marketing, he opted for early retirement to pursue the dream of owning a small flight school specializing in all types of conventional gear aircraft. Krog has accumulated over 8,000 hours (6,500 in tailwheels) and has taught hundreds of people to fly. Send questions or comments to editor@ cessnaflyer.org. Photo: Keith Wilson on the control stick or yoke to keep the steerable tailwheel in contact with the runway surface. Relaxing back pressure when landing a tailwheel allows the tail to rise slightly, causing the wing to generate lift. This lift allows the aircraft to begin bounc- ing causing many flight instructors to see their heart rate jump from 65 to 180 beats per minute. Final approach reminders When I teach tailwheel landings, I remind every student to do several things while on final approach. First, take a deep relaxing breath. This will help relax the tenseness building in your body. You may want to take two or three breaths. Next, wiggle your fingers and toes to get your extremities to relax. Tense muscles cause jerky movements that are especially noticeable during rudder inputs. Finally, make your sight transition from over the nose to the diagonal line of sight as the aircraft is leveled during the approach. An inability to establish depth percep- tion will either cause the aircraft to stall and drop the last foot or two to the ground (called “dropping it in”) or the aircraft will make contact with the ground and bounce—sometimes very high. Landing tips Once you’ve made the line of sight transition on the approach to land, the next step is to use your peripheral vision and transfer that information to your feet and the rudder pedals. If you perceive the nose to be moving slightly left, tap the right rudder pedal to stop the leftward movement. You may have to tap it several times in succession to stop the drift. Resist the temptation to push and hold the rudder, as this creates overcorrection, causing squealing tires and the beginning of a succession of “S” turns on the runway. Overcorrection Once one has overcorrected, the natu- ral movement is to stomp hard and hold the opposite rudder causing the aircraft to veer sharply in the opposite direction. You’ll eventually exit the runway—in a cloud of dust and a string of damaged runway lights. Don’t attempt to get the aircraft back to the runway centerline. Stop the drift and proceed on a straight line forward from the point of correction. Attempting to realign the aircraft with the center- line often triggers the “S” turn actions described above. And don’t start furiously pumping the rudder pedals from stop to stop during Pumping the rudder from stop to stop on short final only wears the rudder hinges and does nothing to enhance a straight, smooth landing. CES SNA F LYE R (36) DECEMBE R 2 015 CES SNA F LYE R (38) DECEMBE R 2 015 Deserving of Respect and Praise: Cessna’s 421C By Jerry Temple With a proven record of four decades, it’s earned its name: Golden Eagle. Photo: DanSar Aviation hroughout this year I have writ- ten articles for Cessna Flyer, and members who are familiar with my writing know that I do not focus on the “how high, how fast and how far” data; that information is easi- ly obtained from many internet sources. Instead, I try to answer questions. I’ve shared my knowledge and experi- ences with the Cessna 340A, 414/414A Chancellor and the 425 Conquest I. (Refer to “‘Big Airplane’ Safety: A Cessna 340/340A buyer’s guide” in our March 2015 issue; “Bigger, Faster, Better: The Cessna 425 Conquest I” in June; and “Less Gets More: The Cessna 414A Chancellor” in August. —Ed.) I am now pleased to present informa- tion on the Cessna 421C Golden Eagle. I’ll focus on the standard 421C manu- factured from 1976 to 1985, and where appropriate, I will mention the 1967– 1975 421A/B and the 421C with RAM engine conversions. Not a single 421C was made in 1983, and only a few were produced in 1984 and 1985. Yet altogether, 863 of the 421C models were built. This number has been reduced to approximately 500 by origi- nal and subsequent exporting, insurance- totaled aircraft and other actions. Comparing a 421C with other Cessnas I am often asked to compare the tiptank 421B or 414A Chancellor with the 421C. The 421B tiptank twin Cessna has fuel carried in the mains (tips), auxil- iary fuel cells in the wings and optional nacelle tanks. Fuel capacity varies. The landing gear is the standard electrome- chanical system that is on all tiptank twin Cessnas. Though I challenge the belief that the 421B model’s fuel system is complicated (and an operational and maintenance problem), I will acknowledge that the 421C model’s wet wing fuel system can be considered an improvement. The wet wing design of the 421C allowed for the landing gear system to be hydraulic with fast gear operating and extended speeds, plus a simpler emer- gency extension system. The simplest way to compare a 414A with a 421C is through useful load/pay- load. Chancellors typically have a useful load (fuel/people/baggage) of 1,750 to 1,950 pounds. The 414A’s main tanks (the wings are the fuel cans) hold 202 gallons of useful fuel or 1,212 pounds. Therefore, with a typical useful load of 1,850 pounds, you would have a payload (people and bag- gage) of 638 pounds. Not great—but many flights do not require 202 gallons of fuel. By comparison, the 421C model will often have a useful load of 2,000 to 2,300 pounds. With only the main tanks (wings) filled (206 gallons/1,236 pounds), there will often be a payload of 1,000 to 1,200 pounds. Fuel system The 421C’s fuel system could not be easier to understand and operate. Each engine gets it fuel from the main tank (wing) on the respective same side. There is a crossfeed capability which allows an engine to obtain fuel from the opposite main tank (wing), as well as an off position. The fuel selectors positioned on the floor between the cockpit seats are placarded with the straightforward T CES SNA F LYE R (40) DECEMBE R 2 015 only the single 28-gallon left side nacelle tank was possible. The Cessna factory air conditioner is positioned in the cavity where a 28-gal- lon right side nacelle tank would be installed. This option created a total usable fuel capacity of 234 gallons (206 gallons in the mains and one 28-gallon nacelle tank). Some aircraft were spec’d with both nacelle tanks; this meant no factory air- conditioning was possible. Aircraft that were ordered with two nacelle tanks and no air-conditioning might have been going to Cessna dealers, or perhaps a buyer in the northern United States or a northern European location. Aircraft with two nacelle tanks are referred as having “double nacelle tanks” or “dual wing locker tanks.” These units have a total usable fuel capacity of 262 gallons (206 gallons in the mains and two 28-gallon nacelle tanks). However, many 421Cs may have the 262-gallon, two-nacelle-tank system— and still have air-conditioning. These aircraft are equipped with the popu- lar JB/Keith Electric Air-Conditioner. (Air Comm Corp. now owns Keith Environmental systems. —Ed.) The air-conditioning components are in the lower left side of the nose base, opposite the heater which is in the lower right side of the nose. Landing gear When the 421C was introduced in 1976, the new wet wing fuel system allowed the landing gear system to be converted to a hydraulic system. This redesign eliminated the inner gear door—a door that had to open and close with the retraction and extension of the gear—and the landing speed considera- tions that went along with it. Cessna 421s with an inner gear door require the aircraft to slow down to 140 kias before extending the gear, because indicated airspeeds over 140 kias can damage the inner gear door. If the door gets bent/twisted, the gear may not prop- erly retract or extend. With the inner gear door eliminated on a 421C, the gear can be extended (VLO) at 176 kias, which is also flaps-15 degrees speed; and be flown at 176 kias “Main,” “Crossfeed” and “Off.” To provide the range and endurance that many buyers desired, Cessna offered optional nacelle tanks. One or two 28-gallon nacelle tanks could be ordered from the factory. These rubber cells are positioned in a cavity just aft of the engine firewall. On the majority of 421Cs, a single left-side nacelle tank is installed to allow for a storage area that accommo- dates 40 pounds. Often you’ll hear this 28-gallon nacelle tank referred to as a “wing locker tank,” but the term “nacelle tank” is more accu- rate, because 18.5-gallon aftermarket tanks are also available for installation in the 40-pound storage area. To distinguish between the types, the smaller aftermar- ket tanks should be referred to as “wing locker tanks” and the factory-installed 28-gallon tanks as “nacelle tanks.” Air-conditioning From 1976 through 1985, one impor- tant choice was required of the person specifying a 421C: order an aircraft with factory-installed air (as most were), and Photo: DanSar Aviation It is a mouthful: Piston-Powered, Pressurized, Cabin-Class Twin. But the 421C deserves all the respect and praise that is possible. Photo: Mark Pledger, Flite Electronics, Inc (VLE). It’s a significant tool which allows for high-speed descents. Another feature of the hydraulic sys- tem is the fast operating time. With both engines operating, the gear will retract in 4.5 seconds. In the event of a single- engine emergency, a fast cleanup is critical. An additional plus of this hydraulic system is the 2,000-pound nitrogen bot- tle which blows the gear down in the event the gear will not extend. Blowing the gear down on final beats cranking the gear down any day. Even with all of the benefits of the hydraulic gear, beginning in 1980 the gear design for the 421C was changed to a trailing-link style system. The 1980 trailing link units have a basic premium of $80,000 over a 1979 unit. The 421Cs with the trailing link gear tend to sit more level, and the first step up is greater. The 1976–1979 421Cs with non-trail- ing link gear (but still a hydraulic system) tend to sit a little tail-low. This creates a smaller step up for the first step on the airstair door, which can be a plus for Part 135 air taxi operations or anyone having older passengers. An often-unknown fact is that 421Cs with the trailing link gear cannot have RAM winglets. Airframe modifications There are five popular airframe modi- fications for Cessna 421C aircraft. Vortex generators (VGs) are little “con artists” that fool the aileron and rudder into acting as if they were going faster. This creates additional aileron author- ity (roll control) and additional rudder authority (yaw control). In the event of a single-engine emergency, VGs can allow the pilot to have more control in com- bating the aircraft’s tendency to roll and yaw. In addition, VGs aid in reducing take- off and landing distances. They are not a STOL system, but having the ability to safely take off and approach at slower speeds results in reduced takeoff and landing distances, and saves on brakes and tire wear. Several companies offer VGs for twin Cessnas; cost is typically around $3,000. Winglets may be installed on the 421C’s straight wet wing and this mod aids rate of climb and offers some speed benefits, too. A 421C with winglets is referred to as a 421CW. Most 421CWs were modified in the 1990s/early 2000s. Winglets are expensive to install and few owners or purchasers add them today. Aft fuselage strakes are one reason why fewer aircraft are getting winglets in 2015. The aft fuselage strakes (fins) that go under the tail are an excellent modi- fication for the price. For approximately $15,000 installed and painted, the air- craft will gain six to nine knots in cruise and have improved yaw control and a better ride in turbulence. Another mod is the addition of hub caps which aid in cleanup of the airflow around the retracted gear. Depending on the style, a pair of covers can run between $1,500 and $2,000. Finally, spoilers (speed brakes) are a valuable plus for any twin Cessna. Spoilers can be used to control speed and descent without a huge power reduction, and they have no speed restrictions as do the flaps and landing gear. Spoilers are hydraulically activated and cost approxi- mately $15,000 installed. Factory kit for FIKI-certified 421Cs It is rare to find a 421C that is not FIKI certified. This optional factory kit consists of outer and inner wing boots, CES SNA F LYE R (42) DECEMBE R 2 015 Innovative & Engaging Designs TAKE A SEAT AviationsCreations.com 480-998-1752 Creating aircraft interiors second to none plus the horizontal and vertical stabiliz- ers are booted. For 421Cs with winglets, the extra leading edge wing area may be booted by using the boots for a 414A Chancellor. (This action is not required for it to remain a Known Ice aircraft, though.) In addition, each propeller blade has a heated anti-icing boot which prevents ice accumulation on the propellers. The fuselage has an ice protection plate which takes the hits from ice thrown by the pro- peller, thus protecting the aircraft’s skin. The pilot’s windshield is heated, too. Early 421Cs had a heated plastic wind- shield while later models have a heated glass windshield. Aircraft with plastic pilot’s windshields get a deduction during an evaluation. A 421C FIKI aircraft will have dual 100 amp alternators, and the pitot tubes, static ports, stall vanes and fuel vents are heated. An ice detection light shines on the wing boots. Engines The 421C is powered by Continental GTSIO-520-L or -N engines. The -L ver- sion is on 1976 through 1980 models, and the -N is installed on 1981 and newer aircraft. Both engines provide 375 hp and have a 1,600-hour TBO. I stress to you that regardless of whether the engines are factory-new or rebuilt engines, RAM-overhauled engines or field-overhauled, the horsepower is always 375. No mod or conversion changes the horsepower or TBO on a 421C’s engines. Owners and prospective buyers should understand, though, that in FAA Part 91 operations, TBO is only a suggestion. (The same is true of propeller TBOs.) The goal of every 421C operation should be achieving TBO and beyond. If at an annual inspection a cylinder or two has a low compression reading, adding a serviceable cylinder or two can be wise. Often there is no need to overhaul or exchange an engine or replace all cylinders. I recommend that No mod or conversion changes the horsepower or TBO on a 421C’s engines. The goal of every 421C operation should be achieving TBO and beyond. the owner/operator have an attitude of stretch and stretch. Propellers The propellers on 421Cs are wide- chord 90-inch diameter three-blade heated McCauley or Hartzell propellers. Various models, depending on RAM engine conver- sion and STCs, may be on the aircraft. Most pilots’ and passengers’ ears are accustomed to propellers that spin at 2,400 to 2,500 rpm. The large propellers on the 421C turn at only 1,800 to 1,900 rpm. These large, slow-turning props provide the required thrust along with a very quiet cabin and cockpit. A few 421Cs may be equipped with the four-blade MT composite propellers. Four-blade propellers will add quietness, but are expensive. Cabin Most 421Cs are set up with seven seats: two cockpit; four cabin/club; and the seventh seat is the potty. Though legal, I know of no one that uses the potty seat. It is small and faces inboard. Some cabins have an eighth seat, but the majority of the time this seat is stored in a hangar. When installed, it takes up valuable baggage space. Two executive tables, the aft cabin potty and an aft refreshment center are typical cabin features in 421Cs. A few aircraft will have a forward refreshment center positioned behind the pilot’s seat. Paint and interior It is fair to say that a quality paint job will cost $25,000 to $35,000 and take six to eight weeks or more to complete. Delays usually have one of two causes. Often, the shop just took on too much work—and it’s difficult to lose busi- ness by stating up front it will be three months before they can start and three to four months in the shop. Other times, the excuse will be (and it’s sometimes true) that problems such as hail damage were discovered and had to be repaired. Interior redos offer a wide range of selections and options. Costs can range from $20,000 to $35,000 for a quality full-interior project. If you are planning a new interior, my advice is to have a detailed contract addressing materials, woodwork, electron- ics and all personalized actions spelled out. Damaged or missing items must be listed; photograph the problem areas. In addition, note any “change” procedures, which can affect cost and schedule. Many paint shops will farm out inte- rior work. The aircraft’s interior com- ponents often go to an off-site interior shop and therefore, the paint shop’s control of the interior work is minimal. Thorough research, questioning and inspections are well worth an aircraft owner’s time and investment. Finally, remove all aircraft logbooks/ records, POH and equipment manuals along with the airworthiness certificate and registration. No paint or upholstery shop needs these items to do their work. Unfortunately, the loss of documents and equipment is common and can lead to heartache—plus, none of these items can be held hostage if there is a dispute. Maintenance Maintenance is the subject of many arti- cles, and my advice on this is simple. Your local A&P may be a nice guy who is working hard to make a living. His rates are low. It is easy to get scheduled in and the comple- tion is quick. He is on the field or nearby. I’d caution you to consider that con- venience can be costly. Confirm with your mechanic how many twin Cessnas and 421Cs are worked on regularly. How many annual inspections on these models are completed annually? CES SNA F LYE R (44) DECEMBE R 2 015 SKYBOLT IS A PROUD AMERICAN MANUFACTURER 100% MADE IN THE USA • DFARS COMPLIANT SIMPLY STATED, SKYBOLT® BUILDS ThE STRONgEST, LIghTEST, MOST ADvANCED ¼-TURN FASTENERS IN ThE wORLD. • CESSNA COWLING STAINLESS FASTENER CONvERSION KITS (STC/FAA TSO C148) Convert Southco/2700 Camloc to CLoc ® Heavy Duty 4000 Series stainless fasteners • STAINLESS COwLINg FASTENER DIRECT REPLACEMENT KITS Replace OEM fasteners with Skybolt stainless fasteners • TRIM SCREw KITS and FUEL TANK KITS Cessna, Piper and many others Skybolt ® CLoc ® Diamondhead ® CALL US 1-800-223-1963 ONLINE AT SKYBOLT.COM vISIT US AT KLEE To keep a 35- to 40-year-old 421B/C in excellent condition requires certain maintenance be performed by an expe- rienced specialist—much like the medi- cal specialist that you’d insist sees your child, or the legal specialist you’d hire for a serious legal matter. I regularly see the costly results of con- venience. Well-meaning and hardworking local mechanics who only see a couple of local twin Cessnas and perhaps only one 421C a year simply do not have the day-to-day experience to keep this great airplane in superb condition. Nice-to-knows First, the Roman numeral (a II or III) seen in twin Cessna ads, on specifica- tion lists, and/or on an aircraft exterior is often misunderstood. Do not get these confused with the Roman numerals used to identify a RAM engine conversion (such as RAM IV, VI or VII). The II or III package was simply an equipment package offered by Cessna on new twins. Few (if any) aircraft today are a true 421C II or 421C III, as most of the avi- onics have been removed, changed and/ or modernized. It is truly rare I see an aircraft that in 2015 has not had any avi- onics and/or equipment changes from its manufacture, and if so, its value will be dramatically reduced. In addition, the model year of a twin Cessna is not based on when the FAA issued an Airworthiness Certificate. The manufacturer established a block of seri- al numbers that are designated as being a model year. For example, 1979 421Cs have a serial number range of 421C-0601 to 421C-0715. These units are 1979 421Cs. However, the late 1979s, such as serial number 421C-0702, might have been manufactured in October 1978. As it goes out the door, Cessna was authorized to issue an Airworthiness Certificate on behalf of the FAA. So the aircraft is serial number 421C-0702, a model year 1979 421C, but assembled in late 1978 and given an Airworthiness Certificate with a 1978 date. Pilots, owners, buyers and bankers will say it’s a 1978. Wrong! It is a 1979 Cessna 421C. Just look in your local newspaper. I suspect your reading this article in December 2015. Automobile dealers now have vehicles in stock that are 2016 mod- els. A 2016 Lexus, coming from Japan, was assembled in the summer of 2015. Finally, the number-one statement I hear on the hundreds of calls I receive is, “Jerry, just one more question.” It’s okay, I am good with it. What about costs? Ready? A proper buyer’s pre-purchase inspection will cost $3,000 to $5,000. If the aircraft is subsequently pur- chased, the pre-buy will often roll into an annual inspection. That is, the pre-buy inspection can count as the inspection phase of an annual, and the pre-buy cost is credited toward the annual. A 421C buyer should budget $15,000 to $20,000 for a quality annual inspection. The flat rate from a twin Cessna specialist—which is just the inspection phase (no repairs)—will be $3,000 to $5,000. When I hear that the cost of the last annual inspection was $4,500, I get a bad feeling. When aircraft go to a pre-buy performed by a skilled specialist—which is a buyer’s right to have—often the true costs of convenience are presented. Training Proper training is as critical as a com- prehensive pre-purchase inspection and quality ongoing maintenance. When I hear a customer say, “I have a friend who flies a King Air” or “I’ve got an airline buddy that use to fly twin Cessnas who will check me out,” I get concerned. I’m concerned because poor proce- dures and techniques may be presented during this type of training which may compromise the aircraft’s capabilities. Worse yet is a buyer’s loyalty to a local flight instructor who is both excited and unqualified to teach the systems. I encourage simulator training, but I am also a regular witness to new own- ers who have attended a simulator school course and are now instrument proficient, but really do not have a grasp of systems. The nature of the sim school syllabus and training schedule does not allow for a three-hour cross-country where fuel management and descent management can be demonstrated. My recommenda- tion is to go to sim school and also fly with an instructor experienced in the aircraft type. Owners’ associations Membership in three or four owner’s groups is beneficial. The monthly or bimonthly magazines each offers are worth the dues/subscription fees. If you can afford the aircraft, you can afford a few hundred dollars annually for ownership support. Attendance at owners’ group seminars is also smart. Hear the latest real-world twin Cessna news, speak with other pilots and develop a network of your own resources for support. A GA benchmark It is a mouthful: Piston-Powered, Pressurized, Cabin-Class Twin. But the 421C deserves all the respect and praise that is possible. Regardless if the aircraft will be a firm’s first aircraft and flown by a pro pilot, or the common step up from a smaller twin or high performance single flown by an owner/pilot, the 421C Golden Eagle is a General Aviation benchmark. Aircraft are best judged by how well they strike a balance, not by one single exceptional feature. The 421C offers good speed, a spacious and quiet cockpit and cabin, lots of external baggage space, excellent manufacturer support, numer- ous qualified maintenance facilities, qual- ity training firms and a proven record of four decades. It’s earned its name: Golden Eagle. On countless post-sale delivery flights, while cruising at a flight level with a quiet 8,000-foot cabin, seeing the avionics and equipment doing their thing, I have asked a new owner, “Are you pleased?” Every time, I’ve seen a smile. And often I hear a one-word reply. “Fantastic!” Jerry Temple founded Jerry Temple Aviation (JTA) in 1995. JTA provides pilots with hands-on service from the research stage to delivery and checkout. Before founding JTA, Temple worked for 20 years in several positions in the Cessna Aircraft system, including at the Cessna factory as well as in distributor and retail sales. Send questions or comments to editor@cessnaflyer.org. Resources Twin aircraft sales and related information Jerry Temple Aviation, Inc. – CFA supporter jtatwins.com Systems and mods – CFA supporters Hartzell Propeller hartzellprop.com CES SNA F LYE R (46) DECEMBE R 2 015 Oregon: 1-541-476-6605 - CSR#D3BR270J Florida: 1-386-873-4123 1301 Brookside Blvd Grants Pass, OR 97526 813-A Flightline Blvd Deland, FL 32724 7am-5pm PST / 8am-5pm EST • 30 Years Experience • Knowledgeable Staff • Same Day Shipments • Two Stores - Faster Service 1-800-447-3408 TOLL FREE ORDERS WWW.CHIEFAIRCRAFT.COM Avionics - Tires & Batteries Engine Accessories - Instruments Maintenance & Pilot Supplies Knots 2U, Ltd. knots2u.com McCauley Propeller Systems mccauley.textron.com Micro AeroDynamics, Inc. microaero.com MT-Propeller USA, Inc. mt-propellerusa.com RAM Aircraft, LP ramaircraft.com Other modifications Air Comm Corp. aircommcorp.com Aircraft Performance Modifications, Inc. aircraftstc.com Premiere Aviation premiere-aviation.net Most 421Cs are set up with seven seats, including four seats in a club configuration in the cabin area. Costs can range from $20,000 to $35,000 for a quality full-interior project. Photo: DanSar Aviation Aircraft Covers, Inc. 800/777-6405 408/738-3959 bruce@aircraftcovers.com www.AircraftCovers.com 421 GOLDEN EAGLE Flight Instruments: Altimeter, Sensitive Compass, Magnetic (Variable Intensity Light Control) Gyros, Horizontal and Directional (Includes Vacuum System) lndicator, Airspeed Indicator, Turn and Bank Indicator, Vertical Speed Engine Instruments: Gauge, Fuel Flow (Electric) (Dual) Gauge, Manifold Pressure (Dual) Gauge Units, Engine (Oil Temperature, Oil Pressure, Cylinder Head Temperature) (Two) Gauge, Vacuum (With Dual Flag) Indicator, Fuel Quantity (Dual) Tachometer (Electric) (Dual) Controls: Brake, Parking Brakes, Hydraulic (Toe-Operated) Control, Landing Gear Control System (Dual) Control Wheel, Pilot and Copilot Control, Wing Flap, Preselect Controls, Cabin Air Heat Exchanger Controls, Engine, Alternate Air (Teflon-Lined) (Two) Controls, Engine (Rulon-Lined) (Throttle, Propeller and Mixture) Controls, Heater Controls, Light Dimming Controls, Trim Wheels (Aileron, Elevator and Rudder) Flight Deck: Aircraft Number Placard (Lighted) Avionics Panel, Removable (Gray) Checklist, Pilot’s (Plastic Encased) Circuit Breakers (Electrical) Clock Compass Card Cup Holders (Pilot and Copilot) Defroster, Windshield Gauge, Outside Air Temperature Glareshield, Instrument Panel Glove Compartment Handbook, Customer Care, includes Engine/Flight Logs, Warranty, etc. Handbook, Pilot’s Operating Headphone Jack (Two) Indicator, Cabin Altitude and Differential Pressure Indicator, Landing Gear (Audible Warning) Indicator, Outside Air Temperature Indicator, Stall Warning (Audible) Indicator, Vertical Speed (Cabin) Indicator, Wing Flaps Position Instrument Panel, Removable (Gray) (Two) Instrument Panel, Stationary (Gray) Lights, Landing Gear Position (Four) Lock, Aileron & Elevator Controls Lock, Engine Controls Friction Microphone Jack (Two) Speaker, Cabin Radio Stowage Provisions, Flashlight and Sky Comp Computer Sun Visors, All Angle Movable (Two) Switch, Microphone (LH and RH Control Wheel) Voltmeter/Ammeter Interior Lights: Light, Emergency Flood (Variable Intensity) Light, Entry Door (Courtesy) Light, Fuel Selector Handles (Variable Intensity) Light, Map (Variable Intensity) (Pilot’s and Copilot’s) Lights, Instrument Post-Type (Variable Intensity) Lights, Reading (Individual Passenger) Exterior Lights: Light, Landing (Retractable, Left Wing Tip) Lights, Navigation (Three) Lights, Strobe (Two) Power Plant & Accessorles: Actuator, Waste Gate (Two) Alternators, 28-Volt, 50-Amp (Two) Battery, 24-Volt, 25-Amp-Hour Controller (Variable Absolute Pressure) (Two) Engine Supports, Super Soft (Full Dynafocal) Engines, GTSIO-520-N, 375 HP, Fuel-Injection (Turbocharged) Filter, Fuel with Quick Drain (Two) Filter, Induction Air (Two) Filter, Integral, Full-Flow, Oil (Two) Fuel Manifold, Heated Fuel Pumps, Auxiliary (Two) Fuel Pumps, Engine-Driven (Two) Fuel Strainer (Two) Fuel Tanks, Bonded Wet Wing (206 Usable Gallons) Fuel Valve, Crossfeed-Fuel Shutoff (Two) Fuel Valve, Free-Flow, Three-Position Selector (Two) Fuel Valves, Quick Drain (Six) Fuel Vents, Non-lcing (Flush) Governor, Propeller (Two) Heat Exchangers, Pressurized Cabin Air (Two) Ignition System (Dual) lntercooler, Induction Air, Engine (Two) Oil Coolers (Two) Priming System, Engine (Electric) Propeller, Constant-Speed, Three- Bladed (Full-