JACK RILEY AND THE SKYROCKETS - Cessna Flyer Association

by Heather Skumatz Step-by-Step Fuel Cell Replacement by John D. Ruley Cover: Cessna P337 Riley Rocket Photo: James Lawrence JANUARY 2018 46 28 36 Photo courtesy Greater Miami Convention and Visitors Bureau THE VIEW from HERE Jennifer Dellenbusch LETTERS to the EDITOR CESSNA FLYER EVENTS THE HIGH and the WRITEY Kevin Garrison QUESTIONS & ANSWERS Steve Ells FULL CIRCLE Thomas Block NEWS AIRCRAFT SAFETY ALERTS ADVERTISER INDEX BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING 08 08 12 18 20 26 54 60 68 70 Jennifer Dellenbusch THE VIEW FROM HERE eNewsletter The first of the year always brings a flurry of self-improvement. People flock to the gym, go on diets and resolve to be better people. By February, the gyms are nearly empty and the diets abandoned, but for one brief shining moment, all of humanity seems to be bent on betterment. Here at Cessna Flyer Association we try to take a more incremental and ongo- ing view of improvement by constantly tweaking and upgrading our offerings. One very recent addition to our membership perks is a monthly eNewsletter. The eNewsletter is edited by Kevin Garrison and will bring you breaking news, new ADs and alerts and content not found in the magazine. It will also provide easy links to access CFA’s online resources, including the monthly digital edition* of Cessna Flyer magazine. You’ll also have access to exclusive offers and deals through the eNewsletter. It’s another way for us to keep in touch with you. We’ll keep the newsletter short, to the point—and will always gear it toward your Cessna owner experience. The very first issue was electronically shipped to your email inbox on Dec. 7, 2017. If you don’t want to receive the eNewsletter, just email me with subject line: “No newsletter.” Be sure to include your name, ZIP code and—if you have it— membership number. We hope instead, though, that you’ll find our newsletter another valuable benefit of your CFA membership. Didn’t receive the eNewsletter? Please call or email to make sure we have cor- rect contact information on file for you. Blue skies, *A few of you had trouble downloading the recent editions of the digital magazines. There was a glitch that affected a specific membership plan, but it’s been fixed, so please try again. Also, for Apple users, downloading the maga- zines to iBooks seems to improve the viewing experience. LETTERS to the EDITOR Send your letters to editor@cessnaflyer.org “Surviving an FAA Ramp Inspection” by Michael Leighton, November 2017 Dear Editor, I just received the November issue and read Michael’s article. Very thought-pro- voking, but it left me with questions. In my 40-plus years of flying I have read a lot of articles on the subject but never hear that “...the latest AFM or POH you have in the airplane is the latest version.” We have a C-182P. We have the origi- nal POH. How does an owner determine if it is “the latest”? And [if it’s not],where would one get a copy of “the latest”? Keep up the great work, Robert Supina Associate editor’s reply Only he knows exactly what he meant, but I think what Michael was saying is that the POH/AFM must be up-to-date with all the required supplements for the equipment installed in the aircraft. For example, if I install a Garmin GTN 650, I must have the Garmin 650 AFM supplement with my POH on board the aircraft. If Garmin publishes any amendments to that supplement, I must also carry those. (See https://www.faa.gov/regula- tions_policies/handbooks_manuals/avia- tion/phak/media/11_phak_ch9.pdf.) Supplements (Section 9) The Supplements section contains information necessary to safely and efficiently operate the aircraft when equipped with optional systems and equipment (not provided with the standard aircraft). Some of this information may be supplied by the aircraft manufacturer or by the manufacturer of the optional equip- ment. The appropriate information Letters continued on page 10... CES SNA F LYE R (08) JANUARY 2018 4912 SOUTH COLLINS • ARLINGTON MUNICIPAL AIRPORT • ARLINGTON, TX 76018 800-759-4295 • FAX 817-468-7886 • e-mail: acsales@vanbortel.com • www.vanbortel.com TRADE YOUR CESSNAFOR A CESSNA FROM THE WORLD’S LARGEST CESSNA DEALER! nextgen ads-b mandate is fast approaching! If so, contact us today for a quote on an ADS-B installation in your aircraft and BEAT THE RUSH! www.brantaero.com Letters continued from page 08... is inserted into the flight manual at the time the equipment is installed. Autopilots, navigation systems, and air-conditioning systems are examples of equipment described in this section. The POH/AFM that came with an air- craft is serial-specific, and the POH serial must match your aircraft serial. You can’t just grab a “newer” one off of eBay or borrow your hangarmate’s. If your original POH/AFM is lost or destroyed, you have to order direct from the manufacturer ($$$). These [equipment] supplements/revi- sions can also come from the aircraft manufacturer. Scott Kinney CES SNA F LYE R (10) JANUARY 2018 Pilots have opinions. Let’s hear yours. Contact us at Editor@CESSNAflyer.org or weather. For more information, visit eaa119.org/youngeagles. Jan 9 — Juneau, WI. Dodge County Airport (KUNU). Instrument Ground School. This 12-week course is held on Tuesdays from 6 to 9 pm. Class size is limited, so call 920-386-2402 to reserve your spot. Cost is $295 plus supplies. Contact Mary Gasper, mary.gasper@ wisconsinaviation.com. Jan 24 — West Palm Beach, FL. Palm Beach International (KPBI). 2018 NBAA Regional Forum. NBAA’s regional forums bring current and prospective business aircraft owners, operators, manufacturers, customers and other industry personnel together for a one-day event. Exhibits, static displays of aircraft and education sessions help introduce business aviation to local officials and prospective owners and operators, and to address any current issues in the regions. For details, visit nbaa.org/events/forums/2018pbi/. OTHER EVENTS Jan 1 — Nappanee, IN. Nappanee Munic- ipal (C03). New Year’s Day Fly-in. Be sure to make a New Year’s resolution to come visit the first fly-in of the year! Enjoy food, fun and fellowship with aviation enthusi- asts from 11 am to 1 pm. Fly in or drive in; rain, snow or shine. $8–$10. Contact Olen Borkholder, info@rvstuff.com. Visit facebook.com/EAAChapter938/. Jan 6–7 — Santa Clara, CA and Char- lotte, NC. AOPA Air Safety Institute In-person Flight Instructor Refresher Course (FIRC). Two-day courses are led by expert presenters who are knowledge- able and engaging. 7:30 to 5 pm, both days. Cost is $275. To register for Santa CFA EVENTS Jul 21–22, 2018 — Waupaca, WI. Wau- paca Municipal (KPCZ). The 14th annual Gathering at Waupaca. Save the date for CFA’s annual pre-OSH event with fun, food and friendship. Informative semi- nars, lunch and an evening banquet. Mo- tor coach to and from Oshkosh for the first three days of EAA AirVenture. Early Bird registration is $110 until May 15. Visit CessnaFlyer.org for more details. FEATURED EVENTS Jan 6 — Watsonville, CA. Watsonville Municipal (KWVI). Watsonville Young Eagles Rally. EAA Chapter 119 has safely flown over 6,000 kids since the begin- ning of the program. Doors open at 9 am; registration ends at noon. Flying contin- ues until we run out of planes, pilots, kids SEND EVENTS to editor@cessnaflyer.org CES SNA F LYE R (12) JANUARY 2018 Clara, visit https://www.aopa.org/forms/ event-registration/FIRC_CA_180106. To register for Charlotte, visit https:// www.aopa.org/forms/event-registration/ FIRC_NC_180106. Contact Member Ser- vices, memberservices@aopa.org or phone 1-800-872-2672. Jan 9 — Alamogordo, NM. Alamogordo– White Sands Regional (KALM). EAA Chapter 251 Meeting. Regular monthly meeting in the pilots’ lounge at KALM on the second Tuesday of each month except December. 6 to 8 pm. All visitors welcome. Contact Ralph Ketter, 575-434-3318. Visit 251.eaachapter.org. Jan 10 — Fairfax, VA. Hyatt Fairfax at Fair Lakes. Collision Course: Avoiding Airborne Traffic. The “big sky” can get awfully small when multiple aircraft are in the vicinity. Light refreshments served at 6 pm; seminar 7 to 9 pm. Register at https://www.aopa.org/forms/event-reg- istration/SSCOLL_VA_180110. Contact AOPA Member Services, memberser- vices@aopa.org or phone 1-800-872-2672. Jan 11 — Everett, WA. Flying Heritage & Combat Armor Museum presents “Around the Artifact: Inside the B-25 Bomber.” Guests will get to explore our North American B-25 bomber’s me- ticulous restoration guided by FHCAM staff. Doors open at 6 pm for FHCAM members, 6:30 pm for the general public. Tickets are $20; $15 for FHCAM mem- bers and $10 FHCAM volunteers and youth. Visit FlyingHeritage.com. Jan 11 — Juneau, WI. Dodge County Airport (KUNU). Private Pilot Ground School. This 12-week course is held on Thursdays from 6 to 9 pm. Class size is limited, so call 920-386-2402 to reserve your spot. Cost is $295 plus supplies. Contact Mary Gasper, mary.gasper@ wisconsinaviation.com. Jan 12 — Sandy, UT. Salt Lake Commu- nity College. EAA Chapter 23 Monthly Meeting. Please join us to view the Monthly EAA Video Chapter Magazine and celebrate the 2017 first flights. This event starts at 6:30 pm and is located at Larry Miller Campus of the Salt Lake Community College on the west side of I-15 in Sandy. Email your RSVP to shawn_crosgrove@msn.com or text RSVP to 801-381-47402. Jan 13 — Logan, UT. Logan–Cache Air- port (KLGU). Breakfast Fly-in. Compli- CES SNA F LYE R (14) JANUARY 2018 PROP SUPER CENTER ©2017 RAM Aircraft, LP CF082217 R A M A I R C R A F T, L P • SINCE 1976 • 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. 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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 continued on pg 67... CES SNA F LYE R (16) JANUARY 2018 mentary breakfast fly-in from 8 to 10 am. We serve eggs, sausage, pancakes and fruit with coffee and juice. Avgas is discounted and anyone renting a LeadingEdge Avia- tion aircraft for the event will receive a rental and instructor discount rate of 10 percent. For more information, visit leaviation.com. Jan 13 — Greenville, IL. Greenville Air- port (KGRE). Greenville IMC Club. Join a community of pilots willing to share experience, promote safety and help im- prove your IMC flying skills. 10 to 11 am. Contact Ken Kopp, 501-366-5273. Jan 13–14 — Costa Mesa, CA; Alcoa, TN; Renton, WA; Portland, OR. AOPA Air Safety Institute In-person Flight Instructor Refresher Course (FIRC) Refresh your knowledge, pick up new information, and network with other local professional pilots. 7:30 am to 5 pm both days. Cost $275. Costa Mesa: https:// www.aopa.org/forms/event-registration/ FIRC_CA_180113. Alcoa: https://www. aopa.org/forms/event-registration/ FIRC_TN_180113. Renton: https:// www.aopa.org/forms/event-registration/ FIRC_WA_180113. Portland: https:// www.aopa.org/forms/event-registration/ FIRC_OR_180113. Contact Member Ser- vices, memberservices@aopa.org or phone 1-800-872-2672. Jan 13 — Erie, CO. Erie Municipal (KEIK). Unveiling Aviation History at the Spirit of Flight Center. See the latest addition to this extensive aviation history collection. Also celebrate AVEE—our Aviation Bug’s—birthday. Family-friendly venue. $5 entry fee for non-SOF members. Contact Gordon Page, gpage@airassets. com. Visit spiritofflight.com. Jan. 15 — Reno, NV and Houston, TX. Collision Course: Avoiding Airborne Traffic. We’ll cover: human eye limitations that impact the “see and avoid” philoso- phy; proven techniques on enhancing visual scan effectiveness; maximizing your visibility to other aircraft; the promise and peril of cockpit technology; and “danger zones” you may not be aware of. Light refreshments served at 6 pm; seminar 7 to 9 pm. Reno: https://www. aopa.org/forms/event-registration/SS- COLL_NV_180115. Houston: https:// www.aopa.org/forms/event-registration/ SSCOLL_TX_180115. Contact AOPA Member Services, memberservices@ aopa.org or phone 1-800-872-2672. Jan 16 — Houston, TX and Sacramento, CA. Collision Course: Avoiding Airborne Traffic. Even with ATC support and traffic displays, near-misses happen too frequent- ly and midair collisions still occur. Light refreshments served at 6 pm; seminar 7 to 9 pm. Houston West: https://www. aopa.org/forms/event-registration/SS- COLL_TX_180116. Sacramento: https:// www.aopa.org/forms/event-registration/ SSCOLL_CA_180116. Contact AOPA Member Services, memberservices@aopa. org or phone 1-800-872-2672. Jan 17 — San Antonio, TX and Milpitas, CA. Collision Course: Avoiding Airborne Traffic. ASI’s new seminar looks at the problem from a risk management perspec- tive. Light refreshments served at 6 pm; seminar 7 to 9 pm. San Antonio: https:// www.aopa.org/forms/event-registration/ SSCOLL_TX_180117. Milpitas: https:// www.aopa.org/forms/event-registration/ SSCOLL_CA_180117. Contact AOPA Member Services, memberservices@aopa. org or phone 1-800-872-2672. Jan 18 — Austin, TX and Santa Rosa, CA. Collision Course: Avoiding Airborne Traf- fic. The “big sky” can get awfully small GIVE ICE THE BOOT Manufacturer of Goodrich pneumatic de-ice boots. Our patented, environmentally friendly adhesive system gets you back in the air in just hours. Available in FASTboot® or SILVERboot™ options. Handmade with quality craftsmanship for over 80 years, our products come with a full line of care products and a two year or 3,000 flight hour warranty. Learn more at goodrichdeicing.com 800 DE-ICERS (800 334 2377) | deicers@utas.utc.com VISIT OUR WEBSITE Free White Paper: De-Ice Boot Maintenance continued on page 65... I have often said that if the creator had wanted people to fly at night, she never would have invented happy hour. Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006 and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to editor@cessnaflyer.org. Night Flight An experienced night flyer shares his thoughts on aviating in the dark. “The villages were lighting up, constellations that greeted each other across the dusk. And, at the touch of his finger, his flying-lights flashed back a greeting to them. The earth grew spangled with light signals as each house lit its star, searching the vastness of the night as a lighthouse sweeps the sea. Now every place that sheltered human life was sparkling. And it rejoiced him to enter into this one night with a measured slowness, as into an anchorage.” —Antoine de Saint-Exupéry, “Night Flight” I have often said that if the creator had wanted people to fly at night, she never would have invented happy hour. Humans are daytime creatures. We tend to get sleepy at night, and the more mature and sensible ones—like myself—hit the rack fairly early in the evening. However, there is no real reason to avoid flying in the nighttime hours. There are quite a few advantages of slipping your surlies when the rest of the flying world slum- bers. For example, it is impossible to get a sun-glare headache at night. The darkness found at night is not half as frightening as the darkness you run into if you enter a large thunderstorm during the day. As I have mentioned around 10,000 times now, I used to be an airline pilot. Because I was an airline pilot, I flew an enor- mous amount of time late at night all over the world. When I was a very junior airline pilot, it seemed that all I ever did was fly very late at night. My first years’ trips were mostly all-night- ers from one coast to another. Later, when I got some seniority and was a captain of a very large subsonic people-mover, I flew a lot late at night because I was flying hundreds of people over oceans to various interna- tional destinations. You simply cannot fly international routes and not spend at least half of your time in the dark. Even before my airline years, I spent quite a bit of time aviat- ing in the evening. I flew an all-night canceled check run (kids, ask your parents about paper checks!) and flew most of my instrument students late at night. The difference between night and day is it is generally darker at night. That is really the only difference. Your airplane does not care if it is flying at night or in the noontime bright. Aircraft performance does change because of variances in temperature, pressure altitude and the like, but they don’t fly through darkness any differently than they fly through bright daylight. We human pilots do operate differently at night than we do during the day. Our eyes and diurnal cycles have been designed and calibrated for use during the day. Our ancient forebears sought a cave or high tree limb at night because they knew that when it came to their eyesight, they had no chance against a nocturnal predator. The Federal Aviation Regulations recognize that flying at night is a different thing than daytime aviating. If you grab a copy of the regs, you will see that there are specific rules gov- erning nighttime currency for pilots, but absolutely no specific daytime rules. I find that odd, but if I stopped and complained every time I thought that the FAA rules were weird, I’d never get anything done. In the airline world that I just recently left, we never accounted for nighttime, or, for that matter, instrument time when it came to currency. We only had to follow the normal 90-day landing requirements. It was assumed that because we were fly- ing transports all over the world that we were getting far more night time and actual instrument time than any of us wanted. Reasons for and against flying at night I can only think of two reasons you might think it is less safe to fly at night. One reason for non-instru- ment pilots is that at night it is hard—sometimes impossible— to see the horizon, making VFR flight a no-go. The second reason would be if you lost your only engine and had to do an emergency landing. It is very hard to find a safe place to land if you can’t see the ground or trees. These are valid fears. It is true that the horizon is very hard to see on dark, moonless nights; open fields where you might set down a crippled airplane are also very hard to pick out. You certainly should never go flying if you think you would get disoriented, but if you consider all of the hazy and low- visibility daytimes you have flown, I think you’ll agree that the risk is about equal. The rule should be: never fly in any low- visibility situation—day or night—if you think you might lose the horizon. It is true that if it is very dark and you lose your engine, you THE HIGH AND THE WRITEY KEVIN GARRISON CES SNA F LYE R (18) JANUARY 2018 South St. Paul, MN (KSGS) - 651.451.1205 Leesburg, FL (KLEE) - 352.323.4809 www.wipaire.com Since 1960, Wipaire® has been bringing the freedom of water flying to Cessna owners. Available for many classic and factory new models, Wipline® floats deliver the innovation, quality, and reliability you and your Cessna deserve. Call today to learn what we can do for you! Cessna 172 • Cessna 182 • Cessna 185 • Cessna 206 • And More! freedom to EXPLORE Selecting the most suitable backcountry tire for a 182’s nosewheel, slow gear door retraction on a 210 Steve, I own a 1965 Cessna 182 Skylane. I would like to take the plane into Utah and Idaho backcountry strips. I would restrict the 182 to 8.50 tires, not larger. I would appreciate any com- ments on this. I know 8.50s will work on the mains. What do you recommend on the nosegear? Do you need to reinforce the nosegear or is it possible to just install the tire as-is? Thanks, John Patton Mancos, Colorado Hi John, Here’s what I’ve found. You can install an 8.00-6, 6-ply rating tire on your existing main landing gear wheels with- out any additional approval since this change is listed in the “models” section in the General section in the front of the 100-series service manual. This same approval permits the installation of a 6.00-6, 4-ply Steve Ells has been an A&P/IA for 44 years. He is a commercial pilot with instrument and multi-engine ratings, and loves utility and bush-style airplanes and operations. Ells was a tech rep and editor for Cessna Pilots Association and associate editor for AOPA Pilot. He owns Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to editor@cessnaflyer.org. rating tire in the nose position. However, you’ll have to get a 6-inch wheel assembly for the nose tire change since the normal nosegear wheel is a 5-inch for a 5.00-5 tire. A larger nosewheel fork assembly is available for installation on your 182 from Airglas in Anchorage, Alaska. It is STC’d for installation and will permit a tire of up to 8.50-6 on the nose when 8.50-6 mains are installed. The Airglas fork and approval paperwork costs $2,625. Airglas cites a loss of 8 mph true airspeed following the in- stallation of its fork and larger tires. In both above nosegear “up-sizes” you will have to buy a 6-inch wheel (Cleveland 40-76A is recommended). The new price for that wheel assembly is just under $700. You may be able find a good used one. That’s all you will need to install bigger tires. However, you should be aware that your 182—in fact all 182s built between 1962 and mid-1970—have a semi-fragile firewall. These models do not have the two firewall and tunnel reinforcements that Cessna began to install in mid-1970. I would suggest you consider installing the firewall reinforce- ments if you plan to do a lot of backcountry flying. It’s possible that some time in the past the service kit (SK182-44C) that in- cludes those reinforcements was installed in the field. It’s easy to determine if the firewall and tunnel stiffener kit has been installed. If it has, you’ll see what is called a “hat” sec- QUESTIONS & ANSWERS STEVE ELLS continued on pg 22... CES SNA F LYE R (20) JANUARY 2018 Though they’re great for landing on unimproved surfaces, large tires like those installed here on a Cessna 206 carry a hefty airspeed penalty. Superior Air Parts has sold nearly a quarter million Millennium Cylinders® for Continental and Lycoming engines. Why? Because Millennium Cylinders deliver Superior performance, Superior quality and Superior value – all at prices that have helped make flying more affordable since 1967. For more information on Superior Millennium Cylinders or to find a dealer, visit: www.superiorairparts.com or call 972.829.4635 MILLENNIUM CYLINDERS IS A REGISTERED TRADEMARK OF SUPERIOR AIR PARTS, INC. SUPERIOR QUALITY. SUPERIOR PERFORMANCE. S U P E R I O R Q U A L I T Y . S U P E R I O R V A LU E . WHEN IT COMES TIME WHEN IT COMES TIME WHEN IT COMES TIME FOR NEW CYLINDERS, FOR NEW CYLINDERS, FOR NEW CYLINDERS, THEY’RE EITHER THEY’RE EITHER THEY’RE EITHER SUPERIOR SUPERIOR SUPERIOR OR THEY’RE NOT. OR THEY’RE NOT. OR THEY’RE NOT. continued on pg 24... Firewall “hat” section reinforcements installed on a Cessna 182. CES SNA F LYE R (22) JANUARY 2018 tion of metal on the forward side of the firewall. The hat section reinforcement is installed diagonally between the upper engine mount bolt on the firewall and a spot near the center of the lower firewall. Each side will have the hat section reinforcement. If you do not have the firewall service kit installed, and you want to install it prior to flying out to unimproved strips, you will have to call a Cessna parts authority to see what the lead time and price will be. (CFA members can call the Association at 626-844-0125 for parts locating assistance. It’s a membership benefit, and we’re happy to help. —Ed.) Due to the “weakness” of the firewall prior to the reinforcement, I also recommend that you carry 60 pounds in the baggage com- partment, especially if your preflight planning shows that you’ll land with the CG in the forward portion of the envelope. I always carried my toolbox in the baggage compartment of my 1966 182. If there is baggage there or if one of the back seats is occupied, it’s not needed. The point is to take steps to move the center of load aft to lighten the load on the nosegear and lessen the amount of up elevator needed to pitch up to the best touchdown attitude. I also recommend that you take a mountain flying course prior to venturing too far into the “bush.” Good luck and happy flying, Steve Hi Steve, I’m new to Cessna 210 ownership. I’m a tractor mechanic so I understand hydraulics pretty well. My problem is that my 1966 T210F’s landing gear works great, but the gear doors are slow to retract when in flight (gear up), which tells me that the system is low on hydraulic fluid and that it takes more fluid to retract than extend. I have filled the system according to the manual, but I think there is some stupid detail that is escaping me. Please help. Thanks in advance, Bill CES SNA F LYE R (23) JANUARY 2018 Instructions from Cessna Service Kit SK182-44C. FIREWALL REINFORCEMENT INSTALLATION continued on pg 66... CES SNA F LYE R (24) JANUARY 2018 Hi Bill, The T210F is a good airplane. The landing gear extension and retraction system in your 210 is the same system (with a few tiny changes) used in 210s built from 1965 through 1971. A question for you: Do you know if the doors also open slowly? If so, there may be air in the system. The service manual sug- gests actuating the gear up/gear down cycle a few times while the airplane is on jacks and hooked to a hydraulic mule. If you don’t have a mule, you can probably bleed the system by actuat- ing the gear up and down a few times while in flight. According to the manual, the gear up time—including doors closed—should be 10.5 seconds (+5 seconds, -0 seconds), while gear down time—including doors closed—should be 7.5 seconds (+9 seconds, -2 seconds). These times do not include the time for the gear handle to return to neutral; only the times for the gear to travel up/down and the doors to completely close. Please let me know how many seconds it takes for the doors to close during the gear up cycle. Thanks, Steve Follow-up: Steve, Thanks for the reply. The gear works normally, except when retracted the doors will stay open for a while. The amount of time varies. Sometimes it’s just a few seconds; sometimes a few minutes. Bill Follow-up A: So, if everything works well except the doors don’t always close, or the closing sequence is erratic, I would first look at each of the gear up switches on the landing gear. You should find a sticky switch, or a switch that isn’t tight on its mount, or a loose wire on one of the switches. You can double-check this supposition by checking to see if the door control solenoid (it’s located on the forward side of the power pack) is being actuated the moment all three gear are fully up in the wells. When the gears are fully up, a switch on each gear will close completing the circuit to energize the door control sole- noid. You can listen for movement or feel for the movement. Let me know what you find, Steve Second follow-up: Steve, I looked at all the switches and found them to be secure and 14th annual Gathering at Waupaca • July 21-22, 2018 Call 626-844-0125 • Email kent@aviationgroupltd.com Event hotel: Comfort Suites Foxfire • 715-942-0500 • $ 114/night Save the date for the Gathering At Wau pa ca Speakers include... Reps from Continental Motors, Eagle Fuel Cells, Electroair, UTC, Parker Hannifin and others! Seminars, food, fun and friendship • Saturday night welcome reception • Sunday seminars and lunch • Sunday evening banquet • Bus to and from Oshkosh on Mon, Tues, Weds (plus optional Weds night bus) and • Fabulous door prizes! Early bird rate: $ 110* if registered by May 15, 2018 *Free for kids ages 8 and under; half-price for ages 9 to 16. Special dietary needs can be accommodated at an additional cost.  it’s not too early to make your plans! At max power and max climb speed, we were barely holding altitude— and the ridgeline in front of us was getting nearer! Wind Dilemmas Lessons learned about wind and mountain waves. As I sit to write this, the major theme in my life these past few weeks has been wind. I say that because, first and foremost, we are right now involved in cleaning up our Florida horse ranch from the effects of Hurricane Irma—which, thankfully, amounted to only a half-dozen fallen trees and, literally, an infi- nite number of tree limbs scattered across our acreage. The second reason these past few weeks have involved wind is that I was concurrently producing an audiobook ver- sion of Harrison Jones’ nonfiction book “Miracle on Buffalo Pass: Rocky Mountain Airways Flight 217.” Reading for the audio version got me to thinking about experiences with wind- induced dilemmas from my own aviation past. The book itself is an in-depth analysis and interview with nearly all the survivors of the Rocky Mountain Airways Twin Otter turboprop that crashed in a blinding blizzard at the very top of one of the most inaccessible spots between Denver and Steamboat Springs, Colorado on Dec. 4, 1978. We follow the passengers and crew through their experience, and then the bands of rescue personnel who mobilized immediately to attempt to locate the wreckage and any potential survivors before they would invariably freeze to death on that desolate mountaintop. As the NTSB later concluded, the Rocky Mountain Twin Otter encountered an unforeseen severe mountain wave which, when combined with some airframe icing, prevented the com- muter airliner from climbing above 13,000 feet (the MEA in that area was 16,000 feet) and the airliner was then gradually forced down into the terrain, just barely clipping the top of the mountain at Buffalo Pass. The first miracle was that everyone survived the initial impact with the crest of the mountain, but if rescue folks didn’t locate them quickly (no one knew for sure where they had gone down, and it was the middle of the night in a driving blizzard), none of them would survive. As the NTSB pointed out in the accident report, one of the things that disguised what was happening was that the mountain wave the flight was involved with was quite smooth. With no wind-induced turbulence to tip the crew off, the initial symptoms of decreasing climb performance 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, a best-selling novelist and owner of more than a dozen personal airplanes. Send questions or comments to editor@cessnaflyer.org. seemed to be more related to either engine power output or airframe icing. When the pilot in command is not under- standing why something is happening, it’s far more difficult to come up with a reasonable plan to correct the problem. My own experiences with mountain waves were certainly nowhere near as dramatic, but they were personally attention- getting. Being more of a flatland pilot, my initial exposure to the effects of wind across undulating terrain came from those small bumps in the earth around Kentucky and West Virginia that we Easterners call mountains. About 50 years ago I was skittering around Eastern Kentucky in, if my memory serves me correctly, a Cessna 140 with a 90 hp engine. It was a breezy day—nothing too outlandish—and I was giving a student some dual in the art of crosswind landings at an outlying grass field we often used. After a half-dozen acceptable takeoffs and landings in the quartering wind that was 20, with maybe gusts to 25, we left the airport for a little local flying up higher to get away from the bumps. After a few steep turns and whatever else I thought the student could use, I figured that we’d top off our day with a simulated engine failure, then head back to the barn. I chopped the power and announced: “Engine failure.” The student picked a field below in a reasonably wide valley between two rows of hills, and set up an approach to a large pasture. Down to about 300 feet everything looked fine, so I announced, “The engine is working again; just go around and head back to the airport.” The student complied. Sort of. He did everything right. So did the airplane. But Mother Nature did not. The student pushed the power up to max; 90 horses surged into the prop, and he turned us toward the air- port that was on the far side of the next ridgeline. But we were, I figured out later, on the leeward side! At max power and max climb speed, we were barely holding altitude—and the ridgeline in front of us was getting nearer! I was getting less comfortable with every passing moment, until I finally said, “I’ve got it.” Suspecting there was something now wrong with our engine, I did a snappy one-eighty to head back for our simulated emergency landing field—one that I figured we might need for real. Partway back—and, it turns out, away from the effect of the downward wash of wind over the ridgeline—we began climbing normally again. We climbed to a higher altitude, then crossed that FULL CIRCLE THOMAS BLOCK CES SNA F LYE R (26) JANUARY 2018 ridgeline far above the mini-mountain wave effect beneath us. Many years later I was in a light twin flying between north- ern Colorado and Montana, where there are some real moun- tains by anyone’s standards. It was a breezy, clear day and I was flying at the MEA, enjoying the view of the ridgelines and canyons that passed below. What I noticed first was the airspeed slowly trickling away as the autopilot kept pitching us up a little more as it tried to hold our altitude. Again, my first thought was that something was wrong with the power output from the engines, or at least one of them. Yet all the engine gauges were middle of the green. They sounded fine, too. So what could be happening? It took me a few moments to see the obvious: the line of higher mountains to the northwest of my location were at a right angle to the prevailing wind. We were apparently in a downwash of wind from them. I requested a higher altitude from ATC, pushed up climb power and while the rate of climb was a little lower to begin with, a few thousand feet of climb later, the performance num- bers went back to normal as we got above the downward effect of the distant mountain wave. But don’t think that only smaller airplanes are susceptible to this sort of wind-induced dilemma. About 30 years ago I was the captain of a Boeing 737-400 headed westbound to San Francisco over the middle of the biggest rocks in the Rockies. We were at FL310 on a windy day, with our ground speed being clobbered by the constant westward flow. Still, the sky was smooth—so all was well, right? First clue: the sense of the airliner trying to climb, the auto- pilot rolling in nose-down trim and pulling off engine power to keep us at altitude. I commented to the copilot something insightful, like, “What the hell?” I disconnected the autopilot, reduced the power on both engines until they were back at idle—and we were still being propelled upward at over 2,000 feet per minute! It was hard to believe what the gauges were saying. I pulled out full speed brakes, and still we were climbing! The copilot told ATC that we couldn’t hold altitude; that we were being pushed up. We got to 35,000 feet and I began to seri- ously worry because, even thought the sky was still smooth, if we went much higher the air would be (in a manner of speaking) too thin to keep the wings from stalling—“coffin corner,” it’s called. Then we hit the turbulence, which started at severe and quickly got worse. Our big Boeing airliner was simultaneously being pushed upward and churned all around the sky! We needed to get down—quickly—before the wings decided to do the job for us. I was just about to call for gear down (at this airspeed, it would have probably done some gear damage) to get more drag to stop us from climbing when, in the blink of an eye, the washing-machine sky we were in went dead calm. We had popped out of this mountain wave-induced wind machine at 35,400 feet. We stopped climbing, the airspeed began to drop, and I then pushed engine power to a low cruise setting. After coordinating with ATC, we turned off our route that had us headed toward the highest mountains and eventu- ally drifted back down to our assigned altitude of FL310. So that’s what I spent Hurricane Irma doing: narrating the book “Miracle on Buffalo Pass,” which is about the results of a wind-induced accident, while listening to the winds howl around my own home. Like an old captain once told me nearly 60 years ago, “Son, don’t fool too much with Mother Nature. She can win anytime she wants to.” CES SNA F LYE R (27) JANUARY 2018 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 Step-by-step FUEL CELL Replacement If you own a Cessna 182 Skylane, at some point you’ll need to replace the fuel cells (fuel bladders). It’s not a particularly difficult task, especially when you order an all-inclusive kit from a vendor like Eagle Fuel Cells. By John D. Ruley N4696K CES SNA F LYE R (28) JANUARY 2018 has been a fixture at Modesto City- County Airport (KMOD) for many years. It’s a 1975 Cessna 182P Skylane owned by Nine- Six Kilo LLC, which in turn is owned by five partners, who vary as time goes on. I’ve had the pleasure of being one of the partners for almost 10 years. With so many partners, the airplane flies a lot; more than 200 hours in an average year. That’s good because the engine doesn’t sit and rust. On the other hand, all that flying puts a lot of wear on the airframe, interior and paint. For quite a while now, the partners have agreed that we ought to do a resto- ration—painting the airplane, redoing the interior and fixing a lot of minor prob- lems that have built up over the years. Fortunately, everyone’s in a financial posi- tion to afford this. We kept putting the painting off, in part because of something Shane Cooper (a mechanic at Pacific Aircraft Service) told me. He noted that the bladder-type fuel cells in our airplane were due for replacement and “You don’t want to paint the airplane and then have to open it up to get the bladders out.” An unwelcome Christmas gift A few days after Christmas last year, one of our partners opened the hangar to find our Skylane’s right main tire flat and fuel all over the floor. Fuel had leaked out along the length of the wing, staining the aileron hinges blue. He contacted Pacific Aircraft, and we all thought at first that the right fuel bladder was cracked. It turned out to be due to a leak at the fuel filler neck on that side, but it was enough of a warning to get our attention. Next time it could be a bad fuel bladder and it might not be kind enough to fail at our home airport. Now, decisions had to be made: where and when to have the replacement done, and where to get the parts? The first two questions had easy answers. Shane, Paul Kline and their boss Dick Braner at Pa- cific have been taking care of N4696K for the entire time it has been on the field at Modesto. They aren’t the least expen- sive place to get work done, but they are CES SNA F LYE R (29) JANUARY 2018 The small box we received from Eagle, next to a windscreen that was also part of our refurbishment project. Inspecting the wing cavity requires good light, inspection mirrors and patience. Technician Paul Kline wrestles the old bladder out of the right wing. CES SNA F LYE R (30) JANUARY 2018 among the most thorough. After consult- ing with Dick, we decided to hold off until our annual inspection, when the air- plane would be at Pacific for an extended period anyway. As for where to get the new bladders and other parts, I took advantage of my membership in Cessna Flyer Association and called parts-locating guru Kent Del- lenbusch. He gave us some options and we decided on Eagle Fuel Cells. Our mechanics had no previous experience with them but were happy to give them a try. Step-by-step installation What follows is a journal based on notes I took at the time. Bear in mind that other work was being done as well; it didn’t take a full month’s worth of work to do the fuel cells! Approximately July 1: Bladders (neat- ly folded in a surprisingly small box) and installation kit arrived at Pacific Aircraft Services. July 23: N4696K was flown to warm the engine oil and delivered to Pacific, where the annual inspection began. July 26: Bladders were unpacked, with a first reaction from an impressed Shane after looking at the large roll of cavity tape: “That’s worth hundreds of dollars by itself!” I did not fully appreciate this until later, when Paul pulled a huge ball of old duct tape out of each wing. The tape used at the Cessna factory was not available the last time the bladders were replaced, so duct tape was used to cover all rivets and overlapping metal joints in contact with the fuel bladders. When the new bladders were un- packed, we found a clearly-printed set of helpful hints. These tips covered inspection (including how to find the area where a fuel cell may have leaked), removal, installation and maximizing fuel cell life. While the full list of tips is too detailed to reproduce here, two points are worth noting. Ground the airplane whenever dealing with fuel cells or any other fuel system component. Per the tips, “When working with fuel, static is your enemy!” Also, warmth helps. Eagle does not rec- ommend trying to remove tanks at temper- atures below 70 F because the material will be stiff, and notes that a warm cloth can help when taking off tubing. That wasn’t a problem on a hot July day in Modesto! After 10-plus years in the wing cavity, the old fuel cell bladder shows its age. Engineered to Lead. www.tempestplus.com 800.822.3200 Tempest® knew there had to be a better way to change oil. The result: Tempest’s patented Easy Drain™ oil filter tool—a drain tool that makes oil changes easier and cleanup faster. With its simple three-step process, the Easy Drain tool saves time, prevents drips and spills, and makes cleanup as easy as 1-2-3. Innovative, forward-focused design — proof that Tempest is engineered to lead. Manufactured by CES SNA F LYE R (31) JANUARY 2018 Old fuel cell bladder on left; new fuel cell bladder on right. Each wing coughed up a large ball of weathered duct tape. CES SNA F LYE R (32) JANUARY 2018 New cavity tape from the Eagle kit installed in the wing. New adapter plate on left restores fuel drains to the original design position. Old plate on right had the drain off-center. Old fuel valve on left; Eagle’s new field- repairable cartridge valve on right. The bladders must be rolled up to fit through the inspection port. Paul had new fuel bladders rolled up and ready for installation when I arrived. They went in much more easily than the old ones came out! Engineered to Lead. www.tempestplus.com 800.822.3200 Tempest® innovation is changing industry expectations and, in the process, making its competitors go back to the drawing board to play catch up. Tempest leads modern aviation spark plug design with its fired-in suppressor resistor—others have since followed. In oil filter design, Tempest leads the way with its proprietary, internal magnetic, secondary filtration system. Plus, Tempest’s Spin-EZ® oil filter is an industry first with its patent-pending, non-stick seal technology. Forward- thinking differences like these set Tempest apart and prove what others now know—Tempest is engineered to lead. CES SNA F LYE R (33) JANUARY 2018 (and an FAA Airworthiness Directive) requiring the so-called “rock-and-roll preflight,” in which you were supposed to hold the tail of the aircraft down and rock the wings to make sure any water got out of wrinkled areas and showed up in the test ports. A later Service Bulletin superseded that requirement but required installing new fuel bladders with the test ports moved a few inches to a loca- tion that was not affected by wrinkling. Eagle’s fuel bladders are designed not to wrinkle, and they move the port back to its original location. Paul pointed out a major advantage of Eagle’s STC’d fuel drains/test ports. They use a cartridge design and can be easily serviced, unlike factory ports that must be completely removed. That will be a huge July 27: I was present as Paul pulled out the right fuel cell. Fuel had been drained the day before, and by the time I arrived he had the snaps undone and the bladder rolled up in the wing. The whole plane shook a couple of times as he pulled. After getting the old bladder out, he told me we’d made a good deci- sion. He saw signs of minor leakage that would only have gotten worse. With both cells removed, Paul spent an extended period with a flashlight, reach- ing in through the inspection ports to pull out the old tape. He pulled out enough to make a very impressive (if ugly) ball. July 28: New cavity tape was used to cover all exposed rivets, metal-to-metal joints and other areas that could damage the new cells in both tanks. Paul also showed me the new fuel drains/test ports and covers. These re- placed ones that were installed years ago. The original factory fuel bladders were prone to developing wrinkles, which could trap water, preventing it from com- ing out of the original fuel drains. That issue resulted in a Cessna Service Bulletin The bladder is inserted through the inboard inspection port, then pulled through from the outboard port. CES SNA F LYE R (34) JANUARY 2018 time (and money) saver if one of the ports ever develops a leak. Aug. 1: Paul had new fuel bladders rolled up and ready for installation when I arrived. They went in much more easily than the old ones came out! Aug. 11: After a delay for unrelated work, Paul was ready to finish the job, installing new fuel floats and transmitters (fuel senders). Wrap-up The annual (with other modifications) was completed about one week later. The partner who originally found fuel leaking did a thorough job of checking the new fuel senders to see how they matched up against the indication on the original fuel gauges, starting with empty fuel tanks and adding 5 gallons at a time on each side. The result was about what you’d expect. If the gauges say full, they are full. Half full, ditto. But don’t make any bets on them as you get close to empty. We have a digital engine monitor with a #1 for Aircraft Parts Support Since 1984 Same-Day Worldwide Shipping We Price Match! Parts avionics EnginEs ProPs Over 5 MilliOn in-StOck PartS! Over 5 MilliOn in-StOck PartS! Search our Parts for Free 24/7 DoDSon.coM cAll uS toDAy At 785-878-8000 Engineered to Lead. www.tempestplus.com 800.822.3200 Surpassing others in starting power, energy efficiency, and performance reliability, Tempest® is the leading influence in engine starter/alternator innovation. Our PowerFlite® starters can reduce current draw by up to 20% compared with other brands. Plus, Tempest starters are designed with aerospace quality brushes for longer life, a proprietary ball bearing design for less internal friction and heat, and a newly designed, field-wound electric motor. Pair these with our FAA/ PMA-approved PowerFlite alternators and you’ll agree: Tempest is engineered to lead. All others can do is follow. CES SNA F LYE R (35) JANUARY 2018 fuel totalizer, so I don’t rely on the old gauges all that much anyway. Since then the airplane has flown over 20 hours with no evidence of any leaking or other problems. Pacific Aircraft Service owner Dick Braner was impressed by the high quality of Eagle’s product. He said, “They make really nice fuel cells and pro- vide a complete install kit. The only thing they didn’t supply was vent hoses.” Eagle’s website has a wealth of infor- mation that may be of interest to Cessna owners contemplating a fuel cell replace- ment. In addition to new cells, Eagle offers repair services on old fuel cells, guidance on which cells may or may not be repairable, background information on what bladder-type cells are made of, issues with fuel cells in particular aircraft, tips for inspecting cells when a leak is found (or suspected) and tips for remov- ing old cells and installing new ones. The website also has tips for getting the longest life out of the fuel cells you have. Among other things, Eagle suggests keeping the fuel cells full, rocking the wings of parked aircraft to wet the upper half of the cells and removing/preserv- ing cells when aircraft will be stored for extended periods. The company strongly recommends against using auto fuel: “It is not very stable and the high quantity of chemicals in the fuel is harsh on rubber... If auto fuel is used, do not let it stand for long periods of time and inspect all rub- ber fuel system components frequently.” Eagle’s fuel cells carry a 5-year war- ranty. So far, we’re very happy with ours! John D. Ruley is an instrument-rated private pilot and aircraft co-owner. Send questions or comments to editor@ cessnaflyer.org. Resources Eagle Fuel Cells, Inc. eaglefuelcells.com It made sense to replace the fuel senders at the same time as the fuel cell bladders. CES SNA F LYE R (36) JANUARY 2018 Photo: James Lawrence Jack Riley and the Skyrockets: THE CESSNA 337 REMADE By Heather Skumatz Cessna’s pressurized Skymaster has a number of STCs developed by Jack Riley, of Riley Rocket fame. Cessna Flyer recently talked to Skymaster authority Bill Crews to get a brief history of the various P337 conversions. E CES SNA F LYE R (38) JANUARY 2018 Photo: James Lawrence ntrepreneur, innovator and master salesman Jack M. Riley came to the airplane business only after retiring from his first career in blueprint- ing. By 1962, Riley had been assigned the patent for an Engine Supercharging Apparatus, and it would prove to be one of his most important contributions to General Aviation. “Jack Riley called me around 1988, maybe ’89,” recalled Bill Crews, owner of Skymasters International. “He did con- versions for all kinds of different aircraft, and he was looking for a Skymaster.” The turbocharged engines on the P337s were known to run hot. “His first mod [for the 337] was an engine inter- cooler system, and he needed an aircraft to test it on,” Crews explained, “so he bought an airplane from me. It was a P337 with 225 hp.” Riley’s testing worked, and he was able to secure his intercooler STC for the P337. Riley soon began doing partial con- versions to P337s at his California facility. The Skyrocket is born Never satisfied, Jack Riley was back on the phone to Crews. “He was getting tired of doing partial conversions install- ing his intercooler modification and a STOL kit and wanted a total conver- sion,” he explained. “I helped him with finding derelict air- craft—by derelict, I mean they had low total time, all logs, zero corrosion and no damage history—but he didn’t care about engine times, paint and interior, because he stripped them to the fuse- lage, starting over.” For the P337 conversions Riley International was creating, Jack Riley added the same Horton STOL kit as he used on the Riley Rocket conversion for P210s, and also came up with a metal panel. “The original plastic overlay would vibrate because it never seemed to fasten on correctly,” Crews said. “A metal panel is so much nicer because the instruments are actually attached. Everybody hated that plastic panel, but Riley was the first one to do away with it. It was a great upgrade.” “One very big thing he did was sound- proofing all of his aircraft,” said Crews. He also upgraded the radios to state-of- the-art and put in an S-TEC 65 autopilot. “After a couple of years he came up with pressurized mags and [an] inflatable door seal,” Crews explained. Riley marketed his creation as the Skyrocket. The paint scheme for these 337s was the same as what Riley was Cosmetic upgrades are the icing on the cake for Riley conversions. In addition to intercoolers and a STOL kit, Jack Riley was keen on thorough soundproofing. CES SNA F LYE R (39) JANUARY 2018 Photo: James Lawrence Photo courtesy Richard Rolland The stock plastic overlay never seemed to fit correctly, so Jack Riley designed a metal panel to allow all instruments to be securely attached. The Super Skyrockets were the fastest of them all, with an additional 85 hp per engine and three-blade props. CES SNA F LYE R (40) JANUARY 2018 Photo: James Lawrence doing on the P210 Riley Rockets. “But he still didn’t have the air conditioning that customers wanted,” Crews pointed out. “One customer did come [to see Jack] and he had developed his own air con- ditioning system for his personal P337,” said Crews. “Jack and the customer worked out a deal: if Jack would do certain mods on the customer’s airplane, they could work out a deal on this own- er’s air conditioning design.” “Jack then went about getting the STC for the air conditioning system, which he added to his future Rocket conversions,” said Crews. “So, I’d sell these P337s to Jack, and Jack was turning these things out. We sold about 20 to 25 over two or three years. Pricing started at $225,000 in 1989ish, then up to $250,000, then $275,000.” “The last one he sold with the 225 hp engines was in 1993 or 1994 I believe, and the cost was $425,000 or more,” Crews said. The Super Skyrocket “Then Jack Riley called me one day— he had himself a turbo 310 hp Skymaster, not pressurized, which he had bought at a government auction for $50,000. Only Jack Riley could get a deal like that,” Crews joked. He then added, “I’m surprised he didn’t talk them in to giving it to him!” “I can’t say what the previous owner was using it for, but it seems he was hauling something the U.S. government wasn’t happy with him hauling,” he said. This aircraft was Riley’s test bed for the 310 hp Riley Super Rocket. “Riley got that 310 hp conversion approved, and started doing the Super Skyrocket in about 1994, ’95,”said Crews. There were over 300 changes in the Super Skyrocket, according to Gene Smith in “The Faster Mixmaster,” pub- lished in US Aviator in April 1994. The Super Skyrocket was the sixth 300 mph aircraft in Riley’s Rocket series. These Cessna P337s were the fastest of them all, with an additional 85 hp per engine, three-blade props, a 2,500 fpm rate of climb—and higher fuel consump- tion to match. Skymaster faithful Bill Crews first flew in a Skymaster when his father bought one in the late 1970s. He attained his private pilot certificate on a college summer break and started buying and selling 337s after graduation. Crews went on to attain his multi-engine, commercial and instrument ratings. Today he has about 5,500 hours in Skymasters. His company, Skymaster International, has sold over 1,000 Skymasters—each of the 650 or so 337s that were manufactured has been sold and re-sold a few times. The business continues to do well, with a faithful following of 336/337 and O-2 devotees in the United States and abroad. “Some folks keep the aircraft two or three years; some 12 or 15 years,” Crews said. “Seems a few of my customers like to fix ‘em up—and then I sell it and look for another project plane for them.” Photo courtesy Skymasters International The Super Skyrocket was the sixth 300 mph aircraft in Riley’s Rocket series. These Cessna P337s were the fast- est of them all… CES SNA F LYE R (41) JANUARY 2018 Photo: James Lawrence CES SNA F LYE R (42) JANUARY 2018 “He sold 10 or 12 of those, and they were doing pretty good,” Crews said. “Then Jack Riley had a stroke, and then another.” Riley was partially paralyzed and unable to continue working. “Now, you have to understand, Jack was Riley International; the company stayed open [after its founder became ill] but sales fell off.” The company declared Chapter 7 bankruptcy in California in 1996, and in 1997, SuperSkyrocket LLC bought all of the STCs. (These Riley STCs are now held by Tim Kasper of Kasper Industries. —Ed.) “Riley had a real good product, but by the mid- to late 1990s, it was all over,” Crews said. “The Super Skyrockets are rare; I sold one this year—there are maybe 20 Skyrockets and maybe another 10 Super Skyrockets still flying in the United States. The value has come down quite a bit, as these are now older conversions.” Riley Rockets today Bill Crews, along with Hank and Matt Kozub at Aircraft Sales, Inc., have devel- oped a newer P337 conversion product called the Rocket II. “We’re continuing what Riley did,” Crews explained. “We Entrepreneur Jack Riley and his associates transformed stock Skymasters into customized, high performance personal air transportation. Photo: James Lawrence CES SNA F LYE R (43) JANUARY 2018 P337 Skymaster Riley Skyrocket Riley Super Skyrocket Rocket II SPECIFICATIONS Engines: TSIO-360-CB (225 hp) TSIO-360-CB (225 hp) TSIO-520-NB (310 hp) TSIO-360-CB (225 hp) Propellers: 2-Bladed McCauley 2-Bladed McCauley 3-blade Hartzell 2-Bladed McCauley MTOW: 4,700 pounds 4,700 pounds 4,700 pounds 4,700 pounds Useful load: 1,350 pounds 1,300 pounds 1,150 pounds 1,300 pounds PERFORMANCE Top speed: 237 mph 260 mph 300 mph 246 mph Service ceiling: 20,000 feet 20,000 feet 20,000 feet 20,000 feet Rate of climb: 1,170 fpm 1,250 fpm 2,500 fpm 1,250 fpm Range: 935 miles 975 miles 975 miles 975 miles Takeoff distance: 2,195 feet 1,500 feet 1,125 feet 1,500 feet (over 50-foot obstacle) Landing distance: 1,675 feet 1,489 feet 1,489 feet 1,489 feet (over 50-foot obstacle) NOTE: Information is from various sources, including but not limited to the POH, Riley International and Skymasters International. Photo courtesy Richard Rolland Time to Upgrade to a Pressurized Cabin Class Twin Cessna? THE MINIMUM EQUIPMENT LIST THE MINIMUM EQUIPMENT LIST www.jerrytemple.net TEXAS OFFICE Jerry Temple PHONE 972 . 712 . 7302 EMAIL sales@jtatwins.com TENNESSEE OFFICE Dan Moore CELL 423 . 647 . 4359 EMAIL dmoo@jerrytempleaviation.com TEXAS OFFICE Marlon Lewinsky CELL 214 . 876 . 7169 EMAIL marlon@jerrytempleaviation.com • Dual Alternators • Dual Vacuum Pump • Radar and/or Stormscope • Pressurization • De-Ice Boots • Heated Propellers • Anti-Ice Windshield • Operational AP/FD stroller 3 car seats blankie back -up blankie diapers (jumbo ) snacks & juice boxes books art for grandpa DVDs Laptop i Pad Hot Wheel Collection racquet & clubs stuffed unicorn! REAL KC the Cat luggage (if room) Cat Kennel Bunny Buddy Present! CES SNA F LYE R (44) JANUARY 2018 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 CES SNA F LYE R (45) JANUARY 2018 just do the 225 hp engines, and the con- cept has been 25 years in the making.” The Rocket II conversion includes two remanufactured Continental TSIO-360- CB engines with a factory warranty plus new engine mounts and engine hose kits as well as overhauled turbochargers, wastegates and turbocharger controllers. The aircraft uses Riley’s intercooler sys- tem on both engines and includes pres- surized magnetos. Two freshly overhauled props and gov- ernors are installed along with polished spinners. The aircraft has a four-color paint scheme and new stainless steel hardware is used all external fasteners. Inside, the aircraft offers leather seats, integrated headsets—and the best sound- proofing available, the same level of noise reduction that Jack Riley was so fond of. The avionics package includes a Garmin GMA 340 audio panel with four-place stereo intercom and music input; one Garmin GTN 750 WAAS Nav/Com/GPS and one Garmin GTN 650 WAAS Nav/Com/GPS; as well as a Garmin 345 transponder. It also includes an S-TEC 55X autopilot and an engine monitor in its custom aluminum panel. “One T337 has been completed with a glass panel, and will probably be the way most new Rocket II conversions will be outfitted,” Crews explained. It took a lot of hard work by Jack Riley and his associates in order to transform stock Cessna aircraft into cus- tomized, high performance personal air transportation. Today, as far as remade Cessna 337s are concerned, Bill Crews, Hank Kozub, Matt Kozub and others are picking up where Riley left off. But they know they owe a debt to their predecessor. “Jack Riley was one of those guys in life,” Crews said. “One of those guys you are just glad to have had the privilege of knowing and working with.” Sources: 337skymaster.org, AOPA.org, CessnaFlyer.org, Skymaster.com, TwinNavion.com. Special thanks to Bill Crews for his wealth of information and ready assis- tance, and to Herb R. Harney for post- ing the following helpful articles on the SOAPA forum: “What’s in a Name?” by Chuck Stewart. Air Progress, January 1996. “Riley Super Skyrocket” by Geza Szurovy. Private Pilot, November 1998. “The Faster Mixmaster” by Gene Smith. US Aviator, April 1994. Heather Skumatz is production coordina- tor for Cessna Flyer. Send questions or comments to editor@cessnaflyer.org. Resources P337 CONVERSIONS AND INFORMATION Skymaster International LLC skymaster.com Aircraft Sales, Inc. therocket2.com FOR ALL SKYMASTER OWNERS Cessna Flyer Association cessnaflyer.org Skymaster Owners and Pilots Association (SOAPA) 337skymaster.org Destination: Miami By Heather Skumatz Though it is as beautiful and sunny as it looks on television, the city of Miami isn’t exactly like it’s portrayed. This is a city built that’s best viewed in-person. CES SNA F LYE R (46) JANUARY 2018 Photo Kikor.com courtesy GMCVB I thought I knew about Miami, I realize now, has all come from the television. “Miami Vice,” “The Golden Girls” and “Burn Notice”—these fictional portrayals all shaped my idea of the city’s surround- ings, its residents and its culture. I think I was more wrong than I was right. When I started looking deeper, I real- ized why Miami is portrayed so much in films and on TV: it’s a huge hub for this kind of thing. There are more than 2,000 motion picture, music and video compa- nies based in Miami; dozens of recording studios and sound stages; hundreds of freelance production crews; dozens of cable television networks. Miami looks shiny and new, and it is, relatively speaking. Nothing here is much more than a century old, as this port city was incorporated in 1896 with, surpris- ingly, just 300 residents. It’s a city that has made its name known—so much so that the former Dade County was officially changed to “Miami-Dade County” in the 1990s. Today, Miami is considered one of the richest cities in the United States. With miles of picturesque boulevards and high-end shopping, hundreds of high- rise buildings and the most concentrated grouping of international banks in the country, this isn’t hard to believe. Set up for success There is no shortage of informa- tion about Miami. In fact, it’s almost overwhelming how much is available. The 2017 Visitor’s Guide is a whopping 252 pages—and it’s one of a dozen free guides available on the Greater Miami Convention & Visitors Bureau website. With 22 regional visitor centers around Miami, this city was built for visitors. If you want to see the palm trees sway in real time, keep an eye on Miami through its seven live webcams. The information available online is abundant. There are even mobile apps available for free (or nearly free; they cost a few dollars at most). With these apps you can get detailed information on the arts district, the parks, the airports and city transit, various historical sites and walk- ing tours, locally recommended food, shopping and a lot more. Local attractions There are a few attractions that I think are musts when you’re visiting Miami. Here are a few of my picks. Calle Ocho – By my count, there are at least eight cigar shops and factories on SW Eighth St. in the Little Havana section of the city. Even if you can’t tell a claro from a maduro, you can’t help but feel fascinated while watching a master cigar roller create an authentic Miami- rolled Cuban cigar. For a similar amount of immersion in Cuban culture with none of the nicotine, maybe order a cafecito (Cuban espresso, or Café Cubano) or stop in at El Rey de Los Fritas for a fast lunch (fritas, of course), and then walk down to Maximo Gomez Park to watch a game of domi- noes—or maybe to enjoy that cigar. (I’m sure you won’t be alone.) The Miami Circle – One highly unu- sual feature in the city is the Miami Circle, a prehistoric limestone building site that’s 38 feet across—in the mid- dle of downtown, off Brickell Avenue. Though many at first doubted its age, the circle predates other East Coast settlements and is believed to have been used by the Tequesta Indians. Many Tequesta artifacts are viewable at the HistoryMiami Museum on West Flagler Street. The museum is several blocks northeast of the site, across the Miami River. Biscayne National Park – This natural haven is within sight of Miami in nearby Homestead, Florida. This park is differ- ent than most: it’s mostly made of water. The National Park Service protects these shallow waters, coral reefs, marine wildlife and tropical hardwoods—there are no roads or bridges, and only one hiking trail. Since the vast majority—90 percent— of the park’s half a million annual visi- tors enter the space by water, there is no entrance fee. There are, however, fees for special uses (overnight docking, camping at the two campgrounds in the park, etc.). The Deering Estate – Environmental enthusiasts can also check out The Deering Estate, a preserve in the village of Palmetto Bay, which offers hikes and science education for visitors. It’s a lot closer to the heart of the city (and a little easier to access than Biscayne National Park if you don’t have a boat with you). The estate runs a moonlight canoe tour, which takes paddlers across Biscayne Bay to a waiting campfire on Chicken Key. The tour costs $40 and is open to adults only. Art Deco Historic District – Lastly, Art Deco architecture is a worthwhile sightseeing trip from downtown Miami across the causeway to the east end of Miami Beach’s South Beach neighbor- hood. Tours of all types—guided, private, self-guided—are available seven days a Photo courtesy Greater Miami Convention and Visitors Bureau Photo courtesy Greater Miami Convention and Visitors Bureau What CES SNA F LYE R (48) JANUARY 2018 The Colony Hotel is an Art Deco landmark on South Beach. La Gloria Cubana cigars for sale at the El Credito cigar factory on Calle Ocho in Little Havana. This colorful lifeguard tower is on Homestead Bayfront Park Beach in South Miami. The Freedom Tower in downtowm Miami welcomed many Cuban Americans. The building was used as a facility to assist Cuban refugees in the 1960s and early 1970s. Photo courtesy Greater Miami Convention and Visitors Bureau Photo courtesy Greater Miami Convention and Visitors Bureau CES SNA F LYE R (49) JANUARY 2018 A view of the Bay Harbor Islands waterway. The town of Bay Harbor Islands (BHI) is one of several villages in Miami-Dade County located to the east of mainland Florida. week through the Visitor Center. There are more than 800 buildings to see. Other ways to spend your time in Miami might include beaching it—no explanation necessary—or window shopping at one of Miami’s many retail districts. For an indoor (read: totally air-conditioned) experience, look to the Brickell City Centre. If you want the full “I’m in Miami!” retail experience, the outdoor Bal Harbour Shops on Miami Beach are a fashion mecca. With an astounding num- ber of luxury brands and an eponymous fashion magazine, I’d consider this a tourist destination in its own right. Upcoming events Miami has several great events coming up in the first part of this new year. I’ve listed a few here, along with the dates. To find out more, see the Resources at the end of the article. South Beach Jazz Festival – Latin, New Orleans-style and classic jazz music will be performed at various venues in South Beach January 5, 6 and 7. Branford Marsalis headlines this year’s event—it’s sure to be a big draw for a festival that’s just in its second year. Miami Marathon/Half Marathon – This Photo courtesy Greater Miami Convention and Visitors Bureau CES SNA F LYE R (50) JANUARY 2018 Celebrate the fact that you have chosen the best built lead acid battery for your airplane! Celebrate that you are guaranteed a properly functioning battery to start your aircraft and for essential power in the event of a generator failure. This is a battery backed by manufacturing professionals with years of experience. Your battery has gone through numerous inspection and testing points at the factory and each battery undergoes a final capacity test prior to shipment. And thank you, from Concorde Battery Corporation RG-35AXC 33 AH (12 Volt) C O N C O R D E B A T T E R Y . C O M RG24-15M 13.6 AH (24 Volt) TSO Approved CONCORDE BATTERY CORPORATION 626.813.1234 | ISO 9001 + AS9100 CELEBRATE! RG24-16 13.6 AH (24 Volt) TSO Approved unique single-loop marathon has been running (sorry, I had to) since 2003. Since Miami is a Boston Marathon quali- fier, it attracts 25,000 competitors from around the world—as well as 50,000 spectators. If you are in Miami on January 28 this year, you might want to be part of the cheering section. Coconut Grove Arts Festival – A huge and highly anticipated arts festival occurs Feb. 15–17 in Coconut Grove. With fine art, food, music and performing arts all on showcase, it’s worth a trip to eat, walk and shop around. One-day passes are available for as little as $10 for this 55th annual event. Calle Ocho Festival – This event has the feel of a neighborhood block party, except it spans 24 blocks. The Calle Ocho Festival has 30 stages of music and its vibrant atmosphere makes it a true Pan American celebration. This year, the date is March 11. If you go, just know that it might be a little crowded: one million of your closest neighbors will also be at the party. Flying in Miami is a bustling place, and the Miami International Airport (KMIA) offers the largest quantity of commer- Miami Homestead General Aviation Airport (X51) offers self- serve fueling, but no tower. Elevation at X51 is just 7 feet. (All Miami-area airports are on low ground.) This diagram shows the approach for Runway 10, one of the two runways on the field. CES SNA F LYE R (51) JANUARY 2018 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 5:30pm EST. SAVE 25-85% off list price! www. preferredairparts .com 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 A view of Boca Chita Key in the foreground and the Miami skyline in the background. The shallow waters in between are part of Biscayne National Park. Photo courtesy National Park Service cial flights to the Caribbean and Latin America in the entire United States. It’s also first in international freight in the United States. There is a General Aviation Center at KMIA, and with customs there, it’s a must for international visitors. Many interstate flyers would probably look to land elsewhere, if possible. There are a few other appeal- ing options. The first is the Miami International reliever airport, Miami Executive Airport (KTMB). It’s located to the southwest of downtown, has 24-hour staff, three long runways and a helipad— and has about 500 operations per day. Fuel on the field averages around $6 per gallon at the time of this writing. Similarly, Miami Opa-Locka Executive (KOPF) to the north of the city is also a reliever for KMIA. It averages about 400 operations per day and lots of these are jets—which means the runways are nice and long. Fuel is about a dollar per gallon higher than at Miami Executive, though one of the three FBOs was com- parable to KTMB’s prices. Miami Homestead General Aviation Airport (X51) is a little further south and west of the central city and is more set up for the DIY types, with self-serve fueling at a more reasonable cost (right around $5 per gallon) and no tower. X51 has two paved runways and a turf strip along with 24-hour restrooms and lounge. Unlike KTMB, gliders aren’t restricted here, so parachutists, RC air- craft and agricultural aircraft are all in the vicinity; something to keep in mind. Finally, North Perry Airport (KHWO) is located about 14 miles north of downtown Miami and 6 miles north of KOPF. North Perry offers four runways, a control tower, cheap Avgas ($4.25/gal) and a GA-friendly atmosphere. There are several flight schools at North Perry, so the traffic pattern(s) can be quite busy. However, you won’t have to dodge many jets; the airport is closed to aircraft over 12,500 pounds MTOW. Even if you can’t tell a claro from a maduro, you can’t help but feel fascinated while watch- ing a master cigar roller… CES SNA F LYE R (52) JANUARY 2018 Go LED & Be Brighter - In Stock Go LED & Be Brighter - In Stock Premium ANR Headsets Premium ANR Lowest Prices on Radios Engine Monitoring & Flight Instruments 1-800-447-3408 TOLL FREE ORDERS WWW.CHIEFAIRCRAFT.COM The Parts to Start Everytime In Stock Garmin aera 660 GDL-39 In Stock AUDIO PANELS First Time, Every Time Hear Them Clearly... Garmin GTX ADS-B - In Stock Stratus 2S ADS-B In Miami Opa-Locka Executive (KOPF) airnav.com/airport/kopf Miami Homestead General Aviation Airport (X51) airnav.com/airport/x51 North Perry Aiport (KHWO) airnav.com/airport/KHWO VISITOR INFORMATION Greater Miami Convention & Visitors Bureau miamiandbeaches.com Miami mobile apps miamiandbeaches.com/plan-your-trip/ mobile-apps Miami webcams miamiandbeaches.com/plan-your-trip/ see-miami-webcams PLACES TO VISIT Biscayne National Park nps.gov/bisc/index.htm Deering Estate deeringestate.org HistoryMiami Museum historymiami.org Little Havana miamiandbeaches.com/places-to-see/ little-havana The Miami Circle, Historical Museum of Southern Florida historical-museum.org/history/circle.htm Miami Design Preservation League (Art Deco Historic District) mdpl.org THINGS TO DO Bal Harbour Shops balharbourshops.com Brickell City Centre brickellcitycentre.com Calle Ocho Festival carnavalmiami.com/events/calle-ocho Coconut Grove Arts Festival cgaf.com Miami Marathon themiamimarathon.com South Beach Jazz Festival southbeachjazzfest.com Wrap-up If you’re looking for a winter escape and like to be in the middle of the action, Miami may just be your ticket. It’s not all shady smugglers, dotty retirees and former spies; it’s oceanside beauty, mingled cultures and exquisite architecture. There’s way more to see and do here than I’d ever known if I’d stayed in front of the television. Sources: miami-airport.com, miamiand- beaches.com, wikipedia.com, yelp.com. Heather Skumatz is production coordina- tor for Cessna Flyer. Send questions or comments to editor@cessnaf lyer.org. Resources PILOT INFORMATION Miami International Airport (KMIA) miami-airport.com/general_aviation.asp Miami Executive Airport (KTMB) airnav.com/airport/ktmb CES SNA F LYE R (53) JANUARY 2018 NEWS * (compiled from press releases) continued on page 58... continued on page 58... WELLINGTON, KAN., Nov. 15, 2017 – Air Plains Services, a world leader in extreme performance upgrades for a variety of General Aviation aircraft models, marked a major milestone in Sep- tember 2017 with its 2,500th 180 HP engine upgrade for Cessna 172 piston aircraft. The milestone 172XP Extreme Performance engine upgrade was installed on N733EA, a 1977 Cessna 172N. “The rate of climb with the new O-360 engine is fantastic and the customer service at Air Plains was really great,” said Brandon Johnson, who spends his work hours flying international hops in a Gulfstream G550 for a Fortune 100 company, and is based in St. Paul, Minnesota. “The Air Plains solution was the most reliable for us and gives us the biggest bang for the buck.” Johnson managed much of the upgrade process for the 172N owned by his parents, Scott and Patty Johnson. Johnson logged many of his 6,000 flight hours on the aircraft (about 15 hours already on the new engine) and is set to take owner- ship down the road. “TBO was looming so I started running the numbers on our options— overhaul the Garmin is pleased to announce the addition of new features for the Garmin Pilot application for Android and iOS mobile devices. Android 6.2 Chart overlays – Pilots that utilize Garmin FliteCharts now have the option to overlay instru- ment approach procedures (IAPs) on the moving map. The chart overlays may be displayed in North Up or Track Up while flying, offering a seamless transition from the enroute to approach phase of flight. Glide range ring – Garmin Pilot offers pilots the option to display a glide range ring on the moving map within Android mobile devices. The glide range ring is depicted as a cyan ring around the estimated area that can be reached by the aircraft in a best glide configuration. Range is based on Best Glide (VG) speed and the glide ratio entered by the pilot within the aircraft profile, which then utilizes the aircraft’s altitude and wind to determine range ring distance. The option to shape the glide range ring for rising terrain that may interfere with the aircraft’s glide range is also available. Additional features for Android mobile devices • Temporary Flight Restrictions (TFRs) specific to stadiums incorporate unique coloring to denote when the TFR is active or inactive. Blue TFRs depict the event is between 1–7 days in the future; yellow TFRs indicate the event is within 24 hours; and red TFRs depict the TFR is active. • GPS-based tracks can now be embedded within a logbook entry, which displays a geo- referenced map of the associated flight so pilots can easily recall recent flight history and tie it to their electronic logbook within Garmin Pilot. original O-320-H2AD; get another new or overhauled 160 hp engine; or go for 180 hp,” Johnson explained. “I did a lot of research through the many forums out there and talked to a lot of owners and A&Ps. Dad wanted a new engine and the Air Plains 180 hp solution was the most compre- hensive. When I talked to them on the phone, I was sold.” Air Plains’ most well-known line of business comes from its range of Extreme Performance (XP) kits designed for a large part of the world’s population of Cessna 172s, 180s and 182s, including the 182RG. The company not only performs installations at its Wel- lington, Kansas facility, but ships complete, ready-to-install kits around the world, supported through a global distribution network and round-the-clock customer support. “Their customer service is awesome,” Johnson said. “They worked with me on scheduling, and then kept me in the loop through every step of the process. Their customer service is re- ally on par with Gulfstream.” Air Plains offers 180 hp engine upgrade solutions for the Cessna 172 based on the Lycoming O-360, and 300 hp engine solutions based on either the Continental IO-520 or IO-550 for the Cessna 180 and 182. The resulting 172XP, 180XP and 182XP aircraft all share increased cruise speed, range, rate of climb and gross weight, as well as lower life cycle maintenance costs. Air Plains is an FAA Certified Repair Station, a Certified Cessna Service Center, owns 20 STCs including five for engine Brandon Johnson with N773EA. CES SNA F LYE R (54) JANUARY 2018 continued on page 59... LAS VEGAS, Oct. 9, 2017 – Wipaire, Inc.® has rolled out oil bath wheels on new production Wipline® 8750 amphibi- ous floats, eliminating the need for repeat- ed greasing. The design allows the main gear wheel bearings to be continuously lubricated using common SAE 15W–50 motor oil (or equivalent), increasing the life of the bearings. Oil bath wheels are standard on Wipline 8750 floats serial number 87177 and up. A retrofit kit is available for floats serial number 87176 and down, priced at $9,995 installed. Retrofit installation takes approximately 25 hours and can be completed by Wipaire at its locations in South St. Paul, Min- nesota and in Leesburg, Florida outside Orlando. Owners and operators may also have their regular maintenance provider comply with the upgrade. “For our customers, repetitive bear- ing replacement adds to recurring maintenance costs,” commented Chuck Wiplinger, President/COO of Wipaire, Inc. “In our efforts to deliver the best experi- ence possible for our owners and opera- tors, we’re not only making the oil bath wheels standard on all new Wipline 8750 floats, we’ve also made this upgrade avail- able for floats already in service.” Clint Clouatre, Vice President of Marketing & Sales, added, “When our customers challenged us to reduce main- tenance costs, we went to work. Our new oil bath wheels improve the lubrication of the main gear wheel bearings, thereby increasing the lifespan of the bearings and reducing replacement costs.” To schedule an oil bath wheel retrofit at either one of Wipaire’s locations, or to order the kit for field installation, call 651-451-1205. For more information about Wipaire, its products and services, visit wipaire.com. WIPaIRE, InC. UPgRaDES CaRaVan FLOaTS WITh OIL BaTh WhEELS BLOOMER, WIS., Nov. 1, 2017 – Flight Resource has secured FAA STC approval for the “Ultra Performance” MT composite propeller for Lycoming- powered models of the Cessna 170, 172 and 175 aircraft. The newly designed prop is faster, qui- eter and utilizes a new paint process that virtually eliminates paint erosion. Just like all MT props, the Ultra Performance prop is able to be operated with no “restricted RPM” ranges. Owners can now choose between three different MT composite prop options, depending on specific application desires. MT-PROPELLER’S COMPOSITE “ULTRa PERFORManCE” PROP nOW aPPROVED FOR CESSna 170, 172, 175 The Ultra is a 80-inch diameter, 2-blade, scimitar-shaped composite propeller sys- tem with a Kevlar spinner weighing only 42 pounds. Weight of a standard metal prop is 64 pounds. The MT prop blades are also life-unlim- ited and user- repairable. They are protected with tough nickel co- balt leading edges that are thicker and deeper than metal edges used on other compos- ite props. Because of a stronger one- piece hub design and better impact energy absorb- ing materials in the blades, MT composite props do not require hub replacement in the event of minor blade damage (i.e., exposed core). According to Flight Resource technical specialist Larry Schlasinger, “Calibrated flight tests proved the MT Ultra was the best-performing prop for both cruise CES SNA F LYE R (55) JANUARY 2018 Fast, versatile and easy to use The CX-3 Flight Computer provides a fast, accurate flight computing solution and takes confusion out of the equa- tion for ground school study, preflight planning, and enroute navigation. Fast, versatile and easy to use, the CX-3 delivers accurate results quickly and efficiently through an intuitive menu structure designed to follow typical flight planning sequences with a minimum of keystrokes. It can be used on all FAA and Ca- nadian pilot, mechanic and dispatcher knowledge exams. The part number for the CS-3 Flight Computer at Aircraft Spruce is 13-01040. Aircraft Spruce’s complete product line is available ataircrafts- pruce.com as well as through the company’s free 1,000-plus page catalog. For more information, contact Aircraft Spruce at 1-877-477-7823 or 1-951-372-9555. aSa CX-3 ELECTROnIC FLIghT COMPUTER aVaILaBLE FROM aIRCRaFT SPRUCE OLATHE, KAN., Nov. 22, 2017 – Garmin International, Inc. a unit of Garmin Ltd. (NASDAQ: GRMN), today celebrated the delivery of the one-millionth certified avionics product from its manu- facturing facility in Olathe, Kansas. The milestone product was a GTX™ 3000 DO-260B compliant Mode S Ex- tended Squitter (ES) transponder, which enables ADS-B Out transmissions and features TCAS II/ACAS II compatibility for a wide range of business and transport category aircraft. “Since our inception over 28 years ago, Garmin has been committed to providing superior products that are known for their innovation, reliability and intuitive design,” said Phil Straub, Garmin executive vice president, manag- ing director of aviation.” “This milestone is a testament to our long-established commitment to making significant investments in research and development, as well as the hard work and dedication of thousands of passion- ate Garmin team members that I have the pleasure of working with every day.” “As we celebrate this exciting accom- plishment, I am very proud of how our teams have managed such significant growth while maintaining the culture of our company as our founders set forth,” said Carl Wolf, vice president of aviation marketing and sales. “The breadth and depth of our certified aviation product line has expanded greatly over the years, allow- ing us to develop new markets for Garmin.” In conjunction with innovative advance- ments made in General Aviation, Garmin continues to broaden its pioneering vision into the Part 25 business and transport aircraft market. Garmin boasts a number of retrofit in- stallation approvals in a variety of aircraft that span from the King Air series to the Beechjet 400A/Hawker 400XP. From a single product, the evolution of Garmin avionics solutions has grown to serve multiple segments within the aviation industry, including General Aviation, business aviation, helicopter, experimental amateur-built (EAB), de- fense and air transport. For more information, visit garmin.com, or follow us at facebook.com/garmin, twit- ter.com/garmin, or youtube.com/garmin. gaRMIn® DELIVERS OnE-MILLIOnTh CERTIFIED PRODUCT CES SNA F LYE R (56) JANUARY 2018 Specializing in the service of Turbochargers Controllers Wastegates Pressure Relief Valves California Florida 1545 E Acequla Ave. 663 2nd Lane Visalia, CA 93292 Vero Beach, FL 32962 800-523-4809 800-626-0367 559-627-3600 772-569-2995 mary@approvedturbo.com mike@approvedturbo.com FAA Approved Repair FAA Approved Repair Station #O7TR210O Station #U5AR184Y EASA 145.6055 EASA 145.5482 approvedturbo.com Overhaul or Exchange • Complete In-House Service/Repair/Testing • Superior Customer Service with Competitive Pricing • 18-Month Unlimited Hours, No-Hassle Warranty • Fast Turnaround — AOG Priority at no extra charge IN THE AIR, ON THE GROUND. ALWAYS WORKING! AVBLEND Micro-lubricant® soaks into metal and protects the engine while reducing wear. AVBLEND helps: • Restore Power • Lower Operating Temperatures • Reduce Friction & Wear • Extend Engine Life • Reduce Blow-by Save 10% on all online orders: www.AVBLEND.com When ordering use Promo Code AVX442E “I never take off without it!” Sean Tucker Hall of Fame Aerobatic Pilot Works with all aircraft oils. Since 1981 we have been providing the aviation industry with innovative solutions for all of its oxygen needs. CESSna SKYhaWK: STILL gOIng STROng aFTER 60 YEaRS More than 43,000 Cessna 172s have been made so far. And while the 172 Sky- hawk has undergone a myriad of tweaks and improvements, the aircraft essentially looks much the same as it did when it was first built in the 1950s. In the past 60 years, 172s have become a staple of flight training schools across the world. Generations of pilots have taken their first, faltering flights in a Cessna 172, and for good reason: it’s a plane deliberate- ly designed to be easy to fly and to survive less-than-accomplished landings. “More pilots... have earned their wings in a 172 than any other aircraft in the world,” says Doug May, the vice-president of piston aircraft at Cessna’s parent com- pany, Textron Aviation. “The forgiving nature of the aircraft really does suit it to the training environment,” he says. Light aircraft might not be updated as often as cars, but 60 years is still a very long time to produce a vehicle that has essentially been unchanged. The only time 172 production ceased for an extended time was in the late 1980s, when stricter U.S. laws restricted the manufacture of all light aircraft. Like the 170 before it, the Cessna 172 could take a pilot and three passengers at a pinch. The 170 looked very similar to what would become the 172, except it was a taildragger. The 172’s design was so clean and aerodynamic that Cessna’s marketing department dubbed it the “land-o-matic” because it was so easy to fly and land. “I think it’s really the robustness that’s been behind the aircraft’s success,” says May. “It’s able to take six to eight to 10 landings an hour; hour after hour.” May says the 172 is often the plane a student will take their first flight in—and it will often take them through their hours until they qualify for a private pilot certificate. “The Cessna 172 was not built to minimum requirements,” says May. “I think [the engineers] did an exceptional job of looking at the intended role and actually providing a plane that would surpass those requirements.” Adapted from “The plane so good it’s still in production after 60 years,” by Stephen Dowling. For the full article, visit bbc. com/future/story/20170302-the-plane-so- good-its-still-in-production-after-60-years. CES SNA F LYE R (57) JANUARY 2018 Air Plains continued from page 54... upgrades, and its machine shop can produce any of more than 500 PMA part numbers for a variety of aircraft. Air Plains also performs a wide array of scheduled maintenance and inspection activities, custom airframe and interior wor