Supplemental Type Certificate for Cessna 310

Robertson Aircraft Corp. Air America, Ine. Robertson Aircraft Corp. Air America, Ine. Riley Aircraft Corp. Schafer Aircraft Modifications, Ine. Air America. Ine. Ram Aircraft Modifications. Inc. Robertson Aircraft .Corp. Riley Aircraft Corp. Robertson Aircraft Corp. Robertson Aircraft Corp. Robertson Aircraft Corp. Model 421 Model 402 Model 401 Model 340 Mod ••1 335 Model 336 Model 337 Model 404 Model 414 Model 318 Model 320 Model 310 Model 210 Citation 500 Citation I, liSP Cessna Model 207 CROSS RI rrRESCL.') tWlt""U·,t DIREI:TDRY COMPILED BY JANE TRAMMELL Air America, Inc. - The Turbocruiser modifi- cation to the Cessna 310 through 414 series of aircraft uses 350-hp Lycoming engines, four-blade propellers, l'nlarged turbocharg- ers and intercoolers, which produce in- creased rates of climb and higher cruise speeds on reduced fuel consumptions. Price: 5139.000. Air America also has STCs for the installa- tion of 310-hp Continental engines in Cessna 310 and 320 aircraft. Price: $28.000 to 562.000 depending on the condition of the exchang ••d engin ••. Also availabll' from Air America are addi- tional fuel tanks for all Cessna twins except the 337. Kit price per unit: $2.350 to 54,900. 54 • AUGUST 1982 Ameromod Corp, - For the Grumman AA-, IA. Band C and the TR-2. Ameromod offers 125-hp, 150-hp, 160-hp and 180-hp Lycoming engine changes as well as lower- cowling cleanup, landing gear modification, addition of a dorsal fin and a larger tail and a 10- or 20-gallon auxiliary fuel system. For the AA-5, A and B, the company offers a 160-hp or 180-hp Lycoming engine change. Also for the AA-5B a Sensenich propeller can be substituted for the McCauley propel- ler for improved performance and removal of the rpm restriction. The supplemental type certificate by itself is available for all modifications except the lower cowling and auxiliary fuel systems. Price: STC, up to $450; modifications, 55,000 to $12,000 (depending on the options de- sired and the engine choice); propeller only for AA-5A, 5U80. Also available is an engine conversion for the Cessna 152 upgrading the 115-hp 0-235- L2C engine to 125 hp. The Sensenich pro- peller conversion is available for the 152. as well as a lower-cowling cleanup. Price: 53,000 to 54,000; prop only. 51.000. Avcon Industries, Inc.-Engine conversions are provided for Cessna and Piper single- engine aircraft. A Cessna 150 may be converted with a 150- or a 160-hp Lycoming 0-320 engine, rmltmut'd p. 67 A REIYI:LE GUIDE awhich adds 65 pl)unds to the empty weight. Takeoff distance {wer a 50-foot obstacle is 400 feet; landing distancl' is 350 feet. Rate of climb i> 1.100 fpm. Service ceiling is 20,600 feet. Pnces: kIt, S3,450, •.•nglnl', 58,400; pro- peller, S825; installatIOn, SI,300. Cessna 170, 172 and 175 mod •. b may be converted with a 180-hp Lycoming 0-360- AlA and a Hartzell (l)J1stant-sp •.••.•d prop. The convl"Tsion adds 40 to 60 pounds to the •.mpty weight. Cruise sp •.•.d at 75-p<'Tcent power is 130 knots on 10.6 gph. Takeoff dis- tance over a 50-foot obstacl •.• is 400 feet; landing distance is 500 feet Rat •. of climb IS 1,100 fpm. S•.•rvice ceiling is 19,500 feet. Stall speed in landing configuration is 42 knots. Prices: 170 kit. 53,695, 172 kit. from 52,025 to 53,595, 175 (]960 models and later) kit, $4,500: engine, $9,000; prop and governor. $1,650; installation, from 5925 to $1,250 Pip •.r PA-28-140, -150. -160 and -151 mod- els may be converted with Lvcoming 0-360- A 1A engines and Hartz •.•11 constant-speed props. This modification adds approximately 40 pounds to the empty weight. Cruise at 75-percent power is 130 knots on 10.6 gph. Takeoff distance over a 50-foot obstacle is 550 feet. Rate of climb is 950 fpm Service ceiling is 17,700 fe •.t. Prices: kit, 52,:n5 (ex- cept for the -151, which is 51,650); engin •., $9,000, prop and governor, 51,650, installa- tion, 5900 to $1,000. Aviadesign, Inc. - ThIS modification to all Beech King Airs, Model 99s and some Queen Airs uses the Saunders fail-safe wing spar (a secondary spar) and Aviadesign's hy- draulic landing-geM system. This modifica- tion increases wing strength and life and gear reliability. Price: $18.000 to S29,000 per modification. Bush Conversions - Engine conversions and STOL kits art' offl'red for Cessna and Piper aircraft. The Cessna 150 conversion is with a 150- or 160-hp Lycoming 0-320 engine, which adds approximately 65 pounds to the empty weight. Cruise at 75-percent power is 126 knots on 10 gph. Takeoff distance over a 50- foot obstaclt' is 400 ft'l't; landing distancE' is 350 feN Ratt' of climb is 1.100 fpm. Servict' ceiling is 20,600 fet't Prict's: kit. $2,650; en- gine, 57,550; prop, $825. Bush also has a tailwheel COlwerSlOn for the Cessna ] 50 with leaf main gear. Prices: kit. 52,395; installation, 53,700. Cessna 170, 172. 175 and 177 conversions include a Lycoming 0-360-A 1A and a Hart- zell constant-speed propeller. The conversion adds 20 to 40 pounds to the empty weight The aircraft can cruis •. at 130 knots consuming 10.6 gph. Takeoff distance over a 50-foot ob- stacle is 400 feet; landing distance is 500 feet. Rate of climb is 1,100 fpm. Service ceiling IS 19,500 fel't. Prices: kit. 51,100 to $2,650; t'n- gine, 58,875; prop and governor, 51,650 (177 conversIOns may use fixed-p'tch props). STOL kIts for Cessna 150, 170, 172, J 75, 177. ]77A, 180, 182, ]85,206,207,210,336, 337 models and for Piper PA-28-140, -150, -160, -180, PA-32-260 and -300 models add 16 pounds to the empty weights. Takeoff and landing distances decrease. Stall speeds with gear and flaps down decrease 8.5 to nine knots. Prict's: Cessna single-engme kit, 5675; installed 51.050. Cessna 336 and 337 kit. 5895, installed, 51,245. Pipl'r kit, 5895; installed, $1,245. Bush Conversions now owns STCs for Doyne Engint' Conversions, Martin STOL, Mid-America 5TOL Aircraft Company and Owl STOL. It also provides replacement parts for these modifications. Colemill Enterprises - Engine conversions f{)r Bet'ch Barons (through the B55 models) Cessna 3lOs and PIper NavajOS and Navajo C/Rs are available. The President 600 engine change in- creases the horsepower to 300 for the Beech Baron models and uses three-blade propel- lers Single-engine service ceiling is in- creased by 4,000 fl'et and cruise speed in- creases by 17 knots Price: 534.500 The Executive 600 engine for the Cessna 310 increases horsepower to 300 and incor- porates three-blade propellt'rs. Noise level is reduced, and climb and cruise performance are increased. Price: 534,500. The Century 600 modification is for the Cessna 340 and is the same as the Executive 600. Price: 536,500 The Panther Navajo engine change in· creases horsepower to 350 for both models. The current propeller is changed with a four-blade Q-tip. Also included are wing-tip landing lights, high-altitude fuel pumps. heavy-duty brakes and a Hoskins fuel-man- agement systt'm. Price: $79,500 The Panther 11 modification to both Na- valo models uses the 350-hp Lycoming TIO- 540 WIth Hartzell four-blade props and has been designed to meet the Chieftain's per- formance characteristics. Price: $78,000. Custom Aircraft Conversions, Inc. - The Tt'xas Taildragger is a conversion of the Cessna 150 and 152 from tricycle gear to cnnvt'ntional gear Installation time. 60 to 80 hours. Kit price: 51,950 for leaf main gear. 51.995 for tube main gear. Electroaire, Inc. - In converting the military version of the deHavilland DHC-2 to a civil version on floats, Electroaire enlarges the baggage compartment. refurbishes the mte- rior, updates the avionics and installs appro- priate antennas and a Hartzell propeller. Various STCs from Kenmore Air Harbor are used, as well as field approvals when needed. Price: 570,000, includes a new three- color urethane paint scheme. Excalibur Aviation Co. - An engine conver- sion. to a Lycoming 10-720-1\1 B, is offered for the Beech Queen Air. The conversion Includes new props. accessories, engme LI A REIYI:LE GUIDE IS.- --- ---. ----.------ --------------------------------------------- mounts, exhaust systems, inductIOn systems, full-closure landing-gear doors and modi- fied instrument subpanel overlay. The Queenaire 800 modifies Models 65, A65, 70 and 80. for the Queen Air 65s and A65s, the gross weight is increased 300 pounds. The 800 cruises at 200 knots on 42 gph at 75-percent power, 190 knots on 37 gph at 65-percent power and 185 knots on 33 gph at 55-percent power. Takeoff distance over a 50-foot obstacle is 1,660 feet, landing distance is 1.500 feet. Rate of climb is 1,535 fpm Service ceiling is 22,200 feet. Stall speed with gear and flaps down is 68 knots. Price: $113,250. The Queenaire 8800 modifies the Beech Queen Air A80 and B80. The 8800 cruises at 200 knots on 42 gph at 75-percent power, 195 knots on 37 gph at 65-percent power and 187 knots on 33 gph at 55-percent power. Takeoff distance over a 50-foot obsta- cle is 2,485 feet, landing distance is 1,920 feet. Rate of climb is 1,490 fpm. Service ceil- ing b 20,000 feet. Stall speed with gear and flaps down is 70 knots. Price: $109,255 Flight Bonus, Inc. - Aerodynamic cleanups. primarily streamlined gear. are offered for Cessna 182s. The Skylane SG modifications are broken into six kits. five of the kIts are used on the 1967 through 1971 Skylanes for a maximum speed increase of 17.6 knots. Only the flap-well and aileron gap seal kit. which provides the least speed increase of 1.3 knots, is available for 1956 through 1961 Skylane models. The six kits are: CIS2-1. which streamlines the nose gear for 1972 through 1980 models, increases speed six knots and costs $1.450; CI82-2, which streamlines the nose gear for 1967 through 1971 models. increases speed six knots and costs $1.190, CI82-50, which streamlines the main gear for 1962 through 1971 models. increases speed 6.5 knots and costs $1,125; CI82-61. which is a low-drag wing strut fairing kit. increases speed 1.7 knots and costs $275. CI82-70, which adds cowling and propellt>r spinner closures for 1965 through 1980 models. increases speed 216 knots and wsts 5210; CI82-80, which is the flap-well and aileron-gap seal kit for all Cessna 182 models. increases speed 1.3 knots and costs $195. Prices for all kits applicable by model: 1956 through 1961 models. $195; 1962 through 1964 models, $1,595; 1965 and 1966 models, $1.805; 1967 through 1971 models. $2,995; 1972 through 1980 models. $2,130. Flint Aero- Tip tanks afl' available for the Cessna 2061' and G. They hold 30 gallons total additIonal fuel. Kit price: 53,425. For the 210, the tip tanks hold 33 gallons total fuel. KIt pnce: 53.750. Internal 24-gallon tanks available for the Cessna 150D through M. 170A and B. 172P. RJ72E through K, 172 RG. 175C. 210 and 21OA. 180 through K. 182 through R. R182. TR 182. 185E, AI85E and A185F. Kit price. 52.050 68 • AUGUS T 1982 Frakes Aviation, Ine. - Modifications are of- fered on the Grumman Mallard. Widgeon and AgCat, Beech King Air A90 and B90, deHavilland Beaver DHC-2 and Nord Avia- tion 262A. The Turbo Mallard modification replaces the G-73's piston engines with P&W PT6A- 34 turboprops. Other modifications to the Mallard include long-range fuel tanks and air-conditioning. Base price: 5585.000. A 17-seat, high-density commuter interior is available for the Mallard. Price: 550.000 to $70.000. The Wid~eon modification replaces the engines in the G-44 and G-44A with PT6A- 20s. Single-engine conversion base price: $90,000. Twin-engine conversion base price: $160.000 The AgCat G-164A. Band C modification is with PT6A-34 engines. Base price: 5185.000 Frakes also offers the PT6A-2i or -28 tur- boprop engines on the King Air A90 and B90. With this conversion. full torque can be used at high altitudes and high tempera- tures Base price: $285,000. The deHavilland Beaver on amphibious floats also can be retrofitted with the PT6A- 34 turboprop engines for use of full torque at high altitudes and high temperatures. Base price: $181,750. The engines in Nord Aviation 262As can be replaced with PT6A-45s. Base price: $800,000. frakes Aviation holds the type certificates for the Mallard, Goose and Widgeon and can supply parts for those aircraft. Horton STOLcraft - The company's STOL modifications to most single-engine Cessnas and the 336 and 337 include a new wing leading-edge cuff. landing light lens and re- tainer. stall fences on top of the wing, fiber- glass drooped wing tips arod aileron gap seals. There are some variations in the kit, depending on the model being modified. The STOL modification also is available for Piper Cherokee PA-28s and PA-28Rs. Kit price: Cessnas. $349; Pipers. $495; installed. $949 (three days downtime). Isham AirCraft-The engines for Cessna 172s can be rerated; STOL kits for Piper PA- 28-140. -150. -160. -180R and -200R models· are offered as well as third-window kits for Piper Models PA-28-140 through -235. In the Super Hawk XP, the 195-hp Conti- nental engIne is rerated to 210 hp. Takeoff distance OVer a 50-foot obstacle is 990 feet, rate of climb is 1,150 fpm. Price: $695 with an exchange; installation. 5250 to 5300. Piper PA-28-140. -150 and -160 models are modified with wingspan extensions, Hoern- er-design wing tips. stabilator extensions and dorsal fins. The modifications add 21 pounds to the empty weights and increase speeds 0.8 to 1.7 knots. Takeoff distance over a 50-foot obstacle is 1.547 feet. Rate of climb IS 810 fpm Stall speed In landing configura- tion is 4i.5 knots. Wingspan increases 2.2 feet; wing area increases to 169 square feet. Price (without installation): STOL kit, 51.295; dorsal fin kit. 5150. Piper PA-28-J80 modifications are the same as those listed above for the -140. Speeds increase 0.8 to 2.6 knots. Takeoff dis- tance over a 50-foot obstacle is 1.477 feet; rate of climb is 900 fpm. Stall speed in land- ing configuration is 49.5 knots. Wingspan increases 2.2 feet; wing area increases to 169 square feet. Price (without installation): STOL kit. $1.295; dorsal fin kit, 5150. Piper PA-28-180R and -200R modifications use the wingspan extensions. Hoerner-de- sign wing tips and dorsal fins. The modifica- tions add 14.5 pounds to the empty weights and increases speeds 1.7 to 2.6 knots. Take- off distance over a 50-foot obstacle is 1,565 feet; rate of climb is 990 fpm. Stall speed with gear and flaps down is 55 knots. Wing- span increases 2.2 feet; wing area increases to 169 square feet. Price (without installa- tion): STOL kit, 5995; dorsal fin kit, 5150. The addition of a third window to any PA-28-140 through -235 models adds two pounds to the empty weight with no change in performance-for aesthetic improvement only. Price: $195, plus installation. Jetwind, InC.-An update of the Jet Com- mander 1121, the Jetwind B modification in- cludes new wheels. brakes and main tires, a new antiskid system, 165-gallon increase 111 fuel capacity and zero-time since overhaul engines. Gross weight increases 1,000 pounds. and 340 pounds are added to zero- fuel weight. A 100-pound increase in thrust is realized, as well as a higher service ceiling of 45.000 feet. The modification adds 50 pounds to the empty weight. The Jetwind B will cruise at 400 knots on 235 gph at long-range cruise settings and 440 knots on 295 gph at high-speed CruIse settings. Takeoff distance over a 50-foot ob- stacle is 5.450 feet. landing distance is 3,400 feet. Rate of climb is 4.040 fpm. Stall speed with gear and flaps down is 88 knots. Price: 5600.000 to $800,000. Knots 2 U, Inc,-Aileron, flap and stabilator gap seals are used on Piper PA-28 models for a speed increase of 5.5 to seven knots with a one to two gallon per hour fuel sav- ings. Empty weight is increased 3.5 pounds. Stall speed is reduced two knots. Price: 5850 to $1.250 Modifications to the Piper PA-24, PA-30 and PA-39 series include aileron, flap, stabilator and rudder gap seals. wing-root fainngs and a dorsal fin with integrated an- tennas. Empty weight is increased 1.5 to 8.5 pounds. Cruise speeds are increased seven to 8.5 knots, and fuel consumption is decreased one to two gallons per hour. Stall speed with gear and flaps down is reduced by two knots Price: 51.395 to 53.595. Machen, InC.-An engine change is pro- • 1 I~ iI J j i vided for Beech Bonanza Models F33, 535, V35, V35A, V35B, 36, A36 and A36TC and the current engine on Piper Aerostar 600, 601, 601P and 602P models can be upgraded or changed. The Turbo 350 Bonanza uses the Ly- coming TI0-540-)2BD (MB) engine rated at 350 hp. The empty weight is increased by 100 pounds The Turbo 350 cruises at 223 knots on 22 gph at 75-percent power, 209 knots on 17 gph at 65-percent power, 193 knots on 14 gph at 55-percent power. Take- off distance over a 50-foot obstacle is 20- percent less than the unmodified Bonanzas. Rate of climb is 1,750 fpm; service ceiling is 25,000 feet. The modification also provides a three-dBa reduction in noise. Price: $53,000. The 650 Aerostar primarily is a top over- hauL upgrading the engines to 325 hp each. The empty weight is increased 10 pounds Cruise at 75-percent power is 245 knots on 36 gph; at 65-percent power, it is 235 knots on 32 gph; and at 55-percent power. it is 225 knots on 30 gph. Takeoff distance over a 50- foot obstacle is 1,850 feet. Rate of climb is 2,000 fpm; service ceiling is 25,000 feet. Sin- gle-engine rate of climb is increased 150 fpm. There is also a three-dBa reduction in noise for the Aerostar 601 and 60lP models. Price: $45,000 The Superstar replaces the engines in the Aerostar 600, 601, 601 P and 602P with Ly- coming TIO-540-J2BD(MA) engines The control surfaces are relocated for minimum drag. Soundproofing is added to the fuse- lage. Empty weight is increased by 75 pounds. The Superstar cruises at 273 knots on 42 gph at 75-percent power. It cruises at 258 knots on 37 gph at 65-percent power and 236 knots on 30 gph at 55-percent power. Takeoff distance over a 50-foot obsta- cle is 1,775 feet. Rate of climb is 2,342 fpm, service ceiling is 25,000 feet. The engine is designed for high-altitude cruise with an in- duction-air intercooler and is not susceptible to detonation in cruise at any altitude. Also, there is a six-dBa noise reduction for the 601 P. Price: $200,000. Marsh Aviation Co.-Engine changes are provided for the Ayres S2R, Beech T34A and T34B and the Gulfstream G-164 The Marsh Turbo Thrush modification changes the engine to a Garrett TPE331-1- 101-2 turboprop, with Hartzell full-feather- ing, reversible propeller. The fuel and elec- trical systems are modified as necessary. There is extensive modification from the firewall forward, and the airframe is strengthened as necessary. Gross weight is increased to 9,200 pounds, empty weight is decreased by 600 pounds. The Turbo Thrush modification enables the airplane to cruise at 127 knots on 27 gph at long-range cruise settings and 138 knots on 41 gph at high- speed cruise settings. Takeoff distance over a 50-foot obstacle is 49] feet; landing distance is 430 feet. Rate of climb is 3,000 fpm; service ceiling is 25,000 feet Stall speed in landing F configuration IS 37 knots Prin': 51(,5,000 Th •• Marsh Turbo '1'34 modification re- places the engIne with the Garrett TPD31- 1-101 turboprup and includes a Hartzell full- featherIng. reverSIble propeller. rhe fuselage IS strengthened as necessdr)', th,' nos •• is ••,tend ••d seven inches. The fuel and electrical syst ••ms are modified as nece"ary. Gross weight is Increased 400 pounds and empty wl'ight is up 100 pounds The Turbo T34 crUISes at 170 knots on 26 gph at long- range cruise settings and 234 knots on 42 gph at high-spe"d crUise settings. Takeoff over a 50-foot obstacl,' is 49] feet; landing distance is 41'2 feet. Rate of climb IS 2.700 fpm; service ceiling is 25,000 feet. Stall speed In landing configuration is 47 knots. Pnce: 5175,000 The Marsh Turbo Cat uses the Garrett TPE331-I-JOI-Z turboprop engine and a Hartzl'1I full-feathering, reversible prop. There is e,tensiv •• modification from the firewall forward, with airframe strengthen- ing as n"(l'ssary Th,' fuel and ,'Iectrical sys- tems ar •• modified as n ••cessary. The Turbo Cat gross wl-Ight is increased to 9.000 pounds with a oOO-pound reduction in the empty weight. Long-range cruise is 105 knots on 26 gph ,Ind high-sp ••••d cruise is 121 knots "n 40 gph. l~lkeoff distance over a 50-foot obstacl •• IS 518 feet. landing distanc •• is 455 feet Rat" of climb is 3,000 fpm, s••r- VICl' c••iling is 25,000 fe ••t. Stall speed in landIng configurat,on IS 57 knots. Price: 5165,000. Met-Co-A ire Aircraft Modi fications- Hoerner-design, high-performanc •• wing tips an~ oH,'red for singl"-l'ngine Cessnas, Piper Models I'A-23 Aztecs and Apaches. PA-24, PA-28 and PA-30 and Beech Bonanza 35s, and WIng-tip fuel tanks are offered for PIper Aztecs and Apaches. The wing-tip modification increas ••s the rate of climb 1>0 fpm. Stall is reduced 4.3 knots, and cruisE' sp ••ed is increased about five knots Pnce: 5120 for the single-engIne airplanl's, 5425 fnr Apach,'s and Azt ••cs. The wing-tIp fuel tanks for the PA-23 Az- tec and Apache add 25 pounds to the emptv weight The lip tanb offer the same advan- tages as the wing-tip modification above, as well ." hnlding a total of 41' gallnns addi- tIOnal fuel Price. 51,1\50 Miller Air Sports, Inc.-A largt' spinner, fi- berglass c,)wltng and new engine baffles are available for the Moon ••y M-20E. Price: 53.1\50, Instaill-d. A quarter-inch thIck. one-piece w1nd- shield, .IS on a 201. IS available for the Mon- ne\' M-20 through M-20E modds. Pnce: 5950, installed l.W. Miller Aviation, Inc.-The PIper PA-23 Aztec is modifi •.d With an extended nose, square wing~, wet n,leelles and a dorsal fin for a small incr ••ase In speed AesthetIC ap- pl>,HanCl' IS Improved and adverse Yi1\-\' IS 70 • :'uGUST 1982 A REI:YI:LE GUIDE areduced. Pric •. 524,000 for complete modifi- cation. but they are available separately. The modification tn the North American Rockwell Aefl' Cnmmander 500 and 600 se- ne~ dire-raft I~ d ~trednlhneJ radar noseCone Aesthetic appearance is improved, and the changes allow better radar antenna installa- tion. Pricl': 57,000. Miller also has many modifications for the Twin Comanche. Some are available in kits and some must be installed at Miller. These modifications include: extending the nose with a baggage locker-kit price, 52.870; new nacelle with baggage locker-kit price, 53,050; dual brakes-kit price, 5595, one- pIece windsh,eld-kit pnce, 5410 to 5492; and squar •• wings-kit price. 5480 The chang" to 200-hp engines must b•• done at Miller. Price: 541.500 for normally aspirated, 545,100 for turbocharged. Integral fuel tanks, which add about two hours worth of fuel. are available as well. Price, installed at Miller: 57,875. Aesthetic appearance is im- pr<wpd, and speed and range arp incr ••ast'd if all the n",difications arp used. Precise Flight, Inc.-A descent-rate control is nffered fnr Cessna 177 and 210 series air- craft. It uses throttle valve-actuated wing spoiler/speed brakes for better economy and to help the pilot make more accurate glide- slope approaches and landings. Kit price: 56,545 for Cpssna 177 mod ••ls; $6,995 for 210 modeb. Ilhrallat,on is about 51.700. Ram Aircraft Modifications, Inc.-Engine changes are available for Piper Cherokee P/\-21\-140s and Warrinr PA-28-15Is, and Cpssna Mndels 172, T200, '1'207, T210, 1'310, T320, 340, 340A, 4 I4 and 414A. The RAM 100-11>1 updates the Cherokee 140 and Warnor 15] with a 160-hp Ly- comIng 0-320-03G engIne. Cruise at 65-per- cent power is incr ••ased by 8.7 knots, and fuel consumption is reduced by 0.2 gph. Rate of climb is approximatelv 700 fpm. This engIne has a 2.000-hour TBO warranty. Pnc ••: 57.750. installed. The RAM Senes 172 updates the Cessna 1720 thmugh t\: series with the 160-hp Ly- coming 0-320-02C engine. Cruise is 122 knots on eight gallons per hour at 75-per- cent power Rate of climb is 775 fpm. A 2,000-hour TBO warranty is included. Pric ••, Installed: 1720 through H. 512,650; 1721 through :'vi, 57,450. 172N, $8,250. RAM Seri ••s '1'206 updates the Cessna T206 (1960 through 1976 modt'ls) with the 310-hp Continental TSI0-520-M engine Perfor- mance is eqUivalent In that nf 197i and later models. Hart7ell Q-tip propellers are avail- able as an option. RAM alsu offers a firewall- forward remanufactured engine fnr 1977 and later T200s. Both modifications have a TBO warrant\'. Price: $16,200, installed. RAM has a firewall-forward remanufac- tured engine for 1977 and later T207s. The Continental TSIO-520 is remanufactured, and the pack.lge abo includes "Sure Stand BaHles," Aleor dirt'ct-reading exhaust gas temperatur,' system (which reads absolute tempt'rature), soundproofing, Hoskins fuel- fin", s~'stem and a TBO warranty. Price: 516,000. Installed. RAJ\! Senes T210 updates the Cessna T210 (1966 through 1976 mndels) with the 310-hp Continental TSIO-520-R engine. Perfor- mance is equivalent to that of 1977 and later models. Hartzell Q-tip props are available as an optIOn. A firewall-forward remanufac- tured ,'ngine also is available for 1977 and later T210s. Both modifications have a TBO warrant\'. Price: $16.200, installed. RAM SE'ries 1'310-320 updates the Cessna T310 and '1'320 (1966 models and later) with the 300-hp Continental T510-520-E engine. CruiSl' " 231 knots at 75-percent power, 205 knots at 55-percent. Rate of climb is 2,150 fpm, s••rvice ceiling is 29,500 feet. Single- engine ROC i~ 485 fpm, and single-engine service ceiling is 19,500 feet. The modifica- tion Includes RAM Sure Stand Baffles, Hos- kins CFS-2000 cnmputeri7ed fuel system. up- dated exhaust sv~tem with slip-Joint configu- ration, Aleor direct-reading EGT and a TBO warranty. Pnce: 535,300. installed. RAM Series Super 1'310-320 also updates the Cessna 1'310 and 1'320 with the 310-hp Cnntll1ent,11 TSI0-520-N engine. Cruise at 75-percent power is 253 knots; at 55-percent power, 225 knots. Rate of climb is 2.600 fpm, service ceiling is 34,500 feet. Single-engine ROC is 550 fpm, and single-engine service ceiling is 22.500 feet. The modification in- cludes Aleor direct-reading EGT, updated props to 414A configuration, pressurized magnetns, updated exhaust system with slip- joint configuration and a TBO warranty. Price: 564.500, installed. The RAM 340 updates the Cessna 340 and 340A (1972 through 1982 models) with the 310-hp Continental TSI0-520-N/NB. This modificatinn updates the 1972 through 1982 Model 340s' performance to that of the 340A. It includes RAM Sure Stand Baffles. Aleor direct-reading EGl'. updated exhaust ,,'stem, Hoskins CFS-2000 fuel-flow system, pressurized magnetos and a TBO warranty. Hartzell Q-tip propellers are available. Pnce: TSI0-520-K through -M, $47,000; 1'510-520-), -N. -NB through -N/NB, 537,600. The RAM Super 340 replaces the engines in the Cessna 1972 through 1982 Model 340 and 340A series with the 325-hp Continental TSIO-520-NBR engine. Cruise is 263 knots at 75-p ••rcent power. 220 knots at 55-percent power. Rate of climb is 2,000 fpm. The pack- age includes RAM Sure Stand Baffles, Aleor direct-reading EGT, updated exhaust system, Hnskins CFS-2000 fuel-flow system. pressur- ized magnetos, heavy-duty crankcase, crank- shaft and pistons. modiFied cylinders. Hartzell Q-tip props. Woodward Type II Synchrophase system and a TBO warranty. Price: 556,500, installed. The RAM 414 updates the Cessna 414 (lQ70 thrnugh lQ79 models) with the 310-hp Continental TSIO-520-N engine. Perfor- mance is updated to 1976 and 1977 Model 414 specifications. Included are: props. gov- ernors. RAM Sure Stand Baffles. Ainu di- rect-reading EGT. updated exhaust system. Hoskins CFS-2000 fuel-tlow svstem. pressur- ized magnetos and a TBO warranty. Price: 537.600. installed. The RAM Super 414 replaces the engine in the Cessna 414 (1970 through 1977 mod- els) with the 325-hp Continental TSIO- 520-NBR engine. Cruisl' is 260 knots at 75- percent power. 215 knots at 55-percent power. Rate of climb is 1.850 fpm. The pack- age includes RAM Sure Stand Baffles. Aleor direct-reading EGT. updated exhaust system. Hoskins CFS-2000 fuel-flow system. pressur- ized magnetos. heavy-duty crankcase. crank- shaft and pistons. modified cylinders. Hartzell Q-tip props. Woodward Type II Synchrophase system and a TBO warranty. Price: 556.500. installl>d. The RAM Super 414A replaces the engine in 1978 through 1982 Cessna 414As with the 325-hp Continental TSIO-520-NBR. CrUIse is 258 knots at 75-percent power. 224 knots at 55-percent. Rate of climb is 1.850 fpm. The package includes RAM Sure Stand Baffles. direct-reading Alcor EGT. updated exhaust system. a Hoskins CFS-2000 fuel-flow sys- tem. pressurized magnetos. heavy-duty I ~ crankcase. crankshaft and pistons. modified cylinders. Hartzell Q-tip propellers. Wood- ward Type II Synchro-phase system and a TBO warranty. Price: $56.500. installed. Riley Aircraft Manufacturing Co.-The Riley Turbine P210 replaces the piston en- gine in the Cessna P210 series with a Pratt & Whitney PT6A·112 turboprop and includes a Hartzell Q-tip propeller. Rate of climb is in- creased to 3.000 fpm and cruise speed above 20.000 feet is 260 knots. Price: $250.000. The Riley Turbine 404 replaces the piston engines in the Cessna 404 Titan with 750- shp P&W PT6A-34 turboprop engines. re- sulting in a 3.280 fpm rate of climb and a cruise speed at 27.000 feet of 290 knots. Price: $500.000. The Riley Turbine Rocket 421 replaces the piston engines in the Cessna 421 series with Avco Lycoming LTP IOJ-AIA turboprop en- gines. installs new nacelles and three-blade Q-tip props. resulting in a 3.000-fpm climb rate. Price: $485.000. The Riley Turbine Eagle 421 replaces pis- ton engines in the Cessna 421C with P&W PT6A-135 turboprop engines. Rate of climb is 4.500 fpm. takeoff and landing distances are reduced. cruise speed is 310 knots. ser- vice ceiling and single-engine service ceil- ing are increased. Price: 5515.000. Riley also offers a conversion for the Cess- na 340. changing the 285-hp engines to 310-hp Continental TSIO-520-j engines. This change results in a cruIse of 238 knots on 34 gph of fuel Rate of climb increases to 1.800 fpm. single-engine rate of climb is 350 fpm. Single-engine service ceiling IS 16.000 feet. A REIYD.E IiUmE IS Price: $9,850 for conversion of existing air- craft engine. Robertson Aircraft Corp.-STOL systems are uffered fur l3eech V35A and V35B Bonanzas, most Cessnas and Piper PA-24-180, -250, -260, PA-23-250 Aztec. PA-30 and -39 Twin Comanche, PA-34 Seneca I and II and PA-32 models; a wmg modification is offered for the Cessna Citation. The Robertson Hi-Lift System for the Beech V35A and V35B Bonanzas uses full- span Fowler naps, stall strips and spoilers. The empty weight is increased by 20 pounds. Takeoff distance over a 50-foot ob- stacle is 1.377 feet. landing distance is 914 feet Stall speed with gear and flaps down is 70 knots Price: 514,500, installed l'he Robertson Hi-Lift System for the Cessna 100 series aircraft almost without ex- ception includes: a re-contoured wing lead- ing edge, conical-cambered wing tips, stall fences, drooped ailerons and gap seals. The <,xcpptions are noted with each model. The 150 modification applies to 1964 through 1974 models. The empty weight is 990 pounds Stall spepd is 26 knots, and maximum cruise speed is 105 knots. Price: $7,500, installed. Not all 172 modifications receive the re- contoured leading edge, just through the L model. Empty weight is increased 13 pounds. Takeoff distance over a 50-foot ob- stacle is 900 feet. landing distance is 995 feet. Stall speed with naps down is 46 knots. Price, installed: pre-1973 models, 57,500; later modpls, $6,200 Thp early Cessna 180s (through the H model) receive re-contoured wing leading edges Empty weight on all models is in- creased by 13 pounds. Takeoff distance over a 50-foot obstacle is 710 feet, landing dis- tance is 688 feet. Stall speed with flaps down is 56 knots. Price, installed: pre-1973 models, $7,500; all other models, $6,200. The Robertson Hi-Lift System for the Cessna 182, which includes the turbo- charged, the retractable-gear and the turbo- RG models, re-contours the leading edge of the wing through the N model, and in- cludes an automatic elevator trim control. Empty weight is increased by 13 pounds. Takeoff distance over a 50-foot obstacle is 915 feet. landing distance is 777 feet. Stall speed with naps down is 47 knots. Price, installed: pre-1972 models, 57,500; all other models, $6,200. The Robertson Hi-Lift System for the Cessna 185 re-contQurs the wing leading edge through the A 185E models. The empty wpight is increased by 13 pounds. Takeoff distance over a 50-foot obstacle is 763 feet, landing distance is 755 feet. Stall speed with flaps down is 58 knots. Price, installed: pre- 1973 models, 57,500; all others, 56,200 The Cessna 188 agricultural models, ex· cept tl1<' turbocharged versions, have a strut bearing Included in the modification pack- a~e and an l)ptional automatic trim control. Depending on modL'l, L'mpt\' weight is 1,844 to 1,859 pounds, stall speed is between 38.5 and 40 knots, ,1nd ma\lmum rate o( dimb is between 805 and 990 fpm. Pnce, installed: pre-1972 models, $7,800; .111others, 56,400 The Robertson Hi-Lift Svstem for the Cessna 206 and T206 ft'-contours tht, leading edge of the wing (thr\!ugh thc' E modc'l) dnd includes stall ft'nees, drooped ailerons and automatic trim Cl'ntrol (through 1974 mod- els), The empty weIght is incrt'ast'd by 15 pounds. Takeoff distance over a 50-foot ob- stacit, is 890 (t'et, landing distance is 740 feet. Stall speed with fldpS down is /13 knots Price, installed: pn'-1972 model" $7,800; all others, $6,400 Tht' Robertson Hi-Lift Svskm (or th •.. Cessna 207 and T207 rt'-c\!ntours till' leading edge of tht' wing dnd Includes stall tences, drooped ailerons and ,\Ut\!matie trim control (through 1974 models). Empt\' weIght IS in- creast'd 20 pounds. Takeoff distanct' over a 50-foot obstacle is 1,090 teet. landing dis- tance is 800 fLoet,Stall speed with flaps down is 49 knots, Price, installed; $7,950 The Robertson Hi-Lift System for the 205, 210 through 210M ,1I1d T210 through T210M re-contours the leading edge of the' wing and includes stall fences, drooped dilerons and autc)matic trim contrnl (through the J model). Empty wt'ight is increast'd bv 22 pounds. The only chdnge in performanCl' is that the stall spec'd in landing conhguriltion is 53 knots, Price, installed: 57,950 For the 210N, T210N ,1l1d P210N, Robert- son use~ stall fences. stall strips c.Hl0 dn)opt'd ailerons, This special high-differc'ntial ilile- ron appears only on thl' 210N models and is constructed to provide bcttl'r roll control when the flaps dre down Empt\' weight In- creaSt'S 22 pounds, Tilkeoff dist,lnce over il 50-foot obstacle is 1.025 (t'et. landing dis- tance is 960 fel'!. Stilll spt'ed with gpar and flaps down is 53 knots Price, Installpd: $7,950 (SR,500 for P210) The Robl'rtson Hi-Lift S\'stem for the Cessna 337, '1'337 and 1'337 re-contours the leading l'dgt' of thc' wing dnd provides stall fences, conicill-cambered wll1g tIpS, drooped ailerons, vortex generators, dorsal fairings and aU!l)matic trim control (through 1972 models). The empty weight is increased oy 22 pounds. '1'dkeoff distance over a 50-foot obstacle is 756 fl'e!. landing distance is 731 feet, Stdll speed with gear and flaps down is 63 knots, Price, InstilI1L'd: $12,750 The Robc'rtson Hi-Lift System (or the Cessna 310G and Rand '1'3101', Q and R incorporates Fowler flaps and an improved pitch-trim systc'm, Thc' direraft's empty weight is increilsl'd b\' 44 pounds, '1'akt'off distance over a 50-foot nbstaciE' is ],470 feet, landing distanCl' is 1,1/15 fc'e!. Stilll speed with gear and tlilpS down i~ R3 knots. Pnct", installed: 522.000. The Rooprtson Hi-Lift System for the Cpssnil Mc,dl'i 340 uses Fowler tldpS. Empty weight is incr •.ased by 4,] p,'unds rakl'of1 dist<1nct;> l)\'l'r a 50-flh)t on ••tacll' 1:-. J ,h 1 0 tt'Pt. ((Jllt/nuNi A REI:YD.E IiUlDE alanding distance is 1,360 feet. Stall speed with gear and flaps down is 76 knots. Price, installed: $25,000. The modification system for the Cessna 401, 402A and B, 414 and 421A and Buses Fowler flaps, drooped ailerons, anti-servo rudder and automatic trim control. The empty weight is increased by 54 pounds. Stall speed with gear and flaps down is 69 knots. Price, installed: $27,000. The system for the Cessna 402C, 414A and 421C uses Fowler flaps, strakes and auto- matic pitch trim control. Empty weight is increased by 45 pounds. Stall speed with gear and flaps down is 65 knots. Price, in- stalled: 402C, $29,900; 414A, $31,500; 421C, $33,000. The Robertson Eagle (formerly Astec Ea- gle) modification of the Cessna Citation 500, Citation 1 and Citation I/SP includes a rede- signed airfoil in-board, a wing-tip extension and a new paint job. Gross weight is in- creased by 650 pounds, empty weight by 200 pounds. The Eagle cruises at 322 knots on 116 gph at long-range cruise settings; 331 knots on 131 gph at high-speed cruise. Take- off distance over a 50-foot obstacle is 2,491 feet, landing distance is 2,370 feet. Rate of climb is 2,300 fpm. Service ceiling is 41,000 feet. Stall speed with gear and flaps down is 78 knots. Wing area is increased to 280 square feet. Price: $250,000, installed. The system for the Piper PA-24-180, -250 and -260 models re-contours the leading edge of the wing and provides new wing tips, stall fences and drooped ailerons and automatic pitch trim control. Empty weight is increased by 22 pounds. Takeoff distance over a 50-foot obstacle is 1,110 feet, landing distance is 880 feet. Stall speed in landing configuration is 60 knots. Price, installed: $8,500. The Robertson Hi-Lift System for the Piper PA-23-250 and -235 Aztecs uses coni- cal-cambered wing tips, stall fences, leading edge in-board wing modification, drooped ailerons and anti-servo rudder. Dual hydrau- lic pumps also are included. The empty weight is increased by 20 pounds. Takeoff distance over a 50-foot obstacle is 985 feet, landing distance is 1,270 feet. Stall speed in landing configuration is 69 knots. Price, in- stalled: $12,000 to $13,350. The system for the PA-30 and -39 Twin Comanches re-contours the leading edge of the wing and provides stall fences, conical- cambered wing tips, drooped ailerons, a dor- sal fin and automatic trim control. Gross weight is increased by 200 pounds. Empty weight is reduced 25 pounds. Takeoff dis- tance over a 50-foot obstacle is L 120 feet, landing distance is 920 feet. Stall speed in landing configuration is 69 knots. Price, in- stalled: $9,000. The Robertson system for the Piper PA-34 Seneca I and II useS full-span Fowler t1dpS, spoilers and anti-servo rudder on the Seneca I model. Tip tanks are optional. Takeoff dis- tance over a 50-foot obstacle is 1.090 feet, landing distance is 1,880 feet. Stall speed with gear and flaps down is 76 knots, Price, installed: 517,000. The Robertson system for the Piper PA-32 (through J 979 models) uses full-span Fowler flaps, a re-contoured wing leading-edge, spoilers and conical-cambered wing tips, Takeoff distance over a 50-foot obstacle is 1,050 feet, landing distance is 850 feet. Stall speed with gear and naps down is 69 knots. Price: $ 16,000, Installed. Schafer Aircraft Modifications-Engine changes are available for the Piper PA-31P, -3JT and -31-350, and for the Cessna 404. The Comanchero modifies the Pressuril.ed Navajo with P&W PT6A-135 turboprop en- gines and optional 70-gallon tip tanks. The gross weight is increased to 8,300 pounds, empty weight decreases to 5,200 pounds, The Comanchero cruises at 260 knots on 60 gph at long-range cruise settings and 280 knots on 70 gph at high-speed cruise settings. Takeoff distance over a 50-foot ob- stacle is 1.750 feet, landing distance is 1,850 feet. Rate of climb is 3,500 fpm, service ceil- ing is about 37,000 feet. Stall speed with gear and flaps down is 73 knots. The Comanchero conversion provides a new alT- craft warranty. Price: $520,000. The Comanchero 750 replaces the engines on the Cheyenne with 750-shp P&W PT6A- 135 engines. Long-range cruise at 25,000 feet is 230 knots on 58 gph, high-speed cruise at 25,000 feet is 282 knots on 75 gph. Takeoff distance over a 50-foot obstacle is 1,980 feet, landing distance is 1,860 feet. Rate of climb is 2,800 fpm, service ceiling is 35,000 feet. Stall speed with gear and flaps down is 75 knots. Price: 5349,000. The Comanchero 500A and 500B replaces the existing engines on the Chieftain with P&W PT6A-20 or, if hot-day/high-altitude performance is required, with the PT6A-20- 27 engines. Gross weight is increased to 8,000 pounds, empty weight to 4,450. Long- range cruise is 200 knots on 58 gph, high- speed cruise is 242 knots on 75 gph. Takeoff distance over a 50-foot obstacle is 2,490 feet, landing distance is 2,375 feet. Rate of climb is 2,800 fpm, service ceiling is 29,000 feet. Stall speed with gear and flaps down is 72 knots. This conversion provides a new air- craft warranty. Price: $350,000 to $450,000, The Condor will use P&W PT6A-27 turbo- prop engines in place of the piston engines on the Cessna 404 Titan. This modification should be available early in 1983. New na- celles, with integral fuel tanks and baggage lockers and a new electrical system will be installed. The Condor modification increases ceiling and range and provides better take- off, landing and climb performance with lower noise levels. Price: 5355,000. Seguin Aviation, Inc.-Engine changes and aerodynamic and aesthetic improvements are available for the Piper PA-23 Apache. The Geronlmc> conversion includes square cont;nu~d A REI:YD.E liumE awing tips, fully enclosed gear doors, fair- ings, flap gap seals, longer nose, dorsal fin, square tail, tailcone, one-piece windshield and extended baggage compartment. The Apache's engines are replaced with Ly- coming 0-360-A1D, 180-hp engines. Gross weight is increased about five percent, empty weight is approximately 2,500 pounds, depending on the model and the avionics installed. Cruise at 75-percent power is 168 knots on 20 gph; at 65-percent power, cruise is 162 knots on 18 gph. Take- off distance over a 50-foot obstacle is 650 feet, landing distance is 675 feet. Rate of climb is 2,000 fpm, service ceiling is 23,000 feet. Stall speed with gear and flaps down is 47 knots, 52 knots clean. Prices of the Ge- ronimo conversion will vary depending on the cost of major airframe inspection and overhaul. Price: $70,000 to $75,000. (Factory aircraft without avionics, $84,750.) Smith Speed Conversions, Inc.-Aerody- namic drag reductions and rerigging for Bo- nanza Models 33, 35 and 36. are available. The complete conversion includes flap and aileron gap seals, complete rerigging and re- moval of all parasite drag, with particular attention paid to wing angle of incidence. A new tailcone fairing is fabricated to stream- line the elevator and tailcone junction. Cruise at 75-percent power is 192 .knots; at 65-percent power, it is 180 knots; and at 55- percent power, 174 knots. Rate of climb is increased 200 fpm, service ceiling is in- creased 2,000 feet. Stall speed with gear and flaps down is decreased four knots. Down- time: two weeks. Price: $13,000, installed. Flap and aileron gap seals increase cruise speed by four knots, with shorter takeoff and landing distances and improved stall and handling characteristics. Downtime: one day. Price: kit, $575; installed, $1,200. The new fiberglass engine cowling in- cludes spinner fairing, divergent duct, cylin- der air inlet reduced by 50 percent and in- duction ram air. This modification provides better air distribution over the engine for more efficient cooling with a reduction in drag and results in a five knot increase in cruise speed. Price: $2,500, installed. The stabilizer stub spar' fitting is available for all Beech C35 through V35V Bonanza aircraft. It adds structural integrity to the stabilizer leading edge overhang, giving a larger safety margin in the event of turbu- lence, overspeed or excessive ,G loads. Downtime: one and one-half days. Price: kit, $725; installed, $1,795. Soloy Conversions, Ud.- The Turbine Pac modification to the Cessna 185, 206 and 207 series replaces the piston engines'with Alli- son 250-C20B turboprops and a Soloy gear- box. This will result in shorter takeoff and landing distances and improved altitude performance. The Turbine Pac replaces everything on the aircraft from propeller hub to firewall as well as adding a turbine instrument panel. Kit price: $135,000. Summa Sales, Inc.-Updates of older Moo- ney M-20s with 201 changes are available. The Jacob-Luck 201 Windshield Mod re- places the windshield in Mooney M-20 se- ries (pre-20IJ and 231. models) with the 201 (M-20J) one-piece windshield. This increases cruise speed two to three knots, reduces cabin noise, enhances visibility and elimi- nates the inspection panels that were in front of the windshield. Price: $100 for STC; $800 for parts; $400 to $800 for labor. The Jacob 201 Instrument Panel Modifica- tion for all pre-201 Mooney M-20 series air- craft retrofits the instrument panel with the 201 design. This results in more room for avionics and instruments-with better orga- nization for safer IFR operations-and better accessibility for maintenance. Price: $100 for STC; $1,000 to $2,000 for parts; and $400 to $800 for labor. The Jacob 201 Cowling Conversion for all 200-hp M-20 series Mooneys replaces the older cowling with the 201 cowling. This modification results in a six to seven knot increase in speed. The takeoff distance over a 50-foot obstacle decreases 50 feet. This also results in lower oil temperatures, better ac- cessibility to the avionics for maintenance and more effective cowl flaps. This installa- tion can be performed on 180-hp models as well, with additional modifications. Price: $100 for STC, $3,000 for parts, plus labor. Texas Aero- The P&W PT6A-28 turboprop installation on the Beech 99 results in a shorter balanced field length. Texas Aero also installs the Beech superspar, which in- creases the spar's lifetime from 10,000 to 20,000 hours, and offers a gross weight in- crease of 500 pounds. All the above modifi- cations to the Beech 99 result in a zero-time airframe. Price: $325,000. The PT6A-28 turboprop engines also are available for the King Air A90 and C90. Price: $281,500. Univair Aircraft Corp.-In converting the Piper PA-22 Tri-Pacer -108, -125, -135, -150 and -160 to a PA-20 conventional-gear air- craft, the empty weight is reduced 25 pounds. The forward lower cowling is re- worked, and new dual brakes or heavy-duty brakes can be installed on the aircraft. Kit price: $850 to $2,300. Univair has another conversion for the PA-22 that incorporates the above conver- sion plus changes the engine to a 180-hp Lycoming. Kit price (without engine): $950; use of STC only, $350. In the engine change for the Piper PA-18 J-3 Cub, which· has the Reed wing conver- sion, the Continental 0-200 100-hp engine is used, anci 18-gallon wing tanks are added. Climb rate is increased by 200 fpm; empty weight increases by 45 pounds. Use of STC only: $75. 0 Add""", p. 78 DIRECTORY continu,d ADDRESSES Air America, Inc. Wilkes-Barre /Scranton Airport Avoca, Pa. 18641 717/343-1228 Ameromod Corp. Paine Field, Bldg. C64 Everett, Wash. 98204 206/353-3559 Avcon Industries, Inc. P.O. Box 654 Udall, Kan. 67146 316/782-3317 Aviadesign, Inc. P.O. Box 6339 Ventura, Calif. 93006 805/646-6477 Bush Conversions P.O. Box 431 Udall, Kan. 67146 316/782-3851 Colemill Enterprises P.O. Box 60627 Nashville, Tenn. 37206 615/226-4256 Custom Aircraft Conversions, Inc. 234 W. Turbo Dr. San Antonio, Texas 78216 512/349-6347 Electroaire, Inc. Cleveland-Hopkins Int'l Airport P.O. Box 81100 AMF Cleveland, Ohio 44181 2I6/267-0120 Excalibur Aviation Co. P.O. Box 32007 San Antonio, Texas 78216 512/927-6201 Flight Bonu~, Inc. P.O. Box 120773 Arlington, Texas 76012 817/465-7290 Flint Aero 8665 Mission Gorge Rd. Bldg. 0-1 Santee, Calif. 92071 714/448-1551 Frakes Aviation, Inc. Route 3 Cleburne, Texas 76031 817/645-9136 Horton STOLcraft Wellington Municipal Airport Wellington, Kan. 67152 800/835-2051 (in Kan., 316/326-2241) Isham AirCraft, Inc. P.O. Box 12172 Wichita, Kan. 67277 316/755-0640 Jetwind, Inc. Subsidiary of Air Center, Inc. P.O. Box 32168 Oklahoma City, Okla. 73123 405/495-1202 Knots 2 U, Inc. 1941 Highland Ave. Wilmette, Ill. 60091 312/256-4807, 608/756-1234 Machen, Inc. S. 3608 Davison Blvd. Spokane, Wash. 99204 I Precise Flight, Inc. 2075 Hwy. 46 P.O. Box 3375 Seguin, Texas 78155 512/379-3278 503/382-8684,593-1484 Smith Speed Conversions, Inc. Ram Aircraft Modifications, Inc. P.O. Box 430 P.O. Box 5219 Johnson, Kan. 67855 3I 6/ 492-6254 817/752-8381 Soloy Conversions, Inc. Riley Aircraft Corp. P.O. Box 80 2016 Palomar Airport Rd. Chehalis, Wash. 98532 206/748-0067 714/438-0660 Summa Sales, Inc. Robertson Aircraft Corp. 1788 Little Brennan Rd. Snohomish Cnty. Airport High Ridge, Mo. 63049 N. Complex C-72 314/677-3324 206/355-8702 Texas Aero P.O. Box 5337 Schafer Aircraft Waco, Texas 76708 Modifications, Inc. 817/752-9731 Clifton, Texas 76634 Univair Aircraft Corp. 817/675-8333 Route 3, Box 59 Aurora, Colo. 80011 Seguin Aviation, Inc. 303/364-7661 0