The Flyer - Twin Cessna Flyer

Transcription

The
september 2012
TWIN CESSNA
Flyer
AIRVENTURE RESERVE GRAND CHAMPION !
Featuring:
Oshkosh Award winner
Optimal engine preheating
Corrosion - Twin Cessna killer - part ii
readers write And much more......
Supporting Twin Cessna Owners Worldwide since 1988
The
TWIN CESSNA
Flyer
SM
F e atures
The Twin Cessna Flyer
sm
P.O. Box 12453
Charlotte, NC 28220
Phone: 704-910-1790
Email: editor@twincessna.org
Website: www.twincessna.org
The Twin Cessna Flyer Magazine is
the official publication of the The Twin
Cessna Flyersm owners organization,
P.O. Box 12453 Charlotte, NC 28220.
The price of a yearly subscription is
$68 ($80 international), which includes
a one-year membership in The Twin
Cessna Flyersm owners organization.
4
14
nual Convention for 2013, more on
corrosion - twin
c e s s n a k i ll e r
Pa rt I I
S-TEC, Pilot Bill of Rights, bird
Where does corrosion hide on Twin
strikes, and more.
Cessnas? We answer this question in
from t h e e d i to r
Seminar update, possible An-
Part II of our series on corrosion.
6
Oshko s h Awa r d
winne r
17
Airventure Review
Attendance was down slightly from last
The Twin Cessna Flyer is not
affiliated or sponsored by the
Cessna Aircraft Company.
TTCF members continue to win
year, but in many ways the show was bet-
awards at Oshkosh. George Camp-
ter. Our Forum was better attended and 50
Twin Cessna owners and operators
are encouraged to submit articles and
pictures for publication. Once submitted, the articles and pictures become
the property of The Twin Cessna
Flyersm and cannot be returned. The
act of making a submission for publication is an express warranty that the
submitted material does not infringe on
the rights or copyrights of others.
bell’s ‘64 310I won Reserve Grand
or so TTCF members and friends enjoyed a
Champion in the Contemporary
great lunch hosted by Continental Motors.
Division. I interviewed him about
Here we discuss some of the show high-
the 7-year restoration process for
lights.
Published articles may include opinions
or specific recommendations on aircraft
maintenance or operational practices.
These opinions and recommendations
are solely those of the article author
and not necessarily those of The Twin
Cessna Flyersm. The Twin Cessna Flyersm
does not endorse any practice that
would be in violation of FAA regulations
or the aircraft POH/AFM.
Nothing appearing in The Twin
Cessna Flyersm may be reproduced
or distributed without the express
permission of the publisher.
N8013M.
10
In Sea r c h o f
Optim a l p r e heatin g - Pa rt I
18
Readers Write
Seatbacks, bridle cable tensions, cylinder balancing, fuel pump and fuel flow
issues, GTSIO case cracking and oil loss
Ken Sutton is determined to sort
event, more on Tempest oil filters, fire
through the rumors and hearsay
warning probes and more.
about engine preheating. Here he
begins sharing his journey to sepa-
30
classified Ads
35
upcoming Seminar
Information
rate truth from fiction by doing his
own experimentation.
The twin cessn a f ly e r a d v i s o ry c o m m i t t e e
Larry A. Ball, New Haven, IN
Anthony R. Saxton, Defiance, OH
Philip G. Yoder, Columbus, OH
Cover article photo by Bob Thomason. Editing Assistance provided by Claire McNeill.
Copyright 2012, The Twin Cessna Flyersm. All rights reserved.
THE TWIN CESSNA FLYER • SEPTEMBER 2012 | 3
from the editor
By Bob Thomason, President TTCF
Seminar Update
There are seats still available for our
upcoming seminar. Join us in Santa
Barbara this month on the 13th through
the 16th (Thursday through Sunday)
for the Twin Cessna Flyer Engine and
Systems Seminars. The Engine Seminar
will be on Thursday and Friday and
the Systems Seminar on Saturday and
Sunday. You can attend one or both.
Details can be found on our website at
www.twincessna.org. More than 1,000
Twin Cessna owners have attended
our seminars over the years. Most
participants say they learned more
about their airplanes in those four days
than they have in all the years they’ve
owned them.
Join us at KSBA on Sept. 13 - 16 for our
next Twin Cessna Engine and Systems
Seminar.
This will be the last seminar of 2012.
Tony’s daughter is getting married
this Fall and he has been informed
that he will not be leaving town for
the remainder of 2012! We will be
publishing the 2013 schedule soon.
Watch the magazine and the website for
details.
Annual Convention
and Fly In?
We are exploring the idea of an Annual
Convention in 2013. A survey last year
showed only lukewarm interest for
a 2012 meeting but we thought we’d
test the waters again. If you have not
already seen it from an email sent
earlier, check out the mock brochure on
our website. Convention organizer Bill
4 | TWINCESSNA.ORG
Alberts has put
together a very
preliminary
agenda
and pricing
information.
The keynote
presenter at the
meeting would
be Erik Eliel of
Radar Training
International.
His webinar
We’re testing the waters
was extremely
for a convention in 2013.
popular and
many members Be sure to respond and
let us know if you’ll
expressed
attend.
an interest
in taking his
full course. Tony would also conduct
a couple of short sessions on topics of
interest. There would be vendor booths,
and additional presentations. We will
survey attendees about exactly which
topics they’re interested in. A tour of
Yingling Aviation and Cessna Aircraft
would also be on the agenda.
We need to know how much serious
interest there is in attending a
convention before we commit the
resources to put it together. If you
haven’t already responded to the earlier
email, please email me or call me and
let me know whether or not you would
attend the convention. The dates would
be May 30 through June 1st. A central
location is key, and we’ve chosen
Wichita, KS. It we can get at least
100 attendees, we’ll have an Annual
Convention and Fly In in 2013.
STEC Update
My STEC 55X saga continues with some
good news. When I last wrote about this,
the working theory was that a worn
copilots control column was causing
a “catch” as small worn spots on the
column passed over the rollers holding
the column in place. I found a salvaged
column in good shape and had it painted
and ready to install when I got a call
from Robin Howard of Howard Aviation
in LaVerne, CA. Robin had a customer
with a 303 who had the identical
porpoising problem, only more severe.
He had a spare 55X that he had removed
from a 310J. As a test, he swapped the
310 autopilot with the one in the 303
and it worked perfectly. He suggested
I try it and, of course, I jumped at
the chance since it might mean we
wouldnt’ have to take apart my panel
to install the new control column. The
autopilot arrived just prior to my flight
to Oshkosh. I took off and flew the first
hour of the flight with the old autopilot
just to confirm that it was porpoising
under our flight conditions and weight
and balance. It was. I let the copilot fly
manually while I swapped boxes and
for the next couple of hours the 310
autopilot flew my 303 perfectly. It did so
on the return flight as well.
Chad Howard, the Customer Service
rep for STEC was at Oshkosh and I
explained the situation to him. He was
glad to have the new information and
said we could adjust the settings on my
55X to match those of the 310 autopilot.
There is some FAA paperwork involved
and we are working on that now. I’ll
have to ship my unit back to STEC for a
few days, or perhaps fly to Mineral Wells
for a flight test, but after that I’m pretty
sure my problem will be solved.
So why
didn’t my
autopilot,
A swap with working 310 certified
autopilot led me down a
specifically
new path towards fixing
for the 303,
my STEC 55X porpoising
not work
problem.
properly in
my airplane
and apparently some other 303’s as well?
Chad explained that when they certify
an autopilot they set the adjustments
to match their particular test aircraft.
Sometimes the test aircraft is not an
accurate representative of the fleet as
a whole. It may be slightly mis-rigged
or have an undetected anomaly in
the control system that makes it fly
differently from the rest of the fleet.
Thus, you get an autopilot that produces
problems in a significant portion of that
fleet. It seems this was the case with the
303.
Look for one final installment (I hope)
when I get my autopilot back from
STEC.
Pilot’s Bill of Rights
Good news
for General
Aviation
on Capitol
Hill is rare
enough that
we should
celebrate
it when
it occurs.
Thanks to Senator Inhofe
(R-OK), pilots now have a Thanks to
fighting chance during FAA the efforts
of Senator
investigations.
James Inhofe
(R-OK), pilots will now have a better
chance of defending themselves should
the FAA ever come after their certificate.
The Pilots Bill of Rights was signed into
law by President Obama in early August.
Among other things, it requires the FAA
to notify pilots when they are under
investigation and to provide them with
the information they have about the
case. Further, NTSB findings can now
be appealed in federal district court.
This bill goes a long way in leveling the
playing field for general aviation pilots
who find themselves in the sights of the
FAA. For too long, the deck was stacked
in favor of the FAA. Thanks to Senator
Inhofe for spearheading this effort.
Bird Strikes
My family vacations every year on
the South Carolina coast, north of
Charleston and south of Myrtle Beach.
I often fly my airplane down, but this
year we drove down because we needed
lots of cars to accommodate the multiple
family members arriving from the far
corners of the country. Every year I see
airplanes flying low down the coast, out
over the ocean abiding by the FAR’s that
govern this type of flight. But this means
they are often only 500 feet above the
water. I’m sure the sightseeing is great,
but I stopped doing this once I learned
a little about bird-strike data and saw
some the actual damage they can cause.
According
the FAA, the
“average
bird strike”
involves a 2
lb. seagull.
Striking this
size bird at
120 knots
produces a
5,000 lb. force
- an amount
that can cause
significant
damage to
any general
aviation
airplane.
People have
sent me
pictures of
bird strikes
and often the
remains of the
bird are all
the way in the
back of the
cabin behind
the last row
of seats! Most
bird strikes
occur during
the months
of August
through
October,
particularly
along
migratory
flyways, and
80% of all
strikes occur
below 1,000
feet AGL. That
last statistic
was the one
that made
me rethink
low level
sightseeing
flights along
the coast.
Except for the
unavoidable
exceptions of
takeoff and
landing, I like
the improved
odds of flying
higher. The view may not be as good, but
the increased peace of mind, for me, is
priceless.
In This Issue
Bird strike stats show
that flying below 1,000 ft.
AGL raises the risk of a
birdstrike considerably.
Strking a 2 lb. seagull at
120 kts. produces 5,000
lbs of force!
Oshkosh Award Winner: It’s great to see
Twin Cessnas win awards at AirVenture.
Last year Dave Smithers won the Grand
Champion Contemporary award for his
310K and this year, George’s Campbell’s
310I took home the Reserve Grand
Champion trophy. Member Ed Ferguson
(continued on page 9)
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O s hkosh Award Winner
By Bob Thomason, TTCF Editor
For some time, I knew that member
George Campbell was restoring a 1964
310I. Mike Van Sicklen of Tejas Aero
called me about a year and a half ago
and said, “You’ve got to see this airplane
I’m painting.” He sent me pictures
and I called George requesting some
pictures and an article on the airplane
when he was done. I checked in a couple
of times over the months but, as with
most restorations, there were always “a
couple of more things to do.”
Bumping into a gorgeous 310 in the
Comtemporary/Classic area with a “Judge
Me” card on it was a pleasant surprise even more so when I learned it was owned
by TTCF Member George Campbell.
Fast forward to late July of this year. I
was making my photo rounds through
the Contemporary (aircraft built
between 1956 and 1970) section at
AirVenture and came across a pristine
310I with a “Judge Me” card on it. Lo
and behold it was George’s airplane. It
was as beautiful as Mike said it was.
But the competition was stiff in the
Contemporary section this year. The
overall winner was an immaculate 1966
de Havilland DHC-2 MK III Beaver
turboprop. There was no shame coming
in second to that airplane. There was
also a beautiful Piper Aztec restored to
original condition that I thought had a
shot. Then again, no way a slug like an
Aztec could beat the sleek 310! When
the voting was over, George had won
Reserve Grand Champion.
I didn’t get to talk to George at Oshkosh,
but called him afterward and here is
what I learned. First, what are the odds
of two Twin Cessna Flyer members who
didn’t know each other but were from
the same Texas town of 3,000, winning
awards for their 310’s at Oshkosh two
years in a row? That’s exactly what
happened with Dave Smithers and
George Campbell. Dave won Grand
Champion last year for his 310. George
actually talked to Dave for the first time
just before Oshkosh and also learned
they both had grass strips within 5 miles
of each other. There must be something
good in the water down in the horse
country around Aubrey, TX!
George caught the flying bug as a
kid building model airplanes but he
was unable to scratch the itch with
real airplanes until he was well into
adulthood. When his son turned 12, he
was looking for a father-son activity
and suggested that they both go to
the airport and take flying lessons. It
was a little early for George’s son, but
George stuck with it and got his license.
What did his wife think about this? She
already had her license!
George bought a 182, sold it and bought
another. Then a friend called and said,
“I know of an airplane you need to look
at. A nearby widow has a beautiful 310
in her barn.” George took a look. He told
me, “I didn’t know anything about 310’s,
but I just loved the way that airplane
looked. It was all original, and as a
gearhead and restorer, that appealed
to me. I decided to buy and restore the
airplane to original condition. I knew
from restoring cars that it’s best to buy
one in as original condition as possible
so you don’t have to guess what it was
like when it came from the factory.”
George’s impulse purchase started a
7-year journey towards an AirVenture
award-winner.
“I didn’t know
anything about
310’s but I just
loved the way that
airplane looked.”
“I put together a budget for the
complete restoration and, of course,
blew through that in a couple of
months,” George said with a little laugh.
“We had some sheet metal work to do
around the engine augmenters, cowling
and tip tanks. I did all of that. Over
The paint was from the 1970’s but the interior and instrument panel were mostly 1964 original. The entire project took seven years.
6 | TWINCESSNA.ORG
Award W i n ner
(continued from page 6)
The seven-year restoration involved
multiple steps. (Left, Top to Bottom):
Panel and interior removed for restoration.
In the paint shop at Tejas. Tejas did both
the paint and the interior. George was
very happy with their work. Red is the
color! New panel with some new and some
old equipment. Practical transportation
requirements dictated the addition of the
Aspen PFD, the Garmin 430 and STEC
55X.
time we put in a one-piece windshield,
replaced the side windows and installed
cleveland brakes. The airplane was
also out-of-annual when I bought it so
we did that. It included a lot of engine
8 | TWINCESSNA.ORG
Above: N8013M right out of the paint shop
and then at Oshkosh. The airplane was
finished one week before, so the trip was a
last-minute affair. The airplane performed
well and George and his wife forsee a lot of
travel in their future. Spectators (and the
judges) appreciated the originality of 13M.
work.” George explained that this
process stretched out over about 5 years
due to work and family commitments.
In 2010, he took the airplane to Tejas
AeroServices for new paint.
“The folks at Tejas were great. They
helped me research and select the
F r o m t h e e d i to r
original paint scheme and their work
was first-class- a notch above other
shops. As the airplane was being
stripped for painting, Mike called me
and said, ‘You know, while we’ve got the
airplane apart, you might as well do the
interior’,” George said. So the interior
was replaced with beautiful red leather
seats that include a 310 logo and black
carpet.
Once Tejas was finished with the
airplane, it was time to redo the original
instrument panel. Since the plan
was to use the airplane for practical
transportation, an upgrade was in order.
I asked George about his decision to do
the panel work last instead of first as
many people do. He explained that in
his experience, shops do their best work
when they are working on something’s
that’s already partly restored. “The
better it looks, the better job they do,”
he explained.
Be sure to
check out
the brochure
George
Campbell
prepared for his
award winning
310I. It’s on
our website
at www.
twincessna.org.
It gives a full
history of the
restoration.
won the Outstanding 310 Award for his
’67 310L this year. Look for more on Ed’s
airplane in a future issue. It’s been a
great run these last few years for TTCF
members and their airplanes.
This article profiles George Campbell’s
airplane. His trip to Oshkosh was a last
minute decision, so rather than asking
him to write an article I decided to just
interview him. George is a restorer mainly of cars, but now of airplanes as
well. He appreciates the quality and fine
(continued on p. 13)
The avionics work was done by Flight
Electronics of Dallas. The panel
lettering and placards were replaced
but the original wording and lettering
were preserved. A process called Decal
Pro was used. The new panel includes
a Garmin 430, an Aspen EFD 1000,
a JPI 760 engine monitor, and STEC
55X. Additionally, the alternators were
replaced with Plane Power lightweight
models. The work was completed one
week before AirVenture.
“I never intended to show the airplane,”
George explained, “but with Oshkosh
one week away my wife and I said, ‘what
the heck’ and we went. It was our first
long trip in the airplane and my wife’s
first ride in it. She really liked it and we
plan to do a lot of flying in in it, maybe
even selling our 182.”
I warned George to build in extra time
when landing at new airports. He’ll need
it to talk to and answer questions from
all the admirers!
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George created a great brochure that
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airplane. It’s on our website at www.
twincessna.org.
I n search of optimal
p r eheating - Part 1
b y K e n Sutton, TTCF Member
The kids are back in school, the days
are getting shorter, and on my evening
walks, I can begin to see to see my
breath. It won’t be long before the
snow will once again be flying here
in Chicago, and my attention will
turn from summertime thunderstorm
avoidance to cold weather operations
in my C-310. Throughout the
summer I’ve continued working
on perfecting the engine
preheating system I wrote
about in TTCF last winter.
Rather, I’d like to focus on how I’ve gone
about trying to achieve the goal Mr.
Tucker proposed.
Last winter, I began using the GSM
Auto switch (www.gsm-auto.com)
which I described in the February
magazine. This cell-phone controlled
As you may recall from my
previous article, last year
I had a discussion with
Harold Tucker, Director of
Lubricants Technical Services
at ConocoPhillips, which led
me to pursue a more automated
way to control the Reiff
preheat system I installed on
my C310 several years ago.
Prior to this discussion, I
had only been preheating my
engines when the ambient
(Above) Engine
temperature was below 40˚F.
blankets facilitate
Mr. Tucker suggested that all
engine starts below 60˚F should uniform engine
heating as well as
be considered cold starts,
reduce condensation.
and each of those starts was
(Right) Plugs for my
shaving useful life from my
engines. He suggested that the exhaust augmenters
completed the seal.
closer I could get to normal
operating temperature prior to
every start, the greater longevity I would switch, coupled with my iPhone and
its ability to create shortcuts for texts,
enjoy from my engines. There’s a host
allows me to easily control my engine
of reasons why this is likely true, and I
preheat system. I can turn on and off the
don’t wish to delve into that discussion.
preheaters, set them to go on or off at a
point in the future, check the status of
the heaters (on or off), and even confirm
the quality of the cell signal to the
switch. This switch has eliminated many
trips to the airport, and it has allowed
me to preheat the engines at times when
I may have opted to simply start them
at the ambient hangar temperature of
40-50˚F. Instead, every engine start this
past winter and spring has taken place
with the engines warmed to a toasty
105-115˚F.
The GSM Auto switch allows me to turn
my engine heaters on and off from my cell
phone.
10 | TWINCESSNA.ORG
A couple of months back, I read an
article in Aviation Safety about engine
preheating. The debate between using
preheaters all the time, versus just hours
before flight, consumed this article.
However, one point was universally
accepted by everyone on both sides of
the debate. Namely, if you are going to
preheat (as you should), regardless of
how you go about preheating,
you should consider using a
blanket or insulated cowl cover
around the cowling to create a
uniform heated environment
around the engine. The point is
that the condensation level that
exists between relatively cold
and relatively warm air should
be moved as far away from the
engine compartment as possible.
By putting a blanket around the
cowling, the condensation level
is moved away from the engine.
This reduces the possibility
of moisture causing damage
to the engine components and
accessories by more uniformly
preheating the entire engine.
It all made a lot of sense to
me, particularly after I felt
around the engine cowling after
preheating without a blanket
or insulated cowl cover. What
I found was that the air inside
the cowling was certainly
warmer than the hangar, but
towards the back of the engine
compartment, the temperature was
noticeably cooler than the front. With
the exhaust augmenter system on my
310G still in place (but left unused),
relatively cold air appeared to make its
way up the augmenters, mixing with
the warm air inside the cowling. I had
been using engine cowl plugs when
preheating, which was preventing
relatively cool air from entering the
front of the cowling.
In an effort to move closer to the
optimal way to manage my engines,
I spoke with the people at Kennon
Covers in Sheridan, Wyoming (http://
kennoncovers.com/enginecovers.htm).
They sent me a pair of clear plastic
sheets molded to conform to my engine
cowlings. It was my job to mark the
openings for the oil service doors and
the underwing exhaust tips, and then
send back the marked up template.
A few weeks later, I was pleasantly
surprised to find that the set of covers
they built for my C310G fit like a
perfectly-sized glove. The Velcro access
openings were perfectly placed, and
the accommodation for my underwing
exhaust couldn’t have been better
positioned. The craftsmanship of these
covers cannot be overstated. As a final
touch, Kennon built a pair of plugs
for the openings of my augmenters to
better insulate the back of the engine
compartment.
I certainly feel like I now have a more
complete preheat system that allows me
to not only control the preheaters, but
also allows for a more uniform preheat
of my engines. But I began to wonder if
there was a way to quantify the value of
my efforts.
A company by the name of Lascar
Electronics in the UK (http://www.
lascarelectronics.com) builds a variety
of data loggers, primarily for the HVAC
and Refrigeration industry. One of their
products is a data logger that looks
similar to a tube of lipstick. It has an
internal memory that will digitally store
a recording of current temperature,
relative humidity, and dew point every
10 seconds for nearly two days. (Longer
Bottom line: Kennon engine cowl covers allowed the Reiff engine heater to warm
my right engine temperature 15% higher than the uncovered left engine. The final
temperature was within 10% of my normal operating temperature.
high temperature electrical tape. This
provided a ridge around the data logger
that would prevent it from falling into
my engine oil filler neck, while placing
the air opening of the data logger down
into the top of the crankcase. The high
temp tape sealed off the filler neck to
as to get an accurate reading inside the
engine.
I used safety wire and attached one end
to the USB end of the data loggers and
the other end to a block. This was to
further insure that they would not fall
into the engines.
Lascar data loggers allowed me to record
the temperature and humidity deep inside
my engines.
recording intervals will provide for even
longer recording periods.) I purchased
three of these data loggers from Lascar
and set out on a journey to better
understand what takes place inside my
engines.
The first challenge was to figure out
how to get these little data loggers
inside my engines for sampling the
environment, while at the same time
being able to retrieve them when I was
finished. This ended up being quite
easy. I simply taped a piece of rigid wire
around the body of the data logger using
12 | TWINCESSNA.ORG
I then began a series of trials to collect
data that I thought might be useful in
quantifying the value of the steps I’ve
put in place to preserve my engines.
The first trial was designed to simply
identify the value of the Kennon engine
cowl covers. Recall that Harold Tucker
told me it was important to get the
engine temperatures as close to normal
operating temperature as possible prior
to engine start. Do the cowl covers help
achieve this goal?
With a data logger installed in the filler
neck of each engine, I installed the
Kennon cover and augmenter plug on
the right engine, while leaving them off
the left engine. I started the preheaters
and let them run for approximately 7.5
hours. At the end of the test, I found
that the right engine was 15% warmer
than the left engine. The digital oil
temperature gauges on my instrument
panel confirmed the effectiveness of
the covers with the right oil temp
reading 141˚F, and the left engine
oil temp reading 115˚F. On this cool
spring day in Chicago, my oil temps
were approximately 155˚F just after
takeoff. The right engine that had been
preheated with the cowl cover was now
within 10% of its normal operating
temperature at engine start. The engine
without the cowl cover was warm,
but still was more than 25% below its
normal operating temperature at engine
start. Without question, the insulated
Kennon cowl covers are getting my
engines much closer to the optimum
engine starting temperature.
There are other advantages to the cowl
covers, and other things I learned that
we can do to help manage our preheat
cycles as I worked my way through a
series of measurement routines with the
data loggers. In next month’s issue, I’ll
explore those possibilities and uncover
some ideas you may not have previously
considered that may help you better
manage and preserve your engines.
From t h e e d itor
fleet depends on corrosion
control.
Interesting nose art and aircraft paint schemes are all
part of the Oshkosh display. This 414 was definitely in
competition for “wildest paint scheme on a factory built
aircraft.”
design whether it’s in a Jaguar, pickup
truck or Cessna 310. I really enjoyed my
conversation with George. He won me
over right away when he said it “was
love at first sight” when he first laid eyes
on his 310. And now that it’s restored,
he’s got plans to fly it extensively. Lucky
guy.
In Search of Optimal Preheating - Part
I: Member Ken Sutton is nothing if not
thorough and detailed. When it comes
to his 310, nothing but perfection will
do. After a conversation with an engine
expert who told Ken that any engine
start below 60 degrees F is a “cold”
start, Ken has been on a journey to
create the perfect engine preheating
system. This is the first of three
installments detailing his discovery
process about what works and what
doesn’t. In this article, he discusses the
effect of engine blankets. Naturally, they
help keep the engines warmer but by
how much? And what about humidity?
Start reading and by the time you’re
done with the last installment, you’ll
qualify for a PhD in Engine Preheating!
Corrosion: Twin Cessna Killer - Part
II: Last month, we looked at corrosion
in general: what it is and why it forms.
This month the focus is where corrosion
tends to form on Twin Cessnas. What
are the “hot spots” to look for when
inspecting your airplane or conducting
a prebuy? Every TTCF member and
Twin Cessna owner needs to make sure
these areas are properly inspected.
Then they need to treat their airplane
with a corrosion inhibitor like ACF50 or Corrosion X. The health of our
AirVenture Review: The only
problem with AirVenture
this year was I didn’t get
to stay long enough. There
are “layers” at AirVenture.
Someone could blow
through the grounds and
survey everything in a day or
two but the real joy is taking
everything in slowly. That
means slowing down and
stopping for conversations
(or as my friend
who lives in
Scotland says,
“having a good
chin wag.”)
Only then can
you plumb the
depths of a really
fine airplane or
learn someone’s
complete story
about their love
for aviation. It
takes time to do
that. Next year,
I’m going to be
sure to build in
more time for
those kinds of
activities.
That said, it
was a fantastic
show. In this
article I hit the
highlights and
my observations
about what was
of interest to
Twin Cessna
owners. I
mention in the
article, and want
to reiterate here,
Continental
Motors rolled out
the red carpet
for us during
the lunch they
hosted for us.
And not only
that, this year
Continental ran a continuous series
of free classes on engine operation
and maintenance. Reports from TTCF
members who attended said they were
excellent. That’s something else I’m
going to build time in for next year.
AirVenture continues to evolve into
a major event for Twin Cessna Flyer
members.
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C orrosion - Twin Cessna Killer
Part II by TTCF Staff
Last month’s article on corrosion
discussed why and how it forms, along
with the different types of corrosion.
This month we look at where corrosion
is likely to form on Twin Cessnas.
Known corrosion hot spots on Twin
Cessnas include the entire engine
compartment, including engine mounts
and beams, due the proximity of exhaust
and heat. Areas mentioned in last
month’s article included the landing
gear wells, rear spar and flap areas, also
due to exhaust. Battery boxes are often
found corroded due battery acid leaks.
Other areas where we find corrosion
include:
Nose Bay Area
We recently did a prepurchase inspection
on a 310P. While this was a fine airplane
that had all the potential of being as
nice as they come, the buyer turned the
deal down flat. Why? Inside of the nose
bay, the skin and the stringers were
covered with a white residue. This was
14 | TWINCESSNA.ORG
bad enough in some places that if not
removed, permanent damage to the
skin and stringers was imminent. We
explained to the buyer that the airplane
would need to be cleaned at or before
the first annual. The extra labor needed
for cleanup would add thousands of
dollars to the cost of his first annual.
We’ve found this particular problem
on several other 310’s. Nose bay area
corrosion seems to be heaviest below
and behind the heater area. The task
ahead for this airplane is to remove all
of this corrosion back to shiny metal
and then apply a liberal coating of zinc
chromate primer inside the nose bay.
The heater and all equipment in the nose
bay must be removed to get to the areas
the need repair. After the airplane is
painted, we’ll fog the complete inside of
the airframe with ACF-50 or Corrosion
X. This is the best anyone can do at this
point. If the inside of the nose bay had
been treated earlier, the long hours of
excessive elbow grease, and associated
expense could have been avoided.
Wing Lockers
The wing locker baggage compartments
have a tendency to leak, and the carpet
inside can become saturated with water.
Once water gets inside the compartment,
corrosion is going to occur. The best way
to stop this from happening is to keep
the water out in the first place. Replace
any defective seals under the locker
doors. At the rear of the compartment
there is a drain hole on both sides.
Make sure these are open so water can
run outside of the side walls of the
compartment and back out through the
drains. Never plug any drain hole with
silicone or tar as this will allow water to
accumulate.
We have found on several occasions that
the first signs of corrosion in the wing
lockers occur on the aluminum strip
around the top of the compartment and
around each steel screw. A good cleanup
and new seals should keep the wing
lockers clean.
Cabin Floors
The cabin floor of your Twin Cessna is
a layer of aluminum sheeting covered
with carpet in most areas. This floor is
removable and the outside skin is just
several inches below this. The floor of
an airplane is often subjected to all
kinds of liquids. These can range from
spilled drinks or rain from a leaky door
or emergency exit. These liquids can run
under the floor, pool in certain areas and
stop on the outside skin of the aircraft.
We find that the lowest point of the
outside skin on most models is the area
where the main spar center section is
located. Water tends to accumulate at
each end and in the center of this spar,
setting off the corrosion process. If left
untreated, the corrosion will eventually
eat away and ruin the center spar
section. If a repair is necessary in this
area, be prepared for a major financial
blow as the labor required to repair it is
extensive.
All leaking seals around cabin doors and
emergency exits should be inspected and
replaced if necessary. All drain holes
beneath the cabin floor should be kept
open. In pressurized aircraft, there are
rubber diaphragm type seals over all the
drains. These must be checked at each
inspection and replaced as necessary.
In summary, prevention is best, but if
corrosion occurs, it must be removed
and the area treated as soon as possible.
This is hard work! There is no easy
fix. The corrosion must be completely
removed, the area must be painted with
zinc chromate primer and the airframe
should be treated with a corrosion
inhibitor such as ACF-50 or
Corrosion X at each major
inspection.
Cessna has recognized the
growing danger corrosion
poses and has included
extensive corrosion inspection
and repair requirements in
the Supplemental Inspection
Documents, which now exist
for all Twin Cessna models
(and as of December 2011,
singles too.) They’ve even
created a 40-hour instruction
program to train maintenance
technicians how to inspect for
corrosion.
From our point of view,
corrosion is the biggest threat
to the survival and health of
our Twin Cessna Fleet. Inspect,
repair and treat your airplane
soon!
Follow The Twin
Cessna Flyer on
Twitter!
Visit: www.twitter.com
and follow
@TwinCessnaFlyer
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the propeller and landed uneventfully in Flagstaff. Sounds
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A i rVenture Review
by Bob Thomason, TTCF Editor
Twin Cessnas are a big part of Oshkosh.
They are well represented among the
airplanes that fly in as well as in the
judging competitions. Twin Cessna
Flyer members have won awards for
their airplanes in the past, but this year
was special with not one but two award
winners! Member George Campbell’s
1964 Cessna 310I won Reserve Grand
Champion in the Contemporary Division
(1956 - 1970), and Ed Ferguson won
Outstanding 310 Award for his 1967
310L. That’s George’s airplane on the
front cover and you can see the article
about his airplane on page 6. I’ll have
more on Ed’s airplane in an upcoming
issue Congratulations, George and Ed!
This year I flew the VFR Fisk Arrival
into AirVenture. Sure enough, true to
my rule of thumb of a 50-50 chance
of a go around, we did one, this time
just prior to Fisk. There’s just no way a
Twin Cessna can be in a conga-line of
airplanes going 90 kts and not have to
break off occasionally. This assumes, of
course, that you are not willing to fly
below blue line, which I am not, at least
until short final.
We arrived on Tuesday around noon. The
aircraft camping areas were 75% full
and we wound up near the Hilton in the
North 40. At first I was disappointed,
but then I noticed a new set of showers
at the end of our row and decided that
would compensate for our distance
from the show entrance. As the week
went along, I began to appreciate the
breakfast buffet at the Hilton and its
electrical outlets for cellphone and
iPad charging. There’s really not a bad
spot to camp at Oshkosh. Each has its
advantages.
Just after we parked, a very nice 414AW
taxied up beside us. TTCF member
Mark Carman from Billings, MT
hopped out and introduced himself. He
and I officially established the TTCF
AirVenture Headquarters for the week.
Now I’m going to let everyone in on
the best secret I’ve learned in my years
of camping at Oshkosh: how to score a
bike. Bikes make life in the North 40
much easier. No more waiting for buses
or mile-long hikes to get somewhere.
Many people haul up expensive portable
bikes but there is an easier way. There is
a Goodwill store just outside the airport
fence and they sell used bikes. For $20
to $30 we were able to purchase great
bikes, use them for the week, and then
re-donate them. It was a great deal for
us and for them.
The weather during the week presented
some challenges. First, it was hot really hot at times. Several days had
100+ high temperatures. There was the
threat of severe weather at various times
during the week, and one afternoon
thunderstorm blew 2 of our 3 tents
down. Fortunately there was ample time
to dry things out before bedtime. Initial
reports were that the crowd was down
from last year. There was speculation
that the economy was a factor. I think
the weather was too. It’s hard to enjoy
an airshow with a temperature of 105 F.
And, like most aircraft owners, I always
worry about hail when severe weather is
forecast, as it was for most of the week.
On to TTCF activities. Wednesday was
our big day. We hosted our second ever
“Owning a Twin Cessna” forum. At
about 50 people, attendance was up
from last year.
It was a great
group with a lot of
questions. If you
were there, thanks
for coming and
supporting our
fleet. People need
to know how great
these airplanes are
Twin Cessnas were at AirVenture in abundance. Here, a 414 taxis
(assuming they are
toward a camping spot in the North 40.
well-maintained,
The two major TTCF events at AirVenture
were our Forum Presentation (above)
and our luncheon hosted by Continental
Motors. About 50 people attended each.
as Tony emphasizes in his part of the
presentation.)
At 1 PM the same day, Continental
Motors laid out a great lunch spread
for us - in an air conditioned tent, no
less! The food was superb and we had a
great time eating, relaxing and talking
about airplanes and flying. A big thank
you to Mike Gifford and his team at
Continental for rolling out the red
carpet for us.
So, what was at AirVenture this year
that was of interest to Twin Cessna
owners? First on my list are updates
on the 100LL fuel situation. I attended
the Swift Fuel presentation. There have
been a couple of positive developments
there. First, in June, a large investor
from the ethanol industry partnered
with Swift Fuel to help fund the
continued testing of their fuel, 100SF.
And in July, a seasoned oil industry
R e ade r s W r ite
By the way, I have owned non-stop Twin
Cessnas since I was in my mid twenties,
40 years ago. They have included six
310s, two 340’s and a 421. All are great
aircraft!
Stan - TTCF Member
Tony Saxton, TTCF Director of
Technical Support
Seatback Failure in a 340
Tony, last weekend in my 340A the seat
back failed as I settled into the pilot’s
seat. It would not maintain an upright
position and could not be adjusted with
the crank to do so.
I seem to recall reading something about
this problem, but could not find it in
my MEB/OA file (perhaps I read it in
TTCF?).
I would really appreciate any info you
could provide about the problem and a
recommended fix.
Many thanks, Steve - TTCF Member
Steve, the seat back angle failure is
very common and is addressed by
the addition of support straps. This
modification was announced in Cessna
SB MEB89-3R1 “Crew Seat Back
Reinforcing by strap #0890017-1
installation”. These straps will keep the back from
breaking again.
Tony Saxton - Director of Tech Support
TTCF
310 Q Maintenance Manual Revisions?
Tony, I have a Cessna 1972 310Q Model.
I have the full volume of both the
maintenance and service manuals, but
the last updates are from 2000. Is there
a way to get the updates since that date?
18 | TWINCESSNA.ORG
Stan, We receive similar requests
frequently. Here is current situation. The 1972 310Q had a service manual
that was originally not protected by
copyright laws and the original manuals
are available through various suppliers.
However, starting in about 1975 the
manuals and their revisions were
protected by US copyright laws and
consequently are only available from
Cessna, or and authorized outlet (several
aircraft Data companies like Avantext
have a license agreement with them.) To get services from Cessna you will
need to go to www.cessnasupport.com
then you will need to register as a user. Following authorization you can access
the technical publications section to
order Tech Pubs. You can also call and
ask about individual paper revisions
which should be through and including
Rev 10 for your manual.
TTCF
Ron, this is a rather common failure
mode in the GTSIO-520 (and also IO
and TSIO-360) engines. Unlike the more
common 470/520/550 engines that use
forged ears on the cylinder head with
a shaft running through them to retain
the rocker arm, the GTSIO uses a shaft
with a retainer and then holds the
shaft down to the cylinder head with
two retention bolts. The reason for this
design is because the individual cast,
heavily angled, cylinder heads do not
allow enough room for the cast ears of
the 470/520/550 engines. Exhaust Valve Pushrod Ruptures Valve
Cover on 421B
Tony, attached are two photos of my
Cessna 421B “oil leak”! On the left
engine #1 cylinder, the exhaust valve
pushrod “poked” a pencil sized hole
in the valve cover. We were climbing
through 3,700 feet on an IFR flight
plan in VFR weather. We had taken off
from Monmouth, NJ (KBLM) and were
headed out over the ocean to DIXIE and
then the MANTA intersections. About
8 miles off the coast, oil started flowing
out of the cowling and down the wing.
We declared an emergency with McGuire
Departure and immediately returned to
KBLM. The oil pressure stayed in the
green and there was little or no engine
vibration. When we removed the cowling
we could see a bolt head had simply
“popped off”! Have you seen this before?
Ron - TTCF Member
Top: White arrow points to where a bolt
head sheared off a rocker arm retention
bolt. Bottom: The result was loss of engine
oil and an emergency return to landing.
My charter fleet of 421’s sporadically
had this problem and it was caused by
a couple of reasons. Improper torque or
improper engagement of the retention
bolts allow the shaft to wobble slightly
on the cylinder and will ultimately
“cut” the retention bolt. This occurred
to me with a set of rebuilt cylinders that
didn’t have all of the blasting media
removed from the bottom of the bolt
holes. When installed, the bolts dead
ended against the media and came up
to torque but didn’t pull the shaft down
perfectly tight. We had 2 such failures
before we figured it out. Additionally
we experienced a run of improperly heat
treated bolts (this was 15 years ago so
probably not the problem now) which
would stretch to failure under load.
Another potential cause can be if the
valve sticks for even an instant, the
resulting load of the push rod/lifter can
break the retention bolts. I would investigate thoroughly to find
the cause so that your other cylinders
don’t experience the same type failure.
Tony Saxton Director of Tech Support
TTCF
310I Underwing Exhaust Modification
Tony, I’ve about finished my 310I..
great airplane..but I want to change
the exhaust to a simple straight drop
(basically a 90 elbow ) at the 1st joint.
Any thoughts on how I can accomplish
this? I don’t like the heat and corrosive
gases traveling under the 50 yr old
wings.
I disassembled the augmenter tubes at
annual. It was not a pretty site. Thanks
in advance.
Gene - TTCF Member
Gene, at this writing there is no
available STC for this type of removal
or exhaust modification. I have seen one
aircraft in 30 years that had this done,
but when I ask about approvals the
description got very vague and nothing
was ever offered, which led me to believe
that none existed. Such a modification
may be possible with a field approval
but with the recent formalization of the
field approval process it would best to
confirm with the FAA in advance that
the modification would be acceptable.
Sorry, but I do not have any paperwork
that would help in this process.
TTCF
(continued on nex page)
r eaders write
340 Bridle Cable Tensions
Tony, I have a 1981 Twin Cessna 340A
(1264) with an ARC 400B autopilot and
no flight director. I would like to verify
the bridle tensions for the elevator,
aileron and rudder. I can’t seem to find
them anywhere.
Also, the current aileron bridle
tension is only about 1 pound and the
turnbuckle is at the shortest setting. Is
it appropriate to shorten bridle cable to
get into a higher tension range?
No problem with roll axis but there is
some pitch instability. Thanks!
Fred, TTCF Member
Fred, the proper tension is in the
autopilot installation manual. It’s 1215 lbs. It would be OK to shorten the
cable but be sure to check full travel and
also check the pulleys aft of the servo to
make sure they are OK. I have seen some
problems with these pulleys. Tony Saxton - Director of Tech Support
TTCF
gun has been found other than faulty
heat treatment on lifters (Continental
AD note) and RAM recommendations
against use of Aeroshell 15W/50. I don’t
believe the fuel regulator is a problem
but may just be out of adjustment for
takeoff/climb furl flows.
Tony Saxton - Director of Tech Support,
TTCF
Scott - TTCF Member
Scott, I agree with your cylinder shop.
We have also been seeing a lot of issues
with the ECI cylinders. I contacted
ECI recently and they told me they
redesigned their cylinder in Feb, 2011.
I have no idea if the new style cylinders
will fix the problem or not. The spalled
lifters have also been and ongoing
problem for years and no real smoking
20 | TWINCESSNA.ORG
The engines do not run well with the
fuel pumps on LOW. They seem to be
getting way too much fuel. I already
understand that running the pumps on
HIGH is a no-go unless the mechanical
fuel pump fails.
How to Remove a 310R Sniffle Valve
Tony, I hope I’m wrong, but it looks like
to remove and replace the main tank
sniffle valve on my 310R, I will need to
remove the adapter plate that the fuel
cap locks into, reach into the tank, and
hold a ‘nut’. Is this correct?
Dennis - TTCF Member
414 ECI Cylinder Problems
Tony, I have a 1978 C414A with a Ram
VII conversion that was done 5 yrs ago.
The engines had about 500 hrs on them
when they began to fluctuate while in
cruise flight. My mechanic noticed some
fuel leaks and, while inspecting the
engines, found 5 cracked cylinders and
the and the intake valves all hammered.
Upon further inspection he found some
of the lifters spalled. Our concern is with
the ECI cylinders. One cylinder repair
shop said that ECI is having quality
issues. He also said I may have a fuel
problem with the fuel regulator. Do you
have any thoughts on this?
(Reno). Field elevation is 5050. The
POH calls for aux pumps to be on LOW
for take off, landing and various other
conditions.
Removing a sniffle valve involves removing
the fuel cap adapter plate and reaching
into the fuel tank to hold the nut.
Dennis, yes that is correct.
Tony Saxton - Director of Tech Support,
TTCF
421B MEB88-3 Fuel Pump Issue
I manage and fly a 421B. It looks like
MEB88-3 Rev 2 is not fully
complied with and only a
partial set of compliance
steps were taken. The
switches are low-off-high
but are NOT the larger,
lock out switches that I am
used to seeing. My shop
is working to resolve this,
but since I am PIC....I need
some clarification. There
might be other factors on
this aircraft.
I operate out of KRTS
Will the MEB88-3 take care of the
engines running correctly with the
pumps on LOW like my shop is telling
me?
David - TTCF Member
David, I would at first confirm that
MEB88-3 is complied with properly and
in it’s entirety. If all or some portion of
the original system was retained then
it could be operating somewhat like
the original system and the sensor may
somehow be allowing the pump to run in
the high mode. Second thing that could be causing
the rich fuel is the aux fuel pump low
adjustment. The low setting is derived
by lowering the voltage to the tip tank
mounted pump, running the electrical
through an adjustable dropping resistor
located under the pilots seat in the
pedestal. The 421 maintenance manual
gives a detailed description of how to
accomplish the resistor adjustment in
the Fuel System section. Additionally, if the above aux pump
setting is correct, the engine driven
fuel pump Low unmetered pressure
setting, or the idle mixture could be
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R e aders Write
set too high. This is an engine set up
issue and the procedures can be found
in Continental Service info SID973E available on line at http://www.
tcmlink.com/pdf2/SID97-3E.pdf If these
settings are too rich, the rich running
will be exacerbated by the addition
of the even the correct low aux pump
input.
TTCF
310F Fuel Flow Problems
Tony, we have a 1961 310F. The fuel
flow at idle, with boost pump off, is
600-700 RPM and 5.5 GPH. It should be
2-4 GPH and we are getting some back
firing. If we try to lean at idle to reduce
FF, the engine will quit. At full take off
power the FF is 18 GPH (should be 21
GPH). We’ve had the left engine driver
fuel pump checked and it is properly
set to Continental specs. Do you have
any ideas on how to adjust this issue?
Thanks.
Dave - TTCF Member
Dave, this could be various things in the
fuel system. The fuel divider could be
sticking and not opening properly. The
fuel/air controller inlet screen could
be plugged. The mixture or throttle
control may not be going full travel. The
turbo interconnect reference lines to the
various components could be leaking
causing a drop in reference pressure. I
would start by doing a detailed visual
and reference system leak check, clean
the fuel/air control screen, and then set
up the engine per Continental service
bulletin SID97-3E available at http://
www.tcmlink.com/pdf2/SID97-3E.pdf.
TTCF
421 Case Crack
Tony, we had been loosing some minor
amounts of oil for some time one of the
GTSIO 520‘s on our Cessna 404. It was
originally diagnosed as coming from the
prop governor and not declared a major
issue.
Oil consumption was steady below ½
22 | TWINCESSNA.ORG
quart but after landing I regularly had
to clean the cowling because of a slight
S-curved trail of oil.
The engine ran smoothly for months
but during last flight I noticed slight
vibrations and a steady thick S-curved
trail of oil outside the cowling which
motivated me to insist on a more
thorough check at the shop. They found
a crack on the right front side of the
engine case.
Checking oil consumption showed that I
lost 10 quarts of oil within 3 hours flight
time…
Do you have experience with such
damage, what could be a possible
reason? What are my options – repair –
exchange - buy
a new engine? Thanks for any feedback.
Hans - TTCF Member
Hans, this case cracking is a rather
common occurrence in GTSIO 520
engines. This is the third correspondence
I’ve had this month concerning this
problem. Refer to the March 2010
issue of The Twin Cessna Flyer (on our
website under Back Issues on the online
Member Forum) for an article that
details the causes for case cracking. The
bottom line is these are generally not
pilot induced. They just happen.
Repair is limited to engine disassembly
and replacement of the case with a
serviceable case assembly, overhauled
case, or a new case. I don’t know what
the situation for engine overhaul is there
in Europe but if you intend to have this
done in the US, it may make more sense
to simply have a complete exchange
overhauled engine delivered. I would
not hesitate to specify a “new” case if
this route is chosen. This will reduce
your chances of another case cracking
incident prior to engine TBO.
TTCF
421 Cowl Mounted Landing Light
Tony, I enjoyed reading about Robert
Johnson’s experiences with his new
421. What is that landing light mod in
his right engine cowl? Do you know who
makes it? Thanks.
Colin - TTCF Member
Engine cowl mounted landing lights are
an excellent mod available for the 421
through Johnson Aircraft.
Colin, the cowl lights STC comes
with the plastic mount and bulbs plus
paperwork. It’s available from
Johnson Aviation
Tyler Texas 903-593-43434
http://www.johnsonaviationinc.com
A nice addition is another STC is the
powerpulse light controller to be able to
flash control these lights. It’s available
from LoPresti Aviation. It’s an easy
installation and relatively cheap. See:
http://loprestilb-783830473.us-east-1.
elb.amazonaws.com/products/good-allmodels/powerpulse-powerpulse
Tony Saxton Director of Tech Support
TTCF
Dim Gear Lights on a 421B
Tony, why are my 3 green gear down
lights on my 421B so dim? They are
barely visible in daylight.
Ted - TTCF Member
Ted, these lights have a dimming
capability that is controlled through
the day/night switch. Does flipping the
day/night switch change the brightness
AirVenture
executive,
Chris
D’Acosta, was
brought in as
the new CEO.
New money,
Encouraging
experienced
developments at Swift
management
Fuels coupled with an
and, finally,
official FAA testing
an approval
program improve the
process from
outlook for a substitute
the FAA
fuel for 100LL.
earlier this
year greatly improve the odds that
we’ll have a satisfactory solution to
the 100LL problem. And on a parallel,
but also important track, GAMI
continues the testing of its new fuel,
G100UL, with the goal of creating
STC’s for particular aircraft and engine
combinations. Slowly but surely, our
industry is working its way towards a
fuel substitute for 100LL.
Meanwhile, the engine makers have
clearly chosen diesel engines for their
newer markets. Continental CEO Rhett
Ross made an announcement about the
progress of their new line of diesels
which are being developed primarily
for the Chinese market. He was careful
to assure owners of legacy aircraft - usthat we are not
being abandoned
and that they
will devote
the necessary
resources to
keep us flying
in the future.
Exactly what that
means remains
to be seen. In
the end, it’s all
about money.
If Continental,
or anyone else
for that matter,
can make money
by serving our
market, they will
do it. Given the
number of legacy
airplanes still
Several new ADS-B
flying, and likely
receivers were
announced at Oshkosh. to be flying in
Above, Garmin’s GDL the decades
39 will display weather ahead, I believe
and traffic information that support will
be there.
on an Ipad.
24 | TWINCESSNA.ORG
Any exhibit, booth or forum that had
anything to do with an Ipad was packed.
Numerous new apps and accessories
were unveiled - way too many for me
to list here. I’ll summarize with my
observation about where all this is
headed. Before long, we’ll be able to
completely duplicate everything that’s
on our fancy glass panels on an Ipad
or other tablet computer. This will be
accomplished via wireless transmission
from the panel avionics (Bluetooth)
or by making the Ipad a stand alone,
self contained backup. The latter is
the newest development. Once again,
much of this is a trickle down from the
military. Avionics are being miniaturized
for UAV (drone) applications. Already,
transponders and even ADAHRS have
been reduced to roughly the size of a
cigarette pack.
The experimental market is also
producing some advances. I spent six
figures installing a new glass panel in
my Crusader. My good friend, Dennis,
who is about to finish building his
Sonex, flew to Oshkosh with me in the
right seat. As I was showing off my
panel to him, he was saying “Yeah, I’ve
got that on my panel too.” All noncertified, of course, but all at a tiny
fraction of the price I paid. That’s where
we’re headed. Avionics is the wild west
of aviation right now.
ADS-B options are improving. Free
weather in the cockpit is already a
reality and now, with some installations,
traffic is available. Sporty’s, Garmin,
Dual and others have new receivers
worth looking at if this interests you.
I already have Nexrad weather on
my panel but I’m very interested in
ADS-B traffic. Traffic information is the
complicated part of ADS-B. And it’s still
evolving, so I’m going to wait a little
longer for things to settle down before
making a purchase.
These days, AirVenture is mostly a
working trip for me. In addition to the
Forum and lunches, I have meetings
with advertisers and individual
members. The result is little free time.
But there is always some interesting part
of the trip that occurs serendipitously.
This year, because of our campsite’s
proximity to the Hilton, we found
ourselves eating breakfast there every
Aviation celebreties come to AirVenture
for the same reason the rest of us do: to
celebrate aviation and our freedom to
partcipate in it. Astronaut and 421 owner
Gene Cernan was spotted this year. Photos
courtesy of NASA.
morning. The food was good, but the
people watching was great. There are
always a handful of aviation luminaries
at the Hilton who seem to enjoy just
being one of thousands of other aviation
nuts. For the most part, people politely
just leave them alone. How nice that
must be for them.
One morning, Apollo astronaut Gene
Cernan sat down near us for breakfast.
Sitting that close to a man who actually
walked on the moon - the last man to
do so - made my spine tingle. I was a
teenager during the Apollo expeditions
to the Moon of the late 60’s and
early 70’s. I followed them closely on
television but I also had the opportunity
to experience the launch of Apollo 14
in person. It was one of the highlights
of my life. The Saturn V remains to this
day the largest rocket ever launched.
It was huge, taller than a football field
is long. My buddies and I were almost
10 miles away but when the five F-1
engines lit off, the ground shook. Eight
million pounds of thrust will do that.
I later had the opportunity to watch
a Space Shuttle launch from a much
closer VIP site. The shuttle put out
more smoke and fire due to the solid
rockets, but at half the size of the Saturn
V, there was no comparison for sheer
brute power. What it must have been
like to ride the Saturn V - to the moon!
I thought about all this as we ate our
R e aders Write
Even properly operating
landing gear lights can
be hard to see in direct
sunlight.
level of the
lights? In
the day
position, the
lights have
full system
voltage
(27 volts)
through
them and
the gear
switches
provide a
direct ground. It would be possible to
jumper power directly to the gear light
module to make sure that the lights do
work. This wiring is a little complicated
but it is well documented in the
maintenance manual. Have a mechanic
look through the system if no change
in brightness occurs with the day/night
switch.
All this said, even with correct
brightness, with direct sunlight on on
( c o n t i n u e d f ro m p a g e 2 2 )
the module it can be rather difficult
to see. In several aircraft I have seen
homemade type sunshades placed
around the upper edge. (If you try this,
make sure the lights are visible from the
standard seated position).
TTCF
340 Locker Aux Tank Transfer Light
Stays On
Tony, I have a 1980 C-340. It has one
locker aux tank in the right nacelle. The
transfer pump works, but the indicator
on the panel does not function properly.
The light comes on as soon as I begin the
transfer and basically stays that way.
The fuel clearly is being transferred, but
the light never goes off. As a reference,
can you tell me how long it takes for
that pump to transfer the 20 gal of fuel?
Thanks
Jon - TTCF Member
Jon, this light is activated by a pressure
switch (#9910312-1) which simply senses
the increased pressure in the line. The
voltage that activates the pump also
goes to the switch and will turn the light
on and then as the pressure increases it
turns off the power to the light. At the
end of the transfer, the pressure drops
and the light again illuminates. It has
no control over the pump itself. The
problem you describe is a common fault
and it is usually in the pressure switch
itself. Occasionally the fuel pump is also
a problem with it dropping in pressure
enough to not activate the switch.
The pump (an old number of
476411) current # 6508092-1 lists
for $706.00. Now the bad news: the
switch is part # 9910312-1 and lists for
$5,849.00. As you might imagine, this is
a problem many people choose to simply
live with.
The pump should transfer the fuel in 45
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airventure review
(cont. from page 24)
best craftsmanship.
Above and Left:
AirVenture is a
perfect venue for
the earliest Twin
Cessnas: straight
tail, pre-1960
310’s. There are
always a number of
homebuilders and,
as far as I can tell,
they are still the
centerpiece of the
show. I believe
they always will
be. It’s where
so much of the
innovation occurs,
as well as the very
A final thought: One thing
that always strikes me
about AirVenture is the
number of foreign visitors.
They come to Oshkosh
to see what they can’t
see anywhere else in the
world: people pursuing
their aviation dreams, not
for some useful purpose,
but just because they want
to. Who cannot admire
someone who spends years
building or retoring their
dream airplane? We go
to Oshkosh to celebrate the passion
embodied in these varied aviation
pursuits.
It’s tempting to settle for detached
contentment in life, particularly as we
get older. But, as one gentleman put it:
“There is, it seems to me, a vast
difference between detached
contentment and fully connected, sheer
bloody mind blowing happiness.”
For me, this is what Oshkosh is all
about.
pancakes and nursed our coffee near this
special man. And the kicker to it all is
that astronaut Gene Cernan is also one
of us- today he flies a Cessna 421C.
The homebuilders say AirVenture is not
what it used to be- a fly in convention
for experimenters. They say this is
particularly true since Rod Hightower
took over from the Poberezny’s. I’m
not privy to EAA politics, but from my
perspective, AirVenture is as good as
ever and it’s not that much different
from the first one I attended in 1978. The
tube and rag aircraft have been replaced
by sleek composites. The airshow acts
are downright amazing. No one could fly
an airplane sideways back then, or make
it tumble end-over-end. But the thrust
of the show is the same: a place where
people who love airplanes can come
together and immerse themselves in all
forms of aviation. It started with the
m e m b e r s h i p a p p l i c at i o n
Supporting Twin Cessna Owners Worldwide since 1988
P.O. Box 12453 Charlotte, NC 28220
Application for Membership
1. __________________________________________________ Date: ______________
Name (First, Middle Initial, Last)
2. ______________________________________________________________________
Address
3. ____________________________ / _______ / _____________________
City
State
Zip + 4
4. (________) ________________ Email: ______________________________________
Area Code Phone
5. ____________________ / ______________ / ___________________
Airplane Model
Serial #
Registration #
6. Check Membership Desired:
____ 1 year @ $75 ($90 international)
____ 2 years @ $135 ($165 international)
____ 3 years @ $200 ($240 international)
7. Credit Card ____ / ____ / _____/ _____ / _____________________________
Visa MC Amex Disc
Number
________________________ / ___ - ____ / ________________________
Name on Card
Exp. Date
Signature
Please fill out and fax to: 801-515-8354
or email to editor@twincessna.org
28 | TWINCESSNA.ORG
Readers Write
to 60 minuets dependent on the health of
the pump. Tony Saxton - Director of Tech Support
TTCF
421 Fire Warning Probes
Tony, the fire warning light started
flickering on my last flight in our 421C.
There was no evidence of a fire or heat
under the cowl. The airplane is being
annualled and our trustworthy mechanic
says two of the heat probes are out.
He has priced them from Cessna, part
#17343-61-450, at $6,100. What do you
suggest?
[picture 421 fire warning lights]
William - TTCF Member
William, unfortunately that’s the price
for these probes. You may try find
them used at various salvage places
or, since this is purely an optional
system, it could be removed and
deactivated. Frankly I have found the
detectors to be of very little value,
having seen several in-flight fires
with no activation of the warning
light. Unless the flame happens to
blow directly on one of three probes
(not likely) they will not trigger. In my
personnel opinion, I certainly would not
spend $10,00 or $12,000 to maintain this
rather ineffective system. Tony Saxton - Director of Tech Support
TTCF
Tempest Responds: “You Left Out Our
Specs”
I was very disappointed at the
response Tony Saxton provided to one
of your readers in the July 2012 issue,
regarding which oil filter is best...I
would like to clarify the features of
the Tempest oil filter which Mr. Saxton
chose to omit from his response.
Tempest filters feature:
1. Higher burst strength – up to 700
psi
2. More filtration media
3. The first to utilize a by-pass valve
which meets TCM’s spec of 12-14
psi
4. The only filter with a PC housing
which prevents the restriction of
oil outlet should a by-pass valve
fail
5. The only filter to incorporate a
magnetic filtration system which
collects ferrous materials that may
pass through other filters
6. The only filter which utilizes an
O-ring in our positive anti-drain
back system, preventing drainage
between the base plate and gasket
7. Lastly, Saxton references the
benefit of better installation
clearance, and yet never
acknowledges the Tempest Dash
II filter, which has been in the
market for several years and
provides the greatest amount of
installation clearance
Clarification of the facts in a future
issue will be greatly appreciated.
Sincerely,
John Herman
Vice President, Sales & Marketing
Tempest Plus Marketing Group
Editors
Note: We are
fortunate to
have two major
companies
competing
for our oil
filter business.
Tony has said
frequently in
the past, the
field service
record of both
Tempest oil filter
Champion
specs and features are
and Tempest
impressive, plus they
oil filters are
are slightly cheaper
similar. Because
than the competition.
the Tempest
filters are less expensive, the nod goes
to them.
Is It Necessary to Balance Opposing
Cylinders?
Tony, on my 303 (Engine: TSIO-520AE) during a recent compression test,
we found the number 2 & 4 cylinders
had leaking exhaust valves so, we are
replacing both cylinders with new and
overhauling one of them for a standby cylinder. While we were waiting
on new cylinders. We found cylinder
#5 on a TSIO-520-AE with a green
stripe painted on it. Presumably, it
was bored to .015 however I have been
told that the #6 cylinder opposing
it should have also been bored .015
to “match” the #5. I have also heard
that it shouldn’t matter. What is your
opinion? Thanks.
Robert - TTCF Member
Robert,
because of
the oversize
piston, the
weight is
heavier for a
P.015 bored
cylinder.
Therefore it
is common
practice
to install a
Precise balancing of
P.015 in the
opposing bay opposing cylinders is not
necessary when replacing
to achieve
a cylinder. These are not
the proper
Formula One engines.
rotational
balance. However due to the low
RPM’s of these engines it is not as
critical as one might expect. Weight
differences in opposing cylinders are
allowed (e.g. the TSIO550 allows 1/2
ounce or 14.175 grams in opposing
bays.) I have been told by the former
TW Smith engine company that
“there’s nothing ‘balanced’ about the
the opposing cylinders due to the
one side firing while the other maybe
creating a suction for the intake”. They never made a big deal out of
keeping things balanced.
While this would not be a standard
practice, I would also say it’s likely
no harm has been done to the engine.
I have seen this multiple times in
the past with no apparent problems.
Rectify the issue and inspect and push
on. Tony Saxton - Director of Tech
Support TTCF
Classified Ads
Aircraft for Sale/Wanted
1955
Cessna
310 ONLY
$29,990!
N164G
s/n 35093,
4,520
TT. 190
SMOH left. 1,200 SMOH right; Hartzell
HC=C2YF-2CUF propellers, 190 since
NEW. Nice paint 3 tone blue over
white, nice blue tweed interior, new
glare shield and carpet, newer ELT AK
451, KLX 135 GPS comm, portable
Oxy, portable intercom, KA-134 Audio
panel, KX 175B, KT 76A altitude enc.
transponder, KN61 DME KI 209 VOR
w/GS, annual due 5/12. Left carburetor
ovh 10/11, Fuel boost pump ovh 10/11,
new engine hoses Sept. of 2011, THIS IS
THE LEAST EXPENSIVE IN-ANNUAL
310 THAT I KNOW OF FOR SALE.
Looks and fly’s great! Call Mark Vallery
352-459-2231 or mark@proserverealty.
com
1969 T310P, 4387TT, 502/502 SRAM,
502/502 SN Props, Q-Tips, King Panel,
VGs, New Glass, Side Brace Kit, Lots
More TLC, Extensive Restoration, For a
complete list, call Bill (360) 907-7788
1972 310Q; 5528TT; 550/2242 SMOH;
McCauley 528’s, 209 SNEW; NDH;
Bendix Radar; 6 place O2 and Intercom;
KLN89B; Dual KX155’s W/Glide Slope;
KT76C; KR87; KN62; ARTEX ME406;
David Clark ANC headsets, 6 place
Intercom and O2, Pilot mask w/mike;
400 A/P; Dual Art. Horiz; All windows,
P&I in 2001; 163 Gal; Side Brace kits;
Pneu. Door Seal; Eng Htrs; Batt Minder;
Maint & Parts Manuals; Tow Bar;
$80,000.00, OBO. Email: raven100@att.
net
1974 Cessna T310Q , 4,025 TT , 1218
/1218 SMOH L37 R 502 , Full Deice ,
Nice P& I , Tanis , Oxy , Electric Door
Seal , VG,S , LO Thrust Detectors,GPS
GX60 ,w/Nav/Com Mac 1700 Nav/ Com
,KFC 200 AP w/ FltDir . ,KNS 80 RNAV
,JPI Eng Analyzer , Hoskins Fuel Comp.
WX-10 Storm Scope , Radar Alt. PMA
Audio , Co-Pilot Instruments , SS Steel
Fuel Xfeeds , NDH , always hangared.
Medical issue forces sale. 631-537-2132
flyhigh77@optonline.net
30 | TWINCESSNA.ORG
1974 C310 Q 6000TT, 600/600 SFRM,
250 PROPS, Full De-Ice, 163 gallons,
IO-470-V engines, Dual King KY-196
coms, Dual navs (King KNS_80 & KN53) King KT-76 transponder, King KCS55-A HSI, STEC 55X Autopilot, Bendix
Radar 160, 6 place intercom, Strobes,
Vortex Generator Kit, Clevelands, Bladders (2006) Northstar GPS 60.
Large Baggage door, New C&D Heater,
1627# useful load. $99,000. Call 337322-9006 Times approx. AC flying. No
Damage History; October ‘11 Annual. 1967 Cessna 320E S/N: 0006. TTSN 3457
hrs 1151/209
SMOH
Props 5/5
SPOH. Very
fast 1700 lbs
useful load.
Canadian
Reg.
Annual 29/04/2011. 3 Blade McCauleys,
electric boots, wing deice boots,
heated windshield. Oxy Bottle 2004,
New Janitrol Heater July 2006, New
Leather interior and Paint Jan. 2005,
6 seats pilot and co-pilot sheepskin, 6
plc. Extensive rework in 2004 all AD,s.
Always hangered, 800 Navomatic,
KX155, KY196, KT76A,KNS80 Rnav,
ADF, Northstar M2 Loran/GPS, Tanis
Heaters/Engine covers, Davtron,
Rosen Visors, VG,s Pictures Available.
$102,000 CDN Rob 780-918-9572, rob@
tegraconsulting.ca
1980 Cessna
340A RAM
IV - 4909 TT,
356/356 SRAM,
356/356 SNP,
G480, EX500,
800B AP/FD,
183-Gals, Fuel Computer, JPI EDM760,
Air, VG’s, K.Ice, March 2013 Annual
(WI) Asking Price $279,500. Call Jerry
Temple (972) 712-7302, www.jtatwins.
com
1981 Cessna 340A RAM VI - 4305
TT, 931/931 SMOH, 931/931 SPOH,
G530W/G430W, Dual GTX330, GDL69
WX Data, Color Radar, 400B AP/FD,
Altitude Alert/Pre-Select, 183-Gallons,
Hoskins, VG’s, Air, K.Ice, 4/2013 Annual
(TX) Asking Price $325,000. Call Jerry
Temple (972) 712-7302, www.jtatwins.
com
Want to Lease a 340: Albuquerque based
Single Pilot P135 340A Operator seeks
to lease a 340 for 3, 6 or 12 Months. No
Passengers . Early morning Medical Lab
Missions. Pro Pilot. JTA Trained. Call
Rodney Black at 505 280-6147
1978 Cessna RAM IV 414A Chancellor
- Non-Equity Partner wanted. Aspen &
Garmin equipped. Located in Northern
California. Contact: j.duckworth@
comcast.net for more information.
1980 Cessna 414AW RAM VII - 7825
TT, 154/154
SRAM, 154/154
SNProps, Strong
2007 P&I,
Dual 430Ws,
Sandel HSI,
MX20 MFD,
Radar, WX Data, STEC 55X, Alt. Alert,
RAM Winglets, R/STOL System, VGs,
AuRACLE 2120 Eng. Mgt. System,
Air, K.Ice, A Rare Big Cabin w/Short
Field Performance (OK) Asking Price
$525,000. Call Jerry Temple (972) 7127302, www.jtatwins.com
1981 Cessna 414A 6589TT, 58/578
SMOH, 58/66 SPOH, K-ice w/elec.
heated w/s, 2200 lb useful load, VGs,
factory air, 203 gallons, Bendix color
radar, newly updated Garmin panel
with GMA-340, GNS-530W WAAS,
SL-30, GDL-69, GMX-200 MFD, GTX330, GTX-327, ARC 800 AP/FD w/yaw
dampner and altitude preselect, HSI,
406 MHz ELT, new leather interior 2011
with sheepskins for crew, no damage
history, midwest based, heated hangar,
beautiful P&I, exc. maintenance.
Moving up to a Citation. $349,000.
Call Bob Joyce 402.871.5304 or bob@
skywerxaviation.com.
1973 421 B Roberston STOL, land &
T/O in 1700 ft, VG’s, 2400 TT, LE & RE
400, new 8 place interior 2005, always
hangared, Garmin 430W, full copilot
instruments, PS 8000, Sandal, + much
more, NDH, awesome performance, exc.
boots, 200 gal., extensive Annual, Pueblo
Co, (PUB), $169,000 David 719-650-8667
1978 C421CW, 5600TT, 650SFRM
1560SMOH, RAM, winglets, known
ice, 234 gal, GNS430s, GTX320, GTX
327, Sandel HSI, Radar, WX-10, KFD200/FD/altitude pre-select, Ryan
Classified Ads
TCAS, Radar
Altimeter,
and more.
2200 lb useful
load. A well
maintained personal aircraft. $165,000,
(252) 638-8000, whand@coastalnet.com
1981 Cessna 421C Golden Eagle – 4047
TT, 1247/1320 SMOH-576/563 STOP,
110/110 SPOH, G530W/430W, GMX
200, GTX 330/GTX327, Radar Alt., WX
Uplink, Color Radar, 800B AP/FD, Alt.
Alert, 234-Gals, Shadin, GEM, K.Ice,
Air (NY) Asking
Price $424,900.
Call Jerry Temple
(972) 712-7302,
www.jtatwins.
com
JTA E-mail Newsletter see www.
jtatwins.com to register to receive the
JTA Newsletter. Jerry Temple (972) 7127302 www.jtatwins.com
1982 Cessna 421C Golden Eagle - 4794
TT, 20 SMOH/1260 SMOH-285 STOP,
60/60 SPOH, 4-Blade MT Composite
Props, 262 Gals, Spoilers, VGs, Shadin,
GEM, G530W, King KFC 225 AP/FD,
Sandel Elec. HSI, GTX330, Radar,
Stormscope, Radar Alt. (CA) Asking
Price $475,000. Call Jerry Temple (972)
712-7302, www.jtatwins.com
Parts for Sale/Wanted
For Sale: Pilot’s Side Heated windshield.
9910049-9 left hand hot windshield. Fits
all models of 414, 421 and 425. Used like
new. 14,000. Call Tom’s Aircraft 800441-1485 or tom@tomsaircraft.com.
New Sair Corp 310
Cockpit Console
(Black). All Optional
Attachments.
$350.00. See www.
jerrytemple.net, Click
on Products - Misc.
Vendors. Call Jerry
Temple (972) 712-7302
Three “Like New” Bose Headsets with
Interface Plug, $500.00 each. Call Jerry
Temple (972) 712-7302
6th seat from 1968, Cessna 320 F. Beige
or off white vinyl, with both arm-
For Sale: Garmin
196 GPS handheld
navigator with yoke
mount. Lightly
used. They sell new
for $595. Buy this
one for $200 plus
shipping including
yoke mount. Call Bob at 704-910-1790
or rdt7@carolina.rr.com.
rests. Good Shape. Make offer. Ray:
rustyrays@gmail.com
421 Cleveland Wheel Assembly. P/N
40-135 (not the ‘A’ version. This is for
s/n 1220 & below). Condition is “as
removed.” Disc is below minimum
thickness; will sell the halves & spacer
separately. Each half list new at $700;
the spacer $200 new. Will sell assembly
for $500. David at 925-831-0200,
david@herrmannfinancial.com
For Sale: 1 Oil Pan
Heater. HotPadd
Model 47. 250 watts,
120 volts. Pad is 4 X
7 inches. FAA-PMA.
Adhesive already on
the pad. Never used.
$65. Call Bob at 704-910-1790 or rdt7@
carolina.rr.com
Wanted good “mid time” TSIO 520 B or
BB or C, basically, any TSIO 520 engine
series, which can be easily converted to
TSIO 520 B. No prop strike, or run out
core, etc. Call Amir 707-888-1111
Sunshields for 310Q - complete set.
Covers all windows including top one.
Snap in. Like new; will fit ’72 through
’74 and prob. others. Best offer. Chuck:
214-868-6770 or 972-263-9030 or
flyingbinc@aol.com
Flight Training
For Sale: 2 Ray Jay Turbochargers for
Continental engines. Model 325 E10-1;
part #642721; $1,000 ea. Contact Toby @
715-394-6624
Engine Instruments For Sale: 2 Oil
press/Cyl temp/Oil temp gauges
P/N 662019-0101; Shadin Fuel Flow
Indicator (Twin Engine) P/N 92053P;
Gemini Insight 1200 P/N 1200-001; Flow
Scan Model 201; Cessna Tach Indicator
P/N C6680160101; Cessna Manifold
Pressure (Twin) P/N 662026-0113;
Alcor EGT Indicator P/N 46155; 2 Tach
Transmitters P/N MS 25038-2; 2 each
tach generators P/N 22667×; Contact
Gabriel at 787-409-2859 or gips1934@
hotmail.com
For Sale: 24/28 Volt Prestolite
Alternator # AVL-901R for gear drive
large Continental engines. Never used
and still in original box. Cessna # is
same as 639229 and more. Cost $1,350.
Will sell for $800. Call Joe @ 925-6981377.
FOR SALE: Cessna 414 Fuel Selector
Decals. Strong, UV protected, color
fast,laminated self adhesive exterior
grade material. Match originals.
$50.00 / set. Bill Burger (775) 749-4043.
bill_burger@yahoo.com.
Cessna 300-400 Flight Training
Specialist. Multi-Engine Training, CFI
MEII, Lafayette, Louisiana, Call (337)
334-1444 or (337) 322-9006, airgary@
earthlink.net
Flight Training, Florida and south
Georgia, 300 and 400 Series Twin
Cessnas, 1,500 hours in type, 30,000
hours plus, 21,000 multi, call Charlie
(904) 233-7340
Insurance approved initial/recurrent
training in your Cessna 300/400 series
aircraft, ATP CFII, New England based,
will travel, call James Shepard, 207-4096906. kegl@maine.rr.com
TAS AVIATION,INC. Cessna 300/400
Series Training. Initial or Recurrent
flight training, In your aircraft, Flight
Reviews or IPC checks when you pickup
your aircraft or when we drop it off!!!
See article in March TTCF edition about
special 421 single engine training.
Call TAS Aviation at 419-658-4444 And
ask for Marla or Jim
Cessna 310 Flight Training based in NY.
Initial or recurrent flight
training in our or your aircraft. Call
Patrick Harris, (607) 644-5628
Cessna 300/400 series Flight Training
Initial and Recurrent in your aircraft
by ATP and Gold Seal CFI, CFII,
MICRO VORTEX GENERATORS
• Improved Safety
& Characteristics
• Improved Controllability
• Eliminate Vmca
• Gross Weight Increase
• Zero Fuel Weight
• Lower Lift Off Speed
• Lower Stall Speeds
• Saves Tires & Brakes
• 1 Day Installation
• Cessna Twin Micro VG Kits
$1950. to $2950.
Micro VGs are installed on the leading edge of the wings and on tail
surfaces and strakes are installed on the engine nacelles to help
keep air attached longer at slower speeds. This reduces the Stall
Speed, improves controllability, improves characteristics, creates
a more stable instrument platform and gives better aileron
response and rudder authority.
CESSNA 300 SERIES
310G, H, I, J, K, L, N, P, Q, 310R, T310R,
320B, C, D, E, F, 336, 337, 335, 340, 340A
(800) 677-2370
Vor tex Generator Technology
32 | TWINCESSNA.ORG
4000 Airport Road, Suite D
Anacortes, Washington 98221
(360) 293-8082 FAX (360) 293-5499
micro@microaero.com http://www.microaero.com
CESSNA 400 SERIES
401, A, B, 402, A, B, C,
411, 411A, 414, 414A, 421, A, B, C
Classif i e d s
MEI Based in the Southwest. Todd
Underwood http://www.findapilot.com/
Pilot-12523.html 623-202-6910.Todd@
atjeu.com
Wright Aviation: Initial Twin Cessna
FITS Accepted, Recurrent Twin Cessna
Training, Glass & TAA initial and
refresher, G500/500, GNS430/530, Aspen
visit www.wrightaviaiton.net
email info@wrightaviation.net
call: 480-203-0599
Insurance approved initial/recurrent
training in Cessna 340/414/421 aircraft.
Gold Seal and NAFI Master CFII/
MEI based Houston. Will travel. Gerry
Parker, 713-826-6663, gparker@pmkc.
com.
We Need
Your
Email
Address:
Cessna 300/400
Series Flight Training
Specialist. Insurance
Approved Intial and
Recurrent flight training
in your aircraft. Discounts
for TTCF Members. Call
Neil Meyer, (320)743-3811
www.aviation
enhancements
.com
Cessna 300-400 Series
Flight Training Initial or
recurrent flight training in
your aircraft. Call Jerry
Lunsford, (817) 480-8866,
jerry@planetexans
.com
Visit the TTCF Online Store
•
•
•
•
Books
Clothing
Supplies
More
Watauga Flight Service
located in Elizabethton,
TN. See our ad on page
29 and be sure to check
out the “Alway Learning”
section of our website at
www.flighttrainonline.
com. Contact me at dmoo@
flighttrainonline.com
We have
email
addresses for
about
80% of our
membership.
If we don’t
have your
email
address, you
are missing
out on
important
information
from us.
If you have a
concern
about
privacy, rest
assured that
we do not
share the
TTCF email
list with
anyone.
Aviation
Oxygen
Systems
Masks and Cannulas
Portable Systems
PM
App A
Built-In Systems
rov
Par t ed
s
Retrofit Kits
Emergency Systems
Parts & Accessories
Celebrating
25
YEARS
as the
WORLD LEADER
In High-Duration Oxygen Systems
Phone (800) 237-6902 • www.aerox.com
34 | TWINCESSNA.ORG
Call for
Price
The
TWIN CESSNA
Flyer
SM
E n g i n e & S y s t e m s S e m i nars
W h e n : S e p t. 1 3 - 1 6 , 2 0 1 2
W h e r e : S a n ta B a r b a r a A i r p o rt
(KSBA)
S a n ta B a r b a r a , C A
Twin Cessnas have complex systems and powerplants. The best owners and pilots have an intimate knowledge of how their
airplanes are constructed and how they operate. Join fellow Twin Cessna pilots, owners and maintenance technicians at the
Santa Barbara, CA airport (KSBA) on Sept. 13 - 16 and get detailed knowledge about your airplane engines and systems.
It will make you a safer pilot as well as allow you to operate your Twin Cessna more cost effectively. More than 900 owners
and operators have attended these seminars in the past. You will not be disappointed.
Engine Seminar
Sept. 13 - 14
Systems Seminar
S e p t. 1 5 - 1 6
Topics Covered:
1. Engine Nomenclature
2. Engine Cooling
3. Ignition
4. Engine Oil
5. Periodic Maintenance
6. Fuel Injection
7. Turbocharging & Exhaust
8. Engine Support Structure
9. Engine Overhaul & Repair
10. Engine Operations
Topics Covered:
1. Introduction
2. Landing Gear
3. Fuel System
4. Electrical System
5. Environmental Systems
a. Heater & AC
b. Pressurization
6. Flight Controls
7. Type Certificates
8. Corrosion
This seminar covers TCM O-470 through
IO-550 and TSIO-470 through GTSIO-520
engines.
All 300 and 400 series piston-powered Cessnas are covered.
B en efits inc l ud e :
14 hours of classroom instruction for each seminar
Hands-on instruction with actual aircraft parts
A detailed Training Manual & Reference Guide
Cost: $495 for either semin ar or $ 9 0 0 for both.
For Details and To Register:
Visit www.twincessna.org or call us at 704-910-1790
The
TWIN CESSNA
Flyer
SM
P.O. Box 12453 • Charlotte, NC 28220
www.twincessna.org
Mark Your Calendars!
Twin Ces s n a s y s t e m s &
engin e S e m i n a r
s a n ta b a r b a r a , c a
September 13 - 16, 2012
Se e Pa g e 3 5
and
visit www.twin c e s s n a . o r g to R e g i s t e r

The Flyer - Twin Cessna Flyer

Transcription

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