april 2013 twin cessna flyer · the twin cessna flyer • april 2013 | 3 ... website as well as...

april 2013

Supporting Twin Cessna Owners Worldwide since 1988

featuring:

VIRGIN ISLANDS 340Thinking of buying a 340?

Flight Training: The other 98 percentTTCF Fly-in Convention

readers write And much more...

TWIN CESSNAThe

Flyer

Supporting Twin Cessna Owners Worldwide since 1988

THE TWIN CESSNA FLYER • APRIL 2013 | 3

from the editor

Upcoming Defiance Seminar, Fly-In

Convention in June, new website,

Graduation Day and more.

Virgin Islands 340 Imagine commuting weekly between

two tropical islands in your best-

in-class 1977 340A? That’s what

member Adam Shapiro, a doctor in

the U.S Virgin Islands, does. Read

about his extensively upgraded air-

plane and learn how he uses it travel

between his island offices and to the

U.S. mainland.

Thinking of buying a 340?Why is the 340 such an ideal step up

airplane for owners of high perfor-

mance singles and non-pressurized

twins? One reason is that given the

extensive modifications that are

available, the 340 is unmatched in

its class for performance and value.

This article looks at the capability,

performance and cost to own this

remarkable machine.

4

6

fly-iNconvention update

Flight Training: The other 98 percentThe most dreaded emergency for twin

pilots is losing an engine, especially on

takeoff. We train for it extensively, as

we should. But statistics show that most

accidents occur due to other causes.

Member and CFII Guy Maher says our

training should be designed to address

these causes and not just the relatively

rare engine out scenario.

Readers Write421 wheel bolts, fuel selector placards,

oil priming a GTSIO, replacing interior

insulation, heated fuel manifolds,

exhaust valve failure and much more.

TTCF Seminar at Continental MotorsCheck out our pictures from this

phenominal seminar. A HUGE thank

you to Continental Motors for hosting us

and showing us a good time.

classified Ads

upcoming Seminar Information

The Twin Cessna Flyersm

P.O. Box 12453Charlotte, NC 28220Phone: 704-910-1790

Email: [email protected]: 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 $75 ($90 international), which includes a one-year membership in The Twin Cessna Flyersm owners organization.

The Twin Cessna Flyer is not affiliated with or sponsored by the Cessna Aircraft Company.

Twin Cessna owners and operators are encouraged to submit articles and pictures for publication. Once submit-ted, the articles and pictures become the property of The Twin Cessna Flyersm and cannot be returned. The act of making a submission for publica-tion is an express warranty that the submitted material does not infringe on the rights or copyrights of others.

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.

The twin cessna flyer advisory committee

Larry A. Ball, New Haven, IN

Anthony R. Saxton, Defiance, OH

Jerry Temple - Dallas, TX

Cover article photo by Bob Thomason. Editing Assistance provided by Erin Bacon.

Copyright 2013, The Twin Cessna Flyersm. All rights reserved.

TWIN CESSNAThe

FlyerSM

Features

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34

10

14

16

30

39

4 | TWINCESSNA.ORG

from the editor By Bob Thomason, President TTCF

website lately, I hope you like the new look and additional features. Here are some of the improvements, features and tips:

• You can now set your own password for Forum access; the system assigns your Username which is normally the first initial of your first name and your last name followed by a number (1,2,3...depending on the number of duplicates). For example, the username for Bob Thomason is bthomason1, assuming I was the first “bthomason” to register.

• You can manage your own Membership record. For example, if you have a change of address or contact information, you can log in and make the change.

• We are working on being able to display a FlightAware feed on our home page that will show all Twin Cessnas in flight at any given time.

• Also on the home page, you’ll be able to see the most recent Forum posts so you’ll know what members have been discussing recently. Then, you can jump right in and add your two cents!

• Pictures: we’ve posted pictures of beautiful Twin Cessnas on several pages throughout the site. Send me yours so we can add them!

We are still making improvements so I continue to ask for your patience. If you experience any difficulties or have

Seminar Update

Our February seminar at Continental Motors in Fairhope, AL was a huge success. It’s hard to imagine how Continental could have treated us any better, from the fascinating factory tour to the great food. Thank you Bill Ross and team at Continental! See the pictures on page 30.

Up next is our annual seminar at Tony’s shop in Defiance, OH (KDFI) on May 2 to 5. If you have never been to a TTCF Systems or Engine Seminar, consider these testimonials from recent attendees:

“I have been flying Twin Cessnas for 26 years and I think I learned more this weekend than I have the entire time I’ve been flying them.” - Larry, TTCF Member

“[Tony] I’ve been to quite a few factory schools, safety seminars and formal training sessions over the years, and the four days I just spent with you... were more valuable and relevant than any similar event I’ve attended in 30+ years of flying and owning airplanes.” - Kevin, TTCF Member

As Dave Barry says, I am not making this up. Yes, we are “selling” the seminar but I can promise you that attending the seminar will make you a safer pilot and save you money. It is a must do for every single Twin Cessna owner and pilot. See page 39 for more information.

Fly-In Convention Update

We continue to add activities and sponsors to our Fly-In Convention that will be held at the Hilton Doubletree Hotel at the Mid-Continent airport in Wichita, KS June 27 to 29. Here are five key reasons why you should attend:

1. Heartheworld’sexperts discuss Twin Cessna safety, maintenance and operating techniques.

2. MeetotherTwinCessnaowners, see their airplanes and show off yours.

3. Seethelatestandgreatestproducts offered by Twin Cessna vendors - shop for upgrades.

4. Showyourspouseorpartneragoodtime: tours, classes, great food and even a Pinch Hitter ground school.

5. At$499,it’sadeal! This fee includes Radar Training International’s renowned radar course on Thursday. You’d normally pay much more just to attend this course.

See page 14 for more details. You can also find complete information on the website as well as Registration Forms. If you have any questions, feel free to call me at 704-910-1790. Don’t delay. Registernowtoensureyougetaspot. Interest is strong and we could fill up.

Website Upgrade

If you’ve been on the

Our Spring seminar at TAS is always one of the best. Join us in Defiance, May 2-5.

Be sure to let us know what you think of our new website. It’s at the same address: www.twincessna.org


(continued on page 9)

suggestions for improvement, please contact me.

Swift Fuel Webinar

On March 28, representatives of Swift Fuel led a webinar on recent developments with their fuel, 100SF, which is being developed as a replacement for 100LL. If you missed it, a recording is available on the online Forum under the “Webinar Replay” section. Check it out.

Graduation Day

I recently passed the 200 hour mark in my Cessna T303 Crusader. Why is this important? Because it reduces my risk score by 5 points on the TTCF Flight Risk Assessment Tool! It is item #1 on the tool and assigns 5 points to a pilot who has less than 200 hours in type. This is the maximum possible score for an individual item and fully 20% of a “No-Go” risk level, according to our tool.

FRAT. Would I make those flights under the same circumstances now? Possibly, but what’s really important is that I have become a safer pilot. It didn’t magically happen at exactly 200 hours, but there is no question that I now know my airplane and its systems much better than I did with fewer hours. Here’s one example. When I got my 303, I continued to use the engine management techniques that I used in my 421. One

In the February issue, we presented a study of 421 and 414 engine failure accidents. The data from the study showed a total of 93 accidents due to all causes during the most recent 10-year period. Of these, 58 included a listing of time-in-type for the pilot. Of these 58, 27 involved pilots with less than 200 hours in type. Stated differently, 47% of the accident pilots during this 10-year period for which flight time was known had less than 200 hours in type. It is clearly a period of increased risk for a pilot.

In the past 17 months that I’ve owned my 303 I have postponed two flights during to high risk scores on the TTCF

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Virgin islands 340

I always get a flood of questions from fellow Twin Cessna owners when I tell them I’m based in the Virgin Islands. They’re intrigued by the exotic location but they also seem to be interested in my extensively modified RAM VII 1977 340A. I thought I’d write this article to answer some of questions I often get and also tell our membership about my 340.

I am an otolaryngologist- a head & neck surgeon specializing in ear, nose, throat and sleep problems in St. Thomas and St. Croix in the U.S. Virgin Islands. I tell people I have the most beautiful commute in the world. I use my 340 to fly back and forth between offices on a weekly basis. My wife, Pam, as well as our kids, Benjamin and Zara, love zipping around in the airplane. We use the 340 as the family station wagon, going back and forth to Puerto Rico and other nearby islands.

But before I tell you more about our airplane and how we use it, let me back up. I learned to fly in 1989 in Saratoga Springs in Upstate New York. I went on

by Adam Shapiro, TTCF Member

to obtain an instrument and commercial ratings as well as a multiengine land and single engine seaplane endorsements. I pursued flying because of my love of travel that involved moving in three dimensions. There’s no place I’d rather be than up in the sky. Flying is my #1 passion- so much so that I am currently enrolled in the Master’s of Aeronautical

Science program at Embry Riddle.

My first airplane was a share in a Socata TB-20 Trinidad in Northern Virginia back in the mid 1990s. In 2002 we moved to the Virgin Islands and shortly after had a share in a Cessna 337 Skymaster. We enjoyed

the Skymaster, but soon outgrew it.

In 2009, I decided to sell the 337 and buy a 340 because of the increased room and faster speed. Of course, the sleek, sexy lines of the 340 compared to the Skymaster had nothing to do with it.

After I bought my 340, I immediately began the process of outfitting it for the type of overwater flying I do. My flying is not just back and forth between my

offices but also to other islands and to the U.S. mainland several times per year. These flights involve long overwater legs. I typically fly from St. Thomas to the Turks and Caicos or outer Bahamas and then on to Florida. My safety equipment consists of life vests and a Winslow covered life raft which I always have ready in the cabin baggage area.

I also

(continued on next page)

My home base in St. Thomas is in the middle of the Caribbean Sea. An airplane like my 340 is essential for efficient travel. In addition, there is no shortage of cool places to visit.

The 337 Skymaster was my first twin. The 340 was a leap up in capability.

(Above) I love the sleek lines of my 340. It looks fast and it is. (Right) With all the over water flying we do, I carry a full compliment of safety equipment that is always on board and ready for use. Fortunately, we’ve never had to use any of it.

I replaced all my external lights with LED’s, including the deice light on the engine nacelle.

“I fly my 340 about 150 hours a year...I

have the most beautiful commute in

the world.”


have an extra 406 MHz PLB, VHF radio and portable Marine Radio and I am happy to report that in all my years of over water flying, I have never had an emergency.

If you take a walk around my airplane you’ll see some of the upgrades. First I’ve replaced all my lights with LED’s including the landing lights, navs, beacons, cowl pulse lights and even the deice light on the engine nacelle.

After the devastating earthquake in Haiti in 2010, I volunteered to conduct relief flights. The airspace around the island was crowded and rapid descents from high altitude were the norm required by the U.S. military ATC controllers. That experience motivated

me to install PowerPac spoilers. They have been a wonderful addition that completely takes the worry out of steep descents and “slam dunk” approaches. They deploy at the push of a button and can be used at any airspeed in almost any conditions. I’m convinced this mod really reduces wear and tear on the

engines.

At the back of my airplane, you can’t miss the APM aft body strakes. I installed these last year. While I didn’t quite get the advertised speed increase, they did increase inflight stability and I’m sure in an engine out situation, they would reduce adverse yaw. On the whole, I am very happy with them.

My panel has been upgraded by Jim Cook at Palm Beach Avionics with several key pieces of equipment, most notably a Garmin G600. The G600 is coupled to an STEC 65 with GPSS. And of course the synthetic vision feature of the G600 is nothing short of amazing. The panel also features a GDL 69A with XM satellite downlink weather.


Spoilers allow me to make rapid descents from altitude without harming my engines.

APM strakes increase inflight stability and will help reduce yaw should I ever lose an engine. Speed increase was minimal.

*? = “Although these items are not quoted, bear in mind that they are common areas of concern and may present a considerable expense.” Actual quote from Boutique Overhaul Shop

** Prices shown are averages and may be rounded up or down for simplicity. Visit us at

Aero Friedrichshafen - Hall A5-211

8 | TWINCESSNA.ORG

And I’ve discussed it with Bob - he would allow me to remain a member of TTCF, even if I fly a turboprop!

Virgin islands 340 (continued from page 7)

Unfortunately, the XM coverage ends about 500 DME from Florida, half-way to the Virgin Islands, so after that we are on our own- just like the old days. My center stack includes dual Garmin 430 WAAS’s, dual Garmin transponders (one of which is a 330 so I get TIS traffic), an Avidyne EX500 with TAWS-B, TAS 610 traffic, a TWX 670 stormscope, Shadin fuel flow and a JPI engine monitor. I have a couple of things you don’t often see on Twin Cessnas: a third comm radio (Garmin SL 40), a marine radio jack with a dedicated external antenna and an L3 Trilogy standby glass attitude indicator.

This little device (the L3) is something you often see in business jets, but not piston aircraft. It is completely self-contained and since it’s electric, should my G600 fail, I won’t be dependent on old style vacuum instruments. Moreover, I’m protected in the case of a complete electric failure since the L3 has its own built-in internal lithium ion battery. It was an

expensive addition, but I really enjoy the peace of mind it provides.

Lastly, I’ve added 120 volt AC power outlets in the cabin so passengers can run their electronic devices on our long overwater flights.

At the recent TTCF seminar at the Continental facility in Mobile, I heard Tony Saxton say that corrosion was the #1 enemy of Twin Cessnas and that it is especially severe near the coasts. Since I live on an island surrounded by the ocean, my airplane is especially vulnerable. Knowing this, I have always

taken several precautions and preventive measures with my airplanes. First, they are always hangared. As soon as I land in the Islands, we roll the airplane into a hangar as quickly as possible. Second, I do extensive anti-corrosion treatment at each Annual inspection (where, of course, they inspect for corrosion carefully). Finally, the airplane spends a couple of months each year in the U.S. during hurricane season. I usually fly the airplane to Texas or Kansas and leave it there from August until October or November. I have the Annual done and return when hurricane season is over to retrieve it. To date, we’ve had no major corrosion issues, so I feel my efforts are working.

I fly my 340A about 150 hours a year. It’s been a great airplane and I’ve had no major issues with it. I plan to continue flying it for some time but we all dream about our next airplane. Should I ever sell N222RD, I think I might get a 425 Conquest. We are starting to experience avgas shortages here in the islands and it has become very expensive - even more expensive than Jet A. And while I’ve never had an engine problem in my 340, the added reliability of turbine engines would be welcome when flying over the ocean.

My panel has extensive upgrades including the L-3 Avionics Trilogy electronic backup attitude indicator (upper left on panel - inset, lower right). Note the leather wrapped control yokes.

Our long overwater flights make external power for electronic devices a great addition.

You know you own a great airplane when your family loves to fly in it. My 340 has been the ideal airplane for our family of four.

Flying my 340 along the Sir Francis Drake Channel - my commute must be the most beautiful in the world!


turbulence.

The Tecnam is powered to two 100 HP Rotax 912 engines. The engines are tried and true with thousands in the field powering LSA’s. Their best feature is that they can burn auto gas and, moreover, they burn it at a miserly rate: 10 gph in cruise. With a cruise speed of 140 kts, that’s a remarkable 14 nm/gallon. The TBO is 2,000 hours which makes for some incredible economics and efficiency.

At Aircraft Specialties Services we know Starter Adapter failure can be a truly frustrating experience. A perfectly good aircraft that just sits on the ramp. This usually happens at the worst possible time, when it’s sitting on someone else’s ramp for example. We also know making repairs with a factory new Starter Adapter is a very costly proposition.

That is why we stock a full range of overhauled

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From the Editor (continued from page 5)

of those techniques involved leaving the mixtures at their leaned cruise settings all the way through landing to shutdown. Sometime during the first 25 hours, I learned the hard way that this was not a good procedure for my 303. A little high on approach one day, I pulled the throttles back to idle and the right engine quit! Enriching the mixture quickly brought it back to life. Now, part of my Descent Checklist is to enrichen the mixtures (about half way between cruise settings and full rich seems to work best.) Had I been low and slow on a short final when my engine quit, the consequences could have been serious.

New Piston Twins

If you could replace your Twin Cessna with a brand new piston twin, what would be your options? Your choices would be few, but there are choices. And let’s forget singles. Most of us fly by the rule: take the number of engines and divide by two. If the result is less than one, we don’t fly it!

You might be able to buy a new Baron from Hawker Beechcraft or a new Seneca from Piper. The Baron would set you back over $1 million and the Seneca not much less. Those of us at the Systems & Engine Seminar in February got an up close look at another possible option: The Tecnam P2006T. TTCF member and seminar attendee Josh Lubbers flew to Fairhope in one of these. It was quite a sight on the ramp with all our Twin Cessnas.

The Tecnam P2006T has been around for a few years now. Tecnam is an Italian company that has been producing aircraft since 1948. The company used to be known as Partenavia and at one time produced a twin engine airplane by the same name. You can see the similarities in design between the two airplanes. Italian airplanes, like these and the Piaggio, have a distinctive look. Some people like the look, others don’t. I happen to be a fan.

The key feature of the P2006T is that is is light- really light. It has an empty weight of just 1,820 lbs and a maximum gross weight of 2,600 lbs. Josh says it flies like a 172 which, among other things, means it bounces around a lot in


This Tecnam P2006T is a spiffy little light twin flown to our seminar by a member whose 414 was in the shop. Is it a viable competitor to a Twin Cessna? Light weight and low power suggest not.

10 | TWINCESSNA.ORG

thinking of buying a 340? by TTCF Staff

The Twin Cessna Flyer has represented 340 owners since 1988. The 340 was a great airplane then and today, in 2013, it has never been a better value. Prices are depressed, it’s a buyers market and bargains abound.

The 340 is a perfect step up to the cabin-class pressurized twin market. Many 340 owners previously owned non-pressurized twins like Barons and 310s but a surprising number move up from late model high performance singles like a Cirrus, or a Columbia. Their family has outgrown their airplane and they quickly notice for the same amount of money, and sometimes less, they can fly a larger, much more capable airplane like the 340.

One reservation people have prior to making the move is switching from, say, a five year old Cirrus to a 35 year old 340. They are concerned about increased maintenance cost and downtime. We tell them this: a well maintained older airplane can be every bit as reliable as a newer airplane. The 340 is more complex and has more systems, not to mention an additional engine, so it will definitely cost more to maintain. But one in tip top shape can be as reliable as any airplane on the market - new or old.

On the other hand, a “bargain” airplane can be a financial nightmare. Corrosion is a big concern. Our technical advisor, Tony Saxton of TAS Aviation, has seen airplanes with beautiful paint jobs and a

panel full of nice avionics come into his shop only to find unairworthy, corroded engine beams for example. One owner thought he had the perfect airplane and was hit with a bill of 25 percent of the value of his airplane. These airplanes simply must be maintained by a knowledgeable shop. And when buying one, a thorough pre-buy by a shop that specializes in Twin Cessnas is a must.

The electro-mechanical landing gear on the 340 must be maintained strictly according to Cessnas instructions. That

means re-rigging it every year or 200 hours whichever comes first. It’s an eight hour job start to finish and many shops don’t do it. They swing the gear a couple of times and declare it good. This is asking for trouble. Again, owners need to use a shop that knows Twin Cessnas.

Often the biggest challenges for someone moving from a Cirrus or Columbia to a 340 is switching from a G1000,

for example, to a steam-gauge panel. The new owner can be overwhelmed. (Interestingly, a few think it’s really “cool” - all those dials and gauges!) Of course, with the many panel upgrade options from Garmin, Aspen and Avidyne, they don’t have to go retro unless they choose to. And more and more of the fleet is being upgraded, making it easier to buy a 340 with glass already installed.

Another change for the high-performance single owner moving up to a 340 will be the training involved. Insurance companies will typically require initial training at SimCom or FlightSafety plus 25 to 50 hours with a safety pilot in the right seat. Thereafter, annual simulator sessions are usually required. We have had members with as little as 400 hours TT successfully transition to a cabin-class twin Cessna. It can be done if the owner is sufficiently motivated.

The 340 was manufactured by Cessna from 1972 to 1984. Changes made by model year can be found on our website at www.twincessna.org. The “queen of the fleet” would be an early 80’s model with a RAM VII engine conversion, known ice equipped, VG’s, spoilers and, of course, as much glass in the cockpit as possible. Equally important would be a history of maintenance by a shop specializing in twin-engine Cessnas. If such an aircraft were built today it would cost well over $1 million, yet today can be had for well less than a third of that amount.

After moving up to a 340, what we hear most often from the new owners is how much they love the pressurization. They no longer have to cajole their family to wear oxygen cannulas. They now routinely fly in the flight levels where the airplane is faster, the airspace is less crowded and it’s easier to circumnavigate the weather. It’s a whole new world for them and they often like it more than they thought they would.

It is very gratifying to see people buy these airplanes and bring them up to

“(The 340 is)..a small, personal “airliner” that

allows (the owner) to fly 4 or 5 people at 200+

knots for 3.5 to 4 hours in pressurized and air conditioned comfort.”

Sleek lines make for one of the most beautiful piston twins ever produced. The 340 is a perfect step up to the world of flying in the flight levels. With proper training, owners of high performance singles can make the transition with ease.


2013 standards. We are seeing more and more glass cockpit retrofits, complete interior renovations and, of course, new paint schemes. The result for someone making this move up is the ability to have a small, “personal airliner” that allows them to fly four or five people at 200+ knots for 3.5 to 4 hours in pressurized and air conditioned comfort. Our members report all-in operating costs in the $500 to $600 per hour range. See page 12 for details.

The two long term concerns for 340 owners are Cessnas Supplemental Inspection Document program (SID’s) and fuel availability, given the likely phase out of 100 LL. SID’s, of course, are the industry’s way of addressing the aging GA aircraft fleet. It’s likely SID’s will be developed for all legacy GA aircraft, not just Twin Cessnas. Currently, SID’s are not mandatory in the U.S. for piston powered aircraft which, of course, includes 340’s. No one has a crystal ball, but the conventional wisdom is that the FAA will continue to address specific safety concerns via AD’s and not resort to the broad brush approach of mandatory SID’s. This opinion is bolstered by the fact that the reports we are getting from overseas, where some countries require SID compliance, is that not many age related issues are being found. Some corrosion here and there, the occasional manufacturing or maintenance defect but nothing common or widespread. The 340 fleet appears to be aging very well.

Solutions are in the works for the 100LL problem. No one has a crystal ball but we are optimistic that over the long run a workable solution will be found.

Finally, we often hear that the piston twin market is dead, squeezed by high performance singles on the low end and turboprop singles on the high end. We respectfully disagree. You will not find a single example of either that can do

what a 340 can do for the money - fly four to six people at up to 200 kts for 800 miles with the security of a second engine - all for a purchase price of less than $300,000 and in many cases, well below that. For many people, the 340 is the perfect airplane for their mission.

Any readers interested in learning more

about 340’s should visit the “Prospective Buyers” portion of our website (www.twincessna.org) for more information or email the editor at [email protected]. There is also a link on our homepage to an excellent article by a TTCF member who moved up to a 340 from a Bonanza.


“Our members report all-in operating costs in the $500 to $600 per

hour range.”

12 | TWINCESSNA.ORG

Buying a 340? (continued from page 11)

(Source: TTCF 2011 Member Survey)

Comfort takes a quantum leap in the 340 for owners transitioning from non-cabin class singles or twins. The air stair door and “sitting in the back” in pressurized, air-conditioned comfort vastly improves the passenger experience. We hear lots of stories about reluctant spouses who become enthusiastic flyers after their first flight in a 340.

There are mods galore that make the 340 an even better airplane: Strakes (shown above), RAM engines with HP increases, vortex generators and 4-blade composite props are among the options.


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Our Agenda for our 2013 Annual Fly-In Convention is shaping up. It is going to be a blockbuster. See the preliminary agenda below and check out our website for the latest information.

Thursday, June 27th - Erik Eliel of Radar Training Inter-national will be teaching his

renowned Airborne Weather Radar course.


Twin Cessna Fly-In ConventionWichita, KS (KICT) June 27 - 29, 2013

Erik Eliel, President of Radar Training International.

Even if you only have Nexrad weather downlink, you will find this course interesting.

Friday, June 28th - Dr. Mark Rosekind, NTSB Board Member and expert on managing fatigue will present; Tony Saxton will hold

a session on Twin Cessna technical issues; George Braly of GAMI will give us an update on 100LL issues and we’ll have a panel of engine experts, including a Continental

representative, hold an engine Q&A session.

Steve Miller, a senior air safety

Dr. Mark Rosekind, NTSB Board Member.

Tony Saxton, TTCF Technical Advisor.

George Braly, Chief Engineer, General Aviation Modifications Inc.

Jerry Temple, JTA Twins President.

Andrew Knott, Executive Director of TBMOPA.

investigator for Cessna will discuss recent accidents and safety issues affecting Twin Cessnas.

That evening we’ll have a live auction which will be a fun opportunity to pick up some wish list items at (hopefully) bargain prices.

Saturday, June 29th - Jerry Temple will speak on Twin Cessna market conditions; we’ll get an update on Wireless Cockpit technology and ADS-B from Andrew Knott, Executive Director of the

TBM Owners and Pilots Association and avionics guru; Tony will conduct another technical session with Q&A; Joe Hepburn, SVP of Customer Service will give an update on changes at Cessna that may affect us and, finally, we’ll hear a brief update on TTCF. We will close our convention with a final dinner on Saturday evening.

Throughout the convention we’ll have time built in to visit vendor booths for one-on-one product updates. And, although it’s a full agenda, we hope to have time to visit the flightline as a group and admire each other’s airplanes

CompanionActivities

Bring your spouse or companion! We have a great lineup of activities for them including a River City Trolley tour of Wichita on Friday. Believe it or not, there’s a lot to see an do in Wichita that doesn’t have to do with airplanes! It’s a fun place and your companion will enjoy this tour.

Steve Miller, Sr. Air Safety Investigator, Cessna Aircraft.


On Saturday, the head chef at the DoubleTree will offer a cooking class. And finally, SimCom will be offering a two session “Pinch-Hitter” type ground school course for

those who might be interested.

ArrivalandOtherNotes

Plan on flying into Wichita’s Mid-Continent Airport (KICT). Yingling Aircraft will be our host. They’ll have a discounted rate for fuel and provide transportation to and from the hotel. Be sure to allow some time to browse in their one-of-a-kind pilot store, The Aviator’s Attic.

We’ve planned the convention so there is something for everyone. Whether you own a VFR-only 1956 classic 310 or a late model 421 with dual glass panel displays, you’ll enjoy the convention. We have scheduled a mix of technical, safety and product oriented presentations that will appeal to all Twin Cessna pilots. In addition to learning, we’ll also have a good time with lots of socializing and storytelling over meals and at the breaks. Before everyone departs on Sunday, we’ll spend some time on the flightline admiring what I’m sure with be a long line of beautiful twin engine Cessnas. There will be no official judging, but make sure your airplane is in tip-top shape!

See our website for complete and up-to-date details. Donotdelay.Registernow.There are a limited number of rooms available at the Hilton Doubletree. If you have any questions, feel free to call us at 704-910-1790.

See you in Wichita for this first class event!

Annual Convention(continued)

Companion activites will include a bus tour of Wichita, a cooking class and a Pinch-Hitter ground school.

Convention Sponsorsand Vendors

Below is a sample of our growing list of Convention Sponsors and Vendors. Convention attendees will get to meet company

respresentatives and get answers to all their product and service questions.

16 | TWINCESSNA.ORG

Flight training: the other 98 Percent

by Guy Maher, TTCF Member, ATP & CFII

We Twin Cessna owners seem to take our recurrent training pretty seriously. Cruise the forums and you’ll find plenty of discussions on single-engine techniques, training resources and accident analysis. Usually it’s in a very positive, respectful and informative manner – as it should be.

When one mentions recurrent training for twin pilots, usually it’s assumed we are talking primarily about emergency engine-out drills. And certainly this is critical stuff. Losing 50% of your power means you’re losing closer to 80% of your performance while trying to control a tiger by the tail.

What’s concerning however, is that placing the primary emphasis on single engine work during our training does a serious disservice to the pilot by not addressing many of the “day to day” flying skills that are equally important yet often lacking.

I believe one factor causing this is that the cost of flying is driving down yearly flying hours – and impacting skill sets. Many of my regular training customers are definitely returning each year having flown less than years prior. And if not mandated by insurance, some elect to not train at all to reduce costs.

I recently studied Cessna 310 accidents spanning a randomly picked, recent five year period. During that period there were 51 accidents. Guess how many of them were as a result of an engine failure. Answer? Two.

The interesting thing about the first accident I looked at was that the engine failed due to the fuel selector being improperly positioned for take-off. The engine failed while the pilot was transitioning from VMC to IMC and he pushed over to stay in VMC. Fortunately he’s able to talk about it. His 310 didn’t fare quite as well. I recall a Nall report from a few years back revealing that

roughly 13% of all take-off accidents are caused by an airplane not being configured properly for take-off.

The second engine-out I looked at was caused by fuel mismanagement in cruise and a botched single-engine landing. No fatalities on that one either – just

another busted 310. So here we have a pilot whose emergency skills were not proficient enough to recover from his poor systems management. And this was a Part 135 flight.

Now that the engine failure accidents are out of the way [really pilot failures – the engines didn’t mechanically “fail”]; what about the other 98 percent? Well, first there are the mechanical issues. There were a little over a dozen truly mechanical related events, and all but one were non-fatal. The fatality was caused by an elevator trim system being connected in reverse. The NTSB blamed the mechanic, as well as the AI, for improper oversight. Like many of us, I have an excellent shop that I trust literally with my life. But that shouldn’t keep us from using a specific post-maintenance preflight process to catch any “gotchas” prior to take-off on a post maintenance flight test. [Editor’s Note: See the February 2013

issue for a comprehensive article on post maintenance test flights.]

Now, on to the rest of the mechanical related accidents. One was a botched single engine landing after the pilot shut down the left engine due to a vibration in the airplane. There was no real reason

as to why he chose the left engine. And then there was an overseas ferry flight that came to peril because the pilot couldn’t transfer fuel.

The remaining issues were all landing gear related – and they don’t include the two where the pilot just didn’t lower the gear. The huge majority were failures of the right or left main gear side links. Some collapsed during taxi, some during landing roll out. One collapsed because of a hard landing during training, but didn’t fail until a subsequent landing. The NTSB said the cause was improper flare by the pilot and inadequate CFI supervision. One event was caused by the landing gear circuit breaker popping while

the gear was only partially extended. The pilot didn’t check the gear light to confirm the gear was down.

A nose gear collapsed due to improper over-center adjustment. A left main retracted on the ground after a down limit switch failed. One pilot hand-cranked his gear past its stop and broke it. There were a number of “improper maintenance” official causes in this bunch. I bring up the mechanicals only because it emphasizes that although most of us are not mechanics, we need to know our systems, how to “protect” them, and make sure we’re using repair resources that know our airplanes.

And the number of single main gear failure events not caused by maintenance shows that there are still too many pilots who don’t observe the best practices of taxiing slowly when making turns and braking only while


I’m a firm believer in training that reflects how individual pilots actually fly. Teaching pilots how to make good decisions under the real life circumstances they are likely to encounter is what helps prevent the accident chain from starting. Training for emergencies is important but not at the expense of “the other 98 percent.”


1,500 FT. ON DOWNWIND.

RUNAWAY TRIM.

SECONDS TO REACT.

“Knowing what to do and when to do it— that’s the value of simulator training.”

“Departing Sedona, Arizona in my Cessna 421C, I lost the left engine during cruise climb. Secured the engine, feathered the propeller and landed uneventfully in Flagstaff. Sounds routine, but only because my SIMCOM instructor had insisted on drilling and repeating this exact scenario in SIMCOM’s Twin Cessna simulator. Every time we go flying, my passengers and my family trust my skills and proficiency. I earn that trust with

regularly scheduled visits for simulator training at SIMCOM.”

Watch the video of Max Nerheim describing

his in-flight experience at simulator.com.

Max Nerheim Cessna 421C Owner/Pilot SIMCOM Customer

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18 | TWINCESSNA.ORG

“...engine failures accounted for only 2% of accidents...recurrent training should include...’both engines running’ manuevers...

matched to a pilot’s specifc mission.”

Flight Training (continued from page 16)

taxiing straight ahead, not during turns. This is an example of “protecting” a system. As you can see, the huge majority of the “mechanicals” are not true single event parts failures – but rather related to poor maintenance and/or operation.

I also need to clear out a few accidents about which I can only say- I’m glad innocents weren’t killed. [1] A 310 piloted by a non-multi-engine rated pilot, with no experience at all in 310’s, hit a mobile home on take-off in heavy rain. Incredibly, this one was non-fatal. [2] The pilot crashed due to a heart attack. He was the only fatality. The report said not only did he not have a current medical, but he had also suffered a heart attack a few months prior to this flight. [3] A pilot hit obscured terrain during the theft of the 310. [4] Impaired by medications, the pilot busted minimums on an IFR approach and perished. No amount of recurrent training, no matter how good, will prevent those who don’t care about themselves or others from taking huge risks in their airplanes.

But what about those pilots who do want to live to fly another day and aren’t a victim of the rare outright catastrophic mechanical failure? Well, they constitute the largest group of accident pilots and the causes of their accidents are very similar to years past. Quite simply, the ways we come to grief in airplanes have not changed over the years.

Here’s a list of non-mechanical accidents that were in my review sample:

• Hit trees at night during landing, in spite of a VASI available. Fatal.

• Improper go-around, two events, neither fatal.

• Controlled flight into terrain during Special VFR approach.

• Flat spin during a flight review. Fatal.

• Lost directional control during take-off.

• High winds, minimal 310 experience, too high on approach, dove for runway. Fatal.

• Two different events - hit mountains. Both Fatal.

• Improper IFR take-off – hit wires. Fatal.

• Loss of control in IMC. Fatal.• Mid air collision.• Landed on a closed runway. [FSS

failure to advise on briefing a contributing factor]

• Ran out of gas. 2 different accidents.• Improperly flown IFR approach.

Fatal.• Loss of control on night IMC

landing. Two events, both fatal. One mentioned lack of currency.

• Continued into known icing. Fatal.• Off airport landing – pilot claimed

RH engine problem. No evidence of mechanical failure.

• The NASCAR 310 accident that killed five and could be a case study on its own for a breakdown in safety culture and the evolution of an error chain. [Editors Note: See the Feb. 2010 issue for a review of this accident.]

• Loss of control dealing with an undisclosed “problem.”

• Stall on take-off. Fatal.• IMC, mountains, heavy icing,

moderate to severe turbulence. Fatal.

• Landing undershoot.• In flight bird strike.

Now some may argue about why I placed some of these events into my study. Keep in mind that I am not presenting a statistics paper, but a general overview as to what’s really bringing us to peril. [And one thing the statistics don’t reveal is how many engine failures that occurred that were handled properly.]

Therefore, what I’m suggesting is that while engine out drills are a very important part of any recurrent training plan, they are not the ONLY part of that plan. It’s easy to come out of an intense simulator or airplane-based recurrent training program focused on engine-out procedures and believe you’ve prepared yourself for what’s to come. That’s only partially true.

If your recurrent training and/or practice plan doesn’t include the full range of decisions and tasks that you are most likely to encounter in your day to day [and night] flying, I suggest that you are not nearly as proficient as a great day in the sim might lead you to believe. This is one of the reasons that in recent years major training organizations have begun designing their initial and recurrent training programs around a “scenario” based lesson syllabus. And it’s also the reason that changes to Practical Test Standards for pilots and flight instructors will now include human factors subjects.

My visit to Flight Safety last year [for another aircraft I fly professionally] illustrated this clearly. The majority of the simulator work was based on specific scenarios directly related to the type of flying I do. Of course many challenges were introduced, with decision-making being key in managing a successful outcome – but these challenges weren’t always related to an emergency or systems failure. In fact, making a well thought-out decision in certain situations actually resulted with the sim instructor stopping the developing, or planned emergency. This is a stark difference to my experiences decades ago when the sim training from the same company was nothing but one barrage of multiple failures after another.

So am I suggesting that you reduce your emphasis on engine-out training?


Minimizing flight risk begins on the ground. Good maintenance combined with a thorough preflight are key.


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Absolutely not! Ironically, while this piece was still a work in progress, the right engine on my 310 failed shortly after take-off from a central Florida airport just after entering IMC. Everything worked out fine for a safe return and landing. And a few of the above accidents might have turned out better, too – even though their initial cause was pilot induced – if the pilot had been more proficient in engine-out flying during all phases of flight.

So, don’t reduce your emphasis on engine-out training but remember that the accident stats have been consistent for decades. They prove that being a proficient pilot means making sound and conservative decisions in all situations while flying a properly maintained

aircraft within both the pilot’s and the aircraft’s limitations. This is how to best defend ourselves against an accident.

And to that end, I believe a complete initial or recurrent training program should include some real-world, both engines running, single task maneuvers and scenarios matched to the customer’s specific flying missions. The cost is a whole lot less that what it could be if the pilot decides to short cut, or skip, his or her recurrent training.

20 | TWINCESSNA.ORG

wheel that superseded the straight -135 wheel. The #40-135A utilized AN5 (5/16”) through bolts. Still some problems with breakage occurred, primarily in high usage aircraft. This prompted Cleveland to release Product Memo #41 announcing the availability of high strength fasteners for the -135A wheel. The high strength bolts are a part # 103-24200, washers #095-02800, nuts #094-13200. These are easily identifiable in that the bolts as well as the nuts have 16 point style heads. This combination is not seen very often, especially since the combined cost of the bolt/nut/washer is $149.00 each and you need 9 of them per wheel to complete. I have never heard of a failure in this bolt. With the growing popularity of the new wheel covers (hubcaps) for 400-series Cessnas, owners will need to ensure they are removed at least for each inspection (100 hr./Annual) so the wheel bolts can be inspected. Tony Saxton - Director of Tech Support TTCF

Bladderless,SweptTipTankModfora310F?

I own a 310F and the tip tank bladders need to be overhauled. Does anyone have an STC that allows an F model to be converted to the bladderless, swept tip tanks?

ShearedWheelBoltsona421C

Recently a local 421C with the trailing link landing gear got a call from the person who regularly washes the airplane. He noticed that several studs on one of the main wheels were sheared and only about half were still in place. I think the owner was one hard landing away from a very serious accident. Do you see this often?

Gerry, TTCF Member

Gerry, We see wheel bolt failures occasionally. Not knowing what wheel is installed on this 421C, I’ll give the entire listing. Originally the MLG wheels were a Cleveland (Parker Hannifin Corp) #40-135 and used through bolts that were simply AN4 -1/4” standard aircraft bolts. These were found to be totally inadequate and failed with some frequency which prompted Cleveland to release Product Reference Memo #37. PRM 37 released new high strength bolts for this application with a specific Cleveland # 103-15500 which were still 1/4” bolts. These were identified with a raised marking on the head of SPL -1 or SPEC -1. They were to be used with the all-metal flexloc nuts (MS21046C-428) and utilized a greater installed torque of 125 in-lbs. In the heavier aircraft problems still occurred with wheel bolt breakage and Cleveland came out with the #40-135A

Reid, TTCF Member

Reid, there is no current modification like this available and I am unaware of anyone working on such a mod. Tony Saxton - Director of Tech Support TTCF

SourcesforFuelSelectorPlacardsandGasShocks

Tony, I own a 340A. Where can I purchase good quality or new decals for the fuel selectors and placards for the main and aux. fuel tanks? Also, is there a company that supplies the gas shocks for wing lockers and front baggage doors? Thanks.

Eric, TTCF Member

Eric, try the various large paint shops. Many have in-house decal capabilities. I have worked with Aero Decals in FL: http://www.aerodecals.com/contact/contact.html and, Higher Graphics: http://www.higher-graphics.com/ The gas locker doors were announced in a Cessna Service Bulletin M81-31.To install from scratch you would need SK421-108 -1 (one each for each locker door) and SK421-108-2 (one of each nose door).

Readers Write

Tony Saxton - Director of Technical Support


Replacement cylinders for both nacelle and nose #5311330-3 stock are available from Cessna. Tony Saxton - Director of Tech Support TTCF

OilPrimingaGTSIO-IsitNecessary?

Tony, I’m told that a GTSIO engine should be oil primed after sitting for a few weeks or after an oil change because the oil pump runs dry. Not doing so may cause an oil deficiency to the rear main bearing and cause an engine failure. I haven’t heard of this before. Is it correct information?

Bill, TTCF Member

Bill, yes this is correct information. GTSIO’s frequently loose the prime and will not start pumping oil after engine start. This results in NO oil pressure to the entire engine, not just the rear main bearing. We have this issue lots with GTSIO’s following an oil change or a fresh engine OVH. I also get this call from someone several times a month. RAM Aircraft states that severe damage can occur if the engine is run for more than 15 seconds without oil pressure.

The problem in the GTSIO’s is that the oil filter adapter is remote from the engine and is positioned as low or lower than the oil pump housing on the back of the engine. The oil will drain away from the pump cavity and as the engine starts will not begin to pump because it is air locked. To avoid this problem always fill the oil filter on these engine with oil prior to installing it. If the engine has been sitting without oil, even just overnight, it may be necessary to remove the oil hose from the engine and lift it higher than the oil pump housing and

fill it with fresh oil and then reconnect it. Start engine and immediately monitor for oil pressure. See RAM maintenance tip:http://www.ramaircraft.com/Maintenance-Tips/Pre-Oil-GTSIO-520-Engines.htm andhttp://www.ramaircraft.com/Maintenance-Tips/Oil-Pressure-The-First-Thing-You-Check.htm Tony Saxton - Director of Tech Support TTCF

ReplacingInteriorInsulation

Tony, assuming all the corrosion found in my 310J fuselage can be repaired, the next step is replacing all the fiberglass batt insulation I have removed. It appears that the insulation has contributed to the corrosion by holding moisture, particularly under leaking windows.

Question- What is the best way to upgrade or replace insulation in a 310? Does the old yellow glue and black undercoating need to be removed? I have the wings off, so the fuselage is down to bare bones. I intend to examine/clean every square inch of the interior to look for corrosion, so all the old yellow batt is coming out, even if it looks good. Insulation brands and suppliers would be helpful. Can auto soundproofing like DynaMat be installed? Thanks!

Mike, TTCF Member

Mike, if all of the interior pieces are removed to expose the insides of the outer skin, start with a good inspection for corrosion. For anything above the cabin floor line, remove any and all corrosion with fiber disc (3M Scotch-bright type pads) using either rotary discs and/or hand pads. Remove as much of the old adhesives as possible. This will require the use of some type of solvents. Use wetted scotch-bright pads and slow speed air driven rotary discs to remove. Lacquer thinner is the most readily available solvent, will work well, and can be used but there are some types of non-flammable adhesive removers available from various companies. CAUTION!! These materials are FLAMMABLE and also are hazardous to breath and to get on your skin. Forced

fresh air with outside ventilation is a must; respirators as well as gloves and eye protection are also required. Explosion proof lighting needs to be used. The black tar material can be left in place if no corrosion is found in under it, as this material acts as a vibration damper. Do a final cleaning of the exposed aluminum with a paint prep-solvent. (Dupont or Sherwin Williams)

It is now time to corrosion-proof the interior side and upper skins. This can be done with a zinc type spray, either aerosol cans (Tempo or Moeller) or a spray gun applied catalyzed primer. (Randolph Epibond http://www.randolphaircraft.com/epoxyprimer.html makes a good product.) In either case if any upholstery, windows, electrical, air ducts, or instruments remain in the aircraft, these must be meticulously covered to avoid over-spray. After the area is dry you can start to reassemble the interior. There are literally thousands of various products that can be used as insulation/sound barrier but the most important selection criteria are flammability (as well as possibility of release of fumes), weight, non-corrosive and certification of products. The first step is to install a ¾” to 1” thick ridged vibration barrier. These can be carefully cut to fit from sheets and be obtained from places like Skandia in Ill. http://www.skandiaupholsterysupplies.com/ or even more sophisticated products like SoundEX Products of CA. http://www.soundexproducts.com/information.html Many other companies offer similar products, some custom cut and wrapped.


Because the oil filters on GTSIO’s are mounted lower than the oil pump, they can lose prime after an oil or engine change. Priming prior to start may be necessary.

Properly removing and replacing interior insulation is a laborious process that requires a precise process, the right materials and proper safety precautions.

22 | TWINCESSNA.ORG

Readers Write (continued from page 21)

These are typically held into place with a light adhesive. The primary concern is that the adhesive product be non-hydroscpic and contain nothing that would chemically attack the aluminum. An aerosol type product is that handiest, and my current favorite, is #MC2191 High Temp Trim Adhesive from Miami Corporation (http://www.miamicorp.com/ ) For a brushable product, 3M 1300L is good- just don’t pile it on. The next step is to install open fiberglass to fill the remainder of the bay. Don’t overstuff this as it will “pillow” the panels and simply add weight with no additional benefit. A very good airspace product is Johns Manville AA Microlite. http://www.jm-oem.com/files/pdf/Microlite_AA.pdf It is important to be formaldehyde free as well as non corrosive, and non hydroscopic. A very good supplier of this as well as other products is Buckley Industries in Wichita, KS http://www.buckleyind.com/ The open fiberglass can be installed loose or lightly tacked with spray adhesive or supported with tape. I use Polyken 231 Military duct tape as it is moisture and chemical resistant. It’s available at Find Tape .com ( http://www.findtape.com/ ) Under the cabin floor it is best to not install any kind of insulation or soundproofing. The moisture, dirt, and other contaminants just trap stuff and make the aluminum corrode. Clean under the floor as above and treat with your favorite corrosion proofing material (ACF50, Corrosion X, etc.) When installing the carpets, add sound deadening foam under carpets.

Tony Saxton - Director of Tech Support, TTCF

RepairingAirIntakeBoxon’59310C

Tony, I have a 1959 310C. Both air intake box assemblies, part no.0850575-4, have cracks in them. I have not been able to find any replacements. Can these be repaired, either by welding or with a fiber glass patch? One crack is on the curvature of the throat. I’d much rather replace them than repair them.

Dennis, TTCF Member

Dennis, Cessna has not had this part available for several decades.Your only option is to find one in better shape from salvage, or weld, repair and re-machine, or fabricate an entire assembly under owner produced parts authority as defined in FAR21.303. Tony Saxton - Director of Tech Support TTCF

Sourcefor340AHotplate

Tony, I have a need for a new windshield hot plate for my 1979 C340A. My mechanic says one from Cessna is $10,000 plus kit and labor. Are there any other options out there?

Lynn, TTCF Member

Lynn, to maintain known ice certification, Cessna is the only source. Maine Aviation sells these but they are in fact the same kits as Cessna. Tony Saxton - Director of Tech Support TTCF HeatedFuelManifoldon414A

Tony, I am shopping for a 414A. I am getting conflicting information on whether I need an aircraft with heated fuel manifolds. My CFII and AA pilot is telling me that it is a critical piece of equipment for flying in the flight levels, however, others tell me that it isn’t? What is your opinion? Also, there seem to be some great 1979 models for sale but none of them have the heated fuel manifold!

Alan, TTCF Member

Alan, first some info on Cessna factory production numbers. In typical Cessna fashion, if they manufactured a specific model (like the 414A) over more than one calendar year, they would skip blocks of serial numbers. So the 414A production is like this: 1978 s/n 414A0001 thru 414A0121 1979 s/n 414A0201 thru 414A0340 1980 s/n 414A0401 thru 414A0535 1981 s/n 414A0601 thru 414A0680 1982 s/n 414A0801 thru 414A0858 1983 s/n No Production 1984 s/n 414A1001 thru 414A1006

1985 s/n 414A1007 thru 414A1212 Cessna announced the availability of the oil heated fuel manifold for the 1981 year 414A serial number 414A0601 and on (it was also available in that year for the 421 series and the 340 series). However this was only an optional kit and it was an add on with increased pricing so actually very few of the 1981 and on models ever had it installed from the factory. In 1984 Cessna released Service letter ME84-37 and Continental simultaneously released Information Letter CIB84-4 which announced installation kits to retroactively install the oil heated manifolds on all models of the 340, 340A, 421, 421A, 421B, 421C, 414, 414A.

While instances of ice build up in the manifold is rare, it does happen and when it does, engine failure can result. I know of a couple of instances personally. On an extremely cold, clear January morning (-10 ground temp) I received a call from the local sheriff informing me that a random overflying 414A had just landed on a county road about 3 miles from the airport. The left wing hit an electric pole guy wire which sparked a left wing fire completely consuming the left wing from the tip to the engine. Five people escaped unharmed from the right side emergency exit. Both engines had quit during cruise due to the ice blockage in the manifolds. A few years later my company began operating a 421B on charter and contract crewed another 421B for a

The heated fuel manifold option can prevent fuel icing at high, cold altitudes. Adding isopropyl alcohol can serve the same purpose.



small local company. Over the first winter of operations we had three events with double engine failures at altitude; they would then start running again as the very quiet aircraft descended below the freezing level. From then on, we always treated the fuel with isopropyl alcohol as per Cessna/Continental service information, never having the problem again. So yes this is a rather small risk but the consequences can be sever if it occurs and operators should be aware of this. Tony Saxton - Director of Tech Support TTCF

GoodSourcefor11Cu.Ft.OxygenBottles

Tony, I have had my plane, a 1978 414A, in its annual for several weeks and should be getting it back very soon. The O2 bottle was due for its hydrostatic inspection (first time since I have owned the air plane) and the first thing they mentioned to me was that it had 11 stamps on it already. So, I was prepared that it might not pass inspection and that I’d have to buy a new bottle. But, what I was not prepared for was that not even Cessna had a new bottle and they were not expecting delivery from the manufacturer until April or May of this year. I was really getting scared that I would have to fly below 12,500 for 4 months...but after a week of looking a used bottle was found in Tennessee with a year left on its inspection. We got it shipped in and had it re-inspected and it passed so I am good to go for 3 more years. But my question is: do you know of anyplace that might have a stockpile of O2 bottles in case someone else is in a similar situation. Mine is the small 11 cu. ft. bottle. Thanks.

John, TTCF Member

John, the best source for these bottles is HRD Aerosystems Inc. in Valencia Calif. http://www.hrd-aerosystems.com/ They produce new production 3AA-1800 as well as 3HT-1800 bottles in all sorts of sizes. Tony Saxton - Director of Tech Support TTCF

RepairingCessnaFuelTotalizerina340

Tony, the fuel flow indication system in our 340 has a totalizer window. The two needles are

working but the totalizer is constantly showing “0” and nothing happens when moving the little switch in either direction. The service manual is no

help. How can we test the equipment or maybe we are just not operating the unit

24 | TWINCESSNA.ORG

readers write (continued from page 23)


correctly? Thanks for any help you can give us.

Curo, TTCF Member

Curo, this problem is internal to the gauge. If the needles work then they are getting the proper signal from the transducers on the engines and that information is being delivered to the unit so the wiring is OK. The totalizer portion of the gauge is just a counter computer in the gauge that uses the same signal as the needles plus some temperature input as well.

This Aerosonics gauge Cessna #9910395-3 has not been produced for a long time however there are a fair number of new and as removed units at various distributors.

Another option would be to replace this entire system with a new Shadin fuel flow system. For this to be a replacement it must be purchased through RAM Aircraft with their STC. This unit can then be interconnected to most all GPS units and provides a much wider range of fuel information.


BrokenExhaustValvein340A

Tony, I though you might be interested in these pictures from a recent exhaust valve failure in my 340A. We shut the engine down and landed uneventfully. Interestingly, we were on a volunteer medical flight and my biggest concern was that our passenger was going to have a heart attack but all worked out OK.

Andrew, TTCF Member

Andrew, good job on handling the engine failure. You might have been able to identify the valve prior to failure by regularly doing borescope inspections of the cylinder and valve as defined in Continental Motors service bulletin SB03-3 (online at http://www.continentalmotors.aero ).

Many shops still do not do routine borescope inspections of piston engines. Now that prices of borescopes have fallen to affordable levels, there’s no excuse for shops not to have the proper equipment. Still, old habits are hard to change.


ReplacingandTestingaHeated414Windshield

Tony, we just replaced the heated pilots windshield on my Cessna 414 s/n #640. It is an acrylic AC unit from PPG / Sirrecin Sylmar on 152600-09.

We contacted Parker, Perkins, etc re: having the controller bench tested but to no avail. I have no reason to believe the controller is bad, but wondered if I am risking the brand new windshield when we first power up the system following windshield replacement?

Here’s the culprit: the exhaust valve on the #2 cylinder, left engine.

Here you can see the damage done to the piston as it hammered the loose valve.

We got the prop feathered and secured the engine. We had no problem maintaining Vyse at 10,000 feet.

In this plot of our engine analyzer data, you can see the #2 EGT drop quickly (top), followed by #’s 4 and 6.


Not a Gamble.

www.jerrytemple.net

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TA

Twins

PHONE: 972 . 712 . 7302

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26 | TWINCESSNA.ORG

Readers Write (continued from page 24)

Are there any special precautions we should take, or if there is a problem, would it most likely result in the heat not cutting off by a thermostat or something, therefore we could monitor the temp and manually turn it off before it damages the new windshield? What are the chances it could immediately burn up the new $14,000.00 windshield before we could stop it? The maintenance manual is very vague.

Kevin, TTCF Member

Kevin, yes it is possible that the controller can fail a new windshield. There are no checks that I’ve ever found that can be done on these units. Jumping across the the temperature sensor with a specific resistance to turn it on is about it.

Don’t turn it on on the ground and expect it to cycle itself off in time to not warp the window. The best advice I can give you is to make sure that the annunciator light is working and then operationally test it at a mid-cool OAT in flight and see if cycles on and off. Watch the annunciator for cycling. During flights in cold temps this window will probably not will not cycle off. Tony Saxton- Director of Tech Support TTCF

O-Ringsfor340FuelCaps

Tony, I want to replace the o-rings on the fuel caps for my 340. Attached are pictures of the caps. What’s a good source?

Reiner, TTCF Member

Reiner, the outer o-ring is a #MS29513-232 and the inner shaft is a #MS29513-010. These are redily available and a local mechanic may even have stock. If not, check with Aircraft Spruce http://www.aircraftspruce.com/ . Tony Saxton - Director of Tech Support TTCF

Sourcefor421FactoryAirPart

Tony, I’ve been unhappy with the output of the factory air conditioning on my 421 and have spent over $10,000 tracking down various leaks, usually in the most inconvenient locations under the floor or in the wing root.

However, my mechanic at the well-respected Summit Aviation shop in Middletown, DE (where they do everything including rebuilding Chinook helicopters for Boeing and the US Army) called me the other day to say that, while replacing a seal in the air conditioning hydraulic pump, they discovered that the spline on the shaft of the hydraulic pump motor was worn out and no longer driving the pump.

Apparently, in normal operation this spline only has a very short interface with the pump (1/4” or thereabouts) so it is small wonder that it has worn out. We have not been able

Cessna 340/421

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Do not try to test a newly installed heated windshield on the ground. You may ruin it. Do an in-flight operational test.

Fuel cap o-rings are readily accessible. Check with your local shop first.

to find anyone who has a replacement spline, and other used motors from junked planes will probably have the same incipient problem. I don’t think Cessna even stocks new motors any more, but if they do, I shudder to think of the cost.

What do you suggest to fix this problem? Should I just bite the bullet and replace the whole system with a JB Air one if this option is still available?

Barry, TTCF Member

Barry, this part has long been a problem with Cessna. They no longer have a supplier. I am not aware of any other source, except salvage. This part, the widespread corrosion pits in the freon tubing, and the non-availability of the electric solenoid and control valve have driven many owners to the Keith/JB Air systems electric A/C units. Tony - Director of Tech Support, TTCF

28 | TWINCESSNA.ORG


From the Editor (continued from page 9)

Is 200 HP enough power for a twin, even such a light one? Apparently. Josh reports the airplane climbs almost as well on one engine as a Twin Cessna- about 250 fpm at maximum gross weight.

So is the $550,000+ Tecnam P2006T a viable alternative for those of us flying Twin Cessnas? Well, you decide but Josh explained to us that the Technam belonged to his local flight school and the only reason he flew it to the seminar was that his 414A was in the paint shop after getting a brand new instrument panel.

Clearly, these two airplanes are really different animals. Most of us would find the Tecnam too slow, too light and woefully short on load carrying ability to suit our needs. And when Josh started up and taxied out, those two Rotaxes whined like a couple of Singer sewing machines. That’s not for me! It’s a great airplane and I’m glad to see new options out there, but currently, and for the foreseeable future, there is nothing on the market that even comes close to a Twin Cessna in terms of bang for the buck.

In this Issue

Virgin Islands 340: I met member Adam Shapiro at the TTCF seminar in February. I was intrigued by his airplane and his home base, St. Thomas US Virgin Islands. We had a long conversation and he gave me an up close and personal tour of his airplane. I knew I had a cover story if he would agree. He did and here it is.

If you live on an island hundreds of miles from the mainland, you need reliable transportation. Adam’s 340 has proved to be up to the task. He’s never had a mechanical incident in all those hours of open ocean flying.

ThinkingofBuyinga340? The 340 has always been known as a popular “move-up” airplane. Many HPSE owners as well as many of our 310 owners have made the leap to cabin-class, pressurized flying by buying a 340. This article is an adaptation of a piece I

Until next month, fly safely!wrote for the Aviation Consumer when they did their last Used Aircraft Report on the 340. There may be no better value in all of aviation than the Cessna 340. It is truly a personal ‘mini-airliner.’

FlightTraining:TheOther98PercentTTCF Member Guy Maher is an ATP and CFII. He also owns the pristine 1956 Cessna 310 that was featured on the cover of the December 2012 issue. We’ve had several high profile engine failure accidents in the last few years. Our February issue took a hard look at engine failure accidents in 414’s and 421’s. In this article, Guy correctly points out that the vast majority of accidents have causes other than engine failures. He says that while we need to be proficient in handling engine failure emergencies, we must not neglect “the other 98%” - that is all the other skills, knowledge and judgement that lead to safe flying. He’s right. We need to be proficient at all aspects of flying, not just handling emergencies. In this article, Guy makes his convincing case for real world, scenario-based flight training.

30 | TWINCESSNA.ORG

Continental TTCF SeminarFun and Learning in Fairhope, AL

About 30 TTCF members and guests flying everthing from 303s to 421s gathered at the Continental Motors Factory Service Center in Fairhoope, AL on Feb. 21 to 24 for the first TTCF Engine & Systems seminar of 2013. This is the second time Conitnental has hosted us and they outdid themselves in rolling out the red carpet. Each of us were given a gift upon landing. A line of thunderstorms passed through on Day 1 but the line crew got every single airplane in a hanger- no small feat. They provided us with all our lunches and, one night, a big seafood buffet. Bill Ross, VP of Customer Service and Tech Support taught part of our engine class and led us on a tour of the factory. Last but not least, five of us won a raffle for $100 discounts each on our fuel bills! Thank you Continental for a great seminar and a wonderful time! We’ll be back soon.

Above: Bill Ross of Continental welcomes our group. To the right is the “Twins” poster they created which we all signed. They’ll keep this poster on site to remind them who their customers are. Bravo! Right: The food for our big dinner was cooked on site - southern style. No dieting that night. The factory tour was a highlight (picture from last tour - no pictures allowed this year.) Tony used TTCF member Carl Simon’s T310R to illustrate a comprehensive preflight. Below: It rained the whole time we were in Fairhope except the day we arrived and the day we left. It seems Continental can even arrange for good flying and picture taking weather! As always we took time on the ramp to admire everyone’s airplanes. That’s member Jesse Johnson’s upgraded 421 panel just to the right. Look for a future article on it. Once again we thank Continental Motors for a great time!

(continued from page 25)


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Supporting Twin Cessna Owners Worldwide since 1988P.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 #

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Classified AdsAircraftforSale/Wanted

‘61310FRileyTurboNormalized260;200 kts at 12,000 ft. Completely restored and upgraded. Over $130K invested. TT 3015, RE 52 SMOH, LE 25 SMOH. GNS-430W, Slaved HSI, KX 155/KI209, GTX327 xponder, TMA 350D audio panel/ intercom, Century III A/P, single piece windshield, new paint in ‘08. Much more. Call Clayton 937-603-7222 or [email protected].

’68310N 4450TT 1100SMOH, Hot Props, Stec 60-2, King Digital, JPI760, Gami’s, side brace kit, new landing gear torque tubes, Too much recent maintenance and improvements to list. Would like to move up to a 340. Kyle Scott 970-867-8414; Kyle Scott [email protected]

1969T310P, 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

1972310Q.3100TT, 1375/1375 SMOH, 545/545 STOH, 336/336 SOH McCauley 3-blade props, two Garmin 530W’s, Sandel 3308 HSI, S-TEC 55 A/P, WX-500 stormscope, GDL 69A, GAMIs, VGs, side brace kit,,beautiful, well cared for. $115,000.00. David Montgomery, 706/540-1287. See more at http://twin-cessna-for-sale.com for equipment list, photos and video.

1976Cessna310R- 5729.3 TT, RE 1060 • LE 509, 163 gallons, Tanis Engine Heaters, New Engine Blankets,

Garmin 530W, KX155 NAV/COM, 400A Autopilot, BFG 1000 StormScope, K176A Transponder, DME, RNAV, Yaw Damper, Prop Sync & Accumulators, Electric Trim Vertical, Roll Trim, 6-Place Intercom, Oxygen, Door Seal, Lighted Walkway, Hot Props, Hot Plate, Alcohol Windshield, Boots - Wings, Elevator, Vertical, Vortex Generators. Many nice extras. Good, clean condition. $130,000

Call Dick Phelps at 563-332-5444 or [email protected]

340WantedForLease: 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

1972340. TT 4953 - RE TT 2161 435 SMOH, LE 1584 TT (compression 73-77). RP 435 TT, LP 435 TT 68 SOH. No known damage history. KY196, KX175, KNS80, GX55 GPS, KT76, 2nd Trspdr, KR76, HSI, KMA24, 400AP. 184 gal, Paint 6, Interior 8 (new cloth 2008). Annual 5/12. Wing votices with increase GW. New brakes, disc, batteries at last annual. $97.5K. John Karlen [email protected] 517-643-2939

1975CESSNA340RAM, 5860 TT, 0/460 SMOH, Engine warranties, 50/50 SPOH, G430W, STEC 65

Alt preselect, G696, Radar, GAMI, VG`s, SHADIN, JPI, Sat WX, A/C, Full Deice, 183Gal. $209,900. 514-947-1638, [email protected]

1977Cessna340ARAMVIIOne of the best on the market. 3700 TT, 675 SMOH, 300 since new cylinders, Known Ice, GNS530W, GNS430W, Avidyne Flight Max EX500 MFD w/ Traffic, Strikefinder, Nexrad and IFR charts/Plates, Interior and exterior (JetGlow Paint)– excellent, Annual Feb 2013, KFC200 Autopilot and Flight Director, Shadin Fuel, King KDF 805, KN63, Honeywell KTA870 - Traffic, Radar: Bendix B2000 Digital Radar, WX500 Stormscope, Transponder KT79 and Collins KT76A transponders, Radio ALT King KMA24, Long Range Fuel, Upgraded Fuel Lines, VG’s. For more information call: Shannon at (229) 886-7908; [email protected]

1979Cessna340ARAMVI- 4617 TT, 868/600 SMOH, 575/575 SPOH, G530/430, GTX 330, Radar Alt, Color Radar/Stormscope/WX Data Link, 400B AP, 183-Gals, Air, VGs, Known Ice, Hoskins, JPI 760 (MN) Asking Price

$259,000. Fresh Annual Due March 8th. Save $3,500 to $5,000 on Pre-Buy Event. Call Jerry Temple at (972) 712-7302, www.jerrytemple.net.

1975414RamVI,5860TT, 432/931 SMOH, 335 hp/1600 TBO, NDH, always hangared, complete logs, fresh ann 2/13 by RAM Service Center, Garmin 530W, color radar, S-TEC 65 AP, new heated windshield, K-Ice certified, great cosmetics, 100%-$237K, 50%-$118K, 33%-$79K, (KPIE), [email protected]; (541) 647-9611.

1979Cessna414ARAMIV- 3792 TT, 409/246 SMOH, 246/246 SPOH, VGs, K.Ice, Air, Shadin, GEM, Excellent Interior-421 Seats, Dual G530Ws, EX500, Dual GTX327s, Traffic System, Color Radar, WX500, WX Data, 400B AP/FD, Alt. Alert/Pre-Select, 2050 Useful (AR) Asking Price $425,000. A JTA Favorite! Very Clean, Under 200 Hours Since $30,000 Annual at Excellent Shop. Call Jerry Temple at (972) 712-7302 to discuss Price, Pre-Buy, Check-Out, www.jerrytemple.net.

1979414ARamIV6700TT 1100/450 SMOH Avidyne EX600 (Charts & Weather), Garmin 530, STEC60-2, VGs, fire detection/extinguish P&I 2004, recent boots, annual 10/12 always hangared and professionally flown. $399,000. Brian (512) 658-9493; [email protected]

1973421BRoberstonSTOL, 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

1975421BRobertsonSTOL. 4440 TT. 1139/919 SMOH. 157/157 props. NDH. Painted ’01. New interior

’02. Pt 135 current. Keith Air. KX 155’s, KLN94 GPS, KT-73 xponder, KI-825 EHSI, KMD 550 MFD, RDS-81 color radar. New STEC 60-2. Everything works. $189,000. Call Dan 831-840-8120 or [email protected]

(Continued on page 37)


Classified Adsjerrytemple.net.

1981Cessna421CGoldenEagle – 4539 TT, 550/1168 SMOH, GAMI, Tanis, 1108/1108 SPOH, 234-Gallons, Shadin, GEM, Strakes, Spoilers, VGs, Air, Known Ice, Garmin 750/650, Terrain, Charts, Sandel HSI, 497 Skywatch, Radar Alt, RDS-81 Radar, WX500, WX Data Link, STEC 55X, GPSS, Alt. Pre-Select, August 2013 Annual (MO) Asking Price $499,000. Call Jerry Temple (972) 712-7302, www.jerrytemple.net

1982Cessna421CGoldenEagle - 4832 TT, 54 SMOH/1289 SMOH-264 STOP, 97/97 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 $450,000. Call Jerry Temple (972) 712-7302, www.jerrytemple.net.

JTAE-mailNewsletter see www.jtatwins.com to register to receive the JTA Newsletter. Jerry Temple (972) 712-7302

PartsforSale/Wanted

ForSale:Pilot’sSideHeatedwindshield.9910049-9 left hand hot windshield. Fits all models of 414, 421 and 425. Used like new. 14,000. Call Tom’s Aircraft 800-441-1485 or [email protected].

421ClevelandWheelAssembly.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, [email protected]

ForSale:2 RayJayTurbochargers for Continental engines. Model 325 E10-1; part #642721; $1,000 ea. Contact Toby @ 715-394-6624

EngineInstrumentsForSale: 2 Oil press/Cyl temp/Oil temp gauges P/N 662019-0101; Shadin Fuel Flow Indicator (Twin Engine) P/N 92053P;

1979Cessna421CGoldenEagle- 7445 TT, 180/180 SRAM, 234 Gals, Shadin, GEM, VG’s, Spoilers, Air, K.Ice, Dual Aspen 1000 PFD, G530W/G430W, EX500 MFD, GTX 330/327, DME, Color Radar/WX500/WX Data Link, 800B Alt Pre-Select, Excellent P&I, Boots and Glass. (Toronto) Asking Price $380,000. Delivered with $40,000 US or Canadian Annual by TAS. Due for completion April 10th. Call Jerry Temple (972) 712-7302, www.jerrytemple.net

1979Cessna421CGoldenEagle- 6272 TT, 1340/1276 SMOH, 1419/1419 SPOH, G530/430,

Sandel Elec. HSI, GTX330/327, KWX56 Radar/WX500/GDL69 WX Data, STEC 55X AP/FD, STEC Yaw, STEC Altitude Pre-Select, 252-Gals, Shadin, Insight GEM, Spoilers, VG’s, Air, K.Ice, 9/2013 Annual, Excellent Shop/Records (CO) Asking Price $305,000. Call Jerry Temple (972) 712-7302, www.jerrytemple.net

1980421C N5874C $485,000 RAMVII, 8 Seat, TTAF: RE 276 SMOH/ LE 715 SMOH; Props 276/725.7 SMOH. Total 262 gal. GNS530W/430W, GMA340, GTX330/327,TIS, EX500 w/BendixColor Radar, GDL-69A, WX-500, GEM-602(EGT/CHT),Shadin Fuel Flow, KFC-250 AP w/Alt Select,406MHz ELT. ‘07 Gray leather/Light gray headliner/matching side panels/dark gray carpet. Aft refreshment center, dual tables, fwd & aft dividers w/ privacy curtains, belted Lav Seat. Crew seats: Oregon Aero w/Sheep Skin. JB Electric A/C. Dann Fabian @ 601-937-1017or [email protected]

1980Cessna421CGoldenEagle - 4561 TT, Zero/1233 SMOH, 757/757 SPOH, Strong ’93 Paint, 8-Seats/Blue

Leather, 234-Gals, Hoskins, Air, VGs, K.Ice, G530W/G430W, GTX330/327, Radar Alt., Color Radar, WX1000+, GDL69A WX Data, 800B AP/FD, Alt. Pre-Select (IL) Asking Price $390,000. Call Jerry Temple (972) 712-7302, www.

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 [email protected]

ForSale:24/28VoltPrestoliteAlternator# 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 @ 925-698-1377.

FORSALE:Cessna414FuelSelectorDecals. Strong, UV protected, color fast,laminated self adhesive exterior grade material. Match originals. $50.00 / set. Bill Burger (775) 749-4043. [email protected].

FlightTraining

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 Cessna 340/414/421 aircraft. Gold Seal and NAFI Master CFII/MEI. Houston. Will travel. Gerry Parker, 713-826-6663, [email protected].

Cessna 300/400 series Flight Training Initial and Recurrent in your aircraft by ATP and Gold Seal CFI, CFII, MEI Southwest based. Todd Underwood http://www.findapilot.com/Pilot-12523.html [email protected]

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.aviationenhancements.com

WataugaFlightService located in Elizabethton, TN. See our ad on page 29 and be sure to check out the “Always Learning” section of our website at

36 | TWINCESSNA.ORG

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CESSNA 300 SERIES 310G, H, I, J, K, L, N, P, Q, 310R, T310R, 320B, C, D, E, F, 336, 337, 335, 340, 340A

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.

FLIGHTTRAINING(cont.)

www.flighttrainonline.com. Contact me at [email protected]

Cessna 300-400 Series Flight Training Initial or recurrent flight training in your aircraft. Call Jerry Lunsford, (817) 480-8866, jerry@planetexans

Insurance approved initial/recurrent training in your Cessna 300/400 series aircraft, ATP CFII, New England based, will travel, call James Shepard, 207-409-6906. [email protected]

Wright Aviation: Initial Twin Cessna FITS Accepted, Recurrent Twin Cessna Training, Glass & TAA initial and refresher, G500/500, GNS430/530, Aspenvisit www.wrightaviaiton.

net email [email protected] call: 480-203-0599

Cessna 310 Flight

THE TWIN

Classifieds(continued from page 35)

We Need Your

Email Address:

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.

Training based in NY. Initial or recurrent flighttraining in our or your aircraft. Call Patrick Harris, (607) 644-5628

NC based Cessna 310 Training specialist for initial, recurrent, IPC, or task-specific in customer aircraft. Customized for your specific operational needs. Pilot and/or aircraft safety and operational audits also available. Guy R. Maher; [email protected]; 704-548-0066

Cessna 300-400 Flight Training Specialist. Multi-Engine Training, CFI MEII, Lafayette, Louisiana, Call (337) 334-1444 or (337) 322-9006, [email protected]

TAS AVIATION,INC. Cessna 300/400 Series Training. Initial/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.

38 | TWINCESSNA.ORG

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Systems & Engine Seminars

When: May 2 - 5, 2013 Where: TAS Aviation defiance, Oh

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

TAS Aviation in Defiance, OH on May 2 - 5 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 1,000 owners and

operators have attended these seminars in the past. You will not be disappointed.

BENEFITS INCLUDE:14 hours of classroom instruction for each seminar

Hands-on instruction with actual aircraft partsA detailed Training Manual & Reference Guide

COST: $495 FOR EIThER SEMINAR OR $900 FOR BOTh.

For Details and To Register: Visit www.twincessna.org or call us at 704-910-1790

TWIN CESSNAThe

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Engine Seminar may 4 - 5

Topics Covered:1. Engine Nomenclature2. Engine Cooling3. Ignition4. Engine Oil5. Periodic Maintenance6. Fuel Injection7. Turbocharging & Exhaust8. Engine Support Structure9. Engine Overhaul & Repair10. Engine OperationsThis seminar covers TCM O-470 through IO-550 and TSIO-470 through GTSIO-520 engines.

Systems Seminar may 2 - 3

Topics Covered:1. Introduction2. Landing Gear3. Fuel System4. Electrical System5. Environmental Systemsa. Heater & ACb. Pressurization6. Flight Controls7. Type Certificates8. CorrosionAll 300 and 400 series piston-powered Cessnas are covered.

TWIN CESSNAThe

FlyerSM

P.O. Box 12453 • Charlotte, NC 28220

www.twincessna.org

Mark Your Calendars!

Twin Cessna Flyer

Fly-in Convention!

Wichita, KS

June 27 - 29, 2013

visit www.twincessna.org for details

april 2013 twin cessna flyer · the twin cessna flyer • april 2013 | 3 ... website as well as...

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