TheTWIN CESSNA Flyer · DECember 2012 Supporting Twin Cessna Owners Worldwide since 1988 Featuring:...

DECember 2012

Supporting Twin Cessna Owners Worldwide since 1988

Featuring:

guy maher’s Classic 310engine overhaul decision

hartzell Engine Technologiesreaders write And much more......

TWIN CESSNAThe

Flyer

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REPLACEMENT ENGINES & STC UPGRADE PACKAGES

CESSNA T310/320 & 402B

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REPLACEMENT ENGINES & STC UPGRADE PACKAGES

CESSNA 340/A & 414/AREPLACEMENT ENGINES & STC UPGRADE PACKAGES

CESSNA 421B/C & 404

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THE TWIN CESSNA FLYER • DECEMBER 2012 | 3

from the editor

Seminar update, Annual Conven-

tion for 2013, NBAA, new advertis-

er welcome, 100LL update, safety

reminder, 340 turbine conversion

and more.

guy maher’s classic 310 TTCF member Guy Maher grew up

watching Sky King. He makes his

living in aviation but his true love

has always been the classic 310.

Following his heart, he recently

bought a 1956 310B. He’s flying it

all over the country and reports it

is as reliable as any airplane he’s

ever owned.

Engine over-haul optionsThe Colemill Executive 300 engines

on Ted DuPuis’s 310N were well

past TBO so he decided it was time

to either overhaul or upgrade them.

He’s a fan of upgrades, so the deci-

sion was a hard one. Read about

how he analyzed the pros and cons

and came to a decision.

4

6

Hartzell Engine Technologies TourHartzell Engine Technologies bought

the assets of Kelly Aerospace several

years ago. A recent visit to the factory in

Montgomery, AL revealed a lot of activ-

ity focused on both quality and innova-

tion. Given the weak economy, high fuel

prices and long term fuel uncertainty,

this is something Twin Cessna owners

can be happy about.

Readers Write Elevator tube cracks, hot plates, aux.

tanks and fuel bladders, ECi cylinder

cracking, strake report, panel refurbish-

ing and more.

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 $68 ($80 international), which includes a one-year membership in The Twin Cessna Flyersm owners organization.

The Twin Cessna Flyer is not affiliated 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

Philip G. Yoder, Columbus, OH

Cover article photo by Staci Maher. Editing Assistance provided by Madeline Frank.

Copyright 2012, The Twin Cessna Flyersm. All rights reserved.

TWIN CESSNAThe

FlyerSM

Features

30

35

12

17

18

4 | TWINCESSNA.ORG

from the editor By Bob Thomason, President TTCF

We all benefit tremendously from their activities.

The first thing you notice when you attend NBAA is that, as you would expect, it is mainly about the business of aviation. There is some fun stuff of course - flying is fun no matter what the purpose - but the focus is on aviation commerce. One glance at the massive Exhibit Hall says this is the segment of GA where the money is. And it’s not just about corporate jets. You’ll find many of our supporters there: Hartzell, SimCom, Aerox and Cessna just to name a few. In reality, business aircraft include everything from Boeing Business Jets to ultralights. Our 2010 survey showed 60% of TTCF members use their airplanes at least partially for business. We are part of the business aviation community and the NBAA represents us.

I flew from Charlotte to Orlando with my friend, Jim, in his Twin Commander 690. We had headwinds both ways, courtesy of Hurricane Sandy, but I don’t think we saw a groundspeed of less than 260 KIAS the whole time. I’ll write more about the Twin Cessna/turboprop comparison later but let’s just say it was a nice way to arrive at NBAA.

On Day 1 Jim and I attended the Single Pilot Safety Stand Down. Sponsored by Cessna, this seminar featured nationally known safety experts including former NTSB Board Member Robert Sumwalt, noted aviation safety writer Robert Wright and pilot fatigue expert Leigh White. Here are just a few interesting facts we learned:

• If you violate an FAR you are three times more likely to be involved in an accident

2013 Fly In Convention

It’s not too early to sign up for our 2013 Annual Convention. In fact a lot of early registrations will increase vendor interest, resulting in more displays and a better

convention. So go to our website at www.twincessna.org and register. Or you can just call me at 704-910-1790 and I’ll handle the registration for you.

Our convention will be at the Hilton Doubletree Hotel on the Mid-Continent Airport (KICT) in Wichita, KS on June 27 - 29. Long time members know this is not our first ever convention, but the first in many years. We are committed to making this one the best ever. A professional convention organizer, Bill Alberts, will be organizing our convention. Some of you have seen the great job Bill does if you’ve recently attended a Citation, TBM or MMOPA convention. They are first class and ours will be too!

Highlights will include the full radar and Nexrad course taught by Erik Eliel, President of Radar Training International. Tony will also conduct a couple of short sessions on topics of interest. There will be vendor booths and additional presentations. A tour of Yingling Aviation and Cessna Aircraft are also on the preliminary agenda. We’ll spend some time on the flightline looking at (and maybe judging?) each others airplanes. A complete agenda can be found on our website. Sign up now and reserve your spot!

Seminar Update

Our first Systems & Engine seminar

of 2013 will be February 21 - 24 in Fairhope, AL (KCQF). Once again, Continental Motors will be our host. You can expect the red carpet treatment from Continental, including a factory tour. In fact, this will be more of a Fly In/Seminar than just a seminar. We’re expecting a large crowd since we are not having our usual end-of-year 2012 seminar. That means lots of airplanes will be on the flightline to look at. Join us in Fairhope and learn all about your airplane and especially your engines. You can sign up on the website, or just call me at 704-910-1790.

Finally, be sure to check out a video of member testimonials recorded after the SBA seminar. The link is in the upper left corner of our homepage: www.twincessna.org

New Advertiser Welcome

Glass Simulator is back as a TTCF advertiser. Located at the Chicago/Aurora airport, they offer multi-engine recurrent training with experienced instructors using a Frasca 142 simulator. See their ad on page 14 for a special they are offering to TTCF members.

NBAA Convention

I attended the National Business Aircraft Association convention in Orlando in October. I try to go every year when it’s on the east coast. I joined the NBAA when I started my charter company in 2002 but I should have joined the day I started flying.

Sign up now for our 2013 Annual Convention!

We’ll be back at Continental Motors in February for our first 2013 Twin Cessna Systems & Engine seminar.

The NBAA has a lot to offer Twin Cessna pilots and owners - and they put on a great convention.


(continued on page 13)

• Airline studies show an accident rate 15 percentage points higher for flights running late

• Boeing identified the #1 cause of accidents involving its airplanes as deviations from Standard Operating Procedures (SOP’s)

• The business aviation accident rate is 5 times better than the rate for all of GA

• The most valuable part of a night’s sleep is that last 1/3 of the sleep cycle (in other words, missing those last couple of hours makes a big difference)

But the session was more than just a lecture. These experts presented tools and techniques for improving safety. The NBAA also has a number of tools on its website that are specifically designed for single pilot operators like most of us. These tools are excellent supplements to the TTCF FRAT, which can be found on our website.

If you are not a member of the NBAA, I strongly encourage you to join. Some of us identify more with grass roots aviation but all of us benefit from business aviation. Without business aviation, the wonderful FBO structure we enjoy would not exist, fuel availability would be questionable and the public would probably view GA as simply a rich man’s hobby. Of all our alphabet groups, the NBAA does the best job of communicating the economic value of general aviation and perhaps most importantly, they have the most clout in Washington to protect our interests. Membership is more expensive than AOPA and EAA (which we should also all support) but the return on investment is huge. Join today.

100LL Update

You may recall that earlier this year the FAA Unleaded Avgas Transition Aviation Rulemaking Committee (UAT ARC) issued a three part report that specified a decade long process for identifying and testing new 100LL replacement fuels. Action since then has been slow but in September the

including Garmin avionics.) The end result of the legal process will either be a settlement or a judgement after litigation. We’ve seen no predictions of a likely outcome or timetable yet. We do know that at least one FBO has raised the price of avgas 25 cents a gallon to cover part of its legal fees.

As I’ve said many times on these pages, I remain optimistic about replacing 100LL with a more environmentally friendly fuel. The technical challenges

FAA, with some nudging by the alphabet groups, implemented one of the key recommendations of the report by creating a new Fuels Program Office. This office will be responsible for “providing technical expertise and strategic direction in the planning, management, and coordination of activities related to aviation fuels.” This is a positive step we can all be happy about but questions remain about long term program funding and the timing of the remaining steps.

Meanwhile, California FBO’s, fuel distributors and marketers have united as the CA Avgas Coalition to fight the legal battle with the Center for Environmental Health (CEH). CEH claims avgas businesses have not complied with the state’s Proposition 65 which requires companies to notify nearby residents of the hazards their products pose - in this case 100LL. (You can find Prop 65 notices in the front of many product manuals,

Copyright 2012 Aspen Avionics Inc. All rights reserved. U.S. Patent No. 8,085,168, and additional patents pending

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A Gateway to Integrationand Innovation

6 | TWINCESSNA.ORG

Guy Maher’s Classic 310

“Why do you want to wait? I think you should do it now. All I’ve been hearing is you talking about wanting to own another classic Cessna 310. You’ve got the money, and if something happens to spoil the dream and you didn’t act, you’ll forever regret it.” Those were the words uttered by my wife, Staci, earlier this year. Not bad, eh? This conversation triggered a series of events that resulted in my acquisition of the beautifully restored classic 1956 Cessna 310 you see on the cover. It was just meant to be. Like many of us, I was a young boy in the late 50’s when the TV series, Sky King, was on the air. Every Saturday at noon I was firmly positioned on the floor in front of my TV, sandwich and milk at the ready, and accompanied by a handful of Oreo cookies to top off the meal. A bulldozer couldn’t have moved me. I was occasionally disappointed when a rerun of an older show with the Cessna T-50 popped up, but Sky was still my hero. [But man, what I wouldn’t give for the chance to fly a T-50 now!] That 310B was it for me. I didn’t care about cars, boats, trucks, or any of the other stuff kids my age salivated over. It was all about the 310.

So you can guess the story – solo at 16, private at 17, followed by more licenses and ratings as I went through college – and earning money while in college as an instructor, charter pilot, and STOL Rallye demo pilot. In the mid 70’s I was afforded a double thrill. First I met the actor who played Sky King – Kirby Grant – and that chance meeting became the basis for a close personal friendship that lasted until the day he passed. The second event was I went to work for Cessna Aircraft Company in training and sales. And before my time with them was done, I was regularly

By Guy Maher, TTCF Member

flying everything they built with piston engines. Of course that meant some wonderful experiences in the all the twins.

I continue to enjoy a very diversified and wonderful career in the aviation field. I’ve owned roughly 30 different aircraft since my college days, getting in and out of aircraft as various business missions dictated. In the 1980’s, I owned two different Cessna 310R’s. Although I regularly flew other twins - Aztec, Seneca II, and Baron - the 310 was the

only one I ever would consider owning. And it was in my 310R’s that I would fly down to Florida from my Georgia home at the time, pick up Kirby Grant, and fly him to personal appearances. [His life after the Sky King series and knowing him for the last 10 years of his life is another story for another time.]

Although it was an eleven year stretch before I’d own my next 310, I never got far from the model through my various training and sales activities. My first classic 310 came after heavy searching resulted in a very clean 1957 model. I enjoyed a lot of wonderful flying in that airplane. Also classic was the nose gear failing in the up position. Yes, it was

rigged right per the TTCF video and tool, but a new idler bell crank from Cessna actually failed. Regardless, the insurance company wouldn’t let me bid on the minimally damaged plane [other than props and engines]. The plane eventually wound up being purchased and restored by TTCF member Joe Grimes. (See the Feb. 2011 issue of The Twin Cessna Flyer.) Glad to see it has a great home.

Although I didn’t replace that plane with a twin, I was blessed with a great

10 years helping manage and fly a 310R for a small business partnership. Plus, they let me use it for those special trips demanding the capabilities not many planes in its class could match – like going non-stop from my base north of Charlotte, NC to West Palm Beach, FL with IFR reserves, while carrying myself, Staci, our two 200+ pound sons, AND 200 pounds of luggage and SCUBA gear. Try THAT in a new Corvallis TTx, or a $1.3 million Baron! Sadly, one of the partners passed away and I was asked by the other partner to sell the plane.

A brief medical scare last year and my lifelong love of the early 310’s prompted Staci’s comment that opened this story. But not so fast. It had been 12 years since the insurance company bought my ’57 310. I had been flying an R model, and my sales and training activities were mostly in Q’s and R’s, and no classics. I wondered if the older 310’s could still be viable as dispatch reliable airplanes. Maybe I should just go for another R model. But not before I was convinced a “straight tail” 310 wasn’t an option. So I spent the first quarter of 2012 doing my research. I got on forums, talked to my trusted maintenance professionals, and reconnected with TTCF. I was amazed at the overhaul


We were fortunate enough to find a 310 that had already been updated and well cared for. After a short “shake-down” period, we were off flying her on some superb trips.


8 | TWINCESSNA.ORG

maher 310 (continued from page 6)

and “refurbishment” TTCF had gone through, and was impressed with the updated magazine. Bob Thomason sent me some past issues that spoke to my classic 310 concerns, which is how I found out that Joe Grimes ended up with the ’57 310 I once owned. In the end, I became convinced that a classic 310 could indeed provide reliable business and personal transportation. And the added benefit would be a purchase price far lower than my original budget – thus leaving a nice extra cushion for the care and feeding of a classic. The search for the good ‘base’ airplane began.

It was in April that I happened to come upon an ad for N5267A. It was owned for 13 years by a company in Longview, TX, Aerosmith, who specializes in aircraft paint and interiors. It was their personal runner until they purchased a 421. In photos and on paper, this 310 represented what I imagined my refurbishment project would end up being. Staci liked the idea of me not having to go through another long project [we have resurrected three airplanes together in the past 20 years], and if it was as represented and I could make the right deal, we’d probably have less invested in it than if I purchased one of the “cheap” 310’s out there and refurbished it.

And so it began. A barrage of phone calls, emails, background checks, scanned logbooks, detailed photos, a prepurchase-turned- annual inspection, my own personal inspection and test flight, and final documents review

finally resulted with a done deal. TTCF Magazine has published many wonderful stories about loving owners who have taken their Twin Cessna’s and turned them into incredibly looking and exceptionally equipped airplanes. I am not one of them. [Sad news for the ragged out 310 I would have adopted, I guess.]

All the heavy lifting was already done. The 310 had a 3,800 hour airframe with both engines at just over 400 hours since overhaul. Although painted in 1999, I can convince anybody that the paint is a year or two old. They did a complete interior refurbishment in 2011. The airframe, in and out, was so clean you could eat off of it. The panel, as you can see by the photo, is quite modern: Garmin 340 audio, GNS 430W, SL-30 with 2nd glideslope, 330 TXP with TIS, STEC-60-2 autopilot, Wx-900 Stormscope, and dual JPI EDM 830’s. The only thing I added to the panel was my Garmin 496 mounted on the far left. And I modified a control wheel mount from my earlier 310’s to hold my iPhone so I can use Foreflight, including ADS-B information provided by my Stratus unit. [It feeds my iPad, too, when I need a bigger view.]

It was obvious that the folks at Aerosmith loved this 310. And to their credit, they were wonderful to deal with, honestly represented the plane, provided whatever I asked for promptly, and didn’t hesitate to pay for any airworthiness items that surfaced during the prepurchase inspection. And they even mixed up a spare paint touch-up kit for me to take home. They weren’t faking the sadness watching it leave.So on that mid-May Friday, Staci and I were heading home in our new 310. To my blame, the trip wasn’t the kind of fun mini-vacation trip she had expected. I was in my anal, strange plane, Rainman-focused, buyer and delivery pilot mode persona, rather than the super-excited, “holy-crap – we just bought my dream 310!” persona she anticipated. I hated that. But I soon made up for it.

I followed my own advice by stashing away at least five percent of purchase price for use in the first year to deal with

those extra “issues” that will certainly arise – no matter how good the plane might be. I also limited my first month or so of use to local area flying to put numerous cycles on the plane, in VFR conditions- to “rattle its cage” so to speak and surface any gremlins. And it was no surprise that some popped up. The interesting thing was that none of them were “old airframe” related. It was all engine stuff. Oil leaks that my guys found and quickly fixed. And the right engine ran rougher each time I flew it. The final result was the carburetor needed an overhaul. Perfect now. A couple of JPI probes went bad. And both oil pressure sending units had to be sent back to JPI for different reasons. The units weren’t even a year old so there was no charge for that. And the left starter had to be exchanged. But all in all, my shop was really impressed with the 310, thought I had found a nice one, and they got it nicely dialed in. Staci and I took a day trip to a lunch buffet that went real well – much better than our flight home from Texas. Now she was excited.

Although painted in 1999, my 310’s paint still looks new - even behind the over wing exhaust. Note the tube in the center. This is the breather which keeps the underwing oil free.

The panel was near perfect when I bought the 310. I added the Garmin 496 on the far left and a Stratus ADS-B receiver displays weather on my iPhone on the control wheel, as well as my iPad.

The interior was redone with a nice earthtone leather in 2011.


I’m not sure what it says about the age of me, my airplane, or the controllers and lineman when I have to explain that this was the original 310.

A nice dinner with the man who taught me to fly 43 years ago and his wife, an equally enjoyable breakfast with my cousin and his wife, and Staci and I were airborne at 11:00 in CAVU conditions bound for Rutland, VT. We were in the chocks by 12:30, and on horseback by 3:00 pm. After a great three days in Vermont, we were airborne on a beautiful Thursday morning. This

And then the first “big” trip we were really counting on was to Chicago during the July 4th holiday with our 12 year old granddaughter to visit another daughter of ours and her husband. That trip was flawless and proved what the 310 could do, and for less operating cost than the price of three airline tickets. “67Alpha” has the 30 gallon aux fuel system, which is nice for that “feel good” fuel to allow for some pretty impressive legs without worrying about a stop. I was using cruise altitudes ranging from 8,000 to 11,000 feet. True airspeeds ranged from 165 knots to 172 knots with fuel flows from 22 to 25 GPH. The higher speeds came at 2,400 RPM and although certainly acceptable, I quickly found that the “sweet spot” in this plane is 2,300 RPM. So much so that the extra few knots [and fuel burn] just wasn’t worth it. Plus, at 2,300 RPM the engines ran just a bit cooler. And with ramp temperatures on both ends of the trip being over 100 degrees, even the temps at altitude were way above standard.

Between the July 4th trip and mid September, I continued with numerous local flights for more tweaking, exploring the envelope of this VG equipped plane, taking friends for rides, and visiting some short strips [with great BBQ], and working with Staci doing some “pinch-hitter” flying. Although not a rated pilot, she loves to hand fly, plus wants to feel confident she can handle the plane in the event I should ever become incapacitated. I also spent some quality time working the autopilot. Getting the smoothest coupled GPS LNAV/VNAV approaches out of the 60-2 was paramount, along with just honing my airplane-specific flow for instrument work. All this was in preparation for the two back to back trips to come.

(continued on p. 10)

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

Starter Adapters ready for immediate exchange. Our technicians have years of experience rebuilding these Continental adapters, using the highest quality parts. We can also overhaul your own core, if you prefer, and get it back to you quickly.

Give us a call; we can get you back in the air fast and at a price you can afford! That’s the Aircraft Specialties Services promise.

Or Overhaul Your Own With Our PMA Parts, .015, .030, or .040 Over

My first business trip was from my Statesville, NC base to Manassas, VA. It was flawless general aviation. Wheels up after breakfast, a productive day’s work in Manassas, and home by supper time. The 310 was superb. Four days later on a mid-September Sunday afternoon, Staci and I loaded up the 310 and launched with 400 foot ceilings and two miles visibility in mist for our first leg of a nine day trip. We were quickly on top and in less than two hours totally in the clear. Three hours after engine start we were pulling into the ramp at Caldwell, NJ. The tower controller would be one of many to not only compliment the plane, but to also ask me exactly what it was.

“If you are lucky enough to own a

310, you are lucky enough.”

10 | TWINCESSNA.ORG

Maher 310 (continued from page 9)

time bound for Bar harbor, ME. And once again, after about a 1.5 hour flight, including a little sightseeing over Bar Harbor, we were on the ramp in time for lunch.

Later that afternoon, I hired a local tour pilot to take Staci up in his 172 for some formation work so Staci could shoot air to air photos of our 310 – a few of which you see here. That was the highlight of the trip for me. By Saturday night, we decided that we had done and seen a lot in Bar Harbor and were ready to try a new destination to complete the trip. Totally off the cuff, we picked Newport, RI. Neither of us had been there so it seemed like a good idea. This is what having your own plane is about. So I called the FBO at KPVD and arranged a car and that Sunday morning we were off again. The head winds were pushing 50 knots but the ride was clear and smooth. I just sat there loving every minute, feeling like king of the world even at a groundspeed of 119 knots. I also couldn’t help but try to imagine what it must have been like in the 50’s when this airplane just hit the market, and being the first pilots to fly and realize how much this little plane could do. [I did resist the urge to try to run a car full of bad guys off the road like Sky King did.]

We included a lunch stop at Katama field on Martha’s Vineyard. The 310 made easy work of the 2,600 foot grass strip in use that day and after a great lunch we were off for the short 20 minute hop to PVD. We scored a great B & B room right on the bay and enjoyed two days of walking, touring, and sailing in this beautiful location. Finally, it was time to head home. Another beautiful flying day, but with near 40 knot headwinds all the way home. We opted

for a lunch stop in southern Jersey at Cape May County. There’s a nice place to eat right on the field with close parking. With us and the 310 topped off, we flew our final leg back home.

Reviewing the trip, our legs totaled 1,700 NM. Total flight time, including the photo shoot and some local touring at each destination came to 14.2 hours

– with nearly half of those hours in headwinds exceeding 35 knots. The 310 consumed 298.2 gallons of fuel - for a block fuel consumption of 21 GPH - and one quart of oil for each engine. The plane and all its equipment performed flawlessly. Not a single squawk. Not only that, some detailed work on baffling, various brackets and other airflow busters over a couple of cylinders before departure on this trip resulted in better cooling – allowing more fine tuned leaning and better fuel economy. Although true airspeeds in the low 170’s [knots] may stroke the ego,

mid 160’s at 10.8 GPH per side with smoother and cooler engines strokes the brain – and wallet.

Staci concurred that although we did a lot on this trip, the pace was relaxing and we actually felt rested when we got home. The 310 had done its job admirably, and it was rewarded in the best way I know – a bath, some TLC,

and an oil change.

With the exception of the first Cardinal I owned back in college, every aircraft I personally owned had some sort of a business ‘plan’ attached to it. There was a reason – or mission profile - for selecting that particular plane or helicopter, a business strategy designed around that particular aircraft, and set markers for when it would be time to sell it and move on. Each aircraft was paper justified.

Not this time. Now it’s all about the love of the 310 for me and having the double benefit of not only speedy, multi-engine transportation, but also arriving in a classic. Oh sure, I have a number of business trips on the books already, now that I have a plane that I know will be there for me when I need it. But Staci and I agreed that this time there is no

plan other than to take care of it as best as we can. One year; ten years; who knows? We’ll just fly it as long as the good Lord and our bank account allows.

If you are lucky enough to own a 310, you’re lucky enough. Accordingly, when Staci recently asked me, “Of all the many airplanes and helicopters you have flown in your career, if you were forced to pick only one to fly for the rest of your life, which one would it be?” I answered, “We own it.”

I love owning a classic airplane that looks good and is also a joy to fly. The Cessna 310 is an airplane for the ages. And to think, this is the plane that underpinned Cessna’s eventual full line of top selling twins.


12 | TWINCESSNA.ORG

The prospect of installing new engines is both an exciting and a difficult time for aircraft owners. The exciting part is replacing old, tired engines with new, fresh engines that should be trouble-free, and hopefully will perform a bit better than the old engines ready for retirement. The difficultly comes from the range of choices. One big question is: Do you want to use this opportunity to upgrade to your engines, improving all aspects of performance as well as safety, or do you just want a straight overhaul? I’m always drawn to upgrades but there are many tradeoffs to consider.

I consider the performance benefits from engine upgrades to be high, especially when considering the safety impact of extra power during an engine failure, as well as improved takeoff, climb, and cruise performance. I often point out that you can always pull throttles back, but they only go so far forward. Extra power means you’re off the runway faster, to altitude quicker, and can climb through icing layers more rapidly. It all adds up to getting your mission completed faster and safer.

Performance improvements come at a cost however. A typical engine upgrade package will cost roughly twice as much as an overhaul from a reputable engine shop. However, it will also typically include new propellers, a consideration if your propellers are nearing overhaul as well. Personally, I put a lot of value on all the benefits that extra power provides, especially when it comes to OEI safety. In my opinion, most of our planes were rather underpowered from the factory.

Our Options

When Cloud Nine Rescue Flights’ Cessna 310N (named Sugar Pop – N488SP) was donated over two years ago, the engines were at their 1700 hour TBO. The plane also was already equipped with the Colemill Executive 600 conversion which had replaced the stock 260 HP IO-470s with 300 HP IO-

520s. This is a five minute 300 HP rating at a screaming 2850 RPM, then limited to 285 HP continuous at 2700 RPM. These IO-520s were good cores, as they were previously factory remanufactured

engines, boasting heavy cases and new crankshafts. With 2100 hours and over 15 years SMOH, neither one leaked a drop of oil. However, on our trips of often 1400+ nm in one day (a long day in a 310), even getting an additional 10 kts would make a significant impact on block times, so it was worth considering even more performance improvements.

Operating parameters would also have an impact on our engine decision. Since she was donated, we’ve operated Sugar Pop at 2300 RPM, 24” or WOT (depending on altitude), and see a combined trip fuel burn of ~25 GPH average, although we’ve gotten it down as low as 20 GPH flying at 13,000 ft. We operate LOP, although our ability to do so is limited by a lack of GAMIjectors. For cooling purposes, we weren’t operating the engines at higher than

2300 RPM – any higher RPM in cruise would result in CHTs greater than the desired max of 380F and/or EGTs above 1550F when operating leaned out. These are the limits we place on these

engines for longevity. Operating rich enough to keep CHTs at reasonable temperatures at these higher power settings results in a very significant increase in fuel consumption.

We saw ourselves as having three options:

1. Overhaul the current IO-520s. 2. Upgrade to the Colemill Executive II conversion, utilizing 300 HP IO-550s. 3. Create our own STC using turbocharged engines of some form.

The first option was the most straightforward, the cheapest and provided the most flexibility as far as specifics of the overhaul. As the plane’s 520s were previous factory remans that were well taken care of, we weren’t concerned with issues regarding the condition of the cases or crankshafts. This allowed us to consider another factory Continental overhaul or reman, or alternately going to one of the many engine shops around the country to either have our engines overhauled, or

perform an exchange if we wanted to get the engines back quicker (of course, exchange engines depend on the shop). For us, there would definitely be parts we would specifically want to use in an engine overhaul. Talking to various engine shops helped to give us an idea of not only what the cost would be, but what level of flexibility we would have and what quality we could expect.

The cost of the overhaul option would range between $60,000 and $70,000 for both engines all-inclusive, which would include changing out all appropriate fuel hoses, engine mounts, and exhausts. These items typically prove to be a worthwhile investment at overhaul, and I consistently see people who do “cheap” overhauls and neglect these items only to end up replacing them several hundred hours into their new engine life.

Engine overhaul options by Ted DuPuis, TTCF Member

The Colemill Executive 600 conversion on our 310N has served us well but at 400 hours past TBO it was time to consider our options.


can be met. Cost is the big concern, however, as any additional costs associated with a new fuel will be added onto prices that are already rising due to increasing global petroleum demand. All of us should factor in rising fuel prices into our long term operating budgets.

Post Maintenance Flights = High Risk

During a two week period in late October and early November, two Twin Cessnas crashed with fatal results on their first post-maintenance flights. A 320 went down near San Marcos, TX after an early AM departure. The airplane had just been painted and had a new interior installed. Fog was also reported in the area. The second accident occurred in southwest MO. A classic 310 reportedly had an engine fire and crashed with two fatalities. The engine had just been installed. We do not know for sure why these airplanes crashed. Reports indicate weather was most likely a factor in the TX accident but neither has been fully investigated. Regardless, we know from experience that there

is increased risk on the first few post-maintenance flights. In fact, on the TTCF Flight Risk Assessment Tool (FRAT) we assign a maximum risk score of “5” to first post-maintenance flights. It really makes sense to carefully manage the total risk of a post-maintenance flight. Don’t immediately fly into instrument conditions. Don’t carry passengers. Don’t fly off of short strips or in other challenging conditions. We are all anxious to get our airplanes back after long maintenance or refurb


The true cost ends up being higher when you do this, not to mention inconvenient, since you add downtime to your plane.

The second option is more in-line with the sort of upgrade that the typical Twin Cessna owner would be looking at. The Colemill Executive II conversion (now owned by Mike Jones Aircraft, along with all other Colemill STCs) is effectively the same conversion as the Executive 600, except utilizing IO-550 engines instead of IO-520s. Our aircraft was upgraded several decades ago, prior to the emergence of the Executive II conversion. Anyone considering the two today would choose the IO-550 conversion, as the initial conversion cost is equal for both conversions, but the IO-550s include more power at a given RPM (thus meaning faster cruise speed or quieter operation), and more available cruise power, as the 550s are rated for 300 HP continuous at 2700 RPM, where the 520s are limited to five minutes in the 2700-2850 RPM range.

Additionally, although the high-revving 520s are rated at the same 300 HP as the IO-550s, the rating system used on the two engines is slightly different, meaning that the IO-550s typically do produce more horsepower than the 520s (or so claims Mike Jones – I don’t know enough about Continental’s rating system to confirm). As such, Mike Jones claims that the Executive II will show a performance improvement over the Executive 600, even when the same theoretically power is used, and it would have the added benefit of lower cruising RPM for the same horsepower, resulting in a quieter cabin.

Mike Jones has a well-known shop that does good work, and this conversion would allow us not only a higher cruise speed at the same RPM, but provide more power available for all conditions. All these were positives. The potential negative for us was being locked into a factory reman with Continental factory cylinders. We wanted to use ECi Titan Nickel cylinders, as we believe their reliability is the best among the options for our 520s. Western Skyways agrees – they recommend ECi Titan cylinders for any D-rocker Continentals, but recommend factory Continental for the cross-flow cylinders found on GTSIO-520s.

From the Editor (continued from page 5)


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Overhaul options (continued from page 13)

The quoted price for the Executive 600 or Executive II is a hair north of $120,000. This price is fairly comprehensive and includes two factory remanufactured IO-550s (with a dissimilar core charge tacked on to the price from Continental), two new McCauley propellers, plus other conversion requirements and the labor to perform the work at the Mike Jones Aircraft facility in Tennessee. Given that our conversion already had the appropriate propellers, this option would cost us an estimated $90,000-$100,000.

The third option is a terrible idea for most people but appealing to me. Creating your own STC is not a fun task by any means, and can be quite expensive as far as development and certification testing. However, I used to do aircraft engine certification for a living, so that option was, in fact, open. Additionally, because of the low resale value of a number of aircraft with suitable donor engines, we calculated that we could likely complete the project for a reasonable total cost, not factoring in our time, by purchasing a donor plane to supply the engines and relevant hardware. The negative with this is we would be installing a pair of used engines on our plane, rather than a pair of fresh overhauls, and would have to go through the certification process ourselves for an STC that would have limited monetary value due to a very small market. Again, an aircraft owner without any certification experience should not consider this path.

There have been several other STCs in existence that have increased the

performance of the 310. The Riley Rocket conversion, which utilized two Lycoming TIO-540 engines claimed to provide cruise speeds of 260 KTAS up in the flight levels. Of course, expect high fuel burns to match the speed, but the performance is appealing. Unfortunately, the STC is no longer supported, and some people indicated that this STC had other problems in the form of being too much power for the 310’s structure to handle well. In addition, I’m not a big fan of how the Lycoming TIO-540s used in the Riley conversion operate. Anyone who’s flown a Navajo has probably gotten frustrated with the finicky turbo controllers – and these engines are the same. There’s no doubt in my mind that Continental builds a friendlier engine from the pilot’s perspective than Lycoming. And with approximately 30 years using 300 HP IO-520s, we know the 310 is happy with naturally aspirated 300 HP engines.

Which option did we choose? The tinkerer and horsepower nut in me wanted to try to strap a pair of GTSIO-520s on the 310 but with a baby on the way and starting a new job the downtime would be much too great. Maybe one day, if Part 91 operations will be allowed to convert to owner experimental, we can consider that but for now it was not an option.

We ended up choosing to overhaul the 520s. First and foremost, we already had good cores that weren’t going to benefit from a trip back to Continental for overhaul. With new cranks and cases, these engines were in excellent condition, and were unlikely to have any major components replaced. Combine this with the fact that there were several things we wanted to do with these engines that Continental wouldn’t have done (like put ECi cylinders on), and this made it unappealing to require factory remanned 550s.

If we had light cases with the old crankshafts that needed to be replaced, we would have

gone for the Executive II upgrade, as it would have been more cost-effective at that point. We also would have done the upgrade if our engines could have been simply converted by replacing the crankshaft (which is about the only difference). Lastly, since these engines still make 300 HP, they represent a significant upgrade vs. stock, and the benefit going to 550s would be minimal.

We’re fortunate to have options when it comes time to overhaul the engines on our Twin Cessnas. I hope sharing my decision process will help other owners when their time comes. I will write another article describing in more detail the actual overhaul process and post-overhaul performance.

A Colemill Executive II conversion, now owned by Mike Jones Aircraft, would have given us even better performance.


(continued on p. 27)

From the Editor (continued from page 13)

projects but we need to be careful not to let our emotions cloud our judgement. Build in some extra time for a very careful, post-maintenance checkout flight.

iPad vs. SafeTaxi

I have found the best use yet for my iPad. When coupled with my Garmin GLO portable GPS receiver it makes taxiing at a large complex airport a breeze. The key is the ability to expand the display with the “two finger stretch.” This results in a super large display that shows exactly where your airplane is and which taxiway is coming up next. I have Garmin’s SafeTaxi on my G500 but the larger display on the IPad makes a huge difference.

At my home airport (KCLT), the FBO is on the east side. Like many large Class B airports, the taxiways are a complicated spiderweb but fortunately, most GA takeoffs and landing are on the eastern most runway: 36R and 18L, so you don’t have to taxi far and the routes are simple. The complexity of taxiing is at its height with a night landing or takeoff on the center or west runway. I had one the other morning. It was a dark pre-dawn takeoff and 36R/18L was closed for the night. I had to taxi to 18C. My clearance was D4-C7-C-G-A-F-E14-

E-18C. There were a number of “hold shorts” thrown in for crossing airplanes. While not much of a challenge in the daytime, at night in a sea of lights designed for aircrews sitting a lot higher in their cockpits, it is a nail-biting experience. But no longer. With the my little airplane moving along the taxi diagram in an expanded view, I knew exactly when my next turn was coming up. You could almost taxi in 0/0 conditions. It really is a boon for taxiing at large airports at night or in low visibility conditions.

By the way, the GLO is an excellent GPS receiver that links to the IPad via Bluetooth. It has a long battery life but be careful tossing it unprotected in your flight bag. The button can accidentally be turned off, draining the battery.

Cylinder Cracking

Personally, I have never had major problems with cylinder cracking (knock on wood) but I know many owners who have. I remember going through the logbooks during prepurchase of the 421 I bought and noting that all twelve cylinders had been replaced 50 hours after an overhaul. It’s clear, that at least occasionally, there are bad batches of cylinders and all the major manufacturers have had problems from time to time.

In this month’s Readers Write column one member relays his concern about his ECi cylinders. Tony responds at length and says he’s seen a lot of cylinder cracking with ECi cylinders and he’s

The Garmin GLO (lower left) is a small GPS receiver that transmits wirelessly to the Ipad. This setup greatly simplifies complex taxi procedures at large airports - particularly at night. The key is the ability to expand the display as needed.

16 | TWINCESSNA.ORG

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Montgomery, Al is a pretty town with a lot of history, particularly civil rights history. My cab driver noted that the main road that runs by the airport was the route for the Selma to Montgomery march in 1965. As a southerner who experienced both the pre and post civil rights eras, I was moved. Today, Montgomery is a small but thriving (relatively speaking) city. Its downtown reminded me of Asheville, NC - a city which was too poor for urban renewal back in the ’60’s and thus wound up with a lot of beautiful old buildings that were restored to their former glory in the 1990’s. My hotel had been a old bank building and still had the ornate columns and ceilings. I wish I’d had more time to spend there, but the purpose of my trip was to visit Hartzell Engine Technologies.

Hartzell Engine Technologies (HET) was formed in 2010 after they acquired the assets of Kelly Aerospace Engine Systems,

LLC. Their product lines originally included turbocharger systems, alternators, starters, Janitrol Heaters, fuel pumps, oil filters, ignition harnesses, magnetos, voltage regulators and MCUs and a large range of other electrical components. Recently, they have spun off several lines to focus on their five core product lines: turbocharging systems, alternators, cabin heating systems, starters and fuel pumps.

A visit to Hartzell EngineTechnologies by Bob Thomason, Editor

Mike Disbrow, President of HET, spent several hours showing me their facilities and explaining their business. Mike came to HET from Hartzell Propeller in OH. Both entities are part of a holding company called Tailwinds Technologies Inc. Tailwinds is run by two brothers who are sons of one of the original founders of Hartzell Propeller. Mike explained that Tailwinds’ decision to grow its general aviation business was a vote of confidence in the future of the industry (100LL issues notwithstanding).

Like most general aviation manufacturing facilities, because of the low volumes, you see a lot of hand assembly. Given the small volumes produced and the large variety of product lines (relative to the auto industry, for example) these companies cannot afford a lot of sophisticated automation. That said, Mike explained that one of their goals is to bring quality control practices used successfully at Hartzell Propeller to HET. He showed me a machine they use post-production to precisely measure (with a three micron accuracy) the dimensions of each part before it is shipped.

He also told me about new production techniques that have improved quality.

For example, the wires on an alternator stator must be fused so they don’t vibrate and wear. Previously, a baking process was used but the result of the uneven heat was that the wires towards the center often didn’t fuse properly. Now they use a electrical resistance heat with much better results. Because of this and other measures, he says quality has improved dramatically. That’s good news, as those of us who used to replace alternators ever 500 hours or so can attest.

But HET is doing more than just making existing products better. It is innovating. An example includes its new light weight M-Drive starter designed specifically for large bore Continental engines. This starter is not only lighter and more powerful but it has some design features that protect the Continental starter adapter. New alternators have also been introduced. One thing Mike emphasized to me is that they do not use any automotive parts. He says they do not stand up well to use in the aircraft environment: heavy vibration, extreme temperature variations, etc. Be sure to visit HET’s website for more information on their product line and design philosophy: www.hartzellenginetech.com

I was anxious to see the heater production line. Tony says heaters are the most expensive part of an airplane to maintain...on a per hour used basis. But the heater line was in another building so that will have to wait for another visit.

Thanks go to Mike for his hospitality and to HET for their continuing commitment to improving general aviation.

“...one of their goals is to bring quality control practices

used successfully at Hartzell Propeller

to HET. ”

Mike Disbrow (left), President, and Bill Cahalin, Marketing Director were my hosts for the HET tour.

A wide variety of product lines with low volumes means a lot of assembly is done by hand.

Sophisticated machinery is now being used for quality control at HET.

HET is also updating its product line. Examples are improved lightweight starters and alternators.

18 | TWINCESSNA.ORG

past. This is not eligible for Known-Ice Certification however. Tony Saxton - Director of Tech Support TTCF

421 Aux Fuel Tank Problems

Tony - I had two brand new wing Nacelle Bladders in stalled recently in my 1978 Cessna 421 C model. Serial number 500. Behind these bladders, I still have two regular wing lockers for stores, or more tanks.

The old bladders had leaks and the nacelles themselves had a sticker on the outside saying 27, 28 or 29 Gallons or such like,but definitely not 25 gallons. I don’t ever remember getting that much fuel in them. Anyway they leaked so much, I replaced them immediately with ones from FFC Fuel Cells. But I still have not been able to get more than about 25 to 26 Gallons in each of the new ones - is that normal? Has my shop put the wrong ones in, or am I missing something here?

Also, they have been collapsing - despite being reinstalled twice. The breathers are clear each time but something is sucking them in. I turn the pumps off immediately once transfers are complete. I think, but need to confirm, that the special little plastic Venturi on the end of the breather is properly cut on the right angle and facing the right direction to aid breathing. Any ideas on the collapsing or info on the special angled plastic breather part would be appreciated as well.

Brian, TTCF Member

Brian, these bladders are 28 gallon usable each. Thus with 103 gallon in each wing and 28 gallon in each nacelle you’ll officially have 262 gallons total. That said, we have also found that when fueling these nacelle tanks after replacement they wind up a little short (1 to 3 gallons) of the actual placarded fuel and it is because of variances in production. If they fit in the tank they are the proper part number tank. When you mention the plastic angle piece I think you are actually talking

Glenn, the existing Grimes beacon is rather expensive to repair but ask Avlite Aviation http://www.avliteaviation.com/ or Turbine Rotables http://www.aerospaceturbinerotables.com/ for a quote. Replacement is an option with Whelen Engineering being one of the best options with rotating beacon, flashing beacons, strobes, and even new LED technology that are drop in style replacements.http://www.whelen.com/_AVIATION/index.php Remember that the rotating beacon weight in the rudder is part of the rudder mass balance and any changes must be accounted for. Tony Saxton- Director of Tech Support TTCF

Source for 340 Hot Plate

Tony, do you know a good rsource for a ‘hot plate’ for my windscreen on my 1978 C340?

Kim, TTCF Member

Kim, here are a couple of sources for a replacement hot plate:

Cessna Aircraft Parts: SK310-114-0 and SK310-114-2 Maine Aviation: This is an STC’d strip same as Cessna AvFab (Clinton MO) has an STC’d small heated plate for the 400 series aircraft and I have had field approval for 340 in the

414 Elevator Tube Crack Caused by Stall Practice?

We found an elevator tube crack during an annual right after I’d done some training in my 414. I don’t recall being told to check elevator against elevator play during the four day maintenance course I took. Is this type of crack quite rare? It makes me think that the crack should have been found during last year’s annual - in Florida-before it got this far. It also makes me think that I should not practice stalls in these airplanes. I normally only accomplish approach to landing stalls; we recover at the stall warning horn rather than let it progress into an actual stall.

Jerry, TTCF Member

Jerry, we see this on occasion and do not believe it to be a result of stall practice. It is more frequently caused by a wind gust, jet blast or helicopter rotor wash which slams the elevator against the stops. Your tube may not have been cracked previously but rather failed from a one time load event. Tony Saxton, Director of Tech Support TTCF

Rotating Beacon for 340

My 1981 340 needs to have the rotating beacon on top of the tail either replaced or overhauled. Any suggestions?

Glenn, TTCF Member

Readers Write

Tony Saxton, TTCF Director of Technical Support

Replacements for the original hot plate are available from Cessna or Maine Aviaton, but AvFab offers a non-FIKI version (bottom - see their ad on p. 34 for contact information.)


about the battery box vent fairing. This is not the tank breather vent. The tank vent is a 1/4” tubing in the wing forward of the gear well, inboard. The vent MUST face forward and be very close to dimensions in the installation document to properly work. Another issue we have seen are cracked coupler hoses which result in a drop in the ram pressure inside the tank. The tank must have a positive pressure in flight because the fuel cap has a secondary vent hole which is located in the negative pressure area of the upper wing. Without positive pressure in the tank a vacuum would be created in the bladder and literally pull it up off the bottom. Tony Saxton - Director of Tech Support TTCF

421 Alternator Comes Loose

Tony, we had a bizarre alternator failure in our RAM VI 340. The alternator itself did not fail but rather the four bolts that hold the alternator to the engine case came loose. The bolts are missing and I assume they are in the oil pan. The alternator gear backed out and wore into the case. What could have caused this?

Brian, TTCF Member

Brian, I have been told of this type failure two other times in the last 6 months. These were on GTSIO-520’s however. This could be caused by several things. Improper torque on the four attach bolts or incorrect installation of the #641909 tab lock plate could certainly cause loosening and eventual backing out of the bolts. I have been told that rough running engine or heavily detuned engine counterweights can also cause cyclic loads against the alternator, literally hammering the attach bolts loose (or breaking them). Advanced teeth wear on either the drive gear or the alternator coupling could be a culprit. Other causes could include a badly balanced alternator (this is particularly a problem with the Prestolite ALV9510 unit) or a faulty or incorrectly installed drive coupling. Front bearing failure in the alternator can additionally cause tons of problems. Any of these problems can cause cyclic

loading on the gear that could induce bolt loosening. Tony Saxton - Director of Tech Support TTCF 310R Nacelle Light Fuse Location for Battery Minder Installation

Tony, exactly where is Fuse 10 on the fuse block for a 1975 Cessna 310R s/n 082. I am having issues with the installation of a Battery Minder in the left nacelle baggage compartment which you outlined in your October 2010 issue. The nose baggage light, both wing locker lights and the wing walk light are all inop.

Robert, TTCF Member

Robert, the hot bus fuses for these are in a rectangular inspection plate under the left wing, just outboard of the outer gear door behind the battery. There are several fuses in an open fuse clip style holder and one of them is for these lights. Hope this helps. Tony Saxton, Director of Tech Support TTCF

Good Source for 340A Fuel Bladders

Well, the blue stained paint on the top of my previously gorgeous, newly paintedwings tells me it’s time for some new bladders. Any suggestion as to the best source? (“Best” meaning a combination of top quality and lowest price. <g>) Thanks!

Frank, TTCF Member

Frank, here you go:

Aero Tech ServicesSanta Fe Springs, CA562-696-1128

http://aerotechservicesinc.com/

Tony Saxton, Director of Tech Support TTCF

High Temps on Bearcat 310R

My normally aspirated 310R is a bearcat conversion (IO-550’s) and they run hot in

our Phoenix, AZ climate, especially cylinders three and six on both engines and especially in climb. I’ve been through the usual causes, baffles, fuel flow, timing, induction leaks, etc. This engine has GAMI injectors and my CHT and EGT info comes from a six probe GEM. I can manage the CHT’s with climb speed and sometimes by pushing the fuel flow up with the boost pumps on high. RAM has an STC to install a nose bowl kit on the 310R that has larger openings than the original equipment. I think it is from the later model 340’s.

Fuel bladders don’t last forever. If yours are over about 15 years old, be prepared for fuel leaks and replacement.


20 | TWINCESSNA.ORG

readers write (continued from page 19)

I didn’t mention this airplane is known ice and I look with some suspicion at how much that 100 amp alternator blocks the opening on the number three side of the engines. Any experience with this mod on the 310R or high CHT’s with this installation in general?

Dennis, TTCF Member

Dennis, higher CHT’s with the IO-550 “Bearcat” conversion has long been a problem. This engine just normally runs a little hotter and the normal cowling is a rather weak design when it comes to cooling.

I have worked on this problem on 310R’s with both the 100 amp and the 50 amp alternators and there is virtually no difference between the two. The alternator

is not much of a factor. Years ago we worked with the aft cowling and added louvers on the lower, center, aft inspection plate and gained a 5 or 6 degree reduction in CHT, not really enough to help much. I have not worked with the larger opening nose bowls on a 310R but I do know that they work wonders on the early 340’s and 414’s in reducing the temps.

Another consideration is the engine driven fuel pump. This application probably utilizes the IO-550-A engine with the Continental fuel pump which incorporates an auto-leaning feature that automatically reduces the fuel flow by roughly 1 gph per 1000 ft. climb. This pump system is a dismal design and will tend to wander around in the fuel scheduling. A couple of years ago I investigated the Bearcat STC and the wording only specifies the use of the IO-550A and does not specify any

specific “spec” number of engines. The Continental IO-550-A spec (10B) uses the #646212-21 engine driven fuel pump which is the better conventional design without the auto-leaning function. All other components of the fuel system are the same. We simply found a set of -21 fuel pumps and worked out a “horse trade” for the auto-leaning units and installed them on the engine and changed the data plate to a Spec -10B. We re-set the engine fuel flows and the results were very favorable with a rather significant CHT reduction in climb, total control by the pilot (full rich actually gets full rich), and for this particular owner, a very close match in the two engines fuel flow during climb and cruise settings. Tony Saxton - Director of Tech Support TTCF

Strake Report from Jerry Temple

Bob & Tony, I sold a 1980 340A RAM VI to a great customer from Mexico. We did some training prior to DFW Aero Mechanix (Juan Oviedo) installing strakes and then another trip after the strakes had been installed. We got 4-8 kts better with strakes. The attached photos show the airspeed before and after strakes with approximately the same inflight conditions.

Jerry Temple, TTCF Member and President, JTA Twins

(Editors Note: I have received numerous positive reports from people who have installed APM strakes. All report improved stability and most report speed increases. I did have one report from a 340 owner that he did not see any speed increase but he was still very happy with his strakes. They seem like a very worthwhile mod.)

New 310 Taxi Light Trips Breaker Switch

Tony, on our ‘76 310R we replaced the taxi light on the nose wheel with a 250 watt bulb. Subsequently, the switch on the panel flips itself off after 40 seconds (circuit breaker is ok, only switch flips off). I assume the taxi light switch has a thermo-breaker built-in below the 8.9 amps required to run this bulb. Is there a larger switch that will handle and where can I get it? Or should I just spend the extra $350 on the new LED bulb?

George, TTCF Member

George, there are a couple of issues here. First, the taxi light switch is a combination switch/circuit breaker and there is no other breaker or fuse in the circuit. This breaker/switch is tripping off simply because it is overloading. Cessna installed this switch as a 5 amp breaker/switch with the normal system and the required GE4594 taxi light bulb (100 watt, 28 volt) is carrying 3.57 amp. (Ohm’s law Amps=watts/volts). With

a 250 watt bulb installed the circuit is trying to drive 8.92 amps which is well above the 5 amp breaker switch rating. Now it would seem that just throwing in a larger circuit breaker/switch would be the answer but wait. How about the wiring? The wiring must meet lots of general requirements. Voltage drop (maximum of 1 volt in a 28 volt continuous system) must be considered for the length of wire as well as all items like splice connections etc. Other factors include if the wire is in bundles or not (it is), max allowable operating temp. of the


Cowling mods like this one can help with engine cooling on some of the higher HP engine mods, but swapping out the fuel pumps can also help.

These photos were submitted by Jerry Temple. They were taken in a 340 he flew on multiple flights. The top photo shows the indicated airspeed prior to strake installation. The bottom photo shows it afterwards. Both photos were taken at the same altitude and in similar flight conditions.


Not a Gamble.

www.jerrytemple.net

J

TA

Twins

PHONE: 972 . 712 . 7302

EMAIL: [email protected]

FAX: 972 . 712 . 7303

VIEW SPECS, PHOTOS AND NARRATED VIDEO FOR ALL CURRENTLY LISTED JTA AIRCRAFT AT

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22 | TWINCESSNA.ORG

Readers Write (continued from page 20)

wire which is partially based on certified operating altitude of the aircraft, as well as wire run length. Figuring out the required wire sizing can be done utilizing AC43.13-1B chapter 11 as a guide. The original wire size for this system was 20 AWG which is a little marginal (but OK) for the 100 watt (3.57 amp) amp considering the roughly 12 ft or so run and several connections in the circuit. The existing wire is not even close to adequate for a 250 watt almost 9 amp load. Also remember that without the alternator on, the battery is at 24 volt or less thus making the amperage rise to over 10 amps. To carry this load would require an 18 AWG (personally I would more likely consider a 16 AWG due to variations in resistance of splices and connections) thus requiring a complete rewire from switch to light. Again check AC43.13-1B for correct type (mil-spec) wire. Tony Saxton - Director of Tech Services TTCF

Towing a 340A - Push or Pull?

Tony, I have a 1981 340A. I also have a Little Sherman (big towbar) and need to negotiate a hill. From a structural perspective, should I push it up or pull it up with the Little Sherman? How about going down? Thanks.

Mark, TTCF Member

Mark, pulling is always better. The gear mechanisms and the way it is attached to the structure make it much stronger in that direction. Pull it uphill and let it go down backward. Tony Saxton Director of Tech Support TTCF

Vacuum Pump Source for ’60 310D

Tony, the left vacuum pump on our 1960 310D just died after about 600 hrs. What is the fix of the day? Rebuild /new etc. Which brand etc? Thanks for you advice. Paul, TTCF Member

Paul, if you have the wet pump system just overhaul the unit on it if it is a Pesco brand (remember that it has a little drive coupling between the pump and engine drive that does not come with the pump and also needs to be replaced). If not a Pesco look at Airwolf replacement pumps http://www.airwolf.com/ If it has a dry pump modification I would invest in a new production Aero Accessories “Tempest” unit (no additional coupling for this unit). Tony Saxton, Director of Tech Support TTCF

Source for Switch Panel Refurb

Hello Bob, can you tell me where I can get the electroluminescent switch panels renovated or replaced for my twin Cessna?

Thank you! David, TTCF Member

David, a lot of our members have had good luck with Air Capital Dial. See: http://www.aircapitoldial.com/

Bob Thomason, TTCF Editor

Ongoing ECi Cylinder Problems

Tony, recently our mechanic noted that we had multiple cylinders with small

cracks in the intake ports. These engines were RAM overhauls with about 550 hours on each. We have operate the aircraft by the book including no shock cooling, 1 inch-per-minute pull back, leaning per manufacturers specifications etc. These were ECI cylinders. Do we have bad cylinders, bad pilot technique or both? Marion, TTCF Member

Marion, this a long, continuing story so here goes. Engine Components Inc. (ECi), manufacturer of replacement IO & TSIO-520/550 cylinders has had a major problem with cracking and barrel to head separation for some time now. Your time-in-service for the cracks to begin are rather typical, at the 500 hr. to 700 hr mark.

ECi and the FAA have been addressing this issue for over a decade but unfortunately they seem to only focus at any one time on rather small blocks of serial numbers, which then grow to other, larger groups as time goes along.

Beginning of problems: Head cracking problems first became an ECi official concern in the fall of 2002. ECi released service bulletin #MSB 02-9 which identified problems in certain TSIO-520 cylinders installed in 325 horsepower and above engines. This primarily affected RAM Aircraft modified aircraft with cylinder heads produced prior to April 2001. It was reported that this only affected a small group of cylinder heads built by an outside vendor, Quality Castings, who ECi, strangely enough, specifically named in the service bulletin.

At the time, ECi/FAA were reporting 18 instances of cracked cylinders which, from personal experience, was vastly underreported. It seems this pattern of under reporting has been an ongoing issue for years.

This service bulletin evolved into AD2004-08-10 in May 5, 2004 which mirrored ECi MSB02-9 and required the removal of certain serial number units from service.


Refurbishing 40 year old switch panels can help make an old airplane look new again. Air Capital Dial is one good source.


24 | TWINCESSNA.ORG

readers write (continued from page 22)

between September 2002 and November 2005. In this bulletin there was no real reason given as to why cylinders were cracking but seemed to be an

extension of the two previous bulletins. No reported failure numbers were given and the bulletin simply stated that after an affected cylinder reaches 500 hours,

the cylinders need to have inspections that include visual, compression test, and soap bubble leak test conducted each 50 hours until the inevitable crack expresses itself; then the cylinder is replaced. While the MSB identified the affected cylinders by casting marks, I have found any and all of this generation cylinders cracked.

Once again the FAA did not make this into an AD note but by Feb 24, 2012 continued cylinder failures raised concern at the National Transportation Safety Board. NTSB representatives conducted meetings with ECi and the FAA and ultimately released a Safety Recommendation #A-12-7. http://www.ntsb.gov/doclib/recletters/2012/A-12-007.pdf

Continuing Problems: In March of 2004 ECi released Service Bulletin MSB04-1 with a reported 40 cylinders cracking on IO & TSIO-520/550 cylinders. The problem this time was blamed on inadequate heat-treating of the cylinder head and supposedly only involved a certain group of cylinders manufactured between September 1, 2002 and May 12, 2003. A complicated identification procedure to find the affected cylinder was outlined, which probably did not find a large group of the affected cylinder heads. This issue never reached AD status with the FAA even though the reported number of cracked cylinders far exceeded the 2002 problem.

My personal thoughts are that this service bulletin did not cover nearly all of the in-service problem cylinders and because of its status as a service bulletin only. Thus, many of the actual affected cylinders probably remain in operation today, at risk of cracking.

Still More Problems: On August 25, 2006 ECi then released MSB 06-2 (which has been revised twice) that affected all IO & TSIO-520/550 cylinders produced

This document discussed all of the various, aggregate causation factors of cylinder cracks, and added the recommendation that virtually all of the

ECi cylinders produced prior to October 2009 be inspected each 50 hours as defined in the ECi MSB06-2 and that the cylinders be removed from service at the manufactures recommended TBO.

To date the FAA has not enforced this NTSB recommendation with any regulatory action.

Not The End of The Story:In March of 2012 ECi responded with a Media communication (posted on the TTCF website). In June 2012, mass emails and a press releases gave us the technical letter “Cool is the Rule” followed with Oshkosh

seminars in July explaining the new mantra “Cool is the Rule”. Basically, ECi refuted much of the NTSB’s findings, stating that while some of the cracking/head separation may have been from manufacturing problems, this represented only a very small portion of the cylinders. ECi infers that the majority of cylinder problems are caused by pilot operating technique.

What do owners do? Many of the crack prone cylinders are still in service on aircraft with 1997 thru 2010 overhauled engines. This includes most of the RAM converted or re-engined T310’s, 340’s, and 414‘s that had ECi cylinders installed in this time period. Regardless of how careful the operation, a significant percentage of these cylinders will wind up cracking which, if left undetected, could lead to complete cylinder failure.

If your aircraft had ECi cylinders installed prior to Feb. 2011 you should continue to consider them suspect, and perform the inspections defined in ECi MSB06-2 at each 50 hrs. to identify cracks and repair before catastrophic failure.

ECi cylinder cracking problems have been ongoing for over a decade. If you have ECi cylinders that were installed prior to February 2011 you should be inspecting them every 50 hrs. as instructed by ECi and operate your engines according to their “Cool is the Rule” recommendations. The jury is still out as to whether its new generation Titan cylinders will help remedy the problem. Picture courtesy NTSB.



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From the Editor (cont. from page 15)

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not 100% sure the problem has been solved. ECi says the problem is mostly pilot operating technique. This theory is supported by a technical advisor for another owners group who thinks pilots are running their engines too hot. He says, and we agree, that pilots should limit max CHT to 400 degrees and strive for temps of 380 or less. Above these temps, the cylinder head casting loses considerable strength. Where we differ is that we are seeing cracks in cylinders where pilots operate their engines conservatively and have sophisticated engine monitors so they know what’s happening with every cylinder.

As an owner, what I take from all this is that if I operate my engines hard and hot, the likelihood of a cylinder crack goes up dramatically. If I operate them conservatively, the likelihood of a crack is less, but it still might happen. So far, I’ve been in the latter category.

In This Issue

Guy Maher’s Classic 310: This story will warm your heart. No one loves the classic 310 more than Guy Maher. Well, maybe it’s a multi-way tie- there are few others out there, but Guy is at the top. Guy’s in the aviation business so all of his past airplanes had a business purpose and were “paper-justified.” Like many of us, Guy heard the clock ticking and decided to let his passion

drive his purchase decision this time. I think most of you will agree, he made a great choice. He was lucky enough to find a classic that had been updated and well cared for, requiring only minor tweaks after purchase. Within a few months, he and his wife launched on a multi-state trip proving that older 310’s can indeed be reliable, economical


28 | TWINCESSNA.ORG

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editor

and fun transportation. My 303 gets a lot of “ramp attention”, primarily because few people know what it is. But Guy’s airplane draws even more attention because people know (or sense) the classic 310 is a special airplane - the original modern general aviation twin. The one that launched a wildly successful 30 year 5,000+ airplane production run, most of which are still flying today. No matter what Twin Cessna you fly, the 310 was its genesis. Besides, the classic 310 is just a darn good-looking airplane! Read away and don’t drool on the magazine.

Engine Overhaul Options: When a Twin Cessna owner who used to work at Lycoming in engine certification wants to talk about engine overhaul choices, we can expect some special insight. That’s the case with TTCF member, Ted DuPuis. Facing the overhaul of the pair of Colemill Conversion 300 HP Continental IO-520’s, he evaluated all the options and shares his decision process with us. He looked at straight overhauls, further upgrades and even getting the possibility of a new STC for hanging a pair of GTSIO 520’s on his 310! Read about his decision process and ultimate choice. There are lessons and learnings for all of us.

A Visit to Hartzell Engine Technologies: General Aviation is a small, tight knit community. I think it’s important for us as owners to be close to the companies that support our fleet. For this reason, I like to visit as many of our vendors and supporters as I can. I bumped into Mike Disbrow, President of Hartzell Engine Techologies (HET), at Oshkosh his year and he invited me down to their Mobile, AL headquarters for a visit and plant tour. A few years back, Hartzell bought the assets of Kelly Aerospace. My tour convinced me that this was an excellent move for us as Twin Cessna owners. The good news: we can expect more innovation and a higher level of quality and product reliability out of our HET engine accessories.

Until next month, fly safely!

(cont. from page 27)

readers write (cont. from page 24)

You should also read ECi information on “Cool is the Rule” and operate the engine accordingly. (This is a good idea regardless of who makes the cylinder).See www.eci.aero for copies of both.

The Future: A lot of additional cracked cylinders are going to be found as we weed through possible faulty units.

The NTSB and ECi both acknowledge improvements to the cylinder head to barrel interface done in Oct 2009 but our experience is that this did not stop all types of head cracking. In Feb of 2011 ECi released a further improved head design with even heavier material with supposed better stress relief in crack prone areas. ECI blesses these new generation Titan Cylinders as the absolute best ever produced and updated the Titan cylinder warranty to engine TBO hours or 3 years.

At this point I haven’t seen any of these new generation (post Feb 2011) units cracked but we are only half way through the calendar warranty period meaning most of them still only have a couple of hundred hours on them at this point.

Will they be the answer?

I am always a little skeptical and I’ve been promised by ECi several times before that the problem is fixed, so as they say, “only time will tell”.

Tony Saxton – Director Of Tech Support TTCF

310R Gear Stalls During Retract on Jacks

I have a 310R MSN 603 (N98834) and have seemingly developed a gear situation. After having a nose gear seal replaced the technician swung my gear on battery power and

found that 1 of four swings “stalled” in mid up transition. The next day he checked the rigging (found good) and swung the gear ten (10) more times on battery power (gurrr!) and had 1 more transition stall situation. I requested that he swing the gear on external power. He did and zero (0) events out of four swings resulted. I then flew the aircraft with no irregular results after two swings.

My question is, do I have a failing electrical motor, or switch somewhere that I need to address?

I have always been and remain very aware that the gear is a 310’s Achilles heal so I do appreciate your input.

Donald, TTCF Member

Donald, this is more likely an indication of a battery problem than any gear problem. If the battery voltage drops low enough, the gear relay will just drop-out and thus not drive the motor. If battery capacity is low, only a couple of gear cycles are needed to drop it below that voltage threshold. The maintenance manual indicates that the gear is to be operated using an APU when on jacks. Tony Saxton - Director of Tech Support TTCF

30 | TWINCESSNA.ORG

Classified AdsAircraft for Sale/Wanted

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

1974 310Q, 7493TT, 445/1565 SFOH, 445/445 SPOH, KNS 80, KY 196,

HSI, WX 900 Stormscope, Bendix AP, 4 place intercom, De-Ice, 163 Gallons, Low Thrust Dectors, VG’s, Side Brace Kit, Clevelands, 12/11 Annual, New Bladders, Heated Hanger, Leather interior, Pictures on request, $69,900 or best offer call Tom 989 714 1025 or [email protected]

1976 Cessna 310R - 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]

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, [email protected]

340 Wanted For Lease: 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

1975 CESSNA 340 RAM, 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]

1979 Cessna 340A - 3590 TT, 885/885 SMOH, 13/13 STOP, 90/90 SPOH, 4/12 Annual, 163-Gals, VGs, Air, Known Ice, King Silver Crown Package, KLN94, KWX 56 Color, 4/11 Interior Upgrades (SC) Asking $205,000. 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

1978 Cessna 414A RAM VII - 5209 TT, L: 16 SROH/Zero Since Teardown Insp., R: 3 SROH, 16/16 SPOH, Fresh June Annual, 8 Seats, Spoilers, VGs, K.Ice, Air, Shadin, WX1000, Color Radar, 800B, Possible A36/B36TC Trade (IA) Asking Price $395,000. Call Jerry Temple (972) 712-7302, www.jerrytemple.net

1979 414A Ram IV 6700TT 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]

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

1979 Cessna 421C RAM - 7445TT C-GTMN SN 601. 180 HRS since RAM O/H. Fully equipped

with 2 Aspen EFD1000 PFD?s, Garmin 530/430 WAAS, Dual Garmin TPDR’s, Mode S, GDL 69 WX, RDR 161 radar on EX500 MFD, Stormscope, DME, 800B Autopilot ALT preselect, FIKI, Factory Air, Custom Paint, Leather Interior, VG kit, Spoilers, EDM 760, LR Fuel (28 gal locker tanks , Wing spar STC, no known damage. Canadian import inspection 2010. C. Brown 416 560 6442.

1980 Cessna 421C Golden Eagle - 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.jerrytemple.net

1980 421C 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]



Classified Ads6th seat from 1968, Cessna 320 F. Beige or off white vinyl, with both arm-rests. Good Shape. Make offer. Ray: [email protected]

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, [email protected]

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 [email protected] 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 @ 925-698-1377.

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. [email protected].

For Sale 1 Oil Pad Heater: HotPadd Model 47; 250 watts, 120 volts, Pad is 4 X 7 inches. FAA-PMA. Adhesive already on pad. Never used. $65. Call Bob 704-910-1790 or [email protected].

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

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

Parts for Sale/Wanted

340 Instruments and Radios for Sale: All removed due to glass panel conversion. Examples: Garmin 530/430 WAAS, GTX 330 Mode S, RDR 160, Insight 1200, Shadin fuel computer, all standard 340 engine gauges and flight instruments. Call Alejandro at 281-249-5089 or [email protected].

As removed from Cessna 421C, complete S-Tec 60-2 autopilot including auto trim, altitude preselect and GPSS. Harness’s and cables were removed as intact as possible. 100% operational when removed. Servo’s are as removed, the servo’s mounts are new. Flight director instrument and 4” NSD360 HSI available. T/ and transducer included. Inventory list available on request. No installation documents or prints. Approx. 800hrs. time in service. Make offer. Kent McIntyre – 316.946.4870 – [email protected]

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 800-441-1485 or [email protected].

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

Flight Training

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]

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

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

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 [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

TAS AVIATION,INC. Cessna 300/400 Series Training. Initial/Recurrent flight training, In your aircraft, Flight Reviews or IPC checks when you pickup your

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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 JimCessna 310 Flight Training based in NY. Initial or recurrent flighttraining 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, MEI Southwest based. Todd Underwood http://www.findapilot.com/Pilot-12523.html [email protected]

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, [email protected].

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Classifieds(continued from page 31)

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airplanes are constructed and how they operate. Join fellow Twin Cessna pilots, owners and maintenance technicians at

the Continental Motors facility in Mobile, AL on Feb. 21 - 24 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.

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

FlyerSM

Engine Seminar feb. 21 - 22

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 feb. 23 - 24

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

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