Cessna Owners Magazine November 2012

CELEBRATING 38 YEARS
MICHELIN TIRES EQUIP OVER HALF

®
OF ALL NEW GENERAL AVIATION AIRCRAFT.*
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CONTENTS
NOVEMBER 2012
On the Front Cover
Safe flying begins on the ground with
CESSNA
good tires, wheels, and brakes. They
are just as important to flight as wings
and avionics.
OWNER
MAGAZINE
6/,s)335%
Features
14 10 Cessna Online Things for November

16 “Re-Tiring” Your Airplane
Doesn’t Mean Giving It Time Off!
By Floyd Allen
30 421
Cessna’s Golden Piston Twin
By Bill Cox
38 Wheels, Tires, and Brakes

The Unloved Components
By Max Lundin
and not necessarily the position of the Cessna Owner Organization.
Publisher’s Note: The views of the contributing writers are those of the authors
Opinions & Advice

6 Editor’s Letter
Fighting Cabin Fever
By Keith Mathiowetz
24 Under the Cowling

Engine Operating Tips
Prolong Life, Prevent Problems,
and Save Money
By Jacqueline Shipe
46 Lessons from the Logbook

Don’t Get Caught by CFIT
By Bill Cox
30 38
Departments
7 On Approach
Aviation News, Products & Updates
52 Flight Market
54 Ad Index
4 CESSNA OWNER NOVEMBER 2012

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The new IFD540 and IFD440

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Not only that, but they are true plug & play
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And the choice is easy. Avidyne.
Contact Avidyne at 877-AVIDYNE and mention this ad

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The Official Publication of the
Cessna Owner Organization
6OLs.O
EXECUTIVE DIRECTOR
Daniel Weiler
Editor’s Letter
DANIELW CESSNAOWNERORGs%XT
PUBLISHER X By Keith Mathiowetz

Joe Jones
PUBLISHER CESSNAOWNERORGs%XT
EXECUTIVE PUBLISHER
Ryan Jones
RYANJ CESSNAOWNERORGs%XT Fighting Cabin Fever
EDITOR
W
Keith Mathiowetz ith the arrival of autumn’s shorter days, cooler temperatures, and periods
EDITOR CESSNAOWNERORGs%XT
of scattered snowfalls in many regions of the country, most owners have
TECHNICAL DIRECTOR begun to put away their aircraft for the season. I say “most,” because
TECH CESSNAOWNERORGs%XT some pilots, of course, aren’t worrying about what Mother Nature brings. They are
#ANADA-EXICO s%XT
strapping on a pair of skis to enjoy their sport; for them, the calendar has no limits.
ART DIRECTOR For the majority of owners residing in the northern climates, though, winter tends
Clay Miller to shut down their passion, but not entirely.
SENIOR CONTRIBUTING EDITOR
To stay involved in aviation, they engage in
Jim Cavanagh activities that are beneficial to themselves and
their aircraft. By doing these things, they keep
SENIOR CONTRIBUTING WRITERS cabin fever at bay. Included among their ef-
*IM#AVANAGH"ILL#OX
forts are airplane maintenance/improvements
CONTRIBUTING WRITERS and trip planning.
!NTHONY.ALLI*ACQUELINE3HIPE Airplane owners may not be able to take to
DIRECTOR OF AVIATION AD SALES the skies, but they can work on their aircraft
Daniel Weiler to keep up with general maintenance or improve a few things that have been on
ADSALES CESSNAOWNERORGs%XT their wish list for a while. Repairing or replacing cracked interior parts, polishing
OFFICES: the windshield, or performing other routine chores can be accomplished easily
.!ANSTAD2D0/"OX when the airplane is parked for an extended period of time. If you have been
)OLA7ISCONSIN53! thinking about a new paint job or interior, or having new avionics installed, now
&AX
-Y #ESSNA is a good time to deliver the
www.cessnaowner.org aircraft to a shop to have those
#OPYRIGHT¼!IRCRAFT/WNERS'ROUP
All Rights Reserved procedures done. When spring
7ESUPPORT!/0!AND%!! arrives, you’ll enjoy flying in
your “new” airplane!
THE FINE PRINT:
Memberships, advertising orders, copy and correspondence should be ad-
And speaking of flying, what
dressed to P.O. Box 5000, Iola, WI 54945. Annual Dues: $49.95 per year in
the USA. Canada/Mexico please add $20 per year. Overseas orders, please
better way to take advantage of
add $30 per year. Eighty percent (80%) of annual dues is designated for your updated airplane next year
your magazine subscription. Publications Agreement No. 40049720. Ad-
dress Changes & Subscription Questions: When contacting us with an ad- than to use it for long-distance
dress change, please include your mailing label. The information presented
in CESSNA OWNER magazine is from many sources for which there can
vacations? It’s never too early to plan one or several trips, so doing a bit of dream-
be no warranty or responsibility by the publisher as to accuracy, originality ing and research during the winter will help make the dark months go by quickly,
or completeness. The magazine is sold with the understanding that the
publisher is not engaged in rendering product endorsements or providing in- as well as get you prepared for the actual journeys coming up. There are so many
struction as a substitute for appropriate training by qualified sources. CESS-
NA OWNER magazine and Jones Publishing will not assume responsibility
places, both domestic and international, to see and experience that the most dif-
for any actions arising from any information published in CESSNA OWNER
magazine. We invite comments and welcome any report of inferior prod-
ficult part of your work will be deciding which locations to visit!
ucts obtained through our advertising, so corrective action may be taken. Don’t let the poor weather ahead keep you from enjoying general aviation.
With some thought, planning, and execution, you and your airplane will make it
CESSNA OWNER magazine (ISSN 0745-3523) is the official publica-
tion of the Cessna Owner Organization. CESSNA OWNER magazine is
through winter just fine and be ready for springtime flying adventures!CO
published monthly by the Aircraft Owners Group, P.O. Box 5000, N7528
Aanstad Rd., Iola, WI 54945. Periodicals postage paid at Iola, WI 54945
and additional mailing offices. POSTMASTER: Send address changes to Yours in flight,
CESSNA OWNER magazine, P.O. Box 5000, Iola, WI 54945.
Keith Mathiowetz, Editor

keithm@cessnaowner.org

On Approach Aviation News, Products & Updates
On Approach
New Book Helps McGill. Chuck McGill is a five-time

Cessna 210 Pilots Master CFI with more than 12,000
Just released is an all-new primer hours of flight experience. He has
on owning and flying the Cessna more than 4,000 hours flying and in-
210 Centurion. In Flying the Cess- structing in all 210 models, including
na 210: The Secrets Unlocked, flying his own T-210 round trip from
author Chuck McGill covers the Southern California to Europe.
wide gamut of 210 models, ac- Based on the author’s extensive ex-
cessories, and modifications. He perience, the book contains a broad
offers insight on optimum perfor- offering of insights and techniques de-
mance and safe operations based signed to help the pilot get the most
on thousands of hours of flying from safely flying the Centurion. “So
and teaching in the airplane. often,” says McGill, “people purchase
Available digitally and in print, the complex go-fast airplanes but don’t
book is dedicated to helping all who have a good understanding of the air-
own or want to fly a Cessna 210 and plane’s systems and flight character-
master the art of safely and efficient- istics. I’ve written this book to extend
ly piloting this complex airplane. pilots’ knowledge far beyond a POH
“What really inspired me to and to help them get optimum per-
write this book was the hundreds formance, safety, and longevity from
of pilots I’ve trained, so many of their airplanes.”
whom have said they so appreciat- their airplanes from the experiences One of McGill’s 210 students came
ed how much more they got out of and techniques they learned,” said away from instruction and the new
book saying, “You will be asking your-
self, ‘How did I fly this airplane without
knowing all these things and without
these skills?’”
Although offering some background
on the C-210, T-210, and P-210, the
book is much less about history and
mechanics, focusing instead on sys-
tems and operations. Its 11 chapters
and extensive appendix offer insight
into common operational issues dur-
Chief features the most knowledgable sales staff
ing preflight, taxi, takeoff, climb,
with the best available inventory. Low
cost shipping rates using fast and cruise, descent, and landing opera-
guaranteed services. tions unique to each model of the 210.
Additionally, it goes a long way to help
pilots of airplanes with STC’d mods,
accessories, and new avionics under-
stand how those enhancements can
be best used to make the most of safe
Your best source flight operations.
of both AOG Chuck McGill has been teach-
and routine ing for more than 30 years and has
maintenance logged more than 12,000 hours in
parts for all more than 80 makes and models
Cessna aircraft. of general aviation aircraft. He is a
Find All the Parts You Need for Your Cessna at www.chiefaicraft.com five-time Master CFI, and in 2009
No Sales Tax on Oregon Orders! All Major Credit Cards Accepted! was honored as CFI of the Year,
East (Deland, Fl) & West (Grants Pass, OR) Coast Walk-In Service FAA Western Pacific Region. McGill
specializes in individualized training
Orders: (800) 447-3408 - Aircraft@chiefaircraft.com
CESSNAOWNER.ORG CESSNA OWNER 7
On Approach
in owner-flown, high-performance, members a highly discounted six- and we hope the site will provide un-
single-engine aircraft and techni- month trial subscription rate of $285 surpassed value to its members and
cally advanced avionics, as well as in order to take advantage of the site’s the industry as a whole.”
teaching instrument and commercial services. Membership includes a free Dale Forton, president of PAMA,
ratings. His training programs are in- tile ad on Repairaplane.com’s home commented, “As an industry resource
surance-approved for initial and re- page, an enhanced profile in search re- for information regarding aviation
current training by virtually all insur- sults, e-mail alerts when work is posted maintenance, PAMA believes this to
ance underwriters that insure aircraft in their area, and a free PAMA mem- be a benefit to our members as not
in which he teaches. bership renewal. only an information resource but as an
Repairaplane.com subscribers will opportunity for a tremendous revenue
PAMA and Repairaplane.com also receive personalized market- generator for those who take advan-
Announce Partnership ing support to ensure jobs are being tage of the service.”
The Professional Aviation Mainte- posted within their area. So long as a At Repairaplane.com, aircraft
nance Association (PAMA) is proud member stays subscribed to Repaira- owners post needed repair or up-
to announce a strategic partnership plane.com, their PAMA membership grade work for free, then receive
with Repairaplane.com, a new website will be renewed annually at no cost on bids directly from the mechanics and
designed to match general aviation an ongoing basis. Non-PAMA mem- shops interested and qualified to do
aircraft owners with qualified A&P bers that subscribe to Repairaplane. the job. This provides every owner
mechanics and certified repair stations com can also enroll in the introductory with access to more resources than
throughout the country. They include special and will be given a free one- ever before when approaching their
paint, interior, and avionics shops. year subscription to PAMA, as well. airplane repair or upgrade work. At
To celebrate the partnership, Re- “The site gives mechanics and re- the same time, this allows mechanics
pairaplane.com is offering all PAMA pair stations the opportunity to in- the opportunity to bid and win busi-
crease their business they may not have had access
ness while gaining to otherwise. For more information
exposure in the on Repairaplane.com, contact info@
marketplace at repairaplane.com.
a very nominal The purpose of PAMA is to pro-
cost,” says Dave mote a high degree of professionalism
Cooperman, one among aviation maintenance person-
of the site’s part- nel, while improving methods, skills,
ners. “There is no learning, and achievement in the field
other product or of aviation maintenance. In addition
service available to conducting national, state, and lo-
that we know of cal meetings and seminars, PAMA’s
that provides the ongoing activities include fostering
value of Repaira- communications, recognizing excel-
plane.com. One lence, and collaborating with gov-
job should eas- ernmental and other organizations to
ily cover the cost enhance the safety and stature of the
to subscribe. In a maintenance profession. For more in-
tough economic formation, visit pama.org.
environment,
we’re proud to Concorde Battery Model
launch a website Approved for Skylanes
and service that Wilco Vice President Mike Hattrup
will bring some announced recently FAA approval of
innovation to an its modification of STC SA00753WI
often overlooked to convert Cessna models 182S,
segment of avia- 182T, and T182T from existing lead
tion. Our partner- acid batteries to Concorde’s valve-
ship with PAMA is regulated, sealed lead acid recombi-
greatly welcomed, nant gas batteries.
On Approach
SA00753WI permits the replace- Wilco is an aftermarket distributor of around the United States, farmers,
ment of the main battery alone. The aircraft parts and has been providing ranchers, and pilots have been asking
main battery is replaced with Con- quality products, service, and support for it by name.
corde’s RG24-15 or RG24-16. since 1953. Wilco holds nine STCs, al- “Over the years, we rolled together
According to Hattrup, “Concorde’s lowing for battery installations on more our customer comments, combined
valve-regulated lead acid (VRLA) re- than 450 models of aircraft, including with our knowledge and experience,
combinant gas (RG) absorbed glass mat most Beech, Cessna, and Piper piston and turned it over to our talented
(AGM) technology has been proven and turbo-prop aircraft. Schweiss design team to perfect.
as reliable, durable, and safe for more What’s really nice for the buyer is that
than 30 years. Its superior performance Schweiss Doors Develops we don’t charge them a penny more
can be attributed to unique design fea- New Hydraulic Pump for this new pump than what they
tures, such as proprietary PolyGuard Schweiss Doors, a Minnesota-based paid before. It goes on all our hydrau-
separators (an additional layer of pro- company providing quality bi-fold lic doors and is made at our factory,”
tection against shorting, unique to Con- and hydraulic one-piece doors for ag- said Schweiss.
corde), robust plate construction, and ricultural buildings, aircraft hangars, The Red Power hydraulic pump
over-the-cell-wall intercell connections businesses, and other installations, comes to the buyer in a compact unit.
for reduced internal resistance, as well announces it has developed a new, It is ready to be mounted on a wall,
as a commitment to quality standards.” more powerful, and smoother-running floor, or back room. Its power comes
Concorde batteries do not require hydraulic pump system. It is the Red from a top-quality LEESON motor and
water or electrolyte replenishment. Power. offers superior electrical components.
With the benefit of RG series batteries Mike Schweiss, owner of the com- The Safety Advantage System and
shipping Hazmat exempt, transporta- pany, said that, since the system was three back-up systems are something
tion is less costly. first introduced at various trade shows buyers really like. They allow the door
Voltmeter
STC’d for 12 or
24 volt aircraft
Complete
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SHOULDER HARNESS KITS

CESSNA 100/200 SERIES AIR PARTS OF LOCK HAVEN
Shoulder Harness Kits QK1R429K
(FAA STC / PMA APPROVED) Now overhauling FAA
$669 Fixed Strap all 100, 200 & REPAIR
$869 Inertial Reel 300 series fuel STATION
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supplied shoulder harnesses: We can overhaul your fuel sender for
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Inertial Reel Upgrade $ 349 Per Seat
Rear Belts Available
Now overhauling
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172RG/177RG/182RG/210/337
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Rochester engine
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310/320 182 & 206 Cessna and other aircraft.
Model 332 $ 269 EACH
series a/c
340/400 SERIES
Model 838W $ 369 EACH
* Three Leg Design
* Locking Safety Collar 1084 East Water St. We overhaul cluster gauges.
* Wheels Standard - 8ton Piper Airport (A/C Delco, Stewart Warner & Rochester)
Lock Haven, PA 17745
www.alphaaviation.com We overhaul
phone: 1-800-443-3117 or
all different
1-570-748-0823
Alpha Aviation Inc .
1505 Chateaulin Lane Burnsville, Minnesota 55337
fax: 1-570-748-1786
www.airpartsoflockhaven.com
types of
motors.
1-800-653-5112 1-952-856-5158 (fax) gmckinney@airpartsoflockhaven.com (gear, flaps, blower, etc.)

On Approach
to lock up and down and safely lower
the door in an emergency from ground
level. The hydraulic directional control
valve has a built-in manual override.
Back-up systems are all in the same
compact unit.
For more information, call (800)
746-8273, visit schweissdoors.com, or
e-mail schweiss@schweissdoors.
Be Prepared with a
Shure Safety Station
Essential to any maintenance facility is
an emergency center. The Safety Sta-
tion, produced by the Shure Manufac-
turing Corporation, allows you to store
your first aid kits, bandages, and sup-
plies safely and efficiently.
The unit has many features, includ-
ing heavy-duty reinforced steel con-
struction, ideal storage for material
safety data sheets, stainless-steel top,
stainless-steel chase panel, and leg
levelers. Standard accessories include
mirror, soap dispenser, towel dispens-
er, and waste receptacle. An emergen-
cy eye wash attachment is standard.
Colors available are Carmine Red or
Safety Yellow (other colors are avail-
able upon request).
For more information, visit www.shure
usa.com or call (800) 227-4873.CO

CESSNA
10
1. Avionics Central
Online Things
for November
There are lots of great threads with useful information.

Share your expertise, or find help from others. www.cessna
owner.org/avionics
2. STCs Made Easy

Our huge database has information on more than 39,000
STCs. www.cessnaowner.org/stc
3. In the News
The general aviation world always has something happening.
We have the latest! www.cessnaowner.org/news
4. Aviation Alerts
The most recent airworthiness di-
rectives, service bulletins, and other 6. Mixed Signals
notices are available within the Read how radio communication, or
Members Only Content area. www. lack thereof, caused a close-call feel-
cessnaowner.org/alerts ing in a student pilot. www.cessna
owner.org/horse
5. Learn Additional Flying Skills
It’s always beneficial to acquire new 7. Fly a Cessna 170 Series Aircraft?
piloting knowledge and abilities. If you own a 170 series airplane,
Here are several ways to obtain you’ll benefit from these specific
training. www.cessnaowner.org/ technical discussions about it. www.
training cessnaowner.org/170
8. The Iconic 150

Many students trained in one, and numerous pilots own
one. It seems everybody has a soft spot for the little 150.
www.cessnaowner.org/150
9. Time to Re-Boot
Maintenance expert Jacqueline Shipe describes how
deicing boots work and what it takes to replace them.
www.cessnaowner.org/boots
10. Join or Renew Your Membership

Scan to access
these links from Enjoy all the benefits of being a Cessna Owner Organi-
your smart phone. zation member! www.cessnaowner.org/join

Tires come in different sizes and tread patterns for various purposes.
Re-Tiring Your Airplane

Doesn t Mean
Giving It Time Off! By Floyd Allen
WIPAIRE, INC.
T
he amount of time that an air-
plane spends on its tires during
a flight is minimal, but it’s vitally
important that those tires are in more
than just “passable” condition.
“No doubt about it,” Steve Johnson,
president of SuperCub.Org, began, with
a grin in his voice, “blowing a tire on
landing is more than a little exciting!”
Obviously, no pilot wants the “ex-
citement” Johnson alluded to, and, as
a result, the pilot needs to make sure
that the tires “pass inspection.”
“I think,” said John Pichitino, of
Pitch Perfect Aviation in Nevada City,
California, “that most pilots do a regu-
lar visual inspection of their tires, and
that’s how they determine when new
tires are needed.”
Uneven tire wear, which is caused primarily by
operation on heavily crowned gravel strips.

Batteries GPS / Avionics Engine Monitors Headsets
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“I know that’s the way I do it,” Phil Paul, Minnesota, had a few other different tire than one that is landing
Sanders, who owns Triple S Repair in things people should keep in mind on paved runways.
Kingman, Arizona, agreed. “One of when they’re inspecting their tires. “I have discovered,” Pichitino inter-
the things I do is make sure the tires “While the surface area should be jected, “that a training environment
are wearing evenly and not more on checked out,” Erickson advised, “you requires a very durable tire, because,
one side than the other. The main’s also need to pay attention to the side- as we already mentioned, students can
can get out of alignment, similar to wall and make sure no cracking is taking be more than a little rough on tires.”
what happens with a car.” place there, either. Too, you will want to “I hope I’m not being too practi-
There are a number of other issues check your sidewalls for bulges.” cal,” Sanders offered, “but as with
that readily come to mind when it Erickson went on to say that you will anything else, cost has a bearing on
comes to tire wear. One of the more also want to be attuned to the possibil- the tires I choose.”
prevalent is flat spots, which, as Sand- ity of chemical damage to your tires, Sanders also shared that he tends to
ers pointed out, creates a “thumpity and also of heat damage that can be listen to what other pilots are saying
thump” when taxiing. These flat spots created during braking. about the tires they use and the kind of
are caused by braking, and they are Determining that you need new tires luck they are having with them. It is his
especially a problem when a craft is is one thing, but deciding which tires contention, and probably rightfully so,
used for training purposes, as students to buy is quite another. The decision is that experience is probably as good of
have a propensity to hit the brakes based on a number of factors. an indicator as there is when making
hard. Normal wear and tear is another “I think,” Johnson began, “that a the decision of what rubber to put on
issue, and during your inspection, you major factor in the purchase of tires your airplane.
should be checking on tread depth. is determining what the mission of “You do want to remember,” Erick-
“With the Super Cubs,” Johnson the craft is.” son pointed out, “that some airframe
shared, “you have a somewhat unique He went on to explain that an ex- manufacturers actually have specifica-
situation, as we use tubeless tires with tension of an airplane’s mission is tions regarding the tires that should be
no tread, so we typically run ’em ’til knowing what kind of surface the craft used on their craft.”
the cords show.” will be landing on. In the case of the These specifications include, but are
Jason Erickson, director of main- Super Cubs, they land virtually any- not limited to, size and ply rating. In
tenance at Wipaire, Inc. in South St. where and, as a result, need a much regard to this, Erickson shared that,
WIPAIRE, INC.
An aircraft with retractable gear; an example of very specific tire size requirements.

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SUPERCUB.ORG
SUPERCUB.ORG
among various tire manufacturers,
there can be considerable sidewall
strength and weight differences for the
same size and ply rated tire. His last
thought in this area was that, just as
in all other aspects of aircraft mainte-
nance, when it comes to tires, “you get
what you pay for.” As can be expected,
cheap tires don’t seem to last as long as
their more-expensive counterparts.
“With my Super Cub,” Johnson
shared, “I use Bushwheels, which are
somewhat of a specialty tire.”
The Bushwheels Johnson uses
are 35 inches in diameter and were
chosen for their special construction.
They are handcrafted onto airbags
and have a sidewall valve stem. The
air pressure in these tires can be low-
ered for rough-ground usage, and pi- Large tires perform better in unimproved areas.
lots do not have to worry about tire
slippage and stem shearing. “green,” but they are, nonetheless, envi- which are similar to artificial reefs in
Our experts agreed that there are ronmentally conscious. As a result, they saltwater. He advises that scrap tires
several things that would convince have come up with appropriate ways to are good for this project, as they are
them to not purchase a particular tire. dispose of used tires. Some of which are available in large numbers and are
This included their overall track record more than a little bit creative. available at little or no cost. They
and, of course, the fact that they were “I’ve heard,” Sanders began, “that don’t rust, corrode, leach harmful
not cost-prohibitive. old tires can help improve fish habitat.” chemicals, or decompose.
“I do a little research regarding tires,” Sanders is absolutely right. Profes- Johnson suggested that tires could
Sanders reiterated, “but, mostly, I tend sor George W. Lewis of the University be used as a life preserver in your air-
to learn from others’ experience.” of Georgia created a leaflet for the plane, as planters, or as a swing.
Collectively, pilots may not be one of School of Forest Resources that de- Sanders admitted, “I have given
those groups that is readily considered scribes “fish attractors” in freshwater, them to friends whose tires were in

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Don t forget about the tailwheel.
worse shape than the ones I had

taken off. Mostly,” he added some-
what sheepishly, “I stack up ’em in
the hangar and think, ‘I might need
them one of these days!’”
“I’m a little like Phil in that respect,”
Pichitino offered. “My hangar isn’t ex-
actly ‘waterproof,’ so I tend to have
the tires here and there in the hangar
and set things on them, like my waste
basket, and whatever else I want to
keep high and dry!”
“One issue regarding tires that
we haven’t discussed,” Pichitino
continued, “is retreads. I think that
the process has gotten a lot better
in the past 15 years or so, and this
may be a viable consideration for
frugal pilots.”
If you are contemplating the use
of retreads, there are several things
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quality for the aircraft industry. More
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aircraft tires. For many aircraft, tires
represent the third largest item in
the operating budget, and retreads
can help greatly reduce this expendi-
ture. Retreading is “environmentally
friendly,” as it only takes 7 gallons of
oil to retread a tire instead of 22 gal-
lons to manufacture a new one.
Whether retreads are in the future for
you and your craft or not, replacing your
tires certainly is. As a result, be sure to
inspect them frequently and keep your-
self safe to make sure that you avoid the
“excitement” of a blowout.CO

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Under the Cowling
X By Jacqueline Shipe
Engine Operating Tips

Prolong Life, Prevent Problems, and Save Money
A
rguably, airplane operating rosion is also a concern for the engine, oil every 50 hours. Changing oil at
costs can be considered to be at minimizing wear is of top priority in 25-hour intervals is better, not only
an all-time high with the ever- maintaining the engine. The constant because of the cleaner oil, but also be-
increasing prices of fuel, insurance, movement, friction between moving cause the screen or filter element can
and storage. Although it is impossible parts, and high temperatures combine be inspected more often for metal.
to control some costs, properly taking to constantly produce engine wear.
care of equipment through preventive Metal Mindset
maintenance and correct operation Oil System Care Metal will almost always be present in
can have a significant impact on the The oil system is responsible for keep- minute amounts, because some wear
price per hour of flying. ing wear to a minimum and reducing takes place every time the engine is
Preventing and treating corrosion is temperatures. High-quality oil should started. Larger-than-normal metal
usually the most important action in be used, and the oil needs to be amounts should be investigated to de-
caring for the airframe. Although cor- changed often. Most operators change termine the cause. The type of metal
particles present gives the best clue as
to where it is coming from. Aluminum
particles are generally produced from
wear on the piston pin end caps or
from the piston itself. Brass is usually
produced from the rocker arm bush-
ings. Steel can come from a number of
places. Common areas for wear, espe-
cially on certain models like the Conti-
nental O-470 and the Lycoming O-320
H2AD engines, are the camshaft lobes
Remove the oil sump screen for inspection

and cleaning.
Left: An oil cooler on a Lycoming O-540.

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Pull the oil filter element from its housing in Use a magnet to detect the presence of steel particles in an oil filter element.
order to inspect it.
and lifter bodies. Lycoming makes a

C O N C O R D E B AT T E RY. C O M special additive that must be added at
CONCORDE PROVEN
every oil change to this model to help
prevent camshaft wear. The Continen-
RELIABLE AT STARTING
tal O-470 gives almost no trouble if it is
run often enough. However, if it sits for
long periods, its lifter bodies get spots
ALL CESSNA MODELS

of corrosion on them that start as dark
spots of rust about the size of a match
head. They eventually flake off, leav-
ing a rough surface that grinds into the
RG
RG24-16
cam lobe. This type of wear will con-
RG24-15M
RG24-15
5M RG-25XC tinue once it starts until the cam and
lifter bodies are replaced.
Oil analysis data is helpful, but there
needs to be an established pattern so
that any slight increases in a certain
RG-35AXC type of metal can be detected by com-
paring it to the previous data.
Certified Direct Replacements Prevent Corrosion
Concorde’s standard and Platinum Series® batteries are approved for The best way to prevent corrosion in
installation in all Cessna models. Concorde holds STCs to replace
Cessna original equipment batteries with the superior performance
any engine is to run the engine fairly
of Recombinant Gas (RG® Series) lead acid batteries. regularly and to be sure it gets up to
its normal operating temperature. Oil
The Concorde RG® battery advantage is evident in superior engine starts
and reliable essential power in the event of a generator failure. These
temperatures lower than 180 degrees
benefits are the result of the low internal resistance and low impedance won’t get hot enough in the engine to
design of Concorde’s proven battery technology. Constructed with AGM, evaporate moisture. The engine gets
Concorde RG® batteries are fully sealed eliminating acid spray corrosion, moisture from condensation that forms
they are maintenance free and never require water replenishment. on the upper surfaces once the oil has
Concorde Batteries are manufactured in the USA, serviced at the factory, drained down. Some oil temperature
shipped HAZMAT EXEMPT ready for installation and available worldwide. gauges can be off in their calibration or
have a large green scale with no mark
Platinum Series® Advantages for 180 degrees. In this case, the mark
Additional cranking power resulting in less draw on the battery for 180 degrees can be made by re-
per cycle for longer battery life moving the oil temperature probe from
Lower percentage of drain resulting in more reserve capacity the engine and re-connecting it to the
in the case of a generator failure line from the gauge. Use a container
More power to operate avionics and electrical systems of water that can be heated and place
a thermometer in the water along with
the probe. Heat the water until the
Concorde
Conccorde
orde
e Battery
Ba Corporation
thermometer reads 180 and place a
626 1234 | ISO 9001 + AS9100
626.813.1234
626.81
626.813.1
.813.1
mark on the gauge in the plane.

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Consistently low oil temps can be
raised by covering part or all of the oil
cooler. This is a trial-and-error process,
because the temperatures vary a lot
with the outside air temperature.
Increases in oil consumption should
be investigated also. Slight increases
will occur as the engine gets time on
it because of wear and blow-by past
the rings. A sudden increase can be an
indication of a broken ring or a leak.
Check for Exhaust Leaks

In addition to running the engine reg-
ularly, it should be given an overall in-
spection periodically so that some prob-
lems can be caught early. Exhaust leaks
need to be remedied as soon as possi-
ble, because the corrosive exhaust gases
will erode the cylinder head. Caught
early enough, the fix for an exhaust
leak is usually just a gasket replacement.
However, if it is allowed to continue, it
can require replacement of the cylinder.
Some models are also prone to exhaust
leaks at the slip joints where the pipes
are connected. These leaks can cause
Push rod tubes on a Continental O-470. The far right tube and push rod have been removed severe corrosion of the engine mount if
for inspection of the camshaft and lifter body. they are not corrected quickly.
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HANGARS!
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The same O-470 is being lifted out of the

airplane for a top overhaul.
Adjust Carburetor Settings

Mixture and idle speed settings should
be kept in proper adjustment. Engines
that are running consistently too rich
or too lean will develop problems. R & M STEEL CO.
Carburetor heat application should be
accompanied by leaning the mixture a Toll Free: Phone 1-866-454-1800 • Fax 1-866-454-1801
little so that the proper mixture setting Outside U.S. 1-208-454-1800
is maintained. The hot, thinner air that www.aviationbuildingsystem.com
results from applying carburetor heat
automatically results in a richer fuel/
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air ratio if the mixture is not leaned. It
is imperative to remember to run the
engine up and pull on carburetor heat
on the ground before takeoff following
long periods of taxi when conditions
are conducive for ice formation. This
is especially true for models that are
prone to carb ice, such as the Conti-
nental O-200.
Engine Speed Specifics

The number of RPMs that the engine
produces should be consistent on
each takeoff. The tachometer should
be glanced at on the takeoff run once
full throttle has been applied to check
the reading. If the tach doesn’t come
up to what it normally does, there is
something wrong, and the takeoff can Dukes Fuel Pumps
be aborted if it is caught early enough. Apprprov
o eddO Overhhau
aull / Re
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This is good to check on planes with 4140-00 Series, 11
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,142
420-
42 0 00-11, 14149999--00-199,
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2915
1504
044-0010
101,
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-00204
propeller planes will usually maintain
the normal takeoff RPM even with a $400.00
slight abnormality, because the gover- Willll Buy
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oreess
or
nor adjusts the pitch of the blades to
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Proper engine operation helps lower
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:
421
Cessna s Golden
Piston Twin By Bill Cox
Photos by
Jim Lawrence
A
pproaching Lake County Airport in Leadville,
Colorado, you’d never guess it’s the highest
municipal airport in America unless you kept
a close eye on the altimeter. Perched on a plain in the
Colorado Rockies, the surrounding terrain looks de-
ceptively benign. If you didn’t know better, you might
think you were about to land at some gentle destina-
tion in the Alleghenies. Only the snow-capped peaks
in late May provide a hint of high altitude.
With apologies to Alaska, this is America’s truly “big
country.” Alaska has higher mountains, but they’re
less accessible. Fly high Colorado, and you learn to
accept three-mile-or-higher cruise heights. The state
has nearly a dozen fly-in destinations a mile-and-
a-half above the sea: Buena Vista, Creede, Gunni-
son, Monte Vista, Pagosa Springs, Salida, Telluride,
Walden, Westcliffe, and, king of them all, Leadville,
built far up in the tall sky at 9,927 feet MSL.
Today, I’m happy to be flying solo in a Cessna
421, with two big turbocharged Continentals out on
the wings to protect me from evil. This is the begin-
ning of another ferry trip, this one from St. Louis
to the Philippines, and since I’m flying an airplane
to match the mountains, I’ve decided to stop in at
Leadville and breathe the clean, fresh air stacked two
miles deep.
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ENJOY
Y YOUR FLIGHT
0DGH,Q86$
+H]PK*SHYR*VTWHU`0UJVYWVYH[LK
.YLLUOLHKZL[KVTLZHYLH+H]PK*SHYRYLNPZ[LYLK[YHKLTHYR W W W. D AV I D C L A R K . C O M
Clean and fresh, but thin. Climb the Cessna sold seven that year. A Cut above the Competition
steps from the ramp to the log cabin ter- For better or worse, 1985 was the The late 1960s, 1970s, and 1980s
minal building, and you’ll wish that you year Cessna president Russ Meyer were the heyday of piston twins. From
had a turbocharger. As I sit enjoying a discontinued all piston products, an the Seminole, Cougar, and Duchess at
cup of coffee, letting my heart rate and alleged reaction to the litigious senti- the bottom to the 421 at the top, there
respiration recover and looking out at ment in America, but probably also was a twin for every reason.
what will be “my” twin Cessna for the related to a piston market gone south Accordingly, there were several other
next two weeks, I reflect that this should in a half-dozen years and the fact that contenders to the 421’s imperial throne.
be an easy and fairly quick trip. It will there was far more money to be made The Piper Aerostar 700 was the ultimate
certainly be a comfortable one. building turbine-powered airplanes. speedster, a five/six-seater with a cruise
Whatever the motivation, the 421 near the vaunted 261 knots (300 mph)
High-Level Luxury was certainly one of the most comfort- at FL250, faster than some turboprops.
In some respects, the Cessna 421 is ide- able and quiet corporate conveyances Beechcraft’s model 60 Duke could only
ally suited for flying above the tall rocks. in the sky. Fitted with eight seats, the haul a six-pack, but it offered charac-
It’s turbocharged and pressurized to Golden Eagle was almost ideally suit- teristic Beech handling and dead-sexy
keep both its engines and its passengers ed for charter operators. styling. The Commander 680, often
breathing normally at five-mile heights. It also offered strong competition regarded as the most prestigious of cor-
Indeed, there aren’t many jobs the for corporate turboprops but at half porate twins, could carry a big load and
421 can’t do, provided you launch the price. featured luxurious accommodations.
and recover it from smooth, 3,000- Even if it was nowhere near the fast- The Piper Pressurized Navajo, with its
foot strips. The 421 was built from the est of the upscale piston twins, the 421 huge 425-hp Lycoming TIGO-541 en-
late 1960s to the mid 1980s, and it was almost universally regarded as the gines, and the short-lived Piper Mojave,
represents perhaps the apogee of twin- ultimate cabin-class piston twin. The the latter a piston-powered Cheyenne
engine development and the top of the cockpit offered what many regarded as 1, were Piper’s attempts to capture the
Wichita company’s multi-engine line. the ideal enclosure for a pilot and up luxury market.
The Golden Eagle was the top model to seven passengers, and the engines The 421, nevertheless, always
in Cessna’s 400 series of piston twins, were geared down to cruise at 1,900 seemed a cut above. The airplane had
with twin Continental GTSIO-520Ns rpm, providing a quiet environment a certain je ne sais quoi that consis-
rated for 375 hp apiece and a 5.0 psi for en-route work or relaxation. When tently outdistanced the competition. In
pressurization system that maintains a throttled back to long-range power, the its prime, it was a reasonable seller for
10,000-foot cabin at 26,000 feet. By airplane (with the big 262-gallon op- Cessna, despite a base price that ex-
1985, average-equipped price had tion) could range out 1,200 nm, mak- actly quadrupled in 18 years.
risen above $800,000, and that was ing one-stop, coast-to-coast trips an Still, the 421 had unquestionable
the airplane’s final year of production. easy one-day process. talent. If you were willing to fly high,

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the Golden Eagle could clock along
at a realistic 225 knots, providing you
owned a refinery and were willing
to pour 40 gph through the engines.
At today’s avgas prices, that’s about
$250/hr for fuel. (In fairness, virtually
all the big twins mentioned above de-
manded roughly the same fuel flow or
more, especially the P-Navajo that ex-
acted more like 45 gph as revenge for
its power and speed.)
Big Machine
The 421 was a big machine in virtually
all respects. It boasted a huge 55-inch-
wide cabin, 51 inches tall at the mid
position. It was hardly stand-up head-
room, except for kids and little people,
but everyone was accommodated in
wide, sumptuously upholstered, plush,
leather seats, usually with armrests.
Each aft seating position typically in-
cluded writing tables, Wemac vents,
and personal reading lights.
Outside the airplane, Cessna chose
a variety of three NACA 23000 series
airfoils for the 402, 414, and 421. All
employed five degrees of dihedral
outboard of the engines and inci-
dence that varied from 2.5 degrees at
the roots to .5 degree at the tips. The
wings provided a gentle stall with little
tendency to roll under the bottom.
Cessna’s docile wing choice pro-
vided a service ceiling of 30,200 feet,
but the effective limit was more like
26,000 feet where the 5.0 psi cabin
was flying at 10,000 feet. Operat-
ing at the airplane’s maximum non-
RVSM height of 29,000 feet would
have resulted in cabin air pressurized
to about 12,500 feet, well above most
passengers’ tolerance for hypoxia.
With 750 hp under your right palm,
power loading worked out to almost ex-
actly 10:1, a magic ratio for high-perfor-
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loaded 421 could loft uphill at an easy
1,700 fpm if you were doing everything
right. The book said 1,940 fpm, but that
may have been a little optimistic.
Max takeoff weight was 7,450
pounds, with another 50 pounds al-
lowed for ramp weight. A typically
equipped empty weight was about
5,100 pounds, so useful load worked
out to 2,350 pounds. Standard fuel
was 206 gallons. That left a full-fuel
payload of 1,149 pounds – a pilot, five
passengers, and 120 pounds of bag-
gage. If you opted for the long-range
262-gallon tanks, you were left with
more like 780 pounds – a pilot and
three passengers, plus some baggage.
Like most corporate airplanes, 421s
rarely flew with full tanks. The trick was
to carry enough petrol for the leg, plus re-
serve; then, refuel at your destination, not
tanker extra fuel that served no purpose
other than to weigh down the airplane.
According to the National Business
Aviation Association, a typical busi-
ness flight doesn’t normally exceed
500 nm – 2.6 hours, plus reserve, in a
Golden Eagle. That’s only about 140
gallons worth. If you have the standard
206-gallon tanks, you could leave 66
gallons in the truck, and you’d have
a whopping 1,500-pound payload,
enough to fill every bucket and allow
each passenger 15 pounds of baggage
to boot. With large cargo enclosures in
the nose and wing lockers, there was
little need to carry baggage inside the
cabin unless you wanted to.
Endurance and Reliability

My airplane was equipped with the
long-range tanks for my 9,000-nm trip
to the Philippines, so it wasn’t neces-
sary to install the usual huge 350-gal-
lon ferry tanks. The longest leg on the
Pacific is most often the West Coast to
Honolulu, about 2,160 nm. Assuming
you can find avgas after that, the legs
become shorter all the way to the Phil-
ippines – Honolulu to Majuro, Majuro
to Guam, and Guam to the Philippines.
A 421 with 262 gallons internal plus
an extra 250 gallons of ferry fuel has
an endurance of about 14.6 hours to
exhaustion. At a 35-gph economy set-
ting and 190-knot cruise, it should need
only 11.4 hours for the crossing, leav-
ing a three-hour reserve. (If there’s no

fuel in Majuro, you’ll need to reroute
through Pago Pago, American Samoa,
a distance of 2,260 from Honolulu.)
Of course, putting aside such un-
usual requirements, the whole point
of a twin-engine airplane is the redun-
dancy of the second engine, and the
CUSTOM ENGINE OVERHAULS
(or exchange)
421’s geared GTSIOs had a checkered
career. The big Cessna’s Continentals
were problematic from the beginning,
and the airplanes soon earned a repu-
tation as shop queens because of the
complex, tightly cowled, geared, tur-
bocharged powerplants. Initial TBO
was set at a low 1,200 hours, but that
was later raised to a more reasonable
1,600 hours. The gearing remained
a maintenance headache throughout
the airplane’s service life.
Fortunately, there are a number of
April 05 maintenance shops that are knowl-
“A Top Rated Shop - March 10” edgeable on the airplane. When a
- Aviation Consumer 421 is running well, it can be one of
New Limit Standards, New Cylinder Options, O.E.M. Fuel Systems, the smoothest, most satisfying rides in
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1,000 hours in series 400 Cessnas at
(800) 397-8181 • www.poplargroveairmotive.com Tom’s Aircraft in Long Beach, Califor-
E-mail: dallen@poplargroveairmotive.com nia, nearly always after maintenance.
11619 Rt. 76, Poplar Grove, Illinois 61065
Plus, I’ve ferried a half-dozen of the
type internationally and domestically,
and I can verify that they’re an excel-
lent ride. Most provide a single-engine
service ceiling of nearly 15,000 feet
and a sea level rate of climb of 350
fpm. If the last number doesn’t sound
impressive, it isn’t, but it represents
about the best performance you can
expect from any piston twin in this
weight class.
Though many of the original 1,901
Golden Eagles produced were fitted
with the questionable ARC radios,
Cessna’s captive, in-house brand in the
1970s and 1980s, most of the remain-
ing airplanes have been retrofitted with
reasonable stacks of King or Garmin
avionics plus King or STEC autopilots.
Cessna 421s are still regarded as
something of an ultimate among pis-
ton twins. Today, you can buy a ser-
viceable, late-model 421 for about the
same price as a new Skyhawk. Golden
Eagles aren’t cheap to operate, and
you’ll need a high credit card limit to fill
the tanks, but for those who can afford
the price of admission and operation,
the Golden Eagle is one of the most sat-
isfying corporate twins in the sky.CO

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GOVERNORS
Wheels, Tires, and Brakes
The Unloved Components
By Max Lundin
U
nlike an automobile’s, an aircraft’s wheels,
tires, and brakes are rarely the object of
obsession. They fall well behind many
gee-whiz, budget-draining cockpit upgrades.
However, these three components are as critical
as ailerons and rudders during two of the most
important flight moments: takeoff and land-
ing. These components are typically taken for
granted as long as they pass an annual inspec-
tion, but (relatively) modest upgrade investments
can make dramatic improvements in an aircraft’s
safety and ground-maneuvering capability.
Wheel, tire, and brake manufacturers have
been diligently innovating an interesting variety
of products to increase the efficiency and robust-
ness of these critical elements. Brakes infused
with nitrates, tubeless tires, and specific “brake
modernizations” for classic aircraft models are
just a few of the products that have been on
display at this year’s air shows. Although you
won’t find Escalade-eqsue spinners available for
an antique airplane, you can find products that
might make you think twice about waiting until
your aircraft’s OEM landing system starts losing
air before finding a set of wheels.
Choose the Right Wheels

The selection of a wheel upgrade brings several
conditional factors into consideration. Where
will you be flying? How much weight must be
accounted for? How much are you willing to
pay? These variables may not seem overly rel-
evant when you’ve got your eyes on a new navi-
gation system, but the right wheel selection will
make a difference.
Regarding the location of flying, wheel choice is
crucial. Plan on landing in a rugged dessert run-
way in the Sahara? Don’t use the same wheels
you trained on in Peoria when you were landing
on smooth asphalt. In situations of rough land-
ings, pilots must consider wheels with higher stat-
ic load ratings to withstand more abuse. Making
sure that your wheels are static rated for at least Cessna s Andy Woodward shows a traditional OEM Cessna landing gear assembly
the weight of your plane is a must. Ignoring this at the 2012 EAA AirVenture.

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Don t wait until your tires look like this to
consider an upgrade.
detail is nothing short of catastrophic.

However, with a few calculations, you
should be well on your way to choosing
an appropriate wheel.
The weight of your wheels must also
be considered. If you can afford more
weight and prefer wheels that will last
longer, choose aluminum. Aluminum
wheels fare very well against corro-
sion. There are wheels for small planes
that work very well and are affordable.
These wheels account for a static load
of 700 pounds per wheel and a kinetic
energy of 72,000 foot pounds.
If weight is an issue and you are
working on a larger plane, magne-
sium is the solution. This material
handles heat far better than alumi-
num, making the chance of brakes
overheating less likely. Magnesium
wheels will shed a little bit off of your
plane’s overall weight, but they are
slightly less corrosion resistant and
may not last as long as aluminum. At
the time of this writing, one company
is offering a popular 5-inch wheel and
DESSER TIRE AND RUBBER CO., INC.
+ handcrafted models
+ attention to detail
+ hand-carved from fine
mahogany wood
+ Many “MOVING” parts
+ 3 coats of polyurethane
for a superior high- + 10% discount to
gloss finish COO members Goodyear Flight Custom III tires include
Kevlar belts inside for greater stability and
longer life.

brake combo. The wheel is rated for
1,285 pounds and a kinetic energy
of 118,164 foot pounds. The wheel
and brake combo costs $719 for two
wheel assemblies.
Tire Selection and Maintenance LOOKING TO REFURBISH OR UPDATE YOUR AIRCRAFT?

Anyone who can remember flight REVITALIZE YOUR INVESTMENT
training knows that the maxim on
!
*

tires was simple, “If they’re not bald,

+
they’re okay.” Tire maintenance is a
monotonous part of any pilot’s rou-

tine, but it is a safety procedure that

! "
cannot be ignored. It’s a hassle replac-
#$
%
ing tubes and constantly maintaining

&
tire pressure, but neglect can be fatal.

'$()
!
Tire tubes that haven’t been prop-
erly inflated can grow folds and wear
through the tube. This issue can lead
to minor problems, such as occasional
leakage, or serious problems, such as
deflation while taxing or mid-air.
Because of such potential hazards,
it’s the wise pilot who thinks past the
“bald” training and puts time into tire
selection and maintenance. Here’s a
little-known or oft-cited factoid: Tires THINKING OF BUYING AN AIRPLANE?
can be selected on more criteria than
PURCHASE WITH KNOWLEDGE
just size. Factors such as landing zone
and reliability should be reviewed when )

8

(
(9
purchasing and maintaining tires. !

Ken Fare, vice president of Desser :1(

+
Tire and Rubber Co., Inc., explained ,'
5
%6 )
%

some different landing situations. “Pi- 7

)

lots landing on grass strips suffer virtu- ;,
<

)=:111(

=/111 >
ally no wear to their tires, but this land-

ing is not as common in the United %
(,
(
*
!
States. The opposite can be said for -./+01-+223.

4!
+
+!
+
Buy or Rent
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pilots landing on commercial runways
in which the landing strip wreaks hav-
oc on the tires.”
According to Fare, most general avi-
ation pilots use bias-ply tires with in-
ner tubes. Pilots who perform landings
on asphalt and concrete should con-
sider buying more resistant tires than
those pilots who land mainly on grass.
At the moment, the tire with the most
efficient technology is the Goodyear
Flight Custom III. These tires include
Kevlar belts inside for greater stability
and longer life. The tires range from
4-10 plies for a wide variety of planes,
and prices range from $250- $400.
Tubeless tires are seen much less of-
ten in aviation. These tires have a far
superior lifespan, but many pilots are
hesitant to make the switch. “The rea-
son that most pilots don’t switch over to
the tubeless option is the fact that it also
requires the purchase of new brakes
and wheels,” adds Fare. Michelin offers
a complete range of tires for everything
from military to general aviation aircraft
and has recently released the top-of-
the-line Michelin Air series. These tube-
less tires are made from two proprietary
rubber compounds that promise ex-
tended life, with an optimized sidewall
compound to provide maximum UV
and ozone protection.
Beringer offers a complete brake,
wheel, and tubeless tire assembly for
pilots willing to go the extra mile. The
Beringer set includes two wheels with
calipers and stainless steel discs, two
tires (mounted and pressure tested),
two axles or two sets of adaptation
parts (as required), master cylinders,
two fluid reservoirs, one parking brake
valve (only in home-build kits), and
GROVE AIRCRAFT LANDING GEAR SYSTEMS, INC.
Grove Aircraft Landing Gear Systems, Inc.

manufactures a kit to upgrade the brakes on
many older aircraft.

one anti-lock regulator or pressure lim-
iter stainless steel brake lines. The in-
vestment is around $2,800, depending
on what type of plane you’re flying.
After you’ve picked out your dream
tires, you need to take care of them.
Ken Fare provides this list of important
checks that every pilot should perform.
“First off, every pilot should keep a log
of tire pressure to notice deflation pat-
terns. Pressures should be checked
daily maintaining a target pressure of
100 percent to 105 percent of optimal
pressure. You must also make sure
that the expected pressure is adjust-
ed based on loaded pressure, about
4 percent added to the tire’s optimal
pressure (this can obviously be ignored
if the plane is elevated). These pres-
sures should be checked in moderate
temperatures; those too hot or cold will
influence the pressure reading.”
The main issue in the maintenance
of tires comes from improper inflation.
Ken said, “Under inflation is so com-
mon it’s almost an epidemic. Incorrect
inflation is the most detrimental and
life-shortening problem that a pilot can
put his tires through.”
Brakes
Brakes have seen more innovations
than any other component in the land-
ing process. From throwback brakes
for antique planes to the chemically
engineered brakes of Aviation Prod-
ucts Systems, Inc. (APS), these taken-
for-granted components are receiving
some much-deserved attention.
Grove Aircraft Landing Gear Sys-
tems, Inc. has a solution to bring the
braking system of some antique air-
craft out of the Stone Age and into the
BERINGER
Beringer offers a complete brake, wheel,

and tubeless tire assembly.

AVIATION PRODUCTS SYSTEMS
Black Steel brake equipment from Aviation
Products Systems.
21st century. The company’s new disc

brake conversion system is FAA PMA
approved and easy to install. Best of
all, pilots can use their existing wheels,
tires, tubes, master cylinders, and
brake lines for the installation.
The Aviation Products Systems Black
Steel discs and lines are a step up from
the average brake system. The process
by which these brakes are manufactured
gives them significantly more strength
and resistance to corrosion than your
average brake. Dan Andrews explained,
“First, our brakes are forged from aero-
space steel in one piece; this avoids the
problems associated with weld lines.
Next, the forged steel is machined and
prepped for heat treatment. The final
A MODERN GAS SPRING REPLACES step is our signature heat treatment in
INEFFECTIVE O.E.M. DOOR STOPS

which carbon, nitrogen, and oxygen are
bound to the top layer of the brake. This
gives our brakes a substantially more ef-
FAA STC-PMA APPROVED FOR ficient resistance to corrosion.” Dan not-
CESSNA 170, 172, 175, 180, 182, ed that these brakes are “the only brakes
1
185, 205, 206, 207 & 210 SERIES in the industry that are enhanced with
nitrite; this is an FAA PMA-approved
($
($175/
($175/Door or $350 per Aircraft) process.” The brake lines are also of
CARD
CARDINAL 177, 177A,
177 177B & 177RG very high quality. The Kevlar-infused,
21
($215/Door p Aircraft)
or $430 per non-metallic lines give the brake system
ALSO AVAIL. C206/207
/ FWD UTILITY
UTILIT DOOR maximum gripping and disc integrity.
The Future
Selection of new products for the “un-
OPENS AND H
HOLDS YOUR DOOR! loved components” may seem costly
MENTION CODE CO2012

at first, but the investments can cer-
tainly pay off over time. If you have
the cash, high-grade and tubeless tires
& RECEIVE
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your everyday tire. The same ap-
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brakes. And unlike glass cockpit tech-
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503-981-4550, Fax 866-554-3798 upgrades won’t be obsolesced by the
www.mtnviewaviation.com next supplier’s catalogue.CO
Email: info@mtnviewaviation.com
B y Peters
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Lessons from the Logbook
X By Bill Cox
Don t Get Caught by CFIT

I
t was mid 1977, and I’d been as- Late that evening, I heard on the (one was an airline captain) who’d
signed to do a story on the first pro- news that he hadn’t made it. He’d hit been flying for 20 years. My demo pi-
duction model of a new twin. The a hill down by San Diego. The NTSB lot was a CFIIM.
demo pilot had flown halfway across determined the airplane was operating
the United States to demonstrate what normally in cruise flight and apparent- Close Call in California
the airplane could do and allow me a ly flew straight into the side of a gentle I’m embarrassed to admit I under-
chance to fly it for a few hours for a rise. There were low clouds in the area stand the CFIT accident reasonably
pilot report. He was a highly experi- near San Diego. well, because I’ve almost fallen victim
enced, ATP-rated instructor with thou- to it twice. Both times, I’d flown myself
sands of hours in twins. Controlled Flight Into Terrain into a corner trying to stay out of in-
He landed at Long Beach, dropped We’ll never know the exact circum- flight icing; my mistake, no one else’s.
off his wife to do some shopping, and stances of that accident, but the prob- That’s a reason, not an excuse.
we launched to investigate the air- lem is all too common. It’s called con- The first time was when I was de-
plane’s performance. I tried stalls, trolled flight into terrain (CFIT), and livering an aircraft east across the
cruise, single-engine operation, and all the FAA suggests it accounts for about continent. The airplane had been
the other parameters; flew an air-to-air one of every six general aviation fa- purchased by a member of the Saudi
photo session; and landed back at Long talities. I’m sad to admit I’ve lost five royal family and was scheduled to be
Beach. We shook hands, he loaded his friends in similar accidents involving used for a number of world speed re-
wife back aboard, and departed to visit everything from Caravans to Skylanes. cord attempts. My job was to pick up
his daughter in San Diego. Perhaps ironically, most of those pi- the airplane in Napa, California, and
lots were competent, instrument-rated deliver it to Lakeland, Florida. This
aviators with thousands of hours of was well before the advent of GPS, so
experience. Some were professionals my trip was with conventional VORs.

Icing is almost unheard of in Califor-
Excellence Defined. nia, but on this day, it was forecast to be
waiting in the clouds above 7,000 feet.
Performance Driven. I’d flown down from Napa the previous

day, departed Corona, California, filed
IFR for 15,000 feet, and ran head-on
Top Prop for Piper. ™ into severe icing at 7,000. I advised

ATC I didn’t want to do that anymore,
suggested I’d drop down to VFR under-
Experience enhanced performance from one or more neath, and initiated a descent. I played
significant benefits: shorter take-off distance, lower dodge ’em with the clouds for the next
noise levels, better ground clearance, reduced tip 10 minutes, trying to stay as high as
erosion, increased climb rates & cruise speeds, and possible without turning the plane into
smoother operation. It’s what you expect from the a Popsicle. Through gaps in the clouds
market leader. below, it looked as if I was out in the
middle of Banning Pass when it finally
Unbeatable Plus Three™ warranty – 3 years or 1,000 looked safe to climb higher. I advised
hours. L.A. Center of my intentions; they said
TOP PROP
they’d lost me on radar but approved

my climb. Going through 9,000 feet,
I entered the clouds again for a short
PERFORMANCE
CONVERSIONS
time, then popped out to find I was

Comanche 260 Arrow & Turbo Arrow
dangerously close to a solid rock wall.
Comanche 180 Cherokee 235 & Dakota Cherokee Six-260 & 300 Aztec
(2-blade)
I slammed the airplane into a hard
left climbing turn, held my breath, and
Twin Comanche (2-blade) Seneca II & III Malibu/Mirage/Matrix Lance & Turbo Lance Apache (2-blade)
waited for the impact. Fortunately,
(3-Blade Composite) Seminole
there was none. I was obviously too

far to the right in the pass and had al-
Built on Honor – since 1917. most collided with Mt. San Jacinto, a
10,000-foot peak that guards the west-
ern hills outside Palm Springs.
Frightening Flight
Supposedly, we all learn from our
mistakes. Apparently, not everyone.
Tel: 1-800-942-PROP (7767) My second brush with CFIT was
or (937) 778-4201 when I was westbound over Green-
Email: TopProp@HartzellProp.com land during an early summer return
from France. The flight from Reykja-
www.HartzellProp.com
vik to Narsarsuaq had gone well until
I passed the eastern Greenland coast
at 12,000 feet and started across the
icecap. I almost immediately ran into
light rime icing that quickly stopped
being light. I knew the top of the cap
was about 8,000 feet, so I first tried up.
No luck; ice accretion only increased,
and my deice equipment consisted of
pitot heat. The only choices left were
to turn around or descend.
Trouble was, I knew the white ice-
cap would be indistinguishable from
the clouds if I descended too far. I was
only 39 miles from my destination,
and that fact almost seduced me into
giving descent a try.
Fortunately, reason prevailed, and
I advised Sondrestrom I was turning

around and heading back toward the
ocean on the east side of Greenland.
This time, I had three of Garmin’s best
GPSs on board, and as soon as I knew
I was over the water, I descended out
of the clouds into good VFR conditions
and drove south to Prins Christian at
the bottom of Greenland, then turned
back northwest in hope that weather
on the west of the island would be bet-
ter, and I could sneak into Narsarsuaq
via the dreaded up-the-fjord approach.
Narsarsuaq is at the end of the
42-mile-long Tunugviarfik Fjord on the
west side of the icecap, and I hoped
that fjord would be my salvation. Af-
ter I passed the tip of Greenland and
turned back to the north, the clouds
once again started driving me down.
Finally, I was only about 500 feet
above the water. I passed the Si-
miutaq radio beacon, found the en-
trance to the fjord, turned back to-
ward the east, and began to follow
the winding waterway toward the
airport, descending even further to
stay beneath the clouds.
By this time, Narsarsuaq was report-
ing an indefinite 100-foot ceiling and
1/8 of a mile visibility in fog, far below
any legal approach minimums. I had
no choice. There was plenty of fuel
aboard to reach my alternate of Nuuk,
220 miles up the coast, but conditions
there were just as bad, and the runway
was shorter.
I extended gear and flaps, slowed
the little airplane to 90 knots, and ad-
justed all three GPSs to the minimum
scale. I zigzagged up the fjord 100 feet
off the water, trying to keep the little
toy airplane on the screens roughly
in the center of the narrow waterway,
often only 1/8 of a mile across. As I
tracked farther inland, I’d occasion-
ally see glimpses of hills on either side
or the water below. I’d flown this ap- GATTS, Inc., the Pioneers of the
proach many times before, but always “ORIGINAL 7-Day Instrument Course”
in good weather and at 1,000 feet MSL For nearly 30 years, GATTS, Inc. has lead the
or higher. I knew some helicopters flew industry in providing consecutive, all-inclusive, flight
in these conditions, but usually at 25- training courses. GATTS, Inc. is pleased to announce
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centerline of runway 7, and lined up
on the unseen asphalt from a mile out.
I descended to 50 feet and strained to
see the threshold at the water’s edge.
With the Garmin 530 and 430 all the
way down to the finest possible scale,
I aimed for where I hoped the runway
was waiting and finally saw the rocky
coastline flash by below. I skimmed
across the beach and touched down in
the first few hundred feet of runway,
amazed that I’d been lucky enough to
survive one more time.
Avoiding a Situation
I’m not sure there’s any message here
other than perhaps the obvious one.
Too often, we try to ad lib in situations
that don’t lend themselves to breaking
the rules. With the help of a large-scale
GPS and dense fog that fortunately re-
lented at the critical moment, I’d man-
aged to beat the odds, not because
I was smart or talented, but because
there just wasn’t my time.
Don’t get caught in a situation that
allows you no option but to try to
sandwich yourself between clouds and
ground. In this day of GPS that can
pinpoint your position to a few feet,
you just might manage to make it to
an airport. Then again, you might not.
Oh, yes, the aftermath. I was posi-
tive I’d have some explaining to do to
the Danish authorities for what was, at
best, a very unusual approach. When
I climbed down from the airplane on
wobbly legs after searching for the
ramp in the fog and finally parking in
the wrong spot, I walked into the tower
office, and the operator’s only ques-
tion was, “Are you planning to go on
to Goose Bay this afternoon?”CO

F L I G H T M A R K E T
Skymaster 337/0-2
Parts, Equipment, Supplies
Largest
Inventory
~
Lowest
Prices
Call Don for all your
0-2A/B and 337 needs
405-722-4079 Phone & Fax
405-503-4686 Cell Phone
Commodore Aerospace Corp.
6221 Commodore Lane
Oklahoma City, OK 73162
email: nieser.02.337parts@juno.com
www.02337parts.com
WARREN GREGOIRE & ASSOCIATES LLC

1933 Davis St. Suite 276 • San Leandro, CA 94577
Voice 510-633-9353 • Fax 510-633-9355
www.warrengregoire.com
New Engine
Baffles
Now You Can Stop
Patching the Patches
Cessna: 150, 152, 170A,
170B, 172 Early, 172I,
172K, 172L, 172M, 172N,
172P, 177 Fixed Gear, 180, 182, 185, 206,
207 & 210
Piper: PA18-150, Navajo/Chieftain PA31
Pending FA A-PMA Approval:
Piper: Cherokee 140 & PA-28-235
Cessna: R172XP, Turbo 206, 207 & 210, 337
Note: 180HP baff le kits are available for
the PA18 and the Cessna 172's
Airforms, Inc. (formerly Airframes, Inc.)
Ph# 907-892-8244
w w w.enginebaff les.com
Please call for any aircraft not listed.

Advertisers Index
All advertisers linked to our website: www.cessnaowner.org
Aero Technologies, LLC .......................www.pcu5000.com ........................... 22 M20 Products, LLC ..............................www.m-20turbos.com ....................... 12
Aerocet, Inc. .........................................www.aerocet.com ............................. 23 Main Turbo Systems, Inc. .....................www.mainturbo.com ......................... 34
Aeromotors, LLC .................................www.aeromotorsllc.com .................... 28 Maple Leaf Aviation, Ltd......................www.aircraftspeedmods.ca................ 50
AeroParts & Supply .............................www.2aps.com ................................. 52 Marvel-Schebler Aircraft
AEROX Aviation Oxygen Systems .......www.aerox.com ................................ 52 Carburetors, LLC ............................www.msacarbs.com .......................... 50
Air Capitol Dial, Inc..............................www.aircapitoldial.com ....................... 9 Michelin Aircraft Tire ............................www.airmichelin.com.......................... 2
Air-Parts of Lock Haven .......................www.airpartsoflockhaven.com .......... 11 Mountain High Oxygen Systems..........www.mhoxygen.com ........................ 51
Aircraft Glareshield...............................www.aircraftglareshield.com.............. 21 Mtn View Aviation................................www.mtnviewaviation.com ............... 44
Aircraft Security & Alert Systems..........www.aircraftsecurityalert.com ........... 19 MultiCorp Aviation ...............................www.multicorpaviation.com.............. 41
Aircraft Spruce & Specialty Co. ............www.aircraft-spruce.com ................... 17 NavStrobe Lighting ........................................................................................ 25
Airforms, Inc. .......................................www.enginesbaffles.com ................... 52 NavWorx, Inc. ......................................www.navworx.com ........................... 51
Airplane Things ....................................www.airplanethings.com ................... 53 Niagara Air Parts, Inc. ..........................www.niagaraairparts.com ................. 45
Airtex Products.....................................www.airtexinteriors.com.................... 11 O&N Aircraft Modifications ..................www.onaircraft.com .......................... 52
Alaskan Bushwheel ..............................www.akbushwheel.com .................... 22 Parts Exchange ....................................www.aircraftexhaust.com .................. 52
Alpha Aviation, Inc...............................www.alpha-aviation.com .................. 11 Peterson’s Performance Plus.................www.katmai-260se.com .................... 45
AOPA ...................................................www.aopa.org................................... 23 Planecover.com....................................www.planecover.com ........................ 35
AVBLEND micro-lubricant ...................www.avblend.com ............................ 13 Poplar Grove Airmotive, Inc.................www.poplargroveairmotive.com ....... 36
Aviation Creations, LLC.......................www.aviationscreations.com ............. 48 Premium Wood Designs.......................www.premiumwooddesigns.com ...... 40
Aviation Insurance Resources...............www.air-pros.com ............................. 53 R & M Steel Co. ...................................www.aviationbuildingsystem.com ..... 28
Aviation Laboratories...........................www.avlab.com ................................ 13 Repairaplane.com ................................www.repairaplane.com ..................... 27
Avidyne................................................www.avidyne.com .............................. 5 RMD Aircraft Lighting, Inc....................www.rmdaircraft.com ........................ 45
AvTek Aero-PMA-Parts Co. ..................www.aero-pma-parts.com................... 9 RMS Technology, Inc. ..........................www.rmstek.com .............................. 37
B/E Aerospace .....................................www.beaerospace.com ..................... 49 Rocky Mountain Propellers, Inc............www.rockyprop.com ......................... 37
Bruce’s Custom Covers........................www.aircraftcovers.com .................... 13 SCS Interiors ........................................www.scsairinteriors.com .................... 15
Challenger Aviation Products ...............www.challengeraviation.com ...... 15, 51 Seaplanes West, Inc. ............................www.seaplaneswest.com ................... 45
Chief Aircraft, Inc. ................................www.chiefaircraft.com ......................... 7 Sebring U.S. Sport Aviation Expo ........www.sport-aviation-expo.com ........... 27
Commodore Aerospace Corp. .............www.02337parts.com ....................... 52 Selkirk Aviation, Inc. ............................www.selkirk-aviation.com ................. 37
Concorde Battery Corp........................www.concordebattery.com................ 29 SkyOx, Ltd. ..........................................www.skyox.com ................................ 52
David Clark Company, Inc. ..................www.davidclark.com ......................... 31 Soloy Aviation Solutions ......................www.soloy.com ................................. 29
DeLorme..............................................www.delorme.com ............................ 55 Sporty’s Pilot Shop ..............................www.sportys.com .............................. 52
Desser Tire & Rubber Co., Inc..............www.desser.com ............................... 15 StartPac................................................www.startpac.com............................. 56
Electroair..............................................www.electroair.net............................. 36 Stay Sealed, Inc. ..................................www.staysealed.com ......................... 33
Electronics International .......................www.buy-ei.com ............................... 21 Steel Aviation, Inc. ...............................www.steelaviation.com ..................... 27
Executive AutoPilots ............................www.exeacap.com ............................ 25 Stene Aviation......................................www.steneaviation.com .................... 37
F & M Enterprises ................................www.fm-enterprises.com ................... 42 Super Soundproofing, Inc. ...................www.soundproofing.org .................... 23
Factory Direct Models ..........................www.factorydirectmodels.com .......... 29 Survival Products, Inc. .........................www.survivalproductsinc.com ........... 41
Flight Resource, LLC............................www.Flight-Resource.com ................. 42 Swisstrax ..............................................www.swisstrax.com ........................... 34
Flint Aero .............................................www.flintaero.com .............................. 9 Tanis Aircraft Products..........................www.tanisaircraft.com ....................... 10
Floats & Fuel Cells ...............................www.ffcfuelcells.com ......................... 43 Texas Skyways .....................................www.txskyways.com ........................... 3
FST, LLC..............................................www.ftsllc.com .................................. 53 Tom’s Aircraft .......................................www.tomsaircraft.com....................... 33
GATTS Advanced Flight Training.........www.gatts.org ................................... 49 Tornado Alley Turbo ............................www.gami.com ................................. 12
Gibson Aviation ...................................gibsonaviation@msn.com ................ 43 Universal Corp. ....................................www.universal-co.com ........................ 8
Goodrich Deicing Services Center .......www.goodrichdeicing.com ................ 19 Van Bortel Aircraft, Inc. ........................www.vanbortel.com .......................... 35
Hartzell Propeller, Inc. ..........................www.hartzellprop.com ...................... 48 Vantage Plane Plastics, Ltd. .................www.planeplastics.com ..................... 40
Impact Building Systems, Inc. ..............www.impactbuildings.com ................ 50 Visual Instruments ................................www.visualinstruments.com .............. 10
J & J Air Parts, Inc. ..............................www.jjairparts.com ........................... 25 Vitatoe Aviation....................................www.vitatoe.com .............................. 12
John Jewell Aircraft ..............................www.johnjewellaircraft.com .............. 51 Warren Gregoire & Assoc.....................www.warrengregoire.com ................. 52
JP Instruments .....................................www.jpinstruments.com .................... 47 Wings of Hope .....................................www.wingsofhoperaffle.org ............... 10
K&K Precision Welding ........................www.precision-welding.com .............. 21 Wingx Stol Conversion ........................www.wingxstol.com .......................... 28
Kings Avionics, Inc. ..............................www.kingsavionics.net ...................... 36 Wipaire, Inc. .........................................www.wipaire.com.............................. 33
Knots 2U, Ltd. ......................................www.knots2u.com ............................ 44 Yingling Aviation, Inc. ..........................www.yinglingaviation.com ................ 19
KS Avionics ..........................................www.ksavionics.com ......................... 21 ZD Publishing, Inc. ...............................www.zdpublishing.com ..................... 23

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Cessna Owners Magazine November 2012

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Cessna Owners Magazine November 2012

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CELEBRATING 38 YEARS

MICHELIN TIRES EQUIP OVER HALF

OF ALL NEW GENERAL AVIATION AIRCRAFT.*

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38 Wheels, Tires, and Brakes

Opinions & Advice

24 Under the Cowling

46 Lessons from the Logbook

4 CESSNA OWNER NOVEMBER 2012

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Contact Avidyne at 877-AVIDYNE and mention this ad

for special pricing to reserve your IFD440.

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PUBLISHER X By Keith Mathiowetz

Keith Mathiowetz, Editor

6 CESSNA OWNER NOVEMBER 2012

New Book Helps McGill. Chuck McGill is a five-time

Complete interior assemblies for do-it-yourself installation

SHOULDER HARNESS KITS

CESSNAOWNER.ORG CESSNA OWNER 11

12 CESSNA OWNER NOVEMBER 2012

There are lots of great threads with useful information.

2. STCs Made Easy

8. The Iconic 150

10. Join or Renew Your Membership

14 CESSNA OWNER NOVEMBER 2012

Re-Tiring Your Airplane

16 CESSNA OWNER NOVEMBER 2012

Tires Oil Filters Starters/Alternators Instruments

Handhelds Oxygen Systems Discs / Linings Lighting / Strobes

Call Toll Free

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CESSNAOWNER.ORG CESSNA OWNER 19

20 CESSNA OWNER NOVEMBER 2012

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BAR GRAPH ENGINE ANALYZER

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22 CESSNA OWNER NOVEMBER 2012

Get IT for free!

Pilots often ask us why our aircraft

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Toll-Free 888-942-7723 So while we could match a direct

Engine Operating Tips

Remove the oil sump screen for inspection

Left: An oil cooler on a Lycoming O-540.

24 CESSNA OWNER NOVEMBER 2012

Dan Casey, Gen. Mgr.

CESSNAOWNER.ORG CESSNA OWNER 25

and lifter bodies. Lycoming makes a

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