The Flyer - Twin Cessna Flyer

The
october 2011
TWIN CESSNA
Flyer
Featuring:
WHAT DOES IT COST TO OWN A 414?
Getting the most out of Recurrent Training
340 Engine Change on the Road
readers write And much more......
Supporting Twin Cessna Owners Worldwide since 1988
The
TWIN CESSNA
Flyer
SM
F e atures
4
The Twin Cessna Flyer
sm
P.O. Box 12453
Charlotte, NC 28220
Phone: 704-910-1790
Email: [email protected]
Website: www.twincessna.org
The Twin Cessna Flyer Magazine is
the official publication of the The Twin
Cessna Flyersm owners organization,
P.O. Box 12453 Charlotte, NC 28220.
The price of a yearly subscription is
$68 ($80 international), which includes
a one-year membership in The Twin
Cessna Flyersm owners organization.
6
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 submitted, the articles and pictures become
the property of The Twin Cessna
Flyersm and cannot be returned. The
act of making a submission for publication is an express warranty that the
submitted material does not infringe on
the rights or copyrights of others.
8
from t h e e d i to r
Vacaville seminar review. Upcom-
16
readers write
Bad alternators, broken seats, leaking
ing seminar at Continental. TTCF
fuel selectors, bad tach generator plugs,
on Twitter. Weather pictures. More.
and more.
What d o e s i t
cost to ow n a
414? We present the data from
20
340 Engine Change
on the Road
Tony and his assistant recently traveled
to a disabled 340 to change an engine.
our recent survey on operating
We documented the process in this pic-
costs for 414’s.
torial.
414 spa r s t r a p
requir e m e n t s
23
Selling my 421
The Editor recently sold his 421. While
Certain 414’s are subject to a wing
he misses his airplane, the process was a
spar AD. We explain which ones
good one.
and what’s involved.
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.
11
veter a n s
airlift
comm a n d f l i g h t
25
Insurance expert Eric Barfield explains
why it’s important to properly insure our
Member Robert Johnson recently
used his 421C to fly a war hero on
a VAC mission. Twin Cessnas are
Nothing appearing in The Twin
Cessna Flyersm may be reproduced
or distributed without the express
permission of the publisher.
perfect for this type of flying.
12
Insuring older twin
cessnas
older Twin Cessnas.
31
Upcoming systems
and engine seminars
Our next seminar will be held November
getting the most
out of recurrent
training
10 - 13 in Mobile, AL at the Continental
Motors factory. Don’t miss this one.
The editor reports on his recent annual recurrent training at Simcom.
The twin cessn a f ly e r a d v i s o ry c o m m i t t e e
Larry A. Ball, New Haven, IN
Anthony R. Saxton, Defiance, OH
Philip G. Yoder, Columbus, OH
Cover article photo by John Ahern.
Copyright 2011, The Twin Cessna Flyersm. All rights reserved.
THE TWIN CESSNA FLYER • OCTOBER 2011 | 3
from the editor
By Bob Thomason, President TTCF
Seminar Update
Our Vacaville, CA seminar was a big
success. Held September 8 - 11th,
about 15 310, 320, 340, 414 and 421
owners and pilots were in attendance.
TTCF Advertiser, Steve Hinckley of
Aircraft Performance Modifications,
Inc. flew his beautiful 421C over and
everyone admired the strakes on his
airplane. They will soon be available
for 340’s as well as the 400 series. See
his ad on page 11.
Member Mark O’Neill arranged a
memorable get together and dinner
Friday night. Hosts Jim Duckworth
and Roberta Dixon own the 414 Mark
flies. Their beautiful home in Novato
was a great setting for a night of fun,
food and aviation talk. Also there were
other aviation oriented folks who fly
out of and work at the various airports
north of San Francisco.
representatives. Don’t miss this one.
Details can be found on our website:
www.twincessna.org. You can sign up
there or just call me at 704-910-1790.
Twin Cessna Annual
Convention/Fly In?
Mark O’Neill: TTCF Member, 414 pilot and
short order cook! Dr. Graham Gitlin, 310
owner, looks on.
I had long and interesting
conversations with TTCF member
Paul Erickson, owner of the “Songbird
III” a 1960 310D, and John LaNoue,
builder and co-pilot of the famous
Vickers Vimy. (For information on the
Songbird III, see: http://www.skyking.
info/home.html. For more on the
Vickers Vimy, see: http://www.vimy.
org/) I always marvel at the innovative
and passionate aviation culture in
California. They love airplanes there
and act on their passion.
I’ve had a few members express interest
in an Annual Convention/Fly In, similar
to those held by other type clubs. Long
time members may remember that The
Twin Cessna Flyer has held a few of
these in the past. Attendance varied but
trailed off after a few years. Since then
we have concentrated on one of our core
competencies: our Systems and Engine
Seminars.
We are revisiting the idea of a
convention. If not already, you’ll soon
receive an email asking for your opinion
on this. Bill Alberts, who plans and
manages conventions for the Malibu
and Meridian Owners Association, the
TBM Owners and Pilots Association
and the Citation Jet Pilots Association,
has put together a preliminary agenda
for a convention. We’ll share this with
you for input. We’d need a minimum of
50 attendees to make this type of event
work. If we get that level of interest,
we’ll move forward.
Twin Cessna Flyer on
Twitter
Jim Duckworth, Roberta Dixon and Mark
O’Neill hosted a wonerful dinner for our
group.
Next Seminar At
Continental Factory
Tony stands all day teaching. He takes a
seat and kicks back with a cold one at our
dinner party.
4 | TWINCESSNA.ORG
Our next seminar will be unique. It
will be held November 10 - 13 at the
Continental Motors Factory in Mobile,
AL. In addition to the seminar, we
will tour the Continental factory and
hear presentations from Continental
Several
members have
suggested The
Twin Cessna
Flyer start a Facebook page and Twitter
Account. I’m intrigued by modern social
media so I engaged my two college-aged
sons for assistance. We experimented
with both Facebook and Twitter and
decided Twitter might be a good place to
start. So The Twin Cessna Flyer now has
a Twitter account:
@TwinCessnaFlyer
Why Twitter? As many of you know,
Twitter lets you post messages of up
to 140 characters. I view it as a way to
make announcements and broadcast
“headlines” that members can followup
on if they choose to. The best way to
understand Twitter and determine if
you like it is just to try it. Go to www.
twitter.com, sign up and begin following
@TwinCessnaFlyer. If you have a
smartphone, load the app on it as well.
I do my best to post information you’ll
be interested in. I’d be very interested
in your feedback on this experiment in
social media!
Three Pictures of a
Weather Gap
Left: This was
What would you
the view out
have done? Did I
the windscreen.
cut this too close?
Obviously I was
Let me here from
in good VMC. At
you. My decsion
this point, I knew
to fly through was
I could fly through
based on a number
the gap before it
of factors:
closed, but how
would the ride be? I • First. I was in
cinched my seatbelt good VMC.
and flew through
• Second, none of
the gap with hardly
a bump.
(continued on page 15)
(!24:%,, 02/0 #/.6%23)/.3 &/2 #%33.!3
On a recent flght to Florida, I took
off from Titusville and on my way
south had to navigate a building line
of thunderstorms with gaps that were
closing up. Check out the 3 pictures
below:
!LL KITS INCLUDE A BLADED PROPELLER UNLESS OTHERWISE NOTED
182 Skylane (2 & 3-blade)
208-208B Caravan
106” (3-blade) 96” (4-blade)
170A, B, 172 & 175 w/O-360
(2-blade)
This was the view on the Avidyne Nexrad
downlink. I’m headed towards the best
looking hole in the developing line. Tops to
the east and west are at the high 20’s and
building.
A185E & F
R172K Hawk XP
210-210C, 205, & 205A
(2-blade)
210K-N (3-blade)
A188
177B, 177RG Cardinal
206 & T206
180
Here’s what the situation looked liked on
the onboard weather radar. I was about 5
miles from the gap, which was now about 3
miles wide. At this point, ATC chimed in to
tell me the gap was “closing fast.”
Improvements over twobladed props: Better takeoff and climb performance.
Dramatically lower noise
levels. Improved appearance.
Improved ground clearance
and reduced blade tip erosion..
310-310H & E310H
(2-blade)
310I-R & T310
207 & T207
TOP PROP
PERFORMANCE
CONVERSIONS
Improvements over two
and other three-bladed
props: Longer TBO than
many McCauley props
(2,400 hour/6 year). All
conversions include a new
polished spinner.
| TOPPROP @ HARTZELLPROPCOM | WWWHARTZELLPROPCOM
THE TWIN CESSNA FLYER • OCTOBER 2011 | 5
W HAT D O E S I T COST TO
OWN A 4 1 4 ?
By Bob Thomason, TTCF Editor
This is the third article based on our
ownership costs membership survey. For
those who missed the survey background
information in the last two magazines,
we had an excellent response of well
over 200 members who answered the
following questions:
1) What model Twin Cessna do you own
or operate?
2) In what year was it manufactured?
3) How many hours per year do you
typically fly?
4) What is the fuel burn of your Twin
Cessna?
5) What is the cost of an Annual
Inspection in an average year?
6) Do you perform your own
maintenance?
7) Not counting the Annual Inspection,
how much do you spend on
maintenance in a typical year (engine,
airframe and avionics)?
8) How much is your annual insurance
premium?
9) How much is your monthly hanger
rent or tiedown fee?
In order to make the survey easy to fill
out and the data easy to process, some
concessions to precision had to be made.
For example, regarding fuel burn, we
did not ask the respondents whether
they fly ROP or LOP. Consequently, the
results reflect both operating techniques
so the numbers shown are averages.
Likewise, we did not inquire about the
level of owner performed maintenance.
Some members are A&P’s and AI’s who
do all their own maintenance while
others just change their oil occasionally.
Obviously this impacts what they
spend on maintenance each year. If you
perform all your own maintenance, your
annual expenditures are likely to be less
than the average numbers shown. If your
shop does everything, you’ll likely spend
more on maintenance each year. (Every
Twin Cessna owner should take their
airplane to a Twin Cessna specialist,
at least periodically. The May edition
6 | TWINCESSNA.ORG
of The Twin Cessna Flyer profiles one
member’s lesson learned in this regard.)
Finally, there are significant operating
costs we chose not include in the survey.
Among them are taxes, training, and
financing costs. Taxes vary considerably
according to location and the other costs
are easily obtainable through a little
research by a prospective owner. We do
provide our own estimates of prop and
overhaul reserves in the accompanying
chart. They are based on actual quotes,
including removal and installation, from
a respected specialty engine overhauler.
If you prefer RAM or factory remains at
overhaul time, your costs will be higher.
Results
We had a good response from 414
owners. About 60% were owners of
straight 414‘s while 40% owned 414A’s.
With one exception, the expense
numbers were not significantly different
for the 2 models so we’ve included them
together in the chart. The exception was
that insurance expense was slight higher
for the A owners. This is understandable
given the higher market values of the
later model 414A’s.
Notes: In the “Cost to Fly 100 Hours per
Year” section:
are a few other
observations
about our 414
results:
• 414 owners fly
about 106 hours
per year - just a
little lower than
our 340 owners
and about the
same as 310
hours. Hours
flown per year
Expect to pay more for hanger space if you own a 414, partcularly
ranged from 25
a 414A which has a wingspan 4.5 feet longer than the straight 414
to 200.
shown here. A standard 40 foot wide T hanger will be too small.
• Fuel burn is
• an average cost per gallon of 100LL of
about
37
GPH,
on
average.
$5.60 is used (July average for U.S.)
• 414 owners only spend about $200
• an average monthly cost for hanger/
more per year on maintenance than 340
tiedown of $487 is used
owners (both Annual and non-Annual
• engine and prop overhaul costs based
related maintenance) but considerably
on actual 2011 quotes for a pair of
more than 310 owners - about $6,200
TSIO-520-NB’s. They include removal
more per year on average. This is to be
and installation cost, and typical
expected as most 310’s are normally
compliance cost for AD 2000-01-16
aspirated and have less complex
(exhaust).
systems. Additionally, only 22% of
• costs omitted include: taxes,
training, financing costs, extraordinary 414 owners perform some of their own
maintenance. This is almost identical to
maintenance events
the 21% of 340 owners but about half
the 40% of 310 owners who perform
Based on our survey data, a 414 will
some of their own maintenance.
cost an owner about $490/hour to
• Insurance costs, at $6,369/year, are
operate without reserves and $551/
about $1,270 higher than for our 340
hour with overhaul reserves. These
owners.
numbers are only $30/hour and $29/
• Hanger costs are also slightly higher.
hour higher respectively compared to
The wingspan of a 414A, particularly if
the 340 survey data from last month.
it has winglets, often rules out a small,
This is no surprise as the two airplanes
less expensive T-hanger.
share similar engines and systems. Here
If you are considering purchasing a
414A, be aware that it is subject to AD
2005-12-13 which requires repetitive
inspections and a wing spar strap kit to
be installed. The cost of complying with
this AD is not included in our survey.
[See related article on page 8].
The numbers presented in this survey
summary are averages. As all long time
aircraft owners know, from a financial
standpoint there are good years, bad
years and sometimes, very bad years.
The first few years of aircraft ownership
are often “catch up” maintenance years
and costs are likely to be much higher
than our survey numbers. Prepare to pay
considerably more.
“Based on our survey
data, a 414 will cost an
owner about $490/hour
to operate without
reserves and
$551/hour
with overhaul reserves. ”
Additionally, the survey results do not
reflect upgrades. In order to preserve
the value of your aircraft, every so often
it has to have paint and interior work.
Also, these days it’s getting difficult to
sell an airplane without at least some
glass in the panel. And avionics are
advancing at such a rapid rate that
panel upgrades are required with more
and more frequency.
And don’t forget about inflation. Engine
overhaul prices are rising faster than the
general rate of inflation. Your overhaul
may cost you 20 to 25% more in ten
years. If you are accumulating funds in
an overhaul account as many owners do,
you’ll need to factor this into account.
With these caveats, our survey data
should be useful to anyone who wants
to know the long term cost of owning a
Cessna 414.
414A’s like this one are subject to a wing spar AD (2005-12-13). Compliance times vary
by serial #. See the article on page 8 for details. Cost of compliance is not included in this
survey.
THE TWIN CESSNA FLYER • OCTOBER 2011 | 7
414a Spar Strap Requirements
by TTCF Staff
In 1999, the wing on a Cessna 402C
failed in flight just inboard of the engine
nacelle. The accident resulted in a
fatality and launched a 5 year period of
investigation and study.
because their wing structures are similar
to the 402C’s.
For 414A’s with serial #’s 001 to 200, a
wing spar strap kit must be installed
at 9,000 hours TT in service. Serial
numbers 201 and up have a more liberal
compliance time of 15,000 hours.
The current cost of the spar strap kit
(SK402-47B) for the 414A is $16,862.00.
Installation time varies but averages
about 490 shop hours. Thus, depending
on shop rates, the total cost for a 414A
spar strap is about $ 56,000.
Once installed, the wing is good for
another 12,500 hours, before next
inspection, which most likely will be far
beyond the practical life of the airplane.
In issuing this AD, the FAA (and
Cessna) were being ultra-conservative.
With good maintenance, a Twin Cessna
airframe has a useful life upwards of
20,000 hours. Those of us flying 5,000
hour airplanes 100 to 200 hours a years
with only a couple of seats filled are
putting minimal stress on our airplanes.
Consider the experience of Cape Air,
whose fleet of 64 402’s fly up to 800
flights a day!
A wing spar strap installation is “major surgery” on an airplane. It can take up to 500
shop hours to install.
Working closely with Cessna, the FAA
issued a series of Notices to Proposed
Rulemaking culminating in June 2005
with AD 2005-12-13. The Twin Cessna
Flyer reported extensively on this
process at the time.
In spite of the fact that the accident
airplane had very high time (20,400
hours) previous damage and a
questionable maintenance history, there
was concern that the AD might extend
to the entire Twin Cessna fleet. That
has not been case, although wing spar
strap kits are called for in Cessna’s
Supplemental Inspection Documents
(SID) and are available for every
model Twin Cessna. The SID’s are not
mandatory for US Part 91 operators.
AD’s, of course, are mandatory. AD 2005-12-13 affects only the Cessna
402C and the 414A. 414A’s were included
8 | TWINCESSNA.ORG
At an installed cost of roughly $56,000, the life of the wing is extended by 12,500 hours.
THE TWIN CESSNA FLYER • OCTOBER 2011 | 9
10 | TWINCESSNA.ORG
Veter a n s A irlift
Comm a n d F light
by Robert Johnson, TTCF Member
I had a long, but very rewarding day on
Monday.
I had been signed up for Veteran’s Airlift
Command for a while, but hadn’t been
able to coordinate a mission.
Last week there was a short
notice request to help an
injured Air Force PJ travel
from San Antonio to North
Carolina. He is in San Antonio
at BAMC recovering from a
gunshot wound he received in
combat in Afghanistan. (Note:
If you don’t know what a PJ
is, please look it up - these
guys are basically equivalent
to SEALs but much less well
known)
The reason for the trip was
that he and his wife wanted
to attend the funeral of his
friends who were killed in the
CH47 crash in Afghanistan
that we’ve all read about.
obligatory bathroom runs we loaded up
the 421 and I put Gino up front with me.
We launched out of Anniston into clear
skies as “Hero Flight 1JT”. I handed
the controls over to Gino. He’s a natural
honor of chatting with Gino about
a wide range of topics from aviation
to the use of special forces troops in
Afghanistan and Iraq. Gino’s a warrior.
There’s no doubt about what he does
for a living, and that he’s
very good at it. My mind kept
coming back to the Winston
Churchill quote: “We sleep
soundly in our beds because
rough men stand ready in the
night to visit violence on those
who would do us harm.”
After an easy flight and
some great conversation, we
dropped Gino and Rayma off
at SAT (Landmark) and took
the obligatory photo. A little
fuel later and we winged our
way back to Addison where
we landed at 7pm. 12 hour
duty day, 8.5 hours of flying,
Twin Cessnas are great aircraft to fly on VAC missions. Helping 1,400nm traveled, and a great
our heros allows us to give a little something back to those
feeling of having helped one of
who protect the freedoms we enjoy. Left to Right: Chip Lamb, our heros.
Rayma, Gino, Robert Johnson.
I agreed to fly them from Anniston,
AL to San Antonio on Monday while
another pilot brought them to Anniston
from North Carolina. I called up a buddy
of mine who flies T28s with me to be my
copilot. He had gone through the 421
initial course at SimCom with me, but
had never actually been in the airplane!
Might as well get him some 421 time...
pilot and very interested in aviation. He
climbed the airplane easily to FL200
where we settled into a 190-205kt
groundspeed cruise for the 3:30 flight.
If you can, I’d strongly recommend you
sign up for VAC. Our Twin Cessnas are
great vehicles for this sort of mission,
and it’s a great way to help these
American heros.
Over the next several hours I had the
We launched from Addison around 0730
and made it to Anniston by 1030. We
thought the handoff was going to be at
1100, but the other pilot was delayed so
we grabbed some lunch and came back
to the airport to meet them at 1215.
The other pilot and his wife were
wonderful people, and were flying a very
nice 1980 Cheyenne II. They have done a
number of VAC missions and he gave me
several great tips on a phone call before
the mission.
We got to meet Gino and his wife
Rayma - a wonderful couple in their
late 20s who had obviously not had the
best weekend of their lives. After the
THE TWIN CESSNA FLYER • OCTOBER 2011 | 11
G e tting the most out
o f recurrent training
by Bob Thomason, TTCF Editor
Through last year my FAA Part 135
checkrides counted as my recurrent
training. The equivalent of 2 ATP
checkrides per year was more than
enough to satisfy my insurance company.
But now that I’m Part 91 again, it’s
back to annual recurrent training.
Twin Cessna pilots have many good
choices when it comes to recurrent
training whether we decide to do it in a
simulator or in our own airplanes. This
year I decided to go back to SimCom
in Orlando. They have a very nice 421
simulator equipped with a Garmin 430.
I’ve found that training in a sim that
most closely matches my airplane in
terms of equipment makes flying the sim
easier and the transition of the training
back to real life more effective. Plus,
being one of the world’s premier tourist
destinations, airfares and hotel rooms
are relatively cheap, reducing the cost of
the whole experience. (Note to self: fly
your 421 next time. It may cost more but
you won’t lose your bag or experience 2
hour delays!)
Karl handled my session like a learning
experience - not a “test.” That is, he
didn’t just throw emergencies at me to
see how I handled them. We discussed
and reviewed emergency procedures in
the classroom first and then practiced
them in the sim. Discuss, practice and
review. Only in the last hour of my 7
hours in the sim did Karl surprise me
with emergencies. I find this approach
much more effective than the “sink
or swim” approach I’ve seen some
instructors use.
I’ve been to SimCom in Orlando at
least half a dozen times over the last
15 years. I’ve had excellent instructors
each time. This year was no different
and I got another great instructor: Karl
Ely. Karl has a lifetime of experience
flying piston twins, including a long
stint with Piper and a lot of Part 135
charter flying. He knew his stuff, and
had a lot of fascinating stories. But best
of all, Karl was a good teacher. He took
time at the beginning of the first sim
session to make sure I knew how to work
the equipment I was unfamiliar with:
especially the King KFC200 autopilot.
Being proficient with the autopilot in
the sim makes the entire experience
much easier. Every sim I’ve ever flown
is oversensitive and the autopilot helps
tame the “airplane” so the pilot can
concentrate on on the other tasks at
hand: fires, electrical failures, engine
failures, etc.!
But what you get out of recurrent
training depends mostly on you, not
the instructor. If you attend just to get
the box checked for your insurance
company, that’s about all you’ll get.
If you go with a plan, you’ll get much
more. Prior to the session, do an honest
assessment of your weaknesses. Are
(continued on page 14)
your basic instrument skills
good? Are you instrument
current? What about your
basic flying skills? Have
you done an stalls, slow
flight, steep turns and goarounds lately? When was
the last time you reviewed
emergency procedures?
Make a list of items you
want to emphasize and
send it to your instructor in
advance. (SimCom also asks
for a picture of your panel
and the actual weights and
moment of the airplane you
fly. Send them your priority
list as well.) I’m current
and fairly proficient in
The Twin Cessna sim at SimCom Orlando is an actual 421
instrument flying, so my goal
cockpit. The Garmin 430 is a nice touch and familiar to
was to work on emergency most pilots.
Other helpful information included the
approach power settings. Karl gave me
the settings that work best in the sim for
all configurations and that saved us time
better spent on other activities.
12 | TWINCESSNA.ORG
“....what you get out of
recurrent training depends
mostly on you.....If you go
just to get the insurance
box checked, that’s about
all you’ll get...”
procedures, particularly take-off engine
failures. Karl was more than happy to
oblige.
Something else I did this time was take
my own checklists and kneeboard.
This meant I didn’t have to spend time
looking for the appropriate checklist
section to deal with an emergency, and
my old faithful kneepad always had the
assigned heading and altitude written on
it. The older I get, the more these little
organizational things help my flying.
I have found that time spent in the
simulator “flies” by - pardon the pun.
My sessions were over before I knew
it with the only evidence being a sore
bottom and some serious but temporary
fatigue. The Multi-engine Instrument
Refresher course I took officially
includes 6 hours in the sim, but I got
about 7 as several of our sessions had no
one was scheduled after us.
As I mentioned, one of my goals was to
practice responding to take-off engine
failures, since for safety reasons these
were not part of my FAA checkrides. The
experience in the sim was invaluable
here. My last time in a simulator was
in 2008 and my skills in this important
area were rusty. Prior to practice, we
reviewed the procedures:
PA
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THE TWIN CESSNA FLYER • OCTOBER 2011 | 13
R e cur r e n t t raining
• set the heading bug to runway heading
and adjust the throttle quadrant tension
to ensure the throttles will stay put (but
not too tight)
• on takeoff leave the gear down until
there is no longer enough runway to
land on should an engine fail
• if the gear is down and the engine
fails, retard the throttles and brake
heavily
• once there is no longer enough runway
to land on and you’ve raised the gear,
move your hand from the throttles to
the prop controls. Most Twin Cessna’s
are totally “clean” at this point so if an
engine fails there’s no need for the “5
up” - throttles, mixtures, props, flaps
and gear. The prop is the only conrol
you’ll need to adjust. This changes, of
course, once you reduce power for cruise
climb.
• when an engine fails the airplane will
yaw - use the rudder to “step on the
heading bug” (this is a good technique
because it works in IMC and there’s no
confusion of the kind that can occur
by looking at the engine gauges to
determine which engine has failed)
• carefully identify the failed engine
using the “dead foot, dead engine”
technique and feather the prop on the
dead engine
• fly the airplane, maintaining Vyse blue
line speed with the ball 1/2 out toward
the good engine and a bank into the
good engine of 2 to 5 degrees - whatever
gives you the best climb rate
• once established, secure the dead
engine, and trim the airplane
• notify ATC of your engine failure and
declare intentions
These procedures were not at all new
to me but knowing vs. doing are two
different things. I confess that on my
first attempt, I crashed the sim. Spun
in and the screen started flashing red
on and off accompanied by a disturbing
soundtrack. Not as bad as dying,
but disconcerting nonetheless. I was
climbing out at Vy which is the same
as Vyse (blue line) in the 421. My speed
bled off as I was trying to sort things
out and we did the dreaded Vmc roll.
It happened so quickly, it was
almost unbelievable. (But
in my defense, we were at
maximum gross weight on a
very hot day - of course!) From
then on, every recovery attempt
was successful, if not pretty.
I got on the rudder quickly
and carefully controlled my
speed even if I had to trade
some precious altitude to
get it. I’d say we did no less
that 8 or 10 takeoff engine
failures in total. Afterwards, I
was feeling confident I could
handle the real thing. Mission
accomplished.
Another good lesson learned
involved identifying a failed
engine-driven fuel pump. When
a fuel pump fails, the fuel flow
will drop to near zero. If the
engine fails for other reasons and is still at least windmilling
- there will be positive fuel
flow. So when an engine fails
and the fuel flow drops to zero,
it’s time to put the electric fuel
pump on in the “high” position
and adjust the mixture for
smooth running (assumes the
14 | TWINCESSNA.ORG
(continued from page 12)
SimCom instructor Karl Ely configures
the sim for a practice session, no doubt
programing something to fail!
fuel pump has been modified per Cessna
MEB 88-3). From then on, each change
in throttle position requires a mixture
adjustment as well.
After all that excitement, the ground
school portion of my recurrent session
was anticlimactic. My attendance at 3
or 4 TTCF Systems and Engine seminars
each year keeps me up to speed on
systems so at my request we spent a lot
of time on regulations and some of the
more non-routine aspects of IFR flight.
Karl introduced me to some excellent
online courses that are catalogued on
the FAA website: http://faasafety.gov/
and we took a couple of them together. It
was fun and informative.
The cost of my Multi-Engine Refresher
course at SimCom was $1,824 plus
airline ticket and hotel cost. If I return
within the next six months, I get a
20% discount on the SimCom fee. For
this, the most important thing I got
out of recurrent training was renewed
confidence that I could successfully
handle an engine failure on takeoff. I
also received credit for a Biennial Flight
Review, an Instrument Competency
Check and level 1 FAA Wings credit.
And I got to check off the insurance
requirement box. The insurance
companies are smart. Based on hard,
statistical data they know that regular
recurrent training dramatically reduces
risk. All Twin Cessna pilots should take
recurrent training annually, whether
required by their insurance carrier or
not. It’s not cheap, but the safety and
peace of mind you receive will be worth
the cost many times over.
f r om the editor
(continued from page 5)
the tops were higher than about 25,000
feet. The cells were building, but not at a
particularly rapid rate.
the post war jet fighters and the Bell X1
that made him world famous. But then,
the Cessna 421 Golden Eagle is a great
airplane!
• There was a Convective Sigmet out for
an area well east of me, but not where I
was.
In this Issue
• I was alone and prepared for some
brief turbulence.
Last month, this column featured a
story about a Canadian member who hit
severe turbulence well away from a line
of storms. His decades of weather flying
experience told him he should have had
a smoothe ride. As it turned out, he flew
through an area of two converging air
flows that were flowing into the nearby
front. When it comes to Mother Nature,
no course of action is guarenteed to
produce the result you expect. And let’s
face it, every action we take in flying is
a calculated risk. That’s why I tightened
my seatbelt.
What Does It Cost to Own a 414? We
continue our series presenting the
results of our recent operating cost
survey. There are currently about 775
414’s and 414A’s on the FAA Registry.
These airplanes are very popular as
a first cabin class airplane for owner
operators. We show the results and
draw some conclusions about the cost of
moving up to the 414. The usual caveats
apply. For example, first annuals after
purchase can often be extra expensive.
We advise owners to plan on spending
about 20% of the purchase price for
the first annual. No matter how well
maitained the airplane, there is always
some “catch-up” maintenance that has
to be performed. The reason? As soon as
most owners start thinking about selling
their airplane, they cut back on their
(continued on p. 29)
A Death in the
Preferred airparts
Family
Preferred
Airparts has
been a long
time, big
supporter
of the Twin
Cessna fleet.
We were sad
to learn of
the death of Ken Stoltzfus, Jr. in July.
Ken was the grandson of the company’s
founder and was very active in the
business. He died at age 50 after a long
illness. Our sympathies go out to the
Stoltzfus family and the entire Preferred
Airparts organization.
Is the 421 Chuck
yeager’s favorite
airplane ever?
We received a report from a normally
reliable source that at Oshkosh this year
someone asked General Chuck Yeager
what his favorite airplane was. “My
421,” was his reply. Imagine that! A
Cessna 421 is the favorite airplane of the
guy who flew P51’s in World War II, all
THE TWIN CESSNA FLYER • OCTOBER 2011 | 15
R ead e r s write
light again came on. On run-up it had
been carrying only a few amps with the
majority of the load being carried by
the left, and these indications continued
in flight. As a test, I turned off the good
(left) alternator, and momentarily the
load on the right jumped to about 30
amps, but it quickly returned to nearzero and could not be made to budge
again with repeated off-on cycling of the
left alternator switch.
Tony Saxton, TTCF Director of
Technical Support
340 Alternator Problem
Tony, I have an electrical system
problem I’d be grateful for your
assistance on. The aircraft is a 1980
340A, RAM VI, TT about 2250 hrs.
Recently during cruise, the right
Alternator Out light illuminated. The
circuit breaker did not pop, and the
load on the right alternator was 0 - 5
amps. The left was carrying most of the
load, about 40 amps. Subsequently my
shop inspected the right alternator and
found it to be in serviceable condition.
The drive clutch, however, failed the
RAM-prescribed torque test, and a
replacement unit was obtained from
RAM and installed. Unfortunately this
did not solve the problem, as shortly
after the next takeoff the right Alt Out
Loose connections or worn brushes can
mean an alternator will work at low RPM
but not at high RPM.
16 | TWINCESSNA.ORG
I would much appreciate your thoughts
on what the next diagnostic steps should
be.
Many thanks and kind regards,
Steve Shoop, TTCF Member
Steve, this could still be an internal
problem in the alternator. A loose
connection at a diode or worn short
brushes can seem to make the alternator
work OK at light loads or low RPM.
Then, as the load builds and or the RPM
increases, the resulting added heat and
vibration can make the unit go inop. Tony Saxton - Director of Tech Support
TTCF
310Q Seat Problem
I have a seat issue is on N4546Q, a 1973
Q model 310. S/N 728.
I’ve attached a photo of the actual
problem as well as the relevant pages
from my parts catalogue. The issue is on
the aisle side of the pilots seat, though
I have circled the opposite side on the
seat diagram because it’s easier to see. If
you are looking at the photo there is
a pin that prevents the “outer elbow
/ collar”, for lack of a technical term,
from rotating around an “inner tube”.
Looking at the photo you can probably
tell that I need a new part. I had my
local A&P attempt to repair this several
times and the pins kept shearing and
we’ve arrived in the present condition
that you see.
My questions is, there is no part number
Sometimes the only option for a broken
seat part is to replace it. They aren’t cheap
either. This part costs $860 from Cessna.
that I can see for this item in the parts
catalogue. What do you recommend
I do to get a replacement? Would
it be easier to source a used seat? I
would not be opposed to having an
A&P improvise a solution to keep the
(continued on page 18)
THE TWIN CESSNA FLYER • OCTOBER 2011 | 17
Readers Write
seat in a fixed upright position, though
I believe that would require a 337 and
be a less than desirable solution. Have
you seen this before? Any suggestions
on a possible solution would be greatly
appreciated as I’ve been dealing with
this issue since January.
Best Regards, Josh, TTCF Member
Josh, yes, we’ve seen this many times
before. Your best bet is to replace the
part. Part number is 0812775-3 (same
part # for left or right side). Cessna has
them in stock for $860.00.
Tony Saxton - Director of Tech Support
TTCF
Fuel System Setup on a 320
Tony, could you please email the
information on the pressure gauges
required as well as the procedure for
setting up the fuel system on my 320E
with TSIO 520B engines. I know I read
an article on this but seem unable to
locate the issue of the TTCF magazine.
I wish to show the information to my
AME. I’ve been trying to explain to
my AME what was said in your article
without reference. Always a bad idea.
Also I am considering coming to the
Vacaville seminar and brining my AME.
Thanks, Rob TTCF Member
Rob, the entire procedure for any
Continental fuel injected engine, as well
as all specifications and equipment, is
contained in Service Bulletin SID973E. It has fuel injection component
drawings and shows in detail were and
how to adjust. This is available on line
at http://www.genuinecontinental.
aero/ click on left side on “Customer
Support” and then on “Service Bulletins
and Manuals.” Scroll down and select
SID97-3.
Tony Saxton - Director Of Tech Support
TTCF
Multiple Questions about a T310R
Hi Tony, thanks for your help in the past
and I need some more guidance…..a
continuing question and a couple of
others! Please help.!
18 | TWINCESSNA.ORG
(continued from page 16)
1) Regarding your prior thoughts on the
fuel siphon, I replaced the left
side fuel selector valve with an
overhauled unit from Webco aircraft
but the problem continues….it siphons
from the right main to left main when
fuel selectors are in the mains positions.
Did I get a bad overhauled valve? Other
ideas?
2) I recently replaced my instrument air
filter and now have a vacuum system
problem (coincidental?). With only the
left engine running, both vacuum flags
are not showing. With only the right
engine running, the left flag shows red
(inop) – correct reading.
a. Does this definitely mean a right
vacuum check valve failure? If not
what else? Could contamination around
the filter cause this?
b. Do you have a part number and
any ideas where I can find replacement
check valves?
c. And where exactly are the check
valves located…..by the engine? Behind
the instrument panel?
3) I have a nagging, intermittent right
engine tachometer problem. Bouncing
gauge, and then occasional gauge
failure….meaning the tach needle for
the right engine goes to zero. We have
had the gauge overhauled and replaced
the tach generator on the right side….
still the problem persists. Any ideas as
to what to do next? Run new wires from
the gauge to the tach?
Thanks in advance for your thoughts.
Herb, TTCF Member
Herb, the only path from the right to
left tip tank is through the fuel selector
valve. I would say that you still have
a problem in the valve. This is not an
uncommon problem in overhauled
valves.
The changing of the vacuum filter is
just a coincidence. The problem is in
the vacuum shuttle (check/valve) that is
located behind the instrument panel. I’m
on the road and don’t have the part
number but look in the Parts Manual
in the vacuum system section. Parts
are available through any any Aero
Accessories distributor. Fuel transferring from the left to right
tip tanks can only occur through the fuel
selector valve. If you replace your valve
and still have the leak, most likely you
received a bad valve.
Try rebuilding (or replacing) the
electrical cannon plug at the tach
generator connection. Seldom is it
necessary to replace all of the wiring.
You can splice in sections as needed.
Tony Saxton - Director of Tech
Support TTCF
Editors Note: See the Operational
Issues section of the online Members
Forum for some additional information
on rebuilding tach generator cannon
plugs.
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THE TWIN CESSNA FLYER • OCTOBER 2011 | 19
3 40 engine change on the road A Pictorial
by Tony Saxton, TTCF Director of Technical Support
#1 (above): It takes a full truckload of equipment to
change an engine on the road. Experience and preplanning really help ensure you have everything you
need yet leave the “Kitchen Sink” at home.
#2 (above): We unload and check all
the equipment for any damage done
during the trip. We evaluate the status of
everything and make a situation-specific
checklist so nothing gets overlooked.
#4 (above): Tyler and I remove the
prop. In this case, with a catastrophic
engine failure, metal contamination
is a concern. Any accessory that has
oil in it (including the prop) will need
to be flushed and cleaned to avoid recontamination of the new engine.
#5 (right):
Accessory
removal
begins.
Turbo,
wastegate,
controller,
fuel system,
exhaust
components
etc. All
need to be
changed and
meticulous
tagging and
notes are
a must to
assure proper reinstallation. “Rip-ntear” is not a good idea at this stage.
#7 (left):
Here I am
installing
the aft
engine
components.
I work from
the bottom,
up and rear,
forward.
The new
turbocharger
was prelubed.
#3 (above): This 340 had a catastrophic
in-flight left engine failure. Note
the feathered prop. Any removable
accessories and hardware that will
be reused on the new engine are
transferred as we remove them. This
simplifies the process.
#6 (below): Old engine is lifted from
its mount. We were sure to properly
support the aircraft’s tail. All twin
Cessna’s will get tail heavy and fall on
their tails even if just a single engine is
removed. As the engine is removed we
watch for loose items that may snag or
items left connected. The engine needs
to be balanced and reasonably level on
the hoist to avoid wild engine swings
on lifting. It‘s a good idea to pre-plan a
place to set the old engine down.
#8 (left): The engine is
cleaned, prepared and
inspected.
This point in a 340 or 414
installation is a good time to
rig the throttle and mixture
control cables. They connect
to the fuel air control and not
to the engine so they are much
more accessible at this point
in the installation. The engine
compartment is now ready for
(continued on page 22)
20 | TWINCESSNA.ORG
THE TWIN CESSNA FLYER • OCTOBER 2011 | 21
340 engine change
(continued from page 20)
#8 (above): Here we are ready to swap the
old and new engines. We position the new
engine and then take a break to think through
everything. It’s much easier to install items
like oil pan heaters now than after engine
installed.
#11 (above): As we fine turn the engine position,
we are careful not to damage the rather thin oil
sump. We don’t want it to hit any of the mounts or
engine support structure.
#13 (above): The new engine must be
pre-oiled before runs. We check several
times for fuel leaks. All ground runs
must have test cowlings or cowlings
installed to ensure proper cooling.
22 | TWINCESSNA.ORG
#9 (above): The new engine is
moved into position. We are
checking that the motor mounts
ready to install. These need to be
new units each engine change.
#10 (above): We lower the new engine
into position - slowly - watching our
hands and fingers! Alignment must be
done carefully and it may be necessary
to add shims to the mounts per the
maintenance manual. We start all
the motor mount bolts first and then
torque them up afterwards to finish.
#12 (right): The new
engine rests on the
mounts. It’s time to hook
everything up. We are very
careful to avoid dropping
items (safety wire ends,
washers, cotter keys into
other open items). Our
rule is: “one thing in
hand at a time and if you
drop it, find it.” When
installing hoses it’s best to
completely tighten them
immediately even if they
have to be loosened later
for some reason. This
minimizes the chance of
an untightend connection.
#14 (above): Preplanning for the test flight
is a must. It’s best to have two people, one
to fly and another to observe and take
notes. First flights should be in cool temps.
and VFR. Remember that in our FRAT
these types of flights are considered high
risk. Preplan for emergencies and stick to
the numbers.
#15 (above): The last step is to
ship the old engine back to the
overhauler for a determination of
what caused this!
Selling my 421
by Bob Thomason, TTCF Editor
I sold my 421 in early September. I had
an ad in Trade-A-Plane and Controller
for about 6 months. I also recorded a
10 minute video and put it on a website
dedicated solely to the airplane. I had
picked an asking price about $20,000
over what I considered a fair, VREF
determined retail value. Except for some
incredibly low-ball offers, interest was
minimal. The ads expired and I decided
just to keep the airplane, waiting for
market conditions to improve. Then in
mid-July, I started getting phone calls
from multiple prospective buyers. Go
figure.
One of those calling me was a broker
from Premier Aircraft Sales (www.
flypas.com), Mike Fabianac. I honestly
don’t remember our first conversations.
I’m sure I was skeptical after some of
the ridiculous offers I’d received and I
figured a broker would never offer me
anything near my price. And, mentally, I
had all but decided to take the airplane
off the market and partner with a friend
of mine locally. But Mike was persistent.
He wanted to send someone to see the
airplane, but I was going to Oshkosh for
a week and then on vacation for another.
He said, “I’ve got a guy who’ll be at
Oshkosh. Can he take some pictures
of your airplane?” “Sure”, I told him,
explaining that it would be a mess since
we were camping out of it.
His guy showed up and snapped about
25 pictures. I flew home and Mike called.
AD 2007-05-15 (starter adapter) came
due just a few hours before the sale.
Unfortunately for me, one of mine needed
replacing. They aren’t cheap.
His buyer, unnamed, was very interested
in my airplane. I had already come off
my asking price to my bottom line and
it took a couple of offers but the buyer
finally met my price. It was a fair, Vrefbased price: $410,000. We set a delivery
date, but a couple of AD’s were due and
I set about getting them complied with.
One was Part 3 of AD 2007-05-15, which
requires removing the starter adapter
and examining the drive gears. As fate
would have it, the gears were worn
beyond limits and I had to replace it
with an overhauled unit to the tune of
$7,000. Bummer. The adapter had right
at 800 hours on it. Look for an article on
GTSIO starter adapters in a future issue.
The airplane was ready for delivery
so I flew down to Ft. Lauderdale for
the closing. On the way, I stopped in
Titusville to see TTCF
member Mark Austin
and his very nicely
restored 1959 310C.
This model is one of
the candidates for my
replacement airplane
and I’d never flown in
one before. Mark took
me for a beautiful, late
afternoon low-level
ride over Florida’s lakes
and rivers. The 310 was
a blast to fly. Light,
fast and responsive on
the controls. I really
liked it, although even
with noise cancelling
headsets, it was loud. A
421 will really spoil one
when it comes to noise
and vibration! Thanks
for the ride Mark. Nice
airplane.
My experience with Premair Aircraft was
excellent. They were very professional at
every stage of the process.
Bahamas. They plan to use the 421 in
their business as well as personally. We
spent the next two days going through
the prebuy, which was very thorough but
only disclosed a few minor squawks. Not
being familiar with Premier, I was still
very skeptical at the beginning of the
(continued on page 25)
The next morning,
at Fort Lauderdale
Executive airport (FXE),
I walked in a conference
room and met my buyer,
Tim Johnson - a TTCF
member! Tim and his
dad own a number
of Subway sandwich
franchises throughout
south Florida and the
THE TWIN CESSNA FLYER • OCTOBER 2011 | 23
m e m b e r s h i p a p p l i c at i o n
Supporting Twin Cessna Owners Worldwide since 1988
P.O. Box 12453 Charlotte, NC 28220
Application for Membership
1. __________________________________________________ Date: ______________
Name (First, Middle Initial, Last)
2. ______________________________________________________________________
Address
3. ____________________________ / _______ / _____________________
City
State
Zip + 4
4. (________) ________________ Email: ______________________________________
Area Code Phone
5. ____________________ / ______________ / ___________________
Airplane Model
Serial #
Registration #
6. Check Membership Desired:
____ 1 year @ $68 ($80 international)
____ 2 years @ $125 ($145 international)
____ 3 years @ $185 ($215 international)
7. Credit Card ____ / ____ / _____/ _____ / _____________________________
Visa MC Amex Disc
Number
________________________ / ___ - ____ / ________________________
Name on Card
Exp. Date
Signature
Please fill out and fax to: 801-515-8354
or email to [email protected]
24 | TWINCESSNA.ORG
421 sale
(continued from page 23)
TTCF Member Tim Johnson and I shake
on the deal. He got a great airplane
and I got a fair price - the best possible
outcome.
process. I was concerned the inspection
results would be used to beat down
my price. My actual experience,
however, could not have been better.
Premier treated us with complete
professionalism, explaining every step in
detail. I was even more impressed when
I met Fred Ahless, Premier’s President.
I learned that Premier is a dealer for
Mooney, Diamond, Husky and Extra
aircraft. They donate the profit from
every 10th aircraft sale to charity. They
currently support Bahamas Habitat
(www.bahamashabitat.org) which
provides relief to disaster-stricken
communities in the Caribbean. (While
at FXE I bumped into TTCF member,
Chuck Lancaster, who was flying
Hurricane Irene-related missions for this
charity in his ’67 310L. Look for a future
article on his flights.)
So, long story short, the 2-day prebuy
turned into a truly pleasurable
experience where I got to know Tim,
his father and Mike Fabianac very well.
Great guys.
As I flew on an airliner back to
Charlotte I reflected on all the incredible
adventures and memories 297DB had
afforded me. It had flown not only me
and my family, but a U.S. Senator,
an Ambassador, war heros, race car
drivers and preachers. It was a fantastic
machine: fast, comfortable and reliable.
I will miss it. Tim, you’ve got a great
airplane. I hope you enjoy it as much as
I did.
insuring older twin
Cessnas by Eric Barfield
Oh the pride of ownership. You’ve got
to admit one of many reasons we end
up with a certain Twin Cessna in the
hangar is that at some point in time we
made the mistake of falling in love with
it. The emotion often seems proportional
to the time, money and TLC invested
particularly in an older, fixer-upper that
is now a real thing of beauty in the eyes
of the beholder/owner. But if an accident
or incident mars the beloved old steed,
there could be some consternation
over the settlement since the insurance
company will
analyze the
claim with
a less-thanemotional eye
on whether
to repair
or total the
plane.
But by computing potential proceeds
from the sale of the salvage ‘as is’
(prior to repair), the insurance carrier
can recoup some of their loss which is
customary under insurance contract
language. Typically, once the cost to
repair the aircraft plus the salvage value
exceeds the insured value, a total-loss
claims check follows along with the bill
of sale. The owner must now sign over
what’s currently left of their pride and
joy to the insurance company.
So what can be
done to avoid
an unwanted
separation
from a Twin
Cessna with
which we’ve
become
attached? The
first step is to
properly insure
It’s usually
the airplane
not the
for what it
obvious total
is worth in
loss that
the current
creates the
market.
dilemma but This is TTCF Member Mark Austin and his beautiful
Underwriters
the seemingly 1959 Cessna 310C. Owners of these classic, restored
minor one
older Twin Cessnas need to make sure they are properly typically use
a reference
that ends up insured.
guide for hull
involving
value substantiation and it can be more
significant repair work. Older aircraft
difficult to substantiate older, “unique”
can be costly to fix relative to their
planes that may not have an equitable
overall market value due to individual
replacement in the marketplace. Be
parts expense, parts availability, labor
prepared to provide a detailed spec
costs, and time needed to make the
sheet or even a full certified appraisal
repair. Factor in an amalgamation of
to the insurance company so that
today’s engine, instrument and avionics
your particular investment is properly
upgrades that are expensive to install
protected. If you under-insure, it makes
but quick to depreciate and it feels even
it easier for the plane to be totaled when
more painful. For example, a gear-up
you don’t want it to be.
landing in an $80,000 twin can cost
almost as much for it to be properly put
Another good move is to take advantage
back in service:
of all that The Twin Cessna Flyer has to
offer since the organization does a great
Engine teardowns and inspection:
job of addressing proper maintenance
$25,000
and operational procedures that help
Prop overhauls w/blades:
keep claims from happening in the
$16,000
first place. As aircraft age, proper
Belly / nose / wing repairs:
maintenance in particular becomes
$25,000
more and more important. The Aging
Paint:
General Aviation Education and
$5,000
Training website provides some typeMiscellaneous: $4,000
specific maintenance information
Total estimate: $75,000
(continued on page 29)
THE TWIN CESSNA FLYER • OCTOBER 2011 | 25
Classified Ads
Aircraft for Sale/Wanted
1959 310C, TTAF 3800, RSMOH 600,
LSMOH 500, Hartzell top props,
alternators, underwing exhaust, 406
ELT, STEC 60-2, GPSS, 430W, KX155,
396 WX, Cleveland W/B, always
hangared. $80,000 Make offer. (501) 5293618.
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
1973 310Q, 5300TT, 680/680 SMOH,
680/1283 SPOH, Nice P/I, Full De-Ice,
163 Gallons, Side Brace Kit, Clevelands,
KLN89 Moving Map, KMA24H, 4
place Intercom, KX165, KN64, Dual
VOR/ILS, 400AP, Yaw Dampener,
Strikefinder, DME, Fresh Annual,
Price reduced: $90,000 OBO, FREE
ATTENDANCE AT TWIN CESSNA
FLYER MAINTENANCE SEMINAR
INCLUDED. Call Chuck (972) 263-9030,
[email protected]
1974 C310 Q 6000TT, 600/600 SFRM,
250 PROPS, Full De-Ice, 163 gallons,
IO-470-V engines, Dual King KY-196
coms, Dual navs (King KNS_80 & KN53) King KT-76 transponder, King KCS55-A HSI, STEC 55X Autopilot, Bendix
Radar 160, 6 place intercom, Strobes,
Vortex Generator Kit, Clevelands, Bladders (2006) Northstar GPS 60.
Large Baggage door, New C&D Heater,
1627# useful load. $115,000. Call 337322-9006 Times approx. AC flying. No
Damage History 1975 Cessna T310R -N234TC -2795 Total
Time -Annual completed June 2010TT engines, 528 since factory reman.
$40,000 (+) spent on new electronics in
the last three years. GNS 530W Garmin
GPS w/waas. SL30 Garmin NavCom,Apollo 2 Morrow GPS, GTX 327
Garmin transponder, Monroy ATD 300
traffic watch, KR85 ADF, BFG strike
finder, S-TEC 30 autopilot. New original
air conditioner, never installed.The
mounting brackets are in place. New
turbo on left engine installed Sept. 2010.
13 year paint and interior, Rosen visors,
sheepskin front seat covers, cabin cover,
inside window shields, oxygen system.
Aircraft located in Brownwood, Texas
26 | TWINCESSNA.ORG
Asking $137,500. Kenneth Day (325)
641-0420 Fax (325) 641-8376
1976 Cessna T310R TTSN 4,383
hrs, 1,266/1,266 Hours SMOH.
Props 1,370/439 Hours SPOH. VG’s,
203 gal., KMA24 Audio Panel, KX155,
KX175B, KLN90B GPS, King 150
MFD, KN64 DME, KR87 ADF, RT359
Transponder, Slaved Gyro/HSI, WX900
Stormscope, 400B, NEW 406 ELT with
Panel Switch, 203 Gallon, Shadin
Digital Fuel Totalizer, JPI EDM760
Engine Monitor, Boots, Heated Props,
Alcohol W/S, Tanis Engine Heaters, HID
Taxi Light, 76.6 cu ft 6-Place Oxygen,
Painted Dec 2006 Exc. condition,
New Interior Leather Dec 2006, Fresh
Annual. $110,000. NDH. 402-966-2348
or email [email protected]. Plane in
Calgary but under US Registry N98869.
1978 Cessna Turbo 310R - 3764 TT,
250/250 SFR, 250/250 SPOH, Excellent
P & I, K.Ice, Air, 530W/430W, MX20,
Shadin GEM, Radar/WX/Data/WX500,
183-Gal., Excellent Boots, Hot Plate
and Windshield (MI) Asking Price
$245,000. Call Jerry Temple (972) 7127302, www.jtatwins.com
1967 Cessna 320E S/N: 0006. TTSN 3457
hrs 1151/209 SMOH Props 5/5 SPOH.
Very fast 1700 lbs useful load. Canadian
Registration. 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 January 2005, 6 seats pilot and
co-pilot sheepskin, 6 plc. Oxy, Extensive
rework in 2004 all AD,s. Always
hangered, 800 Navomatic works great,
KX155, KY196, KT76A,KNS80 Rnav,
ADF, Northstar M2 Loran/GPS, Tanis
Heaters and Engine covers, Davtron
Clock, Rosen Sun Visors, VG,s Pictures
Available. $110,000.00 CDN Rob 780918-9572, [email protected]
1968 320F 6184Q TTAC 4,210 hrs; L &
R Engines - 1,253 hrs; L&R Props- 675
hrs; VAR Cranks installed 800 hrs ago; 6 new cylinders in 2007. Recent annual
with good compressions. Minimum oil
usage. Avionics: GMA 340, GNS 430,
KX 155 King ADF, King DME, Collins
Transponder, Shadin Fuel, Insight
Engine Monitor, Pneumatic Door Seal,
6 place intercom, 2007 interior, 6 place
Oxygen, 183 gallons, 3 Blade McCauley
Hot Props, Vertical Compass Card, 6
seats, Strobes, Alcohol Windshield, M4C
AutoPilot, $52,500 509-539-3878 Lv
Mess Washington State
Wanted Cessna 340 310HP or better,
Buyer has $125,000 for the right one. Full Deice not needed. Would like
American Av intercoolers if not a RAM.
Call Dr. Skavdahl @ 509-539-3878.
1978 RAM VI 340A s/n 559. 4300 TT.
200/700 SRAM OH. Props 100/100
SOH. ‘07 Interior. K-Ice, Garmin 530,
factory air, Shadin, color radar, WX10 Stormscope, VGs, 183 gal, RAM 7th
seat. Excellent maintenance: 2010
annual by TAS in Defiance, including
new LT canted bulkhead. Slip-joints aft
in ’05, new nacelle bladder in ’07, aux
bladders in ’01, windshields in ‘03, hot
plate in ’91. $295,000. Call Ted 412741-2920, [email protected]
1981 Cessna 340A - 1896 TT, 94/291
SMOH, 94/291 SPOH, Only 2 Owners,
NDH, 2/12 Annual Due, Very Good
Paint & Interior, K.Ice, Air, VGs, 183Gal., Radar, Stormscope, Cessna 400
Panel-Great Modernization Candidate
(FL) Asking Price $273,000. Call Jerry
Temple (972) 712-7302, www.jtatwins.
com
1981 Cessna 340A RAM IV - 4585 TT,
1188/1188 SRAM OH, 1188/1188 SPOH,
AA Intercoolers, GAMI, 183 Gal.,
Hoskins, VGs, Spoilers, K.Ice, Air, King
Silver Crown System, KLN90, Radar
Alt., Radar, Alt. Alert, 400B AP w/FD
(CO) Asking Price $230,000. Call Jerry
Temple (972) 712-7302, www.jtatwins.
com
1984 Cessna 340A RAM VII - 2051 TT,
568/245 SRAM, ’05 Paint, ’06 Interior,
Spoilers, VGs, Shadin, GEM, GAMI,
Chelton EFIS, G530, WX500, Radar,
WX Data, AC, K.Ice (TX) Asking Price
$390,000. Call Jerry Temple (972) 7127302, www.jtatwins.com
1971 Cessna 414 RAM VII - 6876 TT,
254/254 SRAM, 254/254 SPOH, Avidyne
650 FlightMax, WX500, RDR130 Color
Radar, STEC 55X AP/FD, Shadin Alt
Alert, 180-Gallons, Keith Air, EDM760
GEM, Full DeIce (NM) Asking Price
$220,000. Call Jerry Temple (972) 712-
Classified Ads
7302, www.jtatwins.com
1973 421 B Roberston STOL, VG’s,
2400 TT, LE 1150, RE 400, new 8 place
interior 2005, always hangared, Garmin
430W, 496, PS 8000, Sandal, + much
more, NDH, awesome performance,
excellent boots, 200 gal., Based Pueblo
Co, (PUB), David 719 650 8667
1978 Cessna 421C Golden Eagle - 4629
TT, 897/1286 SMOH, 694/251 SPOH,
G530W, EX500, Color Radar, WX500,
WX Uplink, GTX330, 800B w/FD, 234Gal., Spoilers, VGs, Air, K.Ice, 3/2011
Annual, Superb 421C for under $350,000
(MS) Asking $349,000. Call Jerry
Temple (972) 712-7302, www.jtatwins.
com
1978 C421C-W, 5600TT,
650SFRM/1560SMOH, RAM, winglets,
known ice, 234 gal, GNS430s, GTX320,
GTX 327, Sandel HSI, Radar, WX-10,
KFD-200/FD/altitude pre-select, Ryan
TCAS, Radar Altimeter, and more.
2200 lb useful load. A well maintained
personal aircraft. $240,000, (252) 6388000, [email protected]
JTA E-mail Newsletter see www.
jtatwins.com to register to receive the
JTA Newsletter. Jerry Temple (972) 7127302 www.jtatwins.com
Real Estate
Bahamas
Getaway Staniel Cay ,
Exumas, 450 feet
beach frontage
on crescent cove.
House complete
with all furnishings, hanger 200 feet
from 3,000 paved runway, hanger to
fit 421 Cessna, attached garage with
1994 250 Ford 4 wheel long bed crew
cab, 4 x 4 Honda Forman, Scots riding
mower. 126 feet x 7 ft wide dock with
26 ft Grady White sports fisherman,2
motors, 14 ft Boston Whaler w/ 40
hp Johnson motor, Yamaha wave
runner, all with boat lifts, 8 kw diesel
generator, complete laundry room, solar
refrigerator, complete work shop, other
items to numerous to mention . City
water, public electric, DSL telephone Direct TV. Asking $2.9 mil. OBO.
Contact Fred [email protected]
Parts for Sale/Wanted
WANTED: Rotating beacon motor for
Cessna 421B or name of shop that can
repair the motor. Contact Ron Wiley at
908-907-1726 or [email protected].
GMX200 I/O model with traffic & Jepp
Chartview, SN 38400598. Bought new
in May 2007; has 421 flight hours on it.
Soft 2.13; Hdwe 011-01465-(); Navdata
6/29/11; Terrain V2.04 6/9/06; Basemap
V2.00 2/24/06; Obstruction V1.1; Jepp
elec. charts 7/7/11. Chartview card is
included in case charts ever need to
be re-activated. Chartview is a $2,000
feature. Chartview current as of July
1.Navdata expired June 29. $6,000
includes U.S. shipping http://s1233.
photobucket.com/albums/ff389/421C/
avvionics%20for%20sale/ dan@
chancelloraviation.com, 908-578-3710.
Pressurized carburetor off a ’55 C310.
$1,095 OBO. Call Bill (360) 907-7788
For Sale: Continental 0-470M Engine.
190 hrs. Pressure carb. ECI cylinders,
new exhaust, new Slick mags, yellow tag
crank. Rebulit by Kenmore Air, Seattle.
Ready to install. $26,000 in receipts.
Asking $17,500. Call Gregg 360-6594323 or email: skyranchpilot@yahoo.
com.
For Sale: 24/28 Volt Prestolite
Alternator # AVL-901R for gear drive
large Continental engines. Never used
and still in original box. Cessna # is
same as 639229 and more. Cost $1,350.
Will sell for $800. Call Joe @ 925-6981377.
FOR SALE: Cessna 414 Fuel Selector
Decals. Strong, UV protected, color
fast,laminated self adhesive exterior
grade material. Match originals.
$50.00 / set. Bill Burger (775) 749-4043.
[email protected].
Flight Training
Insurance approved initial/recurrent
training in your Cessna 300/400 series
aircraft, ATP CFII, New England based,
will travel, call James Shepard, 207-4096906. [email protected]
flight training, In your aircraft, Flight
Reviews or IPC checks when you pickup
your aircraft or when we drop it off!!!
Call TAS Aviation at 419-658-4444 And
ask for Marla or Jim
Cessna 310 Flight Training based in NY.
Initial or recurrent flight
training in our or your aircraft. Call
Patrick Harris, (607) 644-5628
Cessna 300/400 series Flight Training
Initial and Recurrent in your aircraft
by ATP and Gold Seal CFI, CFII,
MEI Based in the Southwest. Todd
Underwood http://www.findapilot.com/
Pilot-12523.html 623-202-6910.Todd@
atjeu.com
Wright Aviation: Initial Twin Cessna
FITS Accepted, Recurrent Twin Cessna
Training, Glass & TAA initial and
refresher, G500/500, GNS430/530, Aspen
visit www.wrightaviaiton.net
email [email protected]
call: 480-203-0599
Insurance approved initial/recurrent
training in Cessna 340/414/421 aircraft.
Gold Seal and NAFI Master CFII/
MEI based Houston. Will travel. Gerry
Parker, 713-826-6663, gparker@pmkc.
com.
Cessna 300/400 Series Flight Training
Specialist. Insurance Approved Inti al
and Recurrent flight training in your
aircraft. Discounts for TTCF Members.
Call Neil Meyer, (320)743-3811 www.
aviationenhancements.com
Cessna 300-400 Series Flight Training
Initial or recurrent flight training in
your aircraft. Call Jerry Lunsford, (817)
480-8866, [email protected]
Cessna 300-400 Flight Training
Specialist. Multi-Engine Training, CFI
MEII, Lafayette, Louisiana, Call (337)
334-1444 or (337) 322-9006, airgary@
earthlink.net
Flight Training, Florida and south
Georgia, 300 and 400 Series Twin
Cessnas, 1,500 hours in type, 30,000
hours plus, 21,000 multi, call Charlie
(904) 233-7340
TAS AVIATION,INC. Cessna 300/400
Series Training. Initial or Recurrent
THE TWIN CESSNA FLYER • OCTOBER 2011 | 27
Hats, windbreakers, knit shirts, fleeces
and more!
Visit:
www.twincessna.org
MICRO VORTEX GENERATORS
• Improved Safety
& Characteristics
• Improved Controllability
• Eliminate Vmca
• Gross Weight Increase
• Zero Fuel Weight
• Lower Lift Off Speed
• Lower Stall Speeds
• Saves Tires & Brakes
• 1 Day Installation
• Cessna Twin Micro VG Kits
$1950. to $2950.
Micro VGs are installed on the leading edge of the wings and on tail
surfaces and strakes are installed on the engine nacelles to help
keep air attached longer at slower speeds. This reduces the Stall
Speed, improves controllability, improves characteristics, creates
a more stable instrument platform and gives better aileron
response and rudder authority.
CESSNA 300 SERIES
310G, H, I, J, K, L, N, P, Q, 310R, T310R,
320B, C, D, E, F, 336, 337, 335, 340, 340A
(800) 677-2370
Vor tex Generator Technology
4000 Airport Road, Suite D
Anacortes, Washington 98221
(360) 293-8082 FAX (360) 293-5499
[email protected] http://www.microaero.com
28 | TWINCESSNA.ORG
CESSNA 400 SERIES
401, A, B, 402, A, B, C,
411, 411A, 414, 414A, 421, A, B, C
I nsuran c e
F r o m t h e E d i to r
(continued from page 25)
(continued from page 15)
dedicated to maintaining the safety of
older general aviation airplanes (www.
aginggeneralaviation.org).
What we’ve learned over the years
is that what often creates heartburn
over insurance is not having a proper
understanding of how the policy is
designed and how the claims process
works. Of all the great emotions that
come with owning and operating Twin
Cessnas, the one emotion nobody
likes is one of surprise when it comes
to insurance. Kudos to Editor Bob
Thomason for helping ensure the
readership stays abreast of practical
insurance matters like wisely insuring
older twins.
investment in it - and some of this
cutback involves maintenance. It’s just
human nature. Budget for a big first
Annual.
414 Spar Strap Requirements: Concern
about aging aircraft ratcheted upward
when Aloha Airlines Flight 243 lost a
section of its upper cabin in 1988 due to
metal fatigue.
The explosive decompression of Aloha
Airlines flight 243 in 1988 launched the
focus on aging aircraft issues.
Focus was turned to the Twin Cessna
fleet in 1999 when a 402C lost a wing
in flight, killing the pilot. Several years
of study and research resulted in the
Supplimental Inspection Documents for
all Twin Cessnas and an AD on the wing
spars of the 402C and 414A. This article
explains which 414’s are affected, when
they have to have spar straps installed,
what is involved in installing the spar
strap and what it costs.
Veterans Airlift Command Flight: Many
of our members use thier airplanes
for charity flights. In 2005, I used my
421 to fly multiple Hurricane Katrinarelated flights. It was some of the most
rewarding flying I’ve ever done.
Eric Barfield is a Certified Aviation
Insurance Professional (CAIP) with
Hope Aviation Insurance, a national
aviation insurance brokerage firm
specializing in business aircraft. He
is a Commercial pilot and currently
serves as Vice Chair of the NBAA Safety
Committee and Chair of the South
Carolina Aviation Safety Council. Hope
Aviation operates Cessna 182 and
Cessna 340 aircraft.
Member Robert Johnson recently
volunteered his airplane and time to fly
a wounded war veteran to the funeral
of a fellow soldier. He writes about the
experience and encourages the rest of us
to consider conducting VAC flights. See:
www.veteransairlift.org.
Part 135 checkrides, I’m back to the
annual recurrent training regime. I
recently attended the multi-engine
instrument refresher course at SimCom
in Orlando. I had an agenda of things
I wanted to work on. I believe this is
key to getting the most out of recurrent
training. An honest self-assessment of
your flying skills will go a long way
towards helping you maximize the
benefit you get from your training.
340 Engine Change on the Road: One
of Tony’s customers recently had a
catastrophic in-flight engine failure. He
feathered the prop and flew the airplane
to a successful landing, but the engine
had to be changed where the airplane
sat. Tony loaded up his truck, drove
to the airplane and spent several days
changing out the engine. I joined him
and snapped some pictures to create this
pictorial.
Selling My 421: After almost giving up
selling my 421 for something close to
my asking price, all of a suddent several
people became very interested. Why all
the sudden interest? I have no idea but
in late August I sold my beloved 421 to
Tim Johnson, a TTCF member.
Tim was using a broker in south Florida
that I was unfamiliar with and I had
some concerns. These concerns turned
out to be unfounded. The process went
very smoothly and both Tim and I came
away happy (him more so than me - I
miss my airplane already!) What will
I replace it with? A Twin Cessna, of
course. Which model? I don’t know yet
so stay tuned.
Insuring Older Twin Cessnas: Values
of older Twin Cessnas vary widely.
Some are totally run out while others
are museum quality showpieces. Your
insurance company needs to know where
your airplane falls on this continuim.
Eric Barfield of Hope Aviation Insurance
tells us the best strategy for making sure
our losses are covered in the event of an
accident, while not losing the airplane to
salvage.
Enjoy the magazine. Until next month,
fly safely!
Getting the Most Out of Recurrent
Training: Now that I’m no longer taking
THE TWIN CESSNA FLYER • OCTOBER 2011 | 29
Aviation
Oxygen
Systems
Masks and Cannulas
Portable Systems
PM
App A
Built-In Systems
rov
Par t ed
s
Retrofit Kits
Emergency Systems
Parts & Accessories
Celebrating
25
YEARS
as the
WORLD LEADER
In High-Duration Oxygen Systems
Phone (800) 237-6902 • www.aerox.com
30 | TWINCESSNA.ORG
Call for
Price
The
TWIN CESSNA
Flyer
SM
Engine & Systems Seminar
Whe n : N ov e m b e r 1 0 - 1 3 , 2 0 1 1
Whe r e : c o n t i n e n ta l m o to r s fac to ry
Mobile, al
Twin Cessnas have complex systems and powerplants. The best owners and pilots have an intimate knowledge of how their
airplanes are constructed and how they operate. Join fellow Twin Cessna pilots, owners and maintenance technicians at the
Continental Motors factory in Mobile, AL on November 10 - 13 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. Over 900
owners and operators have attended these seminars in the past. You will not be disappointed.
S ystems Seminar
N ov. 10 -11
Engine Seminar
N ov. 1 2 - 1 3
Topics Covered:
1. Introduction
2. Landing Gear
3. Fuel System
4. Electrical System
5. Environmental Systems
a. Heater & AC
b. Pressurization
6. Flight Controls
7. Type Certificates
8. Corrosion
Topics Covered:
1. Engine Nomenclature
2. Engine Cooling
3. Ignition
4. Engine Oil
5. Periodic Maintenance
6. Fuel Injection
7. Turbocharging & Exhaust
8. Engine Support Structure
9. Engine Overhaul & Repair
10. Engine Operations
All 300 and 400 series piston-powered Cessna’s are covered.
This seminar covers TCM O-470 through IO-550 and
TSIO-470 through GTSIO-520 engines.
Benefits include :
14 hours of classroom instruction for each seminar
Hands-on instruction with actual aircraft parts
A detailed Training Manual & Reference Guide
C ost: $495 for either seminar or $ 9 0 0 for both.
For Details and To Register:
Visit www.twincessna.org or call us at 704-910-1790
THE TWIN CESSNA FLYER • OCTOBER 2011 | 31
The
TWIN CESSNA
Flyer
SM
P.O. Box 12453 • Charlotte, NC 28220
www.twincessna.org
Mark Your Calendars!
Twin Ces s n a s y s t e m s &
engin e S e m i n a r
contin e n ta l m o to r s fac to ry
m o b i l e , al
november 10 - 13, 2011
S e e Pa g e 3 1
and
visit www.twin c e s sn a . o r g to R e g i s t e r