AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 p.28

AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 p.28

May 2021 • cessnaflyer.org

Destination: Cincinnati p.52

ForeFlight Sentry Portable ADS-B

Receiver p.32

WHAT YOU NEED TO KNOW BEFORE YOU BUY A RETRACT 182

p.38

2 • Cessna Flyer / May 2021

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Cessna Flyer is the official publication of the Cessna Flyer Association. Cessna Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. POSTMASTER: Send address changes to Cessna Flyer, 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. Subscriptions, advertising orders, and correspondence should be addressed to 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.; Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is designated for your magazine subscriptions.

The information presented in Cessna Flyer is from many sources for this reason there can be no warranty or responsibility by the publisher as to accuracy, originality, or completeness. The magazine is sold with the understanding that the publisher is not engaged in rendering product endorsements or providing instruction as a substitute for appropriate training by qualified sources. Cessna Flyer and Aviation Group Limited will not assume responsibility for any actions arising from any information published in Cessna Flyer. We invite comments and welcome any report of inferior products obtained through our advertising, so corrective action may be taken.

The Official Magazine of The Cessna Flyer Association

Vol. 18 • Issue 5 • May 2021

PRESIDENTJennifer [email protected]

VICE PRESIDENT/DIRECTOR OF SALES Kent [email protected]

CREATIVE DIRECTORPierre Kotze ASSOCIATE EDITORScott Kinney

EDITORIAL AND PRODUCTION ASSISTANTDiana Hart

CONTRIBUTING EDITORSMike Berry Steve Ells Kevin GarrisonMichael Leighton John Ruley Dale Smith Kristin Winter Dennis Wolter

CONTRIBUTING PHOTOGRAPHERSPaul BowenJames LawrenceKeith Wilson

1042 Mountain Ave., Ste. B #337 Upland, CA 91786 626.844.0125www.cessnaflyer.org

$49for as low as

LIST YOUR AIRCRAFT FOR SALE

All our aircraft listings are also included on

20 www.aviatorshotline.com

4 AERONCA

1936 AERONCA C3 MASTER • N C 1 5 7 2 9 • A B S O L U T E BARGAIN of THE CENTURY • Ve r y R A R E • S t a n d a r d

Category, Original Options, Full Instrument Panel, Tailwheel, Instruments, Doors, Brakes, Original Wheels. Refinished 2012 with Randolf butyrate dope. Annual Due: October 2020, ONLY 65 Hours SMOH, TT: 1251 Hours. CHANCE to OWN HISTORIC AIRCRAFT • N.Y. State’s HUDSON VALLEY Location • ONLY $23,999 • 212-620-0398 • [email protected]

4 BEECHCRAFT

1 9 7 6 B E E C H C R A F T 5 8 P BARON • N925TP • TTAF: 4420, 310 HP ENGINES: Left & R i g h t - 1 3 9 0 S M O H ,

Left Engine: 300 Since Major Repairs, Right Engine: 320 Since Major Repairs, GAMI Fuel Injectors, 3-Blade Hartzell Prop, Garmin 340 Audio Panel, King 89B GPS, FRESH ANNUAL with Sale • MEXIA, TEXAS (LXY) • $119,999 or MAKE OFFER S O L DS O L D

1 9 5 4 B E E C H C R A F T E 3 5 BONANZA • N3216C • TTAF: 7619.30, Tach Time: 3411.30, SMOH: 271.48, Hydraulic Prop,

Apollo GX60 GPS, KMA 24 Audio Panel & MKR, Century 1 Autopilot, New Windshield, New Aluminum Ailerons and Ruddervators Replaced, Garmin GPS MAP 196, Garmin 345 ADS-B In & Out • Annual Due: August 2020 • UTAH • $56,999 (will negotiate) • 801-376-6651 (LEAVE MSG) • [email protected]

1994 BEECHCRAFT B-36 TC BONANZA • N1559U • TTAF: 1800 Hours, Cont inental Engine, Gami Injectors, Garmin

GTX 330 Transponder, Garmin 200, Garmin 530. IFR with WAAS, Air-Conditioned • CALL FOR MORE INFO. • Located: Chappell Hill, TX 77426 • $298,999 O.B.O. • Stephanie Detmer • 979-451-0295 • [email protected]

1970 BEECHCRAFT QUEEN AIR 70 • N7515D • TTAF: 5373.2, ENGINES: LEFT-1163.6 SMOH & RIGHT-1214 .5

SMOH • King Radios • Dual Inverters, Alcor EGT, Electric Attitude Gyro, Full De-Ice, Electric Props, New Battery • $69,500 • Call Michael • 956-607-4819 • [email protected]

4 BELLANCA

1972 BELLANCA 7ACA CHAMP • N10983 • TTAF: 790.2, ENGINE TT: 899.6, STOH: 169.3, RARE Franklin 2A-120-A Two Cyl., 60 HP Engine.

Always Hangared since 1992-1993 Ground Up Restoration. Like New Sensenich PROP, Annual Due: October 2020, Full Electrical System including Electric Start, Includes SPARE Engine with Log • Walden, New York • Reduced Price: $22,222 • 914-213-1878 • [email protected]

4 CESSNA

1971 CESSNA 177RG CARDINAL • N8008G • SN 177RG0008 • TTAF 2194, TTSN 1035, Lycoming IO360-A1B6. 200HP. McCauley

Prop 33hrs SMOH. Garmin 430 NAV/COM w/WASS, GA-35 GPS Antenna, GL 106A Nav Indicator w/Glidescope. GMA-340 Audio Panel, ELT Battery due. Monarch Fuel Caps & Adapter Plates, Transponder KT-76A, Altitude Reporting System. All ADs Complied with. ALWAYS Hangared, Annual Scheduled Dec 2018. Tan Leather Seats/Sheepskin Covering • $73,500 • Robert Casey • 847-420-7589 • [email protected]

1971 CESSNA CARDINAL 177RG • N8039G • TTAF: 3800, IO-360-AQ1B6 Lycoming L 7515-51A 200 HP Engine: 350 SMOH, New Dash

Panel, MX170B, KLN-90B, Navomatic Autopilot, All Interior New-2017, New Brakes-2017, New Spark Plugs & Tires, 10 GPH, Useful Load: 1049.70, Annual Due: July 2020 • SOUTH CAROLINA • Reduced Price: Only $68,000 FIRM • 803-606-0985 (Walter) • 803-360-9185 (John) • [email protected]

1978 CESSNA 182RG • N7359T • TTAF: 7846.2, ENGINE: 9116.4 S N E W, 1 8 8 5 . 6 S M O H (Lycoming Factory Overhaul),

KMA-24 Audio Panel with 3 Light Marker Beacon, GNS-430 Nav/Com/GPS, KING KX155 Nav/Com, KING KT76C Transponder, ARC 300A Autopilot, Sigtronics SPA-400 4 Place Intercom (New-08/18), Dual PTT Switches, Electric Trim, Tanis Preheater System, Annual Due: March 2020 • Romeoville, IL • $64,999 O.B.O. • Marilina Angarone • 815-834-6311 • [email protected]

1980 CESSNA 182Q SKYLANE • N5124N • 11,700 TT, Garmin 430W, Cont. O-470USTC 252 HP, Great A/C. well taken care of.

Paint 8.5/10 Int 9/10. 88 gal fuel. Has 170 hrs on both engine and prop. Flies often so times will change some • CONVENIENTLY Located at KTMB- Miami, FL • PRICE REDUCED: ONLY $99,999 • Panair Flying Club • 305-724-7810 • David Ward • [email protected]

1980 CESSNA P210N • N117UM • One of the best equipped Cessna P210N’s around • Garmin 530W Navigator & 330

ES Transponder w/ADS-B Out, KFC 200 Autopilot, Aspen Glass Panel, BAE-28 Turbo Alternator Backup, JPI EDM 830 Total Engine Monitor, Dual Vacuum Pumps with Cooling Shrouds, GAMI Injectors, ANNUAL DUE: NOVEMBER 2020 • Located: Warsaw, IN. • ONLY $249,000 • Steve • 574-551-8226 • [email protected]

1965 CESSNA 320C • N3040T • S/N: 320C0040 • PROJECT Aircraft that has Potential • TTAF: 2393, Continental TSIO-

470-D Engines: RIGHT-Total Time Unknown, 415.8 SMOH, 16.7 STOH, RIGHT-2392 HSN, 21.3 SMOH, S/N: 138529-70, McCauley Props: RIGHT-D2AF34C-54-NP, 2393 HSN, 21.3 SPOH, S/N: 791935, LEFT- D2AF34C-54-KMB, 2393 HSN, 21.3 SPOH, S/N: 687434, KNS 80 Area Navigation System, Must See • FLORIDA • $40,000 • 305-298-0295 • [email protected]

1972 CESSNA 340 • N269WT • TTAF: 3830, 310 HP Engines with Gami Injectors: Left-781 SMOH, Right-600 SMOH,

Hartzell Q-Tips Props: 115 Hrs., A/C, MX 20, GNS 430 WAAS, GNS 430 with Separate CDI, GTX 345 with ADS-B In & Out, GMA 340, KN 64 DME, Artex 345 ELT, Bendix Autopilot FD, S-TEC Yaw Damper, A.A. Intercoolers, Vortex Generators, Wing Spoilers, L-3 WX-500 Stormscope, Last Annual: April 2020 • Central California • $165,500 OBO • 661-303-1606 • [email protected]

1976 CESSNA 421C GOLDEN EAGLE • N421HF • SN 421-0116 • 8397TT, Left Eng 862 SRAM-Right: 629 SMOH, Prop- Left

134 SPOH, Right 134 SPOH, Garmin, King & Collins Equipped, Vestal White Ext., Taupe Leather Interior, 8 Seats, Annual Due 1/21, New Exhaust System • $425,000 • Call 317-650-3327 • [email protected]

1979 CESSNA 421C • N421SF • TTAF: 5975, IFR Due: June 2022, RAM Engines: Left: 438 SMOH & Right: 647 SMOH,

BOTH Props: 145 SPOH, Garmin 530 & 430 GPS, ADS-B In & Out, Navomatic 400B Autopilot, Color Radar and Stormscope, Wing Locker Fuel Tank (225 GAL Useable), NDH, ALWAYS HANGARED • Annual Due July 2020 • Eastern MISSISSIPPI • PRICE REDUCED: $299,000 • 601-917-5194 (Cell) or 601-632-4266 (Ofc) • [email protected]

Used Aircraft Marketplace

Located: Driggs, IDAHO • [email protected] 907-315-6006 (Chuck) • 907-354-6203 (Nick)

Highly Modified, Totally Rebuilt, Modeled after the L-21 Military Version with Extended Wings, ailerons & flaps. Lycoming O-320 160 HP Engine • ONLY 141 Hours since Total Restoration • Annual Due: January 2021 • ADS-B Out Compliant • Will DELIVER to Buyer’s Location • $134,500 or $132,000 without ALASKA Bushwheels

1964 PIPER SUPER CUB 160/L-21 • N407WB

[email protected]

SELLING YOUR AIRPLANE? • List it here!

www.aircraftforsale.com 15

Used AircraftMarketplace

Welcome!Since 1978, Aviator Hot Line® has been a leader

in bringing aircraft buyers and sellers together. Our mission is to bring you the best selection

of used aircraft at the best market price. Throughout this section, you’ll find quality

aircraft, all priced to sell. Enjoy shopping Aviator Hot Line®’s Used Aircraft Marketplace!

Location in Alaska • [email protected] 907-315-6006 (Chuck) • 907-354-6203 (Nick)

TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90 HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location • $109,500

1946 PIPER J-3 CUB/PA-11 • N71081

Located: JACKSON, MS (KJAN) • [email protected] Paul Alexander • 662-392-5034

TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI, Right Engine: 2562.0 Hrs, 2298 Cycles SMOH, 61.1 Hrs. SHSI, Annual Due: FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345 w/ADS-B In/Out, GTX 327, Bendix KMH 820 TCAS/TAWS • Reduced Price: $649,000

1978 ROCKWELL / COMMANDER 690B-10 • N20MA

Located: Troy, Alabama (TOI) • [email protected] Kenny Campbell: 334-372-7283 or 334-566-1563

Built by Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75 Hours, PROP: MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/Com/GPS, 340 Audio Panel, 327 Transponder. Century NSD360 HSI • King KX155 with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000

2005 THUNDER MUSTANG • N451KC

MONTANA Location (MT53) 406-499-2756 • [email protected]

Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O.

1998 PIETENPOL GREGA GN-1 • N4FQ

El Cajon, CA (KSEE) 916-532-8004 • [email protected]

TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop, Appraised by Air Assets on 09/16/19--Market Value: $113,500 • Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits Polyfiber • Annual is Good Until February 28th, 2021 • Always in a Museum or Hangar • ONLY $99,999

1934 STINSON SR-5E RELIANT • NC14187

Convenient FLORIDA Location 612-387-2486 • [email protected]

TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System, No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL, Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper Cherokee 6/300

1969 PIPER CHEROKEE 6/300 • N8950N


4 AERONCA



4 BEECHCRAFT









4 BELLANCA



4 CESSNA























[email protected]



4 AERONCA



4 BEECHCRAFT









4 BELLANCA



4 CESSNA























[email protected]



*Confi gurations and capabilities are subject to compatible equipment and aircraft type.

© 2021 Garmin Ltd. or its subsidiaries.

SWITCH OUTYOUR VIEW

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8 THE VIEW from HERE • Jennifer Dellenbusch

8 LETTERS to the EDITOR

10 CESSNA FLYER EVENTS

14 THE HIGH and the WRITEY • Kevin Garrison

16 QUESTIONS & ANSWERS • Steve Ells

22 REGULATORY CIVICS • Joseph Corrao

Prop & Cowling

Cockpit & Fuselage

All controllers throughout the world are required to speak English except for the controllers working at Indianapolis Center. Nobody understands what they are saying.

60 NEWS

72 ADVERTISER INDEX

74 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING

Tail & Rudder

May 2021 • Volume 18 • Issue 5

COVER: TR182 Turbo Skylane RG II.Photo by Jim Lawrence.

28 AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 • Robert Marks

32 FOREFLIGHT SENTRY PORTABLE ADS-B RECEIVER • Mike Davis

38 WHAT YOU NEED TO KNOW BEFORE YOU BUY A RETRACT 182 • Troy Whistman

52 DESTINATION: CINCINNATI • Kevin Garrison


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Airworthiness Directive CF 20202-10COMING SOON


By JENNIFER DELLENBUSCHThe View from Here Letters to the Editor

Send your letters to [email protected]

Social Distancing and the Simple Pleasures of GA Flying, April 2021

The article looked good. Your crew (you) do such a nice job with the graph-ics. Well done and thanks.

Jeffrey Chipetine

Thanks, Jeff. Pierre Kotze is our designer, and he does a great job.

Blue skies,Jennifer Dellenbusch

Hi Jen, Hope all is well with you and Kent. I

also hope you have a few extra issues of April’s Cessna Flyer magazine available so that we can share one with a friend. Ed Abrams owns/flies his Cessna 206, is a long-term Cessna Pilots Society member, and does a huge amount of charitable work with his airplane, most notably Young Eagles and Pilots N Paws animal rescue flights.

All of us CPS members know the lovable Jeff Chipetine, who wrote the great article you published in April. Ed Abrams was one of the pilots fea-tured in that article, as was N206EA (formerly N167TH); both are in the magazine pictures.

Jim Epting

Hi Jim!We are well. I hope you and Tami are

too! I will happily send a copy to Ed—and

anyone else who wants one (until we run out).

Blue skies,Jennifer Dellenbusch

PILOTS HAVE OPINIONS.LET'S HEAR YOURS.

Send your letters [email protected]

What’s InsideI’ve got so much more to think aboutDeadlines and commitmentsWhat to leave in, what to leave out- Bob Seger

AS WE COMPILE the material for each monthly magazine, we are conscious of choosing content that is relevant for the Cessna ownership experience. Fortunately, we have access to incredibly talented professional writers. We also receive great contributions from members. Your experiences owning, flying, and maintaining your Cessna are worth sharing.

I believe that a good mix of stories makes for an enjoyable read. According to Wikipedia, “At its root, the word 'magazine' refers to a collection, or a storage device or facility.” We assemble a collection of worthy items and stuff them into our magazine each month. This month, for example, we have three member-contribu-tors; Mike Davis, Robert Marks, and Troy Whistman discussing three very differ-ent topics. Troy uses his experience as a TR182 owner to help others understand the retractable-gear 182s. Mike provides a review of the Foreflight Sentry. Retired air traffic controller Robert Marks enlightens us about ATC procedures and has some fun along the way. Speaking of fun, where would we be with Kevin Garrison’s monthly missive? This month, quite coincidentally, he also tackles the subject of ATC, but with a very Kevin-like twist.

Have you ever wanted to comment on an Airworthiness Directive, but didn’t know where to start? Now you do—turn to Page 22 and allow Joseph Corrao to walk you through the process. Have you wondered how much hail damage is too much? Check out the answer in Q&A on Page 16.

These articles and more await.I’ve heard from some of you that we don’t have enough about your specific

Cessna model variant in each issue. With limited space, what to leave in and what to leave out will always pose a bit of a conundrum. We do have other ways that we support your particular Cessna—with parts locating, technical support, and online forums, to name a few. We are exploring additional ways to meet the most specific of the Cessna-specific requests, so stay tuned.

Blue skies,

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Events

CFA Event

JULY 24–25, 2021 — WAUPACA MUNICIPAL (KPCZ). THE 17TH ANNUAL GATHERING AT WAUPACA. CFA’s annual pre-OSH event with fun, food, and friendship. Early Bird rate of $125/person ends May 1. Saturday receptions, seminars and banquet on Sunday, motor coach to AirVenture (July 26–Aug. 1). To register for the Gathering, visit thegatheringatwaupaca.simpletix.com. Book your room at Comfort Suites at Par 4 Resort by phoning 715-942-0500. Group name: Aviation Group. ($129/night when booked by June 1, 2021). Visit CessnaFlyer.org for more information.

Featured Events

JULY 26–AUG. 1, 2021 — OSHKOSH, WI. WITTMAN FIELD (KOSH).EAA AIRVENTURE OSHKOSH. Experience the largest annual gathering of aviation enthusiasts. From unique, historic aircraft to world-class daily air shows, you don’t want to miss the World’s Greatest Aviation Celebration. For more information, visit eaa.org/en/airventure.

SEPT. 18, 2021 — OCONTO, WI. OCONTO BAKE MUNICIPAL AIRPORT (KOCQ).OCONTO ELKS FLY-IN 2021Come celebrate 75 years for the Oconto J. Douglas Bake Municipal Airport from 9 a.m. to 4 p.m. Flyovers will take place all day and planes of all types will be on static display. Activities include classes for pilots, vendors, the Car and Tractor Show, and a military encampment display. The Northern Aces RC group will have their planes on display and flying throughout the day. Automobiles and tractors will be on display all day. Dash plaques given to the first 200 vehicles.Enjoy music, great food, and shopping at all the craft vendors. There will be something for everyone in the family. Kids 12 and under are admitted free. $5 fee to exhibit vehicles. Free parking. Shuttles provided by Whispering Pines Tree Farm and Kobussen Busing. Visit ocontocounty.org or call (920) 373-6948 for more information.

Due to COVID-19, some events might be canceled. Contact event organizers prior to date for current status.

continued on Page 12


Events Continued from Page 10

Upcoming FAA WINGS-eligible Webinars with Kevin Garrison

MAY: Fuel Management “Source, Force, Course”

JUNE: Weather Decisions “I've Looked at Clouds From Both Sides Now”

JULY: Know Your Limitations “Airplane and Personal—There are Limits”

AUGUST: Landings Equal Takeoffs

SEPTEMBER: How to Prepare for a Checkride or Flight Review “Nobody Wants to Bust”

Dates and times to be announced. Check this space and online.

Past webinars can be viewed on our YouTube channel: youtube.com/channel/UCq5m8Oo2YzSfu8qBovBYvbA

or on our videos page:cessnaflyer.org/knowledge-base/latest-member-videos.html

4912 SOUTH COLLINS • ARLINGTON MUNICIPAL AIRPORT • ARLINGTON, TX 76018800-759-4295 • FAX 817-468-7886 • e-mail: [email protected] • www.vanbortel.com

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By KEVIN GARRISON

Air Traffic Control (or ATC, for short) has been around since those heady days of the late 1920s and early 1930s; back when a cigar was a cigar, Little Orphan Annie’s par-

ents were still alive, and Avgas went for three cents a hogshead.It all began, as all good stories do, one dark and stormy night

when there were exactly two aircraft in the sky over The Home of the Brave. Both aircraft were approaching the same airport in upstate New York at the same time, and neither knew the other one was there!

Nothing happened, of course, and this non-happening event, like many others in our nation’s history, led to a government study, the spending of gillions of tax dollars, and the formation of a vast, overbearing government agency. ATC was born!

Many vital questions came up during the hearings that were subsequently dubbed the “RVSM” which we all now know stood for “Regional Vertical Stupidity Mitigation.” The entire thing was portrayed in a movie titled “I Need Twenty in Trail!” starring a young Jimmy Stewart with June Allyson playing his understanding and adorable wife, Trixie.

The Congress of the United States, after many meetings, government-paid luncheons, and fact-finding missions to the airport bars in Singapore, Miami, and Tallahassee, came up with and passed the “Aviation and Tobacco Industry Omnibus Trade and Sky Safety Bill.”

This wonderful piece of legislation led to the formation of the airlines, ATC, National League Baseball, and the FAA. It also established the very first no-smoking light on commercial aircraft.

Because we won World War II, our nation’s air traffic control system is marveled at and copied by every other nation. All controllers throughout the world are required to speak English except for the controllers working at Indianapolis Center. No-body understands what they are saying.

Air Traffic Control is a part of the FAA, which we all know has been an essential part of the United Federation of Planets ever since first contact was made with the Vulcans back in 1945.

The purpose of ATCSo, what does ATC do?Honest to goodness, I wonder that all the time!I was so curious that I looked for the answer to that great

question using a large paper thing we all used to lovingly refer to as a book. This book is the FAR/AIM. It is a heavy tome printed for you free of charge by the government and is thrown once a year into the wet grass right next to your dry mailbox by furloughed airline pilots on bikes.

Here is a detailed, numbered list of what the FAR/AIM has to say about what Air Traffic Control does:

1. Keep dumb pilots from running into each other all the daggum time.

Yup. That’s it. The avoidance of multiple aircraft smacking into each other in the skies and on the ground of our nation is the entire “raison d’être” (from the French, meaning “raisins are extra”) of our ATC system.

Of course, there are many, some would say, thousands of ways ATC can prevent us from smacking into each other like the Three Stooges at a hammer-throwing contest. These traffic controlling techniques have been honed to a razor’s edge. You may recognize a few of these:“Twenty in trail”

ATC tells everybody arriving at a big airport that they suddenly need “twenty in trail” to keep us from careening into each other. Twenty of what? I have no idea, and they have never volunteered the information. Just expect a lot of vectoring or some holding when you hear this.Metering

This technique is how ATC controllers find time to go to the bathroom or eat lunch. They can’t stay at their screens all day without a break, so they came up with telling pilots that “meter-ing is in effect,” and they must wait at least 20 minutes before bothering ATC again with their insipid demands to go flying.The computer is down

This technique is used at least twice a year to allow control-lers and pilots alike the opportunity to repaint the guest bed-room or maybe go fishing. Nobody knows where this computer is or why it is so important, but if they say it is out, you cannot go flying without a hand-written note from the President on official White House stationery.

ATC familiarization ridesBack in the days when I aviated as an airline person, we

used to have air traffic controllers riding with us on our cockpit jump seats. This was a way for them to become familiar with our inflight procedures, our problems, our concerns, and the latest tax-deferred investments we were involved with.

These rides enhanced controller-pilot communications and safety, and it was an excellent way for a controller to glom a free ride to Hawaii or West Palm Beach. I never once had a control-ler ride along on a flight to Newark or Toledo.

This practice, although safety-enhancing, was abolished a few years ago for two reasons.

1. The pilot’s union complained that we never got to sit with

The High & The Writey

Getting to Know ATCFormer airline captain and perpetual jokester Kevin Garrison takes on Air Traffic Control.


All controllers throughout the world are required to speak English except for the controllers working at Indianapolis Center. Nobody understands what they are saying. controllers at their job for hours at a time complaining about our spouses and our jobs. And:

2. A fear that if we got to know each other “too well,” it might lead to our becoming best friends and uniting against those awful Federation of Planets managers, which could violate the Prime Directive.

Components of ATCThere are three basic units of Air Traffic Control that you

will be responsible for remembering if you intend to pass this class. (I’m talking to you, Chad).

They are the ATC Center, The ATC TRAPCON/RAPCON/MAPCON, and the Control Tower.

ATC Centers are large buildings spread like wadded-up off-brand tissues over our various states' and colonies’ width and breadth. They control, or at least make a reasonable attempt at controlling, en route aircraft that are only trying to get home for Christmas, for goodness sakes.

The ATC TRAPCON/RAPCON/MAPCONs are housed in buildings near “major” airports. Major is defined as large enough to contain at least three Sbarros, two Starbucks, and five of those coin-operated massage chairs.

The function of this ATC unit is to make sure all the air-planes line up for approach to the airport correctly. This unit also is responsible for losing baggage, catering, gate holds, and yelling at us General Aviation pilots when we accidentally wan-der into their precious Class B airspace.

The tower is that tall building at your airport that you may have wondered about. There are people up there who bark com-mands like “Sit!” “Stay!” “Do a three-sixty!” and “Go around!” They usually seem pretty wound up, so I try not to call or bother them unless it is absolutely, legally necessary.

There you have it. You now know more about the ATC system, and the intrepid ATC controllers than Jimmy Stewart or June Allyson ever knew. Now, when you meet a controller at a party, you can engage them in conversation. They are really nice people.

KEVIN GARRISON’S aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006, and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to [email protected].

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By STEVE ELLSQuestions & Answers

Q Can you help me with determining what needs to be done, if anything, about hail dents to a Cessna 182T Turbo Skylane? The hail damage is present on both wings, both

ailerons, both flaps, horizontal stabilizer, both elevators, fuse-lage top skins, and cabin top skins.

Steve

A Here’s the reply I got from Cessna:Regarding hail damage, typically damage that is more than

1/8-inch deep we recommend it be replaced. We advise to in-spect each hail strike area for cracks in the skin and inspect structure under the skin for damage. If no skin cracks or substructural damage is found and it’s not more than 1/8-inch deep, it may be left as is or filled, sanded, and painted. Control surfaces with damage aft of the hinge line meeting the above acceptable inspection criteria should be left as is or replaced. DO NOT FILL.

Any damage to the underlying structure or any composite structure we will need a damage report with all details.

The 1/8-inch go/no-go criteria was derived from a test program that Cessna performed years back. What we learned was that 1/8 inch is the maximum dent depth that can occur before any disbonds begin to occur. In other words, with minor dent damage (less than 1/8 inch deep), the technician could consider paintless dent removal or eddy current [testing] and upon successful NDI [nondestructive inspection], restore to contour with aerodynamic filler except for control surfaces aft of the hinge line.

In locations where the dents are many, we usually recommend part replacement due to aesthetics and multisite damage. [We also recommend replacement] where the mechanical properties of the skin are no longer known due to the hail dings.

The link to the Textron Aviation webpage for submitting photos and other information to Cessna engineering for damage evaluation is at ww2.txtav.com/service/tasdaq.

Happy flying,Steve

Q I am a longtime Cessna Flyer subscriber. I own N314PY, a 1972 Cessna 182P Skylane. It is nicely maintained and configured.

I do some volunteer flying for SouthWings. (SouthWings is a conservation organization. —Ed.) Normally, the researchers get the photos they need out a back window. The window is new and unscratched back there, and there is no landing gear in the field of view.

However, one researcher felt, for his needs, he could not

be photographing through a window. He said he has photo-graphed out the baggage door of a Cessna 182. I have never heard of this.

I do, now and then, remove my back bench seat. I have an updated weight and balance for this. This would open up plenty of space for a photographer to photograph out the baggage door.

But I have never heard of flying without the Skylane bag-

gage door. Have you? Can I simply have my A&P remove it (log-ging the removal, of course)? And can I expect the plane to fly effectively the same? Or is there some STC that allows removal and reattachment? Or can I, as the owner, take it off and put it back on like I can the bench seat?

Thank you for any guidance on this.Bill

A I used to own a 1966 Cessna 182; a fine airplane. And thank you for donating your time and the use of your airplane to a worthy cause.

I’ve checked, and there is no approval that I am aware of to fly with the baggage door removed. I called Cessna and the United States Parachute Association (USPA).

However, I did find an approval to modify the co-pilot’s door for skydivers. That mod would require structural changes and would cost a lot of money. In it, the door is hinged along the top. When opened, the door pivots at the top and rests against the bottom of the wing. It’s a big expense that is probably not prac-tical for this use. (See "Cessna 182: World's Most Popular Jump Plane," Cessna Flyer, September 2020. —Ed.)

Many years ago, I witnessed a friend remove the door of his Skylane so a parachute jumper could do a few jumps. It was not an approved mod, but the pilot told me there were no control problems with the door removed. (The USPA does have a STC,

I’ve checked, and there is no approval that I am aware of to fly with the baggage door removed.

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Questions & Answers

SA40CE, for removal of a cabin door, but it is only approved for the Cessna 182E. —Ed.)

My gut feeling is that if you’re flying with the right main cabin door removed, it doesn’t affect the flying qualities of the airplane.

I doubt that flying with the baggage door removed will cause any problems more difficult than dealing with flying dust and debris. But as I said, my search (cursory, I’m afraid) did not reveal any legal way to do it.

If your airplane has a door window on the right (co-pilot’s) side that opens, remove the screw that limits the window open-ing and let the window open. Hold on to the handle and ease it up against the wing. It will stay there. With it up and out of the way, your photo pal will not have a window to contend with.

Lastly, if you have a window that opens on the pilot’s door (more common), the screw that holds the limiting arm can be removed, which would clear the way for photography. The pilot would have to fly from the right seat, but that’s the easiest way to give the photographer the windowless option.

Happy flying,Steve

Q I have a 1977 Cessna 182Q Skylane and would like to replace my seat belts, front and back, with new. Do you have experience doing this and where should I obtain

the belts?Don

A Good move. Many owners don’t realize that seat belts don’t last forever. As I understand the rules, if the data tag on any one of the belts is defaced or worn off, the belt is no

longer considered airworthy.Aircraft Spruce and Specialty offers basic replacement sets

in black, brown, tan, navy blue, royal blue, gray, red, and green. BAS Inc. also offers sets of standard metal-to-metal seat

belts, but you might want to consider the BAS upgrade from the Y-style three-belt system to the BAS four-belt (over both shoulders) system. It’s like a military system and has an inertia reel that permits needed movement when strapped in.

Other belt suppliers include Alpha Aviation and Wag-Aero, among others. There’s also a lot of information in Dennis Wolter’s article, "Renovating an Interior Part Twenty: Passenger Restraints" which ran in the February 2021 issue of Cessna Flyer.

Happy flying,Steve


Many owners don’t realize that seatbelts don’t last forever.


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Questions & Answers

Q Can I just pump up a low strut on my Cessna 150 by hooking up a small compressor, like one I use on my car tires?

Joe

A You can, but it is not a great idea. Nitrogen is recommended. The oxygen and moisture in the compressed air will promote corro-

sion and breakdown of the fluid.Kristin Winter (A&P/IA)

As Kristin said, yes, compressed air can be used, but it’s not ideal. Installing an air “dryer” in the line between the compressor and the air chuck is a smart move. I doubt your small compressor can provide enough pressure to extend the strut from a flat position.

You will probably need to have a friend push down on the tail (lay across the fuselage near the front of the vertical fin; do not push down on the horizontal stabilizer) to extend the strut before adding the air charge. After


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In our last installment of Regulatory Civics, we discussed using publications of record—the Federal Register, Canada Ga-zette, and official publications by the European Union Aviation

Safety Agency (EASA)—to maintain awareness of what civil aviation regulatory agencies in the United States, in Canada, and on the European continent are planning and doing.

In this installment, we begin a discussion of how to influence the plans and doings of the agencies that regulate you.

In each of the three systems mentioned, proposed regu-lations are published in the respective publication of record, together with a public invitation to comment, and the address to which comments may be directed.

As the regulatory process unfolds, publications will include estimates of costs and benefits based on more or less rigorous analyses and more or less reasonable assumptions, a recitation and comparison of the options considered, and a more or less reasonable justification for selection of the proposed option. Use of the phrase “more or less” in this paragraph is not stylistic; it is literal.

Some analyses are rigorous; others are flawed or haphazard, typically underestimating costs and overstating benefits. Some justifications are well-reasoned and seem obvious; others strain credulity or are simply ridiculous. The ratios of rigorous analy-ses to haphazard ones and credible justifications to others vary from jurisdiction to jurisdiction; we will return to this topic in a future column in this series.

In some cases, the regulatory process may start with publi-cation of questions or a general request for information designed to clarify a problem for subsequent regulatory consideration.

For a helpful overview of the regulatory process in the Unit-ed States, turn to the "U.S. Guide to the Rulemaking Process." In Canada, you'll need to look for the "Guide to Federal Reg-ulatory Development Process." For the EU, that information can be found in two places; an unofficial guide named, "What are the Steps of the EASA Rulemaking?," and an official guide; "Rulemaking Explained." Links for all of these can be found in Resources at the end of this article.

Instruction for submitting comments is provided in each publication that invites them; read the instruction carefully and follow it. Comments not in response to a specific invitation should be submitted the same way; reviewing earlier publica-tions concerning the same issue usually yields the necessary information.

Every publication in the regulatory process is subject to comment regardless of whether comments are invited. The influence comments have, particularly at the later stages of rulemaking, varies considerably depending on how well-con-structed the comment is, and how well-aimed.

Back to basicsAt one time the basics of journalism were taught in U.S.

elementary schools, if you can believe it. Perhaps you, too, can remember a teacher or two reminding you at a tender age to address who, what, where, when, how, and (if you know) why in a writing class. It seems this heretofore timeless advice has been supplanted recently by instruction to writers to “say what you feel.”

The former advice is the right advice for writing comments on regulatory proposals and documents. Regulatory agencies cannot justify decisions by reference to how you feel. They need the basic facts.

WhoWho is you. Identify yourself early in the first paragraph of

your comment, including a description that indicates you have experience or expertise that bears on the topic and a stake in the outcome. Here are some examples to get you started—don’t copy them; write your own introduction along these lines:

A small business: ACME Aviation is an airplane propeller repair facility recog-

nized as a small business by the U.S. Small Business Adminis-tration. We employ three full-time and four part-time staff and contribute $2.5 million annually to East Halfacre, Nevada; our hometown. Our customers are the owners and operators of air-planes ranging from individual owner-pilots to nationally known aviation museums and collectors.

An individual: I am the pilot [or owner or owner-pilot] of a single-engine

SurlyBonds 250 airplane that I use for personal transportation and to support my work as a [whatever].

Through my aviation activities, I personally contribute over $10,000 annually to support aviation businesses in and around my hometown of East Halfacre, Nevada. I am instrument rated and have 1,000 hours of flight time in my logbook, about half of it on instruments.

WhatWhat is a summary of the proposal, issue, or aspect of the

document that will affect you. Here are examples using the small business and individual profiles above:

A small business: At Page 3, Paragraph 2 of the [name of the document you are

commenting on] that was published on [date], you propose to require shops like mine to discard old versions of repair manuals

By JOSEPH CORRAORegulatory Civics

Comment BasicsHow to most effectively influence the agency that regulates you.


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and to keep on the premises the latest version repair manual for each item we are qualified to work on.

An individual: At Page 3, Paragraph 2 of the [name of the document you

are commenting on] that was published on [date], you propose to require owner-pilots like me to equip our aircraft with radar altimeters for use when landing at primitive landing sites.

Where, when, and howWhere, when, and how are your statements of the proposal’s

effects on you. Location, timing, and manner are all relevant, but one or more of these aspects of the impact may be more relevant than the others; start with the most relevant and fill in the others as you go.

Avoid angry words and emotionalism; stick to facts you can point to or prove and include as many relevant facts as you can. Relevant facts are those having a real connection to the issue, which sounds simple but has proven difficult to gauge for many commenters.

I once worked with a passionate person who insisted the fact that he was a military veteran was important in persuading the FAA to permit him to do something. If the FAA had the power to take that into account, I’m sure it would have with enthusiasm; unfortunately, the person’s status as a veteran had nothing to do with the merits of his proposal.

Here are some examples of how you should approach it:

A small business: This proposal will harm my shop and shops like mine in two

ways. First, when manufacturers change designs or improve equipment, they often remove information about older units from their new manuals.

If shops like mine cannot keep our older manuals, we won’t have ready access to the information we need to main-tain those older units, many of which may keep operating for many years. That will severely limit our business and have very negative effects for all our customers who have that older equipment.

For example, ACME Propellers (no relation to our shop, ACME Aviation) stopped manufacturing the GreaseMaster Model 100 prop governor 25 years ago and hasn’t included drawings, specifications, or part numbers for that model in its manuals for more than two decades, but company data indicate that over 400 of those units, and possibly as many as 600, are still flying.

Your proposal says the new rule is needed to enhance safety, but we are unable to see how safety is enhanced by forcing us to jettison maintenance information that is needed to keep equipment like the GreaseMaster Model 100, and many others, operating correctly.

Second, the requirement to have on the premises the latest repair manuals for each item we are qualified to work on creates a great burden because we see some of those items very infre-quently; some of them we have seen only once in a decade.

The cost to acquire and store all those manuals is very great, cumulatively in the hundreds of thousands of dollars. For example, GreaseMaster’s price for a new manual for the Model 2000XLi SmartProp governor is $90,000.

There is no safety benefit associated with this proposed requirement because we, and shops like ours, are already re-

quired by the regulations to obtain the necessary data before we start any work.

An individual: The cost to equip with a radar altimeter far outweighs any

possible safety benefit. A radar altimeter for my SurlyBonds 250 costs over $6,000 and installation would add another $2,500 to $5,000, for a total near or exceeding $10,000. There is no reason-able safety justification for making me incur this expense.

First, I will never land my SurlyBonds 250 at a primitive landing site in normal operations. The SurlyBonds’ tricycle gear is not suited to operation on rough surfaces, and my insurance limits my operations to paved runways.

Second, if I were forced by an emergency to land at a primitive site, a radar altimeter would do me no good; the radar altimeter would tell me how high I am wherever I am, not what sort of terrain I’m over or heading to.

In fact, referencing the radar altimeter would take valuable time away from my scan outside the airplane; in an emergen-cy—which is the only time I would even consider landing at a primitive site—the radar altimeter could compromise my safety by distracting me rather than make me safer.

Finally, a careful review of NTSB accident reports indicates that there is no trend of accidents involving SurlyBonds 250 airplanes, or any airplanes like them, in which the presence and use of a radar altimeter might have made any difference in the outcome.

This proposal is all cost and no benefit as applied to owners and pilots of my airplane and others like it.

WhyWhy can be either a powerful way to wrap up a comment or

an equally powerful way to undermine it. Explaining why this is-sue is important to you and why the proposal should be adopted, changed, or abandoned amounts to a summary of the argument you just made and, carefully done, can help plant your points in the reader’s memory.

Trying to explain why the author of the proposal is propos-ing it—what their hidden and presumably malicious motive is—can undermine your credibility by making you sound like a crank. Some examples of good why arguments:

A small business: It is very important to me, my employees, my customers,

my business, and my community that you withdraw and rethink these two proposals. Each proposal will impose significant burdens on my shop’s ability to maintain the proper operation of equipment our customers rely on for their safety.

Discarding our legacy repair manuals would make it difficult or impossible to work on older versions of items we are oth-erwise qualified to maintain and repair; and acquiring new manuals for all the items we are qualified to work on will cost us hundreds of thousands of dollars, much of which would not be recouped for decades, if ever.

Neither action will enhance safety because we are required by other regulations to have the necessary data anyway before we do the work. Either action will severely burden my shop’s ability to pay our employees, and that will have negative conse-quences for my hometown and our whole region.

The costs are great, and the benefits are nonexistent or very close to it. These proposals should be withdrawn.


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An individual: As a non-commercial owner-pilot, I count on the FAA as a

safety partner in my flying. I rely on ATC to help me stay safe in the clouds, on airworthiness information bulletins and ADs to avoid catastrophic structural and mechanical problems, and on the operating regulations as smart, time-tested, reasonable baseline boundaries for safe flying. This proposal has none of those characteristics and seems out of character for the FAA.

Requiring me and owner-pilots like me to purchase and install radar altimeters will not keep us safe or help us avoid catastrophic structural or mechanical problems.

Most importantly, this proposed requirement is not part of a time-tested reasonable baseline for safe flying. This proposed requirement is almost pure cost without offsetting benefit. It should be withdrawn.

Other outcomesWhen I sat down to write this column, I did not anticipate

that both hypothetical situations would end with pleas to withdraw bad proposals. Other outcomes are possible, such as asking the FAA to adopt a proposal because it enhances safety in a smart, cost-efficient way, and asking the FAA to modify a proposal to make a good one better or a bad one acceptably good.

Writing an excellent comment to the regulatory authority is not difficult. No one is in a better position than you to do it, and no one will be more helpful and persuasive to the authority when you provide facts about how the proposal will affect you.

Next time: Comment Strategy, Part 1.

JOSEPH CORRAO is an aviation attorney, former aviation association vice president for regulatory and international affairs, and U.S. government regulatory specialist. He has represented industry and government interests in, and chaired, managed, or staffed, many federal advisory bodies including more than a dozen subcommittees and working groups of the FAA’s Aviation Rulemaking Advisory Committee and FAA Aviation Rulemaking Committees, TSA’s Transportation Security Advisory Committee, ICAO’s Helicopter/Tiltrotor Study Group, and FAA’s Aircraft Certification Joint Harmonization Working Group in partnership with European civil aviation authorities. The views expressed in these Regulatory Civics columns are Mr. Corrao’s and not necessarily those of the Cessna Flyer Association nor Cessna Flyer magazine.

RESOURCESU.S. REGULATORY PROCESStinyurl.com/USRulemaking

CANADA REGULATORY PROCESStinyurl.com/CanadaRulemaking

EASA REGULATORY PROCESS (UNOFFICIAL)tinyurl.com/EASAUnofficial

EASA REGULATORY PROCESS (OFFICIAL)tinyurl.com/EASARulemaking

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Retired controller ROBERT MARKS walks through the sometimes-mysterious world of the folks in the high tower.

Few things in aviation bring the kind of blind and mute terror to a new pilot (and sometimes experienced ones) like the transmit button. Because on the other end of that button,

thar be dragons whose foul tempers and strange tongues speaking ancient spells lie in wait on all those who chal-lenge their skies.

Yes, these creatures live in lofty aeries, and in darkened caverns. They awake at strange hours, being neither of the day nor night.

Yet without these beings, aviation as we know it cannot exist. Stuck in a morbid symbiosis, each needs the other. Both hold ultimate power. One says “Unable” as their incantation, the other, “I have a phone number.”


I’m talking about pilots and Air Traf-fic Control.

Come with me, as your guide and storyteller, to visit this magical land of ATC. On our journey, I will point out the wonders of this mysterious world. You will hear stories unheard outside the Kingdom of Orders and Procedures. You will glean knowledge the common bird-person can only dream of having.

Let’s get going!We’ll start at my favorite point: me.

I’ve been a pilot since 1978. My passion for aviation led me from the U.S. Postal Service (I tell people I couldn’t stand the stress) and into a 27-year career as an air traffic controller at L.A. Center and Southern California TRACON.

Forced into retirement in 2014 by an outdated age restriction law that turned me into an ATC pumpkin, I now find my-self able to fly over 200 hours a year while writing and producing online content for King Schools. I love it.

The basicsThe U.S. Air Traffic Control system is

divided into three types of facilities.Air Route Traffic Control Centers:

These facilities control all the U.S. air-space. All of it. From the ground up. The

U.S. has 22 Centers, including one each in Alaska and Hawaii.

Terminal Radar: These facilities are delegated airspace by the Centers via very boring documents with illegible signatures. Generally speaking, their airspace is around 40 miles from the pri-mary airport, with top altitudes varying all over the place, but usually 15,000 feet msl to Flight Level 230.

Towers: The most recognizable of ATC facilities, these iconic glass-en-closed cabs are known the world over. They are sealed to keep the controllers from running away, while permitting the curious to see the silhouettes high above as they mosey about in their natural environment.

How it works (in theory)Air Traffic Control is an incredibly

complex and fine-tuned machine. Here in the U.S., we have the most efficient and safest air transportation in the world, by far. So, how does it all work?

The system is set up like a relay race. The trick is to get rid of the baton you have as fast as you can because that’s the only thing the runner (controller) behind you is thinking to do to you. Let’s start with a simple VFR call-up to the first re-

lay runner in the race, Clearance Delivery (CD). Many times, CD is combined with Ground Control, so your mileage may vary here.

CD takes your information and inputs it into a keyboard that is probably laid out A-Z. How come it’s not a QWERTY keyboard?

Fun Fact No 1: In the ancient days, when the Automated Radar Terminal System (ARTS) came into being, its 1960s computers were slow and prone to crash-ing. Some gifted controllers were able to transition from stone tablets directly to typewriters. The ARTS would get overload-ed if someone knew how to type, so the A-Z keyboard slowed them down enough to help prevent overloads.

OK, back to the present. CD enters your callsign, destination, type of air-craft, and sometimes altitude. The com-puter spits a code back, CD gives you the code, and tells you to call Ground. Baton passed.

Ground Control has the baton and is entering the first turn. You call them with your location, request, and the ATIS code.

Fun Fact No. 2: Rumor has it that tower controllers never learned the alphabet and that’s the reason for the A-Z keyboard. They

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Ground taxis you out, maybe issues you an initial flight clearance, and tells you to contact Tower. Baton passed.

Tower gets you onto the runway, and off you go. Now, that squawk code you got is crucial. It is used by the ATC equipment on the ground to associate the information you gave CD with your radar target. Tower, or “Local,” will make sure that the correct data block tags up with your airplane.

Why? Because they can physically see you and the radar screen, and cor-relate the two. If the tower doesn’t have radar, Departure Control will have you ident to confirm it really is you.

Fun Fact No. 3: The ATC automated radar systems only know squawk codes. If you come up on the wrong code, you may suddenly find your Cessna 150 tagged up as an Air France Super. That is easily remedied for you, but it starts the flight plan process-ing for Air France and controllers have to manually suspend it. They will be mad at you and question your patriotism.

Tower sends you on your way and switches you over to Departure Control. This is the in-between facility that will work your flight to about 40 miles away

from the airport. Baton passed.Some approach/departure facili-

ties are standalone, where they work traffic to a primary airport and some surrounding ones. Others, like SoCal Terminal Radar Approach Control (TRACON), are “consolidated,” made up of previously individual facilities, and now serve multiple large airports and numerous surrounding ones.

If your flight is going to take you into the airspace of another ATC facility, then a “handoff” becomes necessary. Every baton pass I’ve mentioned is a form of handoff. Most facilities have automation to handle this task, with your data block flashing in one form or another to the receiving controller.

When that controller accepts you, (the baton), the data block from your cur-rent controller changes. When you hear, “so-and-so isn’t taking the handoff…” now you know what that means. If VFR, usu-ally the baton is dropped. If IFR, it means we spin you like a top.

A controller has to have positive permission to enter another control-ler’s airspace. And you get “spun.” We can’t cancel your IFR flight plan, so the baton gets danced around all over the sky until the next controller accepts the handoff.

The next facility you may go to is an Air Route Traffic Control Center (ARTCC). They have the largest swaths of airspace, designed to handle high-al-titude and high-speed traffic. Some sectors are so large they have multiple communication sites.

Fun Fact No. 4: Centers can give you VFR flight following below 18,000 feet, and above 60,000 feet. Keep that in mind if you get in a really strong updraft.

This entire process is reversed as you get closer to your destination.

Next time, we’ll discuss Air Traffic Control and the student pilot.

ROBERT MARKS has been a pilot for over 40 years and holds a commercial multi-engine certificate and instrument rating. He is a retired air traffic controller and currently works as a writer, producer, and director for King Schools. His home airport is Montgomery-Gibbs Executive Airport (KMYF), in San Diego, California.


The Sentry provides dual-band ADS-B traff ic and weather, as wel l as a CO sensor and alarm system.

By Mike Davis


May 2021 / Cessna Flyer • 33May 2021 / Cessna Flyer • 33

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As most Cessna Flyer readers know, I am completing my reen-try into General Avi-ation after spending nearly four decades (wow, that seems like

a long time!) flying airline aircraft. For anyone that is entering, or, in my case, reentering General Aviation, one of the first recommendations from the GA community is to subscribe to ForeFlight and buy an iPad.

The days of unfolding sectional charts are (apparently) over, and getting com-fortable with electronic charting is not only important but essential in today’s GA flying. ForeFlight Mobile App is a sen-sational product, but I’d like to highlight another product the company promotes, the ForeFlight Sentry.

ForeFlight SentryIn July 2018, at EAA AirVenture

Oshkosh, ForeFlight introduced the Sentry as a full-feature ADS-B receiver; a follow-on to the simpler ForeFlight Scout. Developed in collaboration with uAvionix, the Sentry boasts a 12-hour internal battery, carbon monoxide detector, in-cockpit ADS-B weather, and traffic information. Additionally, the AHRS (attitude heading reference system) in Sentry will allow display

pitch and bank within Synthetic Vision in ForeFlight.

Many of us bought these ADS-B in-a-box solutions to use when renting aircraft and before the ADS-B tran-sponders became readily available (and required). Sentry is delivered with a suction mount, a USB-C charging cable, and a carrying case. The total price for the unit is $500 and can be purchased at Sporty’s in the U.S. and SkyFox and Kniebrett in Europe.

ExperiencesBefore I talk about the versatility

and usefulness of the Sentry, I’d like to include a couple of stories where the Sentry was invaluable. I recently finished a complete avionics upgrade in my Cessna 182 Skylane. It’s now outfit-ted with a complete Garmin panel; an absolutely great setup.

Honestly, I think I have more capabil-ity in my airplane than I had when flying the Airbus A330; but I digress. All that avionics magic depends on one thing; electricity from (in my case) a single al-ternator. Recently, while quite a few miles from home, my alternator shed the belt.

With my expensive avionics dying quickly, I pulled breakers on everything except the transponder. With a 12-hour battery life, I was not in any danger of the Sentry running out of charge.

Navigating home was a snap with ForeFlight and my ForeFlight Sentry, which provided me with synthetic vision and direct headings home. Had it been IFR, I’m confident I could have navigated to VFR conditions, but yes, I’d prefer not to need to do that.

In the second story, a colleague and friend, who (like me) recently retired, decided to buy a GA airplane. I told him to get that ForeFlight subscription and a Sentry, to use during his checkout and pre-buy flights.

He became comfortable with the Sentry and used it during all his training flights. He found an airplane, had a pre-buy done, and completed the deal. On his first extended flight, about 30 minutes into cruise, the carbon monox-ide warning on the Sentry sounded. How could an airplane with a fresh annual have a CO issue?

He silenced the Sentry and contin-ued. However, the warning sounded once again. Now, realizing the airplane had a serious problem, he opened all the vents and windows; any opening to get fresh air into the flight deck. Landing at the nearest suitable airport seemed the prudent thing to do, which they did. The local mechanic offered to take a look, and found a massive exhaust leak which was venting CO directly into their breathable area.

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Obviously, it is speculation as to whether a disaster was averted, but my friend is convinced he would not have realized the CO leak without the Sentry warning. So many pilots rely on those questionable chemical-based carbon monoxide sensors, or, worse yet, do not have any CO sensing in their airplanes. I see the stick-on carbon monoxide indicators in many airplanes, but after that first glance, I pay them absolutely zero attention.

The facts are most of us fly airplanes that are decades old, and our risk or exposure to CO is relatively high, so it’s vital your aircraft have a reliable carbon monoxide warning. From experience, even with noise-canceling headsets on, you will not have difficulty hearing the Sentry CO warning.

OperationThe setup instructions from Fore-

Flight Sentry are easy to follow and once set up, the unit confirms “Sentry Good” in the upper left, indicating ADS-B tower reception. For best results, the Sentry should be mounted on a window to maximize reception, but it can also be mounted on the top of the panel. It’s not necessary to be in the pilot’s field of view; for example, it’s possible to mount on a rear window as to not block your traffic scan.

The setup program allows the pilot to select left/right/center position for mounting. Sentry uses a Wi-Fi signal to connect to the iPad and ForeFlight maps. Most of us now fly with fully functioning ADS-B In and Out transponders and can’t imagine the “before ADS-B” days.

The traffic, weather, and overall situa-tional awareness enhance our threat and error management greatly, as we become more comfortable with the incredible amount of data we can amass in the cock-pit. Granted, the information generated by your transponder is excellent, but the Sentry provides great backup.

User reviewsThe feedback and product reviews

for the Sentry are overwhelmingly positive. By far the biggest complaint is that while the RAM mount suction cup provides a convenient and secure mount, the black rubber can leave marks on windshields. Most of these issues have been with suction cups that are mounted and left in position for extended times in warm/hot environments.

The days of unfolding sectional charts are (apparently) over, and getting comfortable with electronic charting is not only important but essential in today’s GA flying.


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The rubber becomes soft and in turn, leaves a round ring when the mount is removed. The solution is simple; remove the mount after completion of your flight. I keep my airplane in a hangar and leave the mount in position full-time and have never had an issue with marking the windshield. When I flew for the airline, we used similar RAM mounts for our iPads and were required to removed them from the windows at the completion of each flight day.

If a pilot prefers an alternative method of mount, there is a list on the Sentry website. ForeFlight provides trouble-shooting for anything Sentry-related via email.

The warranty on the Sentry is from uAvionix and extends for one year after purchase. It’s important to know that if con-sidering a Sentry, you will be married to ForeFlight Mobile; it will not work with Garmin Pilot app, FltPlan.com, or Jeppesen Mobile FD.

As I peruse the myriad aviation buy, sell, trade sites, I’ve no-ticed advertisements that state, “Just installed my new ADS-B transponder and am selling my ForeFlight Sentry as I have no use for it any longer.” I’ll admit I’ve taken advantage of a few of those deals, but personally, I would advocate for keeping that Sentry, or if you don’t own one, purchase it and use it contin-uously as you operate your aircraft. The backup and carbon monoxide protection are very cheap insurance.

MIKE DAVIS soloed on his 16th birthday. Since then, his flying has included over 2,000 hours of primary flight instruction, one corporate job, and four airline mergers. He is a CFI/CFII/MEI and is currently instructing in the

Beechcraft King Air 350 in North Carolina. Mike is the proud owner of a 1971 Cessna 182N Skylane.

RESOURCES

CFA SUPPORTER

SPORTY’S PILOT SHOPsportys.com/foreflight-sentry-ads-b-receiver.html

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FOREFLIGHT SENTRYforeflight.com/products/portable-ads-b-receivers/foreflight.com/support/sentry/

KNIEBRETT.CHkniebrett.ch

SKYFOX GROUPskyfox.com

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38 • Cessna Flyer / May 202138 • Cessna Flyer / May 2021

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TROY WHISTMAN examines the costs and benefits of the Cessna R182 Skylane RG and

TR182 Turbo Skylane RG.



When Cessna introduced the R182 Skylane RG to the flying public in 1978, it had a winner from the start. Building on the venerable straight-legged Cessna 182 Skylane’s stable flying characteristics and fantastic useful load, the R182 models added speed by allowing the pilot to fold

the gear up for most of the flight, at the expense of some additional systems complexities—and costs that come with them.

The TR182 models, which added a turbocharger and built-in oxygen for all four seats, boosted speed even further, bumped up the maximum cruising alti-tude, and yielded better performance numbers when operating at high density altitudes.

In this article, we will discuss the additional costs that come with operating a turbocharged or normally aspirated 182RG, and what you absolutely need to know when you start shopping for your own R/TR182.

To turbo or not to turbo? That is the question!The turbocharged airplane was created for a

reason. It flies higher, with a 20,000-foot (Flight Level 200) “Certificated Maximum Operating Altitude,” per the POH. Note that this is not labeled “Service Ceil-ing.” The TR182 is the only aircraft I know of that uses

that specific phrasing. While I am not encouraging you to do it, pilots have been known to easily top FL200 to stay out of thunderstorm tops or icing in the TR182.

Popular lore suggests that Cessna defined a “Certificated Maximum Operating Altitude” as a marketing ploy to move folks that wanted to fly higher into the T210 Turbo Centurion, with its FL270-FL300 service ceiling. The TR182 does have plenty of power to climb to high altitudes, and you’re authorized to carry maximum manifold pres-sure (31 inches) all the way to the top, but it does get cold up there.

It’s worth noting that the 20,000-foot value is listed in Section 2 of the POH as a limitation, so the prudent pilot would observe that number. Anything higher, and you’re a test pilot who best be exercising emergency authority. Have a good oxygen mask (can-nulas are a no-go above FL180), a warm jacket, and ensure your door seals and cabin heater are in good shape before exploring the Flight Levels. You’ll enjoy the amazing tailwinds that await you when flying eastbound at FL200.

If you do much mountain flying or summer flying in hot parts of the country, the turbocharged engine will also make the airplane feel far less sluggish when launching off that 9,000-foot density altitude strip, and you will climb to your cruise altitude more rapidly. Do

From straight-leg 182 to non-turbo retract 182 (R182), expect a 15-knot (11.5%) speed increase. You’ll get an additional 19% increase moving from the R182 to the TR182, if you’re willing to fly high.


you need a turbo to operate in the mountains? No, but your operating limitations will increase without one. While both the turbo and non-turbo aircraft feel the same air molecules flowing over the wing, the engine experiences entirely different induction airflow mass, and the turbo will make significantly more power. You will notice the difference.

From straight-leg 182 to non-turbo retract 182 (R182), expect a 15-knot (11.5%) speed increase. You’ll get an additional 19% increase moving from the R182 to the TR182, if you’re willing to fly high. While both aircraft do around 147 knots at 10,000 feet msl, the R182 drops to 143 knots at 14,000 feet while the TR182 increases to 174 knots at 20,000 feet.

Both models have comparable performance at 10,000 feet, but the speed advantage goes to the TR182 for those willing to fly high. The R182 will take 18 minutes to climb to 10,000 feet and be doing 330 fpm when it gets there. The TR182 takes 17 minutes to get to the same altitude, but will be doing 575 fpm, and 20 minutes later will have you at FL200, still climbing 400 fpm. Choose the turbo if you want to fly high and go far.

What to look out forYou’ve found one for sale…congratulations!

What’s next? After getting it locked down on contract with a deposit, arrange for a thorough

pre-buy by a R/TR182-knowledgeable professional. Here are some type-specific items to which you should pay attention.

Check for corrosionLook inside the wing bays, at the upper skin in

particular, as well as the ribs. Due to the openings at the forward and aft sides of the rear wing spar’s root, moisture can enter the wing. These are common loca-tions where corrosion first exhibits itself.

Also, look inside the aft tail sidewalls, accessible from the rear baggage area or by removing the co-pilot side exterior O2 tank access panel on TR182s. Fifteen minutes spent with a screwdriver and a digital camera can ensure you don’t end up with an RR182 (Rusting Retract 182).

Strut attach point inspectionIf the logs don’t indicate that the new AD 2020-18-

01 has been complied with, now is the time to check the area of concern from this AD. The AD requires repetitive inspections of the lower area of the forward cabin doorposts at the strut attach fittings on many Cessna/Textron 100- and 200-series aircraft. Take a good look per the AD. Owners that have found cracks report a $10,000 bill per side to have the applicable service kit purchased and installed.

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Hydraulic hose conditionHow long has it been since the oil

and fuel and brake reservoir hoses have been changed? How about the ones driving the nosegear actuator? Seven years is the typical recom-mended life limit. You may need to budget for replacement when mak-ing your offer.

Have your knowledgeable mechanic take a listen to the gear hydraulic pump operating in flight. Does it sound normal and is the cycle time appropriate? NTSB records for this aircraft type show that in-flight fires have started when hydraulic pumps keep running and overheat.

The pump is in your passen-ger cabin behind the lower center console. Make sure that pressure limit switch that disables the pump is functioning properly. Noise-can-celing headsets can mask the sound of the pump still running. I installed a red “GEAR PUMP ON” warning light in my TR182 Turbo Skylane RG to help me visually identify when the pump doesn’t shut off when it should.

Gear swivel fittings and gear leg inspectionBelow the rear seat’s carpet,

remove access panels to get a view of the gear swivel fittings, which route the brake lines inside the gear legs. Clean the area and leave clean paper towels placed below the fit-tings overnight (if possible) with the parking brake set. If they are dry in the morning, you have no leaks to deal with.

While in this bay, inspect the hydraulic lines that run through the area, especially directly below in-spection covers. The Cessna service manual calls for different length screws on each of the inspection covers, to avoid long screws abrad-ing the hydraulic lines.

Issues have been found when unknowing mechanics or owners have put long screws back in the “short screw” holes. Don’t have a gear-up landing due to a long screw in the wrong hole puncturing your hydraulic lines!

Verify that the main landing gear bolts are properly torqued or have drilled-head bolts safety wired, if allowed. Inspect the gear legs and actuators for any cracks or discrepancies.


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Engine bay inspection1978/1979 models had the battery

in the engine compartment. In 1980, the battery moved to the tail. Most consider this an improvement for both battery life and CG location. The R/TR182 models use a 235 hp Lycoming O-540 series engine with a dual magneto on a single drive. For-tunately, magneto failures have not been as prominent in these engines as they have been in other models with dual/single magneto arrangements.

Perform regular 500-hour over-hauls with a good mag shop, and ensure the magneto is secured with the proper clamp. The incorrect clamp will allow the mag to shift, affecting timing adversely. See photo Page 42, top. See Resources for a link to SEB11-3 for more on this topic.

STC’d dual electronic ignition systems are on the near horizon, which will eliminate this possible issue for those willing to spend a little money (see sidebar). While in the engine compartment of a TR182, note how the airbox is not sealed against the firewall.

High RPM runups over loose gravel have been

known to suck gravel up through the open cowl flap into the airbox, and that leads directly to the turbo, where the gravel will destroy your turbocharger vanes.

Now that you know this, you’ll be particular about where and how you do runups!

The intake and exhaust flanges on the Lycoming only use two bolts each, so leaks are more common than on three-bolt flanges. Check these for blue fuel staining or exhaust leak evidence and address as necessary.

Finally, the TR182 requires attention to the unique swash plate mechanism on the carburetor, which allows the cockpit throttle control to move the carb plate during the first half of travel, then activate the waste-gate during the second half of travel. This swash plate must be assembled properly and lubed regularly.

Every time the engine cowling is off, use Mouse Milk penetrating oil on the wastegate shaft and the wire-wound sheath that houses the wastegate actuator cable to help ensure years of trouble-free service.

Fifteen minutes spent with a screwdriver and a digital camera can ensure you don’t end up with an RR182 (Rusting Retract 182).

The TR182's throttle swash plate requires periodic lubrication.


Add-on safety itemsA fire extinguisher should be standard equipment on aircraft, but

many R/TR182’s shipped without one. Your mechanic can fabricate a bracket to place a properly sized fire extinguisher on the front pilot seat, as in late-model Cessna aircraft.

It’s sad when people die in otherwise survivable accidents due to hitting their head on the instrument panel. If the airplane doesn’t have inertia-reel seat belts, budget for STC’d belts to be installed promptly after purchase.


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Remember, it’s an older Cessna. They aren’t airtight airplanes and can suction exhaust gasses into the cabin due to the lower pressure inside the cabin. Have an aviation-grade CO monitor on board, use it, and heed its warnings.

Speaking of CO, do a good examina-tion of the gear well lining and baggage/door seals. These are common CO intrusion points on the retract Skylanes. Running the cabin air partially open helps pressurize the cabin and make it harder for outside exhaust to enter the cabin.

Operational considerationsThe leading cause of accidents in

the retract Skylanes is RLOC (Runway Loss of Control), due to the smaller, high-pressure tires and carrying exces-sive speed on landing. At altitude, learn to comfortably fly the airplane slow. 65 knots or less is great when landing, yet we continue to see people landing at 80 knots or more. Experiment with 20 degrees flaps versus full flaps, and know when it is best to use each.

When landing on grass, make sure the field is well-groomed and smooth, and realize that the smaller, high-pressure tires tend to hydroplane on wet grass. Fly it until it stops, keep it under control, and you’ll have years of safe landings.

1978 models were the only ones pro-duced with bladders in the tanks. 1979 models onward are wet wings. Here’s one simple tip to keep the wet wings from developing leaks: while the POH allows flaps deployment to 10 degrees at speeds as high as 140 kias, don’t do that!

The flap attach tracks are connected to the rear web/spar of the integral fuel tanks, and flap deployment at high-er speeds causes visible flexing that eventually leads to cracked ProSeal, and thus, leaks.

Maximum Landing Gear Operating Speed (Vlo) is also 140 kias, so use the gear to slow down, and reserve all flap movement until you’re in the white arc. Follow this one tip, and your chances of needing to reseal tanks greatly diminishes.

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Crunching the numbersThere is no arguing that it is a seller’s market as of the first

quarter of 2021. Skylanes of all types are in high demand, with nice examples being snatched up within hours of being listed, and often after a bidding war that results in the seller receiving more than their asking price! Cessna built 2,041 R/TR182’s and licensed the French (Reims Aviation) to build 70 airframes (FR182’s), for a total of 2,111 airframes built.

Not all are still flying, and that’s reflected in the slim pick-ings you’ll find when you go shopping. They are valued by their owners, and rarely come up for sale. The informed buyer will do their homework, understand the competitiveness of the market, research insurance coverages and costs, and be prepared to move quickly when the right airplane becomes available.

Being prepared to offer cash above and beyond what a bank will finance is a smart strategy, as actual selling prices in 2021 are often more than a bank will finance based on VREF data.

InsuranceLet’s get a common question out of the way. How much more

will insurance cost for a retract 182 versus a fixed-gear model? I asked aviation insurance expert Victoria Neuville of Aviation Insurance Resources in Frederick, Maryland, for her assistance answering this question. Victoria is a specialist on insurance for Skylanes, including the R/TR182 models.

According to Victoria, using quoting data from March 2021, the average pilot will pay about twice as much per year for a retract Skylane than for the fixed-gear model. We modeled the data using a 500-hour private pilot with an instrument rating and no claim history, insuring the airplane for $50,000 hull and industry-standard liability limits of $1,000,000, with $100,000 per-passenger sub-limits. With those inputs, the annual rate jumped from $986 for the fixed-gear Skylane to $1,973 for the retract version.

Note that this example uses only one insurance carrier’s rates and your quote could vary significantly. It is best to have your broker shop all the markets with your specific information before budgeting your insurance. Your choices of liability limits and hull value, as well as your individual background and certifi-cates and experience, will impact your quote.

Note that moving from a straight-leg 182 to a retract 182, while roughly a 2x jump in premium, is far better than moving from a straight-leg 182 to a Mooney or Bonanza with retractable gear. There, you can expect a 3x jump, or more.

Why the premium jump on models like the Mooney/Bonan-za, but not the R/TR182? Underwriters see these competing models as high-performance complex airplanes. And while the R/TR182 models also technically fit that definition by FAA rules, insurers tend to see our Cessnas as a member of the 152 > 172 > 182 > R182 chain of training-fleet aircraft, and we inherit the bonus of cheaper insurance on the R/TR182.

Next, you should know that having an instrument rating will save you about 10% on your premium, indicating its value to underwriters. While optional for obtaining coverage on your retract 182, it is almost mandatory to be instrument-rated if you make the jump to a Mooney or Bonanza, so that is another “plus” in the column for the trusty Skylane.

Also, if you lack make/model time and have little to no retract experience in your logbook, expect that your policy will include a limitation stating a minimum amount of dual training

DUAL ELECTRONIC IGNITION ON THE HORIZONI recently spoke with Michael Kobylik, owner of Electroair

Electronic Ignition Systems in Waterford, Michigan, about their long-awaited dual electronic ignition system (EIS) replacement for the Bendix D2000/D3000 series of dual magnetos. This is not a single electronic ignition system paired with a traditional magneto, as we’ve seen used in other EIS units, but replaces the entire traditional magneto with two separate electronic ignition systems with a much hotter spark and advanced variable ignition timing for smoother engine operation and better fuel efficiency at all altitudes.

On Electroair’s application, each EIS utilizes its own independent trigger mechanism. One is driven off the current drive pad on the accessory case, and the other uses a trigger off the crankshaft just behind the prop flange. Both trigger mechanisms are derivatives of trigger mechanisms previously used by Electroair with FAA approval. Four-cylinder kits (think Cardinal RG) are expected by Sun ‘n Fun (April 2021) or shortly thereafter. Six-cylinder kits (R182, TR182) should be available by June or July of this year.

This is a robust system that has undergone extensive testing. The software in the EIS is written to DO-178 standards, which defines the exacting standards that certification authorities such as the FAA, EASA and Transport Canada use to approve all commercial software-based aerospace systems. Validation of Electroair’s software began in late 2018 and DO-178 validation was received December 2020. It’s an exhaustive and thorough process that can give you confidence in the system driving your engine.

Additional lab testing for EMI/RFI and HERF was completed mid-February 2021, and the full package is now with the FAA for final STC approval.

One gotcha: the STC for dual EIS will require a backup power supply. Each EIS draws about 1.25 amps, so two together require 2.5 amps. We are currently aware of no STC’d standby alternator for the R/TR182. Some options may include using a TSO’d battery backup system or the installation of a vacuum pump pad-driven alternator (B&C Specialities has one) and obtaining a field approval for installation. Field approvals are still possible, you just need to work with FAA Engineering and Flight Standards closely—that means you may need to manage the interface between those two groups or hire someone to do it for you.

Pricing will be announced as the units are released. If you have other questions, reach out to Electroair’s president directly; see below for details. He’d be happy to talk with you, as he did with me.

Electroairelectroair.netMichael Kobylik(248) 674-3433 / [email protected]


WHAT’S IN A NAME?Perhaps no other airplane has such a confusing amalgamation

of names/codes/letters as the Cessna R/TR182.Visit most online selling sites, and look for R182 or TR182, and

you won’t find anything. That’s because they list the retractable gear 182s under variants of the model’s colloquial—though technically incorrect—moniker of 182RG, or Turbo 182RG. Controller.com gets even more creative, listing the models as R182RG Skylane and Turbo R182RG Skylane. ASO.com classifies them as R-182RG and T182RG. Both sites use a naming convention that is a little redundant, and inaccurate. Saying “R182RG” is like saying “retract 182 retract.”

What’s the right nomenclature, and how can you remember it? The “R” stands for “retractable,” and the “T” stands for “turbocharged.” A normally aspirated retract Skylane is thus a R182, and the turbo retract Skylane is a TR182. These are the descriptors you’ll find on Type Certificate Data Sheet 3A13, on Cessna/Textron’s website when looking for service bulletins, and on the FAA’s site when looking for STCs applicable to your airplane.

You can sound smarter just calling them by their real names, the R182 or the TR182; or, in conversation with other pilots, perhaps the 182RG and the Turbo 182RG.

More importantly, using the right model name is critical when shopping for insurance. The older model 182R is a very different fixed-gear Skylane. Look at your policy when you receive it, and make sure you were quoted for the correct type of airplane. You don’t want to find the error when you go to file a claim: that could make a bad experience even worse!

One more thing: when filing your flight plan, your R182 is filed as aircraft type C82R, and your TR182 is aircraft type C82T.

R182 vs. TR182From the outside, an R182 and a TR182 look very similar. How

can you differentiate them?The only reliable telltale in photographs is the exhaust stack

arrangement. On the R182, the left and right banks of cylinders each dump their exhaust into their own stack that exits behind the cowl flaps, so you’ll see two exhaust stacks, both toward the back of the engine. On the TR182, the left and right banks of cylinders collect their exhaust gasses into a single collector that exhausts through the pilot-controlled wastegate valve. A single exhaust pipe extends below the wastegate and exits the cowling in front of the pilot-side cowl flap. Look at the pictures to the left. Can you identify which is the R182, and which is the TR182?

Finally, if that’s not enough, and you’re on a ramp, look at the ceiling of the airplane between the pilot and co-pilot seats. The TR182 will have oxygen ports, a pressure gauge, and an on/off lever. The manifold pressure gauge will be marked with a redline at 31 inches on the turbo model.


required prior to solo flight, and some-times an additional number of solo hours prior to carrying passengers. If this is you, factor some instructor expense into your cost equations.

Finally, I asked if one should expect a premium increase moving from the nor-mally aspirated R182 to the turbocharged TR182. Victoria said that depends on the underwriter/carrier.

This is one of the benefits of using a broker when shopping for insurance versus shopping on your own. They know what each carrier requires and can use that intelligence to save you money for Avgas!

Acquisition and maintenance costs

A quick scan of popular aircraft shopping sites (Spring 2021) shows that inventory is light, as expected in a hot market. R182s currently range from $117,000 to $145,000, and TR182s start at $134,000; a few top $200,000.

As usual, airframe, engine time, and avionics seem to be the drivers of price. A model that has had a newer glass panel and a digital autopilot such as the Garmin GFC 500 installed will command a premium and sell quickly.

Maintenance is “standard 182” out-side the retractable gear systems, which will add extra cost at the time of annual inspection, since the aircraft must be put on jacks and the gear extended/retracted multiple times. Seek out and use a shop familiar specifically with retract 182s!

As a Cessna Flyer Association member, you can use the Tech Sup-port Ticket to find one. I listed one I’m personally familiar with, John Efinger, in Resources, and he knows others around the country. (Send your recom-mendations for R/TR182 experts to [email protected]. —Ed.)

Annual inspection base rates will typically be priced around $1,800-$2,000, with time and materials added for any discrepancies identified. This is, like the insurance, about two times the rate charged for a fixed-gear aircraft.

If you have the TR version, set aside reserves for turbocharger and waste-gate overhauls, and expect additional expense for occasional replacement of turbocharger oil check valves and V-band clamp replacements.

A discussion with a knowledgeable A&P about price expectations for re-placement parts will keep you from being surprised when that time arrives.


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Speaking from operational experience, you can expect to burn 12.8 to 15.4 gph with the TR182 in cruise at typical power settings. I’ve seen below 9 gph with power and prop pulled way back for a Saturday morning cruise.

In conclusionThe retract Skylanes are wonderful airplanes, as evidenced by their scarcity on the

market. Owners love them, and it’s hard to find one for sale. If you want one, keep your eyes open, try some nontraditional hunting, and find yourself a nice airplane to fly for years to come. The tips in this article will make sure you know what to look for when buying a retract 182!

TROY WHISTMAN has been married 31+ years to his bride, “Lady Red.” They base their TR182 at the Mid-Way Regional Airport (KJWY) south of Dallas, Texas. Troy holds a commercial AMEL/ASEL certificate with instrument airplane rating. When not flying for fun to catch a sunrise or sunset, he enjoys using his toys as tools to help others. He flies for and is on the board of directors for Angel Flight South Central, and thinks flying kids for Challenge Air is some of the most rewarding flying he does.

RESOURCES

CFA SUPPORTERB.A.S. INC. basinc-aeromod.com

OTHERCESSNAFLYER.ORG TECH SUPPORT TICKETcessnaflyer.org/members/technical-support-ticket.html

JOHN EFINGER (R/TR182 SPECIALIST)cessnarigging.com

PROPER DUAL MAGNETO CLAMP VERSUS OLD CLAMPairplaneownermaintenance.com/059-dont-let-this-happen-to-your-airplanes-dual-magneto/

VICTORIA NEUVILLE, AVIATION INSURANCE RESOURCESair-pros.com/victorianeuville

ADs and SBs

AD 2020-18-01rgl.faa.gov/Regulatory_and_Guidance_Library/rgad.nsf/0/19913e178c43fb-51862585fa0053ddf5/$FILE/2020-18-01.pdf

CESSNA SEB11-3 (DUAL MAGNETO ATTACHMENT INSPECTION)support.cessna.com/custsupt/contacts/pubs/ourpdf.pdf?as_id=33593

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52 • Cessna Flyer / May 202152 • Cessna Flyer / May 2021


This bustling city can be a stopover on your way to/from EAA AirVenture Oshkosh; or can be the reason for a trip all on its own.

By Kevin Garrison

Roebling Bridge and Cincinnati skyline from Northern Kentucky.



“The inhabitants of Cincinnati are proud of their city as one of the most interesting in America: and with good reason.”

—Charles Dickens, “American Notes for General Circulation”

hen it comes to Cincinnati, location is everything. The city is located on the Ohio River, one of the most signifi-cant commercial waterways of the United States. It is in a position amid most of the country’s industrial might, and for fliers, it is in a handy spot between Oshkosh, Wisconsin, and Lakeland, Florida.

The city began its life earlier than Chicago or St. Louis, and had a varied and gritty history. Charles Dickens loved the place, saying it was his “only favorite city” in the United States. Mark Twain, on the other hand, showed that he was not so much in love with the place when he said, “When the end of the world comes, I want to be in Cincinnati because it’s always 20 years behind the times.”

Cincinnati was the first significant city built west of the Allegheny Mountains. It always has been a center of transporta-tion and a jumping-off point to great things. It was known as the “Queen of the West,” beginning in 1819, when the town became a gateway for westward expansion.

It was later called the “Queen City” by residents and writers because it was a beacon of the arts and culture in the emerging American West. While it was a part of the West, it also was a strategic part of the North. Before the Civil War, Cincinnati was home to abolitionists Henry Ward Beecher and Levi Coffin. It was a major hub in the Underground Railroad and remained faithful to the Union during the war.

After the Civil War, Cincinnati came into greatness as the rail and river connections to the south reopened. It was and is a manufacturing town and a transportation hub that includes one

of the country’s largest inland coal ports and an international airport that recently became a significant hub for Amazon.

Today, Cincinnati is a place I recommend you fly into and visit. It has the second-oldest, and in my opinion, the sec-ond-most-incredible zoo (behind only San Diego) in the country.

The country’s oldest professional baseball team, the Reds, plays in Cincinnati. The town is so full of history and fun things to do that the Roman great Cincinnatus, for whom the place is named, would frown down on you from his spot in the Elysian Fields if you don’t visit.

City attractionsEvery large city offers quite a few things to do and see. If you

are interested in something, almost anything, a city the size of Cincinnati can provide it. Here is a shortlist of the top 10 things to do and see, along with links for more information:

Fountain Square520 Vine Street, Cincinnati, Ohiomyfountainsquare.com

A focal point of the Cincinnati city center, with its modern tower blocks, is Fountain Square. You may remember this land-mark from the opening credits of that old TV sitcom, “WKRP in Cincinnati.” Fountain Square is a social center surrounded by dozens of choices for dining and entertainment. Fountain Square is busiest in summer when you can enjoy a meal or coffee at an outdoor table. In winter, skating on the outdoor ice rink is a popular pastime.

Cincinnati Museum Center1301 Western Avenue, Cincinnati, Ohiocincymuseum.org

Paul Brown Stadium.

Cincinnati Zoo and Botanical Garden.

Newport Aquarium.BB Riverboats.



The Cincinnati Union Terminal, an Art Deco railroad station constructed in 1933, has been the Cincinnati Museum Center’s home since 1990.

The center is a Cincinnati icon and features three muse-ums at its one location at Union Station. These are the Cincin-nati History Museum, Duke Energy Children’s Museum, and the Museum of Natural History and Science.

Other tourist draws here include an OMNIMAX Theater and the Cincinnati History Library and Archives. The Muse-um Center has a vigorous schedule of traveling national and international exhibits.

Music Hall1241 Elm Street, Cincinnati, Ohiocincinnatiarts.org/music-hall

The wonderfully renovated 1878 Music Hall is one of the best buildings in Cincinnati. The roomy Music Hall is in Cincinnati’s reenergized Over-the-Rhine neighborhood at Washington Park.

The Music Hall is home to the Cincinnati Symphony and Pops Orchestra, Cincinnati Ballet, and Cincinnati Opera. It features two beautiful tiers of balconies and an ornate ceiling with decorative panels.

Cincinnati Zoo3400 Vine Street, Cincinnati, Ohiocincinnatizoo.org

The Cincinnati Zoo and Botanical Gardens are well-known for their white Bengal tigers and gorillas. It also contains one of the largest insectariums in the world. A zoo visit is a full-day adventure, with rides, a 4D theater, and animal encounters and shows.

Close access to the animals happens in the zoo’s world-class exhibits, like Gorilla World, Africa, Cat Canyon, and Painted Dog Valley. The botanical garden has tons of shows where you can learn about the best plants for pollinators, native plants or take part in one of the many symposiums and classes presented throughout the year.

Cincinnati Reds baseball100 Joe Nuxhall Way, Cincinnati, Ohiocincinnati.reds.mlb.com

Your life will not be complete without enjoying a Reds baseball game at the Great American Ball Park in the center of downtown. The Reds are a household name in Cincinnati and an essential part of the community. While baseball games are seasonal, the Cincinnati Reds Hall of Fame & Museum is open year-round, and you will often find Reds-related events throughout the year.

Cincinnati Art Museum953 Eden Park Drive, Cincinnati, Ohiocincinnatiartmuseum.org

The Cincinnati Art Museum, located in Eden Park, fea-tures excellent works of art, including sculpture, ceram-ics, and pictures. On display is the Museum’s permanent collection, along with temporary national and internation-al exhibitions.

The collection’s high points include American and Europe-an painting and sculpture, Far East and African art, Deco-rative Arts, textiles, and photographs. The museum is also

Roller coaster at Kings Island.

Tyler Davidson Fountain at Fountain Square.

Washington Park lawn with Music Hall.


Cincinnati lies on the banks of the Ohio River.


famous for its art-related programs and special events held throughout the year.

Irwin M. Krohn Conservatory1501 Eden Park Drive, Cincinnati, Ohiocincinnatiparks.com/krohn/

The Irwin M. Krohn Conservatory in Cincinnati is the city’s horticultural trea-sure, with more than 3,500 plant species from all over the world. The conservato-ry features unique themed houses that include a desert and a tropical rainforest, complete with waterfalls.

The Krohn Conservatory, constructed in 1933 during the Art Deco era, became well-known for its unique architecture of aluminum and glass and its various plants inside the greenhouse. Managed by the City of Cincinnati Parks Depart-ment, it hosts multiple events and chang-ing exhibits throughout the year.

Taft Museum of Art316 Pike Street, Cincinnati, Ohiotaftmuseum.org

The Taft Museum of Art in Cincinna-ti, housed in a stately 1820 Palladian-style building called the Baum-Longworth-Taft House, is listed as a National Historic Landmark and gives a sense of the great-ness of our country’s life in the past.

The museum displays a small but impressive collection of paintings from Old Masters, European Decorative Arts, sculptures, and furniture, among many other pieces. In front of the museum is a statue of Abraham Lincoln created by George Grey Barnard in 1917.

Carew Tower and Observation Deck441 Vine Street, Cincinnati, Ohio

This French Art Deco building, built in the 1930s at the height of the Art Deco era in the United States, is a National Historic Landmark. This multifunctional building containing offices, stores, and hotel rooms, but the highlight for most people is the Observation Deck’s view on the 49th floor.

American Sign Museum1330 Monmouth Street, Cincinnati, Ohioamericansignmuseum.org

One of the hidden delights in Cincin-nati is the American Sign Museum. This distinctive and imaginative museum displays every type of sign imaginable throughout its 19,000 square feet of space.

The “neon shop” shows signmakers busily working their art there during weekdays, and a museum tour gives a close-up look at the process. The radiant-ly lit signs are beautiful to see and enjoy. You will not get a visual experience like this at any other museum.

Flying thereCincinnati is home to the Cincinnati/

Northern Kentucky International Airport (KCVG). I recommend you do not fly there, at least not in your own General Aviation airplane. I enjoyed being based, for over 15 years, at this airport as an airline pilot. It was and is a great place to fly a transport jet. It is a terrible place for a General Aviation pilot.

KCVG is in the center of a large Class B airspace area, and it is always busy with heavy jet traffic. If you choose to land at KCVG, the one FBO there is rated pretty low by pilots, and it caters almost exclusively to the jet crowd.

Four significant medium-sized air-ports surround the Cincinnati area. Your choice depends on what geographical section of the city you would like to ex-plore and how extensive and complicated an airport you wish to visit.

Here are your choices:Clermont County Airport (I69) is a

public-use airport located 2 nm west of the village of Batavia’s central business district, in Clermont County, Ohio. The Clermont County Commissioners own it. It is also known as Sporty’s Airport. The fixed-base operator is Eastern Cincin-nati Aviation. (CFA supporters Air Mod and Sporty’s are based at I69 and welcome

It was later called the “Queen City” by residents and writers because it was a beacon of the arts and culture in the emerging American West.


Clermont County Airport (I69).

Sporty's Pilot Shop at Clermont County Airport.


visitors. Sporty’s hosts a weekly cookout every Saturday between noon and 2 p.m., with hot dogs and brats. You can also shop at Sporty’s retail store. Check their websites for information. —Ed.)

Cincinnati Municipal Airport/Lunken Field (KLUK) is located east of Cincin-nati in a slight depression near the river (hence its nickname, “Sunken Lunken”) and is soaked in history. It is the place where Embry-Riddle Aeronautical University began. American Airlines got its start there and the airport is probably best remembered by locals as the place where the Beatles landed in 1964. This airport is my personal favorite in the area.

Gene Snyder Airport (K62) lies just to the southeast of Cincinnati on the edge of its Class B airspace. It’s a friend-ly little 4,000-foot-long airstrip with a homey feel.

Butler Country Airport (KHAO) is a more extensive General Aviation field located on Cincinnati’s northeast side. It has a big runway, good approaches, and all the amenities a corporate or upscale General Aviation pilot would want.

Cincinnati is a great place to stay for a few days, but it would take a few weeks to take in all that it offers. May I suggest a couple of daylong visits on your way to or from EAA AirVenture Oshkosh this year? It would be a wonderful place to stretch your legs. Pick an adventure or two while there and enjoy a great time in a great city.

Cincinnati Municipal Airport/Lunken Field (KLUK).

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RESOURCES

BUTLER COUNTRY AIRPORT (KHAO) bcra.butlercountyohio.org

CLERMONT COUNTY AIRPORT (I69):

CFA SUPPORTERSAIR MODairmod.com

SPORTY’S PILOT SHOPsportys.com/visit-us/

OTHEREASTERN CINCINNATI AVIATIONeasterncincinnatiaviation.com

CINCINNATI MUNICIPAL AIRPORT/LUNKEN FIELD (KLUK)cincinnati-oh.gov/dote/lunken-airport/

GENE SNYDER AIRPORT (K62) airnav.com/airport/k62

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OSHKOSH, March 9, 2021—EAA AirVenture 2021 is coming soon and organizers are welcoming their members back to Oshkosh for the convention in a safe and efficient way. This year, EAA is offering an upgrade to greatly improve the overall visitor experience.

Safety has always been a top priority for EAA and Airbus, and this year it's more important than ever. That's why EAA has partnered with Airbus to offer Express Arrival. To make visitor admission to AirVenture as safe and effortless as possible, when members register in advance and select Express Arrival, EAA will send wristbands, parking, and Camp Scholler passes to the member by mail.

Express Arrival will reduce crowding at key entry points, support safety efforts by promoting social distancing, and improve the efficiency of the overall entry process. With Express Arrival, members will be able to bypass the admission windows and head straight to the gates. Camping in Camp Scholler? You can get to your campsite

without ever leaving your car. With Express Arrival, there's no need to stop at camper registration or any of the admissions windows. (Carry-in bags with Express Arrival admissions are still subject to security screening per safety protocol.)

Express Arrival, in partnership with Airbus, is exclusively available to U.S. members who have valid EAA memberships through at least July 31, 2021. Shipping is free of charge, but you must order your passes by June 15, 2021, to take advantage of Express Arrival.

Make sure you renew your membership to take advantage of this members-only benefit. Don't forget, EAA members also save on their admission purchases. Renew before purchasing your tickets to participate in Express Arrival and receive the best discount on your AirVenture tickets.

For more information, contact EAA at [email protected] or (800) 564-6322, or visit eaa.org.

*Compiled from press releases

INTRODUCING EXPRESS ARRIVAL AT EAA AIRVENTURE OSHKOSH 2021The safest way to the AirVenture grounds


ENID, OKLAHOMA, March 22, 2021—With a collective fifty-plus years of experience in general aviation and adjacent manufacturing industries, North American Aerospace Holdings’ manage-ment’s team of Mark Seaver, President, and April Mills, Director of Sales and Marketing, understand their customers’ aftermarket part needs.

The organization, which specializes in anything from “interior composites and plastics to custom interiors, exteri-or composites and plastics to windows, and aircraft accessories,” was founded in September 2019. Since its inception, the team has provided quality products and services that focus on hard-to-find parts (i,e.; landing gear doors, gear leg tunnels, etc.)

Excited about the company’s work thus far and its future, Seaver notes many projects that they have undertaken in the last year or so of business. These varied solutions have been incorporated into a litany of aircraft, from Cirrus to Piper to Cessna.

Highlights of North American Aero-space Holdings and its work at crafting solutions are a couple of products, in-cluding visors, glass, fairings, and various exterior parts.

Seaver mentioned that an increas-ingly important business vertical is the experimental aircraft industry. As of early 2021, there is “...only one specific

built interior for experimental aircraft [for the RV10]. Nobody, until now, has come along and scanned the interior of various experimental aircraft to be able to build it out ahead of time. Pur-pose-built interiors by North American Aerospace Holdings bring more class and comfort, something which the seg-ment has largely been missing.”

Their current and proposed offerings in the space include several platforms, from Zenith to Kitfox to Vans. For ex-ample, the team is working with Zenith to produce aftermarket fairings for the CH650, CH701, STOL CH750, and CH750 Cruzer.

An example of the company’s work on production models is their foray into various Piper parts. Among these are re-placement fiberglass fairings that fit the Piper Pilot 100/100i, which is delivered factory new with plastic ones. Another

example is their recent work toward receiving PMA approval for Cessna 177, 182, and 210 gear leg tunnels where replacement parts are hard to come by or are damaged easily.

Hard-to-find parts are one thing that the team has a competitive advantage in within this market, due to fully under-standing the products, and applying advantaged technology to produce them. The company uses 3D scanning, 3D mod-eling and printing, thermoforming, and laser etching, with powder coating, and other technologies soon to be introduced. These capabilities complement the team’s understanding of the market.

“Most pilots are highly successful peo-ple that don’t want to spend time looking for stuff on their own. We help to find the best options out there, even if it is not from our own company in that instance,” Seaver noted.

Current and prospective customers can meet the team and see their offer-ings at either Sun N’ Fun or Oshkosh, where they will bring product samples and a willingness to listen to their customers.

More information about North Amer-ican Aerospace Holdings can be found on their website at northamericanaero.com or their Facebook page “North American Aerospace.” The company’s phone is 580-297-1600.

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GARMIN PILOT ADDS GRAPHICAL WEATHER BRIEFINGS AND NAVAID NOTAMSOLATHE, Kan., March 31, 2021—Garmin International Inc. recently announced the addition of new features to the Garmin Pilot app on iPad or iPhone mobile devices. These new enhancements to Garmin Pilot include the ability for users in the U.S. and Canada to generate a graphical weather briefing from Leidos Flight Service, plus graphical NAVAID NOTAMs to depict when a NAVAID has limitations or is out of service. Other recent enhancements include new NOTAM filtering options and a VFR trip briefing for subscribers in Europe.

Leidos Flight Service weather briefing

Pilots in the U.S. and Canada may now access the industry standard Leidos graphical weather briefings within the Garmin Pilot app, providing advanced and up-to-date information before a flight. This next-generation weather briefing contains aeronautic information and meteorological data similar to what is provided by a specialist at (800) WX-BRIEF, including adverse weather conditions, forecast weather, and more in a printable PDF format.

Graphical NAVAID NOTAMsAlso included with this update


are NAVAID NOTAMs that graphically depict the active status of a NAVAID. When a NAVAID is out of service, withdrawn, or unusable, Garmin Pilot depicts the NAVAID symbol in red to alert the pilot. A NAVAID depicted in orange indicates the NAVAID has limitations, such as VOR/DME that is not maintained. For quick access to additional information, pilots may position the radial menu over these NOTAMs. NAVAID NOTAMs are also available in split-screen mode using the NOTAM widget.

Airspace and NOTAM filtersThe new airspace and NOTAM filters

make it easier to declutter airspaces and NOTAMs on the dynamics map, allowing pilots to better focus on airspaces and NOTAMs relevant to their flight. To enable these new decluttering options, select Filters from the Map Layer icon on the Map page. These filters include:

• Hide airspace above active FPL altitude—suppresses airspace and NOTAMs above the active flight plan altitude, which may be customized in increments from 500 to 5,000 feet.

• Dynamic airspace rendering—pilots can de-emphasize airspace and NOTAMs 1,000 feet above and below their current altitude.

• Hide airspace above—suppresses all airspace and NOTAMs above a specified altitude selected by the pilot.

Once enabled, a new active filter will appear on the top left-hand corner of the map. Pilots can tap the Filter icon to view the details of the active


airspace and NOTAM filter and can also select the Settings icon to quickly access the filter settings. If for any reason pilots choose to climb above the altitude configured with an airspace and NOTAM filter enabled, the filter will automatically be overridden and the airspace will reappear.

With this update, pilots can filter the NOTAMs overlay based upon the active flight plan to only include items that will be active during a particular flight. Using the departure date and time of an active flight plan, as well as the estimated time en route (ETE) plus a three-hour margin, Garmin Pilot will display only the relevant NOTAMs for that flight on the map or widget view in split-screen mode.

Upcoming NOTAMs visibilityGraphical NOTAMs in Garmin Pilot

have been enhanced to allow pilots to configure the visibility timeframe for upcoming NOTAMs, which currently default to 24 hours. Pilots can elect to display NOTAMs on the map page and widget view from three to 48 hours in the future.

VFR briefing pack for EuropeGarmin Pilot subscribers in Europe

can generate a VFR briefing pack that includes weather, NOTAMs, and airspace use plan. This briefing pack is formatted as a PDF that can be easily printed for reference in the cockpit if desired.

The newest release of Garmin Pilot on iOS mobile devices, version 10.4, is available immediately. For new customers, Garmin Pilot is available in the Apple App Store as a free download for the first 30 days. After the 30-day trial period, customers may purchase an annual subscription of Garmin Pilot starting at $79.99. Garmin Pilot is supported by Garmin’s award-winning aviation support team, which provides 24/7 worldwide technical and warranty support.

For more information, visit garmin.com/aviation.


CONCORDE BATTERY TRAINS OVER 2,500 IN VIRTUAL IA EVENTSWEST COVINA, Calif., March 31, 2021—Early 2020 saw the last of in-person events, including the Concorde Battery IA (Inspection Authorization) Renewal Series hosted annually at key locations throughout the country. Rather than cancel Concorde’s IA recurrent training events in 2021, Concorde Battery Corpo-ration pivoted and created Concorde’s Virtual IA Renewal Series that provided the opportunity for airmen to complete the training necessary to renew their IA certificate through virtual classes provid-ed free of charge.

The inaugural Virtual IA Renewal Series event in January had nearly 1,500 attendees via virtual connection. This was the largest IA Seminar ever held and included participants from all over the world. In March, Concorde presented the Northeast Concorde Battery Virtual IA Renewal Series in conjunction with the Westchester Aircraft Maintenance Asso-ciation (WAMA). This event provided a last-minute opportunity to complete IA Renewal Training ahead of the March 31 application deadline. Concorde Battery Corporation representatives also partic-ipated in online courses eligible for IA and AMT credit hosted by the Helicopter Association International (HAI), univer-sities, colleges, associations, and the FAA across the nation this year. These virtual events resulted in the training of more than 2,500 individuals in 2021.

“The industry needed it. Concorde stepped up big this year,” confirms Dave Schiavone, area sales manager and host of the Concorde Northeast Virtual IA Renewal Series. “We continue to support HAI, NBAA, along with aviation organi-


zations like PAMA, WAMA, and LIBAA (Long Island Business Aviation Associ-ation). There was little opportunity for these professionals to train for IA recerti-fication in 2021—we had to find a way to present this information.”

“Concorde Battery Corporation has provided IA training in South Carolina for 23 years. When several IA seminars in Florida and Tennessee were shuttered in 2017, Concorde Battery revived those seminars in order to provide continuity for those technicians to recertify each year,” said Chris Holder, eastern US sales manager and founder of the South Caro-lina IA Seminar. “As the 2020 pandemic set in, it immediately became clear to us that thousands of IAs across the nation would soon be in a precarious position regarding their Inspection Authorization certification renewal—and something had to be planned.”

“What continues to stand out with regard to the Concorde IA Renewal Series is the quality of the speakers at each event,” Schiavone said. “Our lineup of presenters—Collins Aerospace, JSSI, CAMP, Champion Aerospace, Michelin Aircraft Tire, Dassault Falcon Jet, Hon-eywell Aerospace, WAMA, and the FAA Safety Team—are recognized in the avi-ation industry as exceptional instructors. Their knowledge regarding their product and aspects of safety in the industry is what sets them apart. We could not have done it without them.”

“Each year, I’m approached by at-tendees who are so grateful—and a little surprised—at the quality of the training that is provided at the Concorde Battery IA Renewal Series. Being involved in these seminars for a quarter century gives you an opportunity to listen to hun-dreds of speakers,” Holder added. “That has allowed me to identify folks like Tim Gauntt (Hartzell), Vince Bechtel (Tem-pest), Dennis Wyman (G&N Aircraft En-gines), Vern Rodgers (Cleveland Wheel & Brake), and so many others who are very passionate—as I am—about providing the right information to the technician in a way that is both entertaining and informative.”

For more information on Concorde Battery Corporation and future events, please visit concordebattery.com.


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Questions & Answers Continued from Page 20

letting the nosewheel back onto the ground, very slowly bleed off air until the proper strut extension exists.

Happy flying,Steve

IMPORTANT: This article describes work that may need to be performed/supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your mechanic before starting any work.

STEVE ELLS has been an A&P/IA for 45 years. He is a commercial pilot with instrument and multi-engine ratings and loves utility and bush-style airplanes and operations. Ells served as associate editor for AOPA Pilot until 2008. He owns Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to [email protected].

RESOURCES

CFA SUPPORTERS

AIRCRAFT SPRUCE ANDSPECIALTYaircraftspruce.com

ALPHA AVIATION, INC. alphaaviation.com

B.A.S. INC. basinc-aeromod.com

WAG-AERO INC. wagaero.com

OTHER

CESSNA ENGINEERING DATA SUBMISSION (DAM-AGE EVALUATION)ww2.txtav.com/service/tasdaq

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Aircraft Safety Alerts

FAA Aviation Safety AIRWORTHINESS DIRECTIVEwww.faa.gov/aircraft/safety/alerts/www.gpoaccess.gov/fr/advanced.html2021-04-10 Textron Aviation, Inc. (Type Certificate Previously Held by Cessna Aircraft Company): Amendment 39-21431; Docket No. FAA-2020-0811; Prod-uct Identifier 2019-CE-055- AD.

(a) Effective DateThis airworthiness directive (AD) is

effective April 12, 2021.

(b) Affected ADsNone.

(c) ApplicabilityThis AD applies to Textron Aviation

Inc. (Textron) (type certificate previously held by Cessna Aircraft Company) Model 208 airplanes, serial numbers 20800564 through 20800594 and 20800603 through 20800605; and Model 208B airplanes, serial numbers 208B5141 through 208B5285, 208B5287 through 208B5305, 208B5307 through 208B5312, 208B5314, 208B5316 through 208B5344, 208B5346 through 208B5350, 208B5353, 208B5354, 208B5356 through 208B5359, 208B5362 through 208B5366, 208B5401, 208B5403, 208B5404, and 208B5408; certificated in any category.

(d) SubjectJoint Aircraft System Component

(JASC) Code: 5520, Elevator Structure.

(e) Unsafe ConditionThis AD was prompted by reports of

loose elevator torque tube attach fasteners. The FAA is issuing this AD to detect and correct loosening and eventual failure of the elevator torque tube attach fasteners. The unsafe condition, if not addressed, could result in loss of elevator control, resulting in loss of control of the airplane.

(f) ComplianceComply with this AD within the compli-

ance times specified, unless already done.

(g) Inspection and Fastener Replacement(1) At the following compliance times,

inspect each inboard and outboard elevator torque tube attach fastener for looseness


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and fretting by following sections 2.C. and 2.D. of Task 27-30-00-290, Left and Right Elevator Torque Tube Attach Points (Bo-rescope) Special Detailed Inspection, dated October 1, 2018, of the Cessna Model 208 Maintenance Manual. You must also inspect for incorrectly installed fasteners.

(i) For airplanes that have accumulated less than 800 hours time-in-service (TIS) as of the effective date of this AD, complete the initial inspection before the airplane accumulates 800 hours TIS or within 200 hours TIS after the effective date of the AD, whichever occurs later. Thereafter, repeat the visual inspection at intervals not to exceed 200 hours TIS until the airplane has accumulated 4,000 hours TIS or until all 48 elevator torque tube attach fasteners are replaced, whichever occurs first.

(ii) For airplanes that have accumulated 800 or more hours TIS but less than 4,000 hours TIS as of the effective date of this AD, complete the initial inspection within 200 hours TIS after the effective date of the AD. Thereafter, repeat the visual inspection at intervals not to exceed 200 hours TIS until the airplane has accumulated 4,000 hours TIS or until all 48 elevator torque tube attach fasteners are replaced, whichever occurs first.

(iii) For airplanes that have accumulat-ed 4,000 or more hours TIS as of the effec-tive date of this AD, complete a one-time visual inspection within 200 hours TIS after the effective date of the AD. No repetitive inspections are required after completion of the one-time visual inspection.

(2) If there are any loose, fretting, or incorrectly installed fasteners, remove the elevator and replace all 48 elevator torque tube attach fasteners (24 per side, with 12 each on the inboard and outboard elevator torque tube attach point) before further flight. Maintain proper alignment by marking each part prior to removal and by replacing one fastener at a time. Replacing all 48 fasteners is terminating action for the repetitive inspections required by para-graphs (g)(1)(i) and (ii) of this AD.

(3) If all 48 fasteners were replaced before the effective date of this AD by following the instructions in paragraph (g)(2) of this AD, then the initial and recurring inspections detailed in paragraph (g)(1) of this AD are not required provided you re-


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Aircraft Safety Alerts

port the information required by paragraph (h) of this AD.

(h) Reporting RequirementWithin 30 days after doing the initial

inspection (regardless if loose, fretting, or incorrectly installed fasteners were found) or within 30 days after the effective date of this AD, whichever occurs later, and then within 30 days after each inspection where loose, fretting, or incorrectly installed fasteners were found, report the following information to the FAA at [email protected]:

(1) Name and address of owner.(2) Date of the inspection.(3) Name, address, phone number, and

email address of person submitting the report.

(4) Airplane serial number, registration number, and total hours TIS on the airplane at the time of the inspection.

(5) If an earlier inspection identified loose, fretting, or incorrectly installed fasteners, identify the hours TIS on the airplane and which fasteners were replaced, if known, or if all fasteners were replaced.

(6) If loose, fretting, or incorrectly installed fasteners were found, detailed information including a sketch or picture showing the location of the loose, fretting, or incorrectly installed fasteners and identi-fication of any installed supplemental type certificates (STCs), alterations, repairs, or field approvals affecting the area of concern.

(i) Alternative Methods of Compliance (AMOCs)

(1) The Manager, Wichita ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the proce-dures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in the Related Information section of this AD.

(2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manag-er of the local flight standards district office/certificate holding district office.

(j) Related InformationFor more information about this AD,

contact Bobbie Kroetch, Aviation Safety


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Wilco holds the Concorde Battery STC for Cessna Singles, Twins, Conquests and Citations. Also holds the STC to install Whelen lights on Cessna singles built in 1972 and after, up to the restarts (but we have replacement LED lights for them too). We also distribute for Lamar, LP Aero, PM Research, and Rapco. Large inventory for all of the above. Same day shipping in most cases.

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Engineer, Wichita ACO Branch, FAA, 1801 Airport Road, Wichita, KS 67209; phone: 316-946-4155; fax: 316-946- 4107; email: [email protected] or [email protected].

(k) Material Incorporated by Reference(1) The Director of the Federal Register

approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.

(2) You must use this service infor-mation as applicable to do the actions required by this AD, unless the AD specifies otherwise.

(i) Task 27-30-00-290, Left and Right Elevator Torque Tube Attach Points (Bo-rescope) Special Detailed Inspection, dated October 1, 2018, of the Cessna Model 208 Maintenance Manual.

(ii) [Reserved](3) For Textron Aviation, Inc. service

information identified in this AD, contact Textron Aviation Inc., One Cessna Boule-vard, Wichita, KS 67215; phone: 316-517-5800; email: [email protected]; website: https://support.cessna.com.

(4) You may view this service informa-tion at FAA, Airworthiness Products Sec-tion, Operational Safety Branch, 901 Locust St., Kansas City, MO 64106. For information on the availability of this material at the FAA, call 816-329-4148.

(5) You may view this service informa-tion that is incorporated by reference at the National Archives and Records Adminis-tration (NARA). For information on the availability of this material at NARA, email: [email protected], or go to: https://www.archives.gov/federal-register/cfr/ibr- locations.html.

Issued on February 8, 2021.Lance T. Gant,Director, Compliance & Airworthiness Divi-sion, Aircraft Certification Service. [FR Doc. 2021-03478 Filed 3-5-21; 8:45 am]

Find More Aircraft Safety Alerts online Go to Aviation Alerts under the Knowledge Base tab at cessnaflyer.org


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MH Oxygen Systems mhoxygen.com 68

Mtn View Aviation mtnviewaviation.com 58

NorthPoint Aviation northpointaviation.net 70

P. Ponk Aviation pponk.com 11

Parker Hannifin Corp. clevelandwheelsandbrakes.com 12

Poplar Grove Airmotive poplargroveairmotive.com 66

Pratt & Whitney pwc.ca 09

Preferred Airparts preferredairparts.com 46

RAM Aircraft ramaircraft.com 27

SCS Interiors scs-interiors.com 20

Selkirk Aviation selkirk-aviation.com 69

Sporty’s sportys.com/flightgear 70

Stene Aviation steneaviation.com 71

Superior Air Parts superiorairparts.com 23

Teledyne Battery Products gillbatteries.com 62

Tempest Aero Group tempestaero.com, tempestplus.com 19, 31

TKM Avionics tkmavionics.com 64

Turbine Conversions Ltd. turbineconversions.com 64

Univair Aircraft Corporation univair.com 26

Van Bortel Aircraft vanbortel.com 13

Vantage Plane Plastics planeplastics.com 35

Wag-Aero wagaero.com 50

Wentworth Aircraft Inc. wentworthaircraft.com 43

Wilco Inc. wilcoaircraftparts.com 71

Wing-X Stol wingxstol.com 45

Wipaire Inc. wipaire.com/freedom 07


DirectoryMailing and contact Information for Cessna Flyer Association

CESSNA FLYER ASSOCIATION1042 Mountain Ave. Ste. B #337Upland, CA 91786626-844-0125

BenefitsCessna Flyer magazine

EMAIL [email protected] with questions, comments, or concerns about the content of the magazine.

EMAIL [email protected] for damaged or missing issues.

Website – CessnaFlyer.org

EMAIL [email protected] for concerns regarding the website or with problems logging in.

CessnaFlyer.org contains an archive of our magazine articles, a listing of Service Bulletins, Airworthiness Directives, and safety alerts, a product directory called the Cessna Yellow Pages, plus an events calendar, knowledge base, our library of member photographs and videos—and our forums (see next item).

Online Forums CessnaFlyer.org/forum

Our online forum, located within the association website, is a great source for question-and-answer interaction and an excellent way to converse with other members, the CFA staff, and Cessna Flyer’s contributing editor, longtime A&P/IA, Steve Ells.

Cessna Flyer Association member event

EMAIL [email protected]: thegatheringatwaupaca.simpletix.com/

Cessna Flyer and Piper Flyer Association members fly in to beautiful Waupaca (KPCZ) for a Saturday night cocktail reception, full slate of informative seminars on Sunday and Sunday evening banquet at the Waupaca Ale House, and then enjoy the air-conditioned motor coach to EAA AirVenture on Monday, Tuesday, and Wednesday with an optional night bus on Wednesday to accommodate viewing the night airshow. Fabulous raffle prizes at our Sunday drawing!

Parts Locating, Technical Support & Vendor Discounts

EMAIL [email protected]

We have contacts everywhere in the industry and we’ll assist in finding you that part or getting an answer to your question. That’s what we’re here for.

Many vendors offer discounts to members. Call or email Kent for more information or ask our vendors when contacting them directly. Remember to tell them you are a Cessna Flyer Association member.


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Vintage Cessna Advertising and Marketing

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AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 p.28

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Transcript of AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 p.28