REIMS AVIATION - Cessna Flyer Association

REIMS AVIATION AND THE FRENCH CESSNAS

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VOL 14 ISSUE 09SEPT 2017 cessnaflyer.org

Hone in the Range: Lycoming Oil Pressure

Flying Southeast Alaska

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Cessna Flyer is the official publication of the Cessna Flyer Association. Cessna Flyer is published monthly by Avia-tion Group Limited, P.O. Box 5505, Riverside, CA 92517. POSTMASTER: Send address changes to Cessna Flyer, P.O. Box 5505, Riverside, CA 92517. Subscriptions, adver-tising orders and correspondence should be addressed to P.O. Box 5505, Riverside, CA 92517. 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 there can be no warranty or responsibility by the publisher as to accuracy, originality or complete-ness. The magazine is sold with the understanding that the publisher is not engaged in rendering product en-dorsements 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 advertis-ing, so corrective action may be taken.

P.O. Box 5505 Riverside, CA 92517Toll-Free: 800.397.3920 Call or Text: 626.844.0125 www.cessnaflyer.org

The Official Magazine of The Cessna Flyer Association

Vol. 14 Issue 09 Sept. 2017

PRESIDENTJennifer Dellenbusch

[email protected]

VICE PRESIDENT / DIRECTOR OF SALES Kent Dellenbusch

[email protected]

PRODUCTION COORDINATORHeather Skumatz

CREATIVE DIRECTOR Marcus Y. Chan

ASSOCIATE EDITOR

Scott Kinney

EDITOR AT LARGEThomas Block

CONTRIBUTING EDITORS

Mike Berry • Steve Ells • Kevin GarrisonMichael Leighton • Dan Pimentel

John Ruley • Jacqueline ShipeDale Smith • Kristin Winter

CONTRIBUTING PHOTOGRAPHERS

Paul Bowen • James Lawrence • Keith Wilson

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Better to Have and Not Need: Survival Gear

by CFA Staff

Hone in the Range: Lycoming

Oil Pressureby Jacqueline Shipe

THE VIEW from HEREJennifer Dellenbusch

LETTERS to the EDITOR

CESSNA FLYER EVENTS

THE HIGH and the WRITEY Kevin Garrison

QUESTIONS & ANSWERSSteve Ells

FULL CIRCLE Thomas Block

NEWS

AIRCRAFT SAFETY ALERTS

ADVERTISER INDEX

BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING

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SEPTEMBER 2017

Reims Aviation and the French Cessnasby Scott Kinney

Bona Fide Experience in a Virtual Cockpit by Michael Leighton


by CFA Staff

Hone in the Range: Lycoming

Oil Pressureby Jacqueline Shipe

Flying Southeast Alaskaby Kristin Winter

Cover: Reims Cessna FR172J

Photo: Keith Wilson

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Jennifer Dellenbusch

THE VIEW FROM HERE

A wonderful time“You are the average of the 500,000 people you spend the most time with.” —Cessna Flyer staff (with our apologies to Jim Rohn)

I had an absolutely wonderful time at the Gathering at Waupaca and at AirVenture this year.

The Gathering was our biggest ever and I enjoyed seeing so many members that have become friends over the years and meeting many more members for the first time. We listened and learned and talked and laughed and ate and drank and it almost couldn’t have been any better. (I say “almost” because we always try to do better each year, so make plans to join us in 2018!)

AirVenture was its amazing self—the smells (Jet fuel in the morning! Roasted sweet corn!), the sounds (Radial engines! The B-1 bomber!), the sights (Airplanes! Airplanes! Airplanes!).

But this was the best event I’ve ever attended and I’ve been going to the Oshkosh since 1997. All that energy, magnificent airplanes flying overhead, avi-ation people interacting, friendly vendors and some really great weather made for an unforgettable week.

After spending a week so fully immersed in that upbeat environment, sur-rounded by my aviation family, it was hard to settle back down to the worka-day world. So I vowed that I would find ways to keep that Waupaca/AirVenture feeling alive all year long. I hope you’ll join me.

As we disperse back out into the world, let’s pledge to keep that spirit of optimism, fellowship and innovation intact. Let’s stay connected through the CFA Forums and through other aviation events. Let’s make sure that the avia-tion lifestyle—so well embodied in get-togethers like AirVenture and the Gathering at Waupaca—is safeguarded so that future generations can continue to enjoy it as we do.

Blue skies,

LETTERS to the EDITOR Send your letters to [email protected]

“Wheels Down in Dayton” by Dennis K. Johnson, August 2017

Dear Editor,After reading Dennis K. Johnson’s

article, I thought your readers would be interested in seeing this picture.

This metal structure is in downtown Dayton. It shows the exact flight path of the Wright Brothers’ first flight.

It’s awesome to see.

Thanks,Steve A. SwearenginCarrollton, Texas

Hi Jen and Kent,[I] just finished the August issues

and wrote to say it’s about time some-body let the world know that they can see the Wright Flyer III at Carillon Park in Dayton.

Amazing to me that the oldest surviv-ing aircraft in the world is such a well-kept secret!

Mike DisbrowHartzell Engine Technologies

continued on page 10...


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“The Flying Conversation Piece: Josh Cawthra’s 1947 Cessna 140”By Heather Skumatz, October 2016

Dear Josh,Thank you for your interesting article.

I remember both Ruth Gamber and Dottie Shultz. My aunt was a WAFS/WASP and their 43-W-4 classmate.

Ruth and Dottie became family friends. Both Ruth and my aunt were based at New Castle Army Base—at least for a while. I knew [Ruth] in the mid-1970s and saw her shortly before her death around 1990.

Your article spurred me on to Google a bit more about Ruth Gamber—very interesting life. She was a Ninety-Nine and flew (not sure in what capacity) to Japan, New Zealand and who knows where.

I did not know my aunt, but I’ve been doing family research and I keep learn-ing! Are you familiar with “FlyGirls,” the miniseries in development?

Thanks again for old news about a dear friend,

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Sep 11-12 — Olathe, KS. Garmin Head-quarters. G500/G600 & GTN Pilot Train-ing. This two-day class is for those who already have an existing GTN 650/750 and/or G500/G600 installed in the panel of their aircraft and for pilots considering an avionics upgrade. The collaborative en-vironment includes practice of real-world in-flight scenarios with Garmin avionics. 8 am to 5 pm both days, plus a factory tour, lunch and a Kansas City BBQ dinner. Cost is $625. Register online at flyGarmin.com.

Sep 23 — Terrell, TX. Terrell Municipal Airport (KTRL). 10th annual Flights of Our Fathers Airshow and Fly-in. All Cessna Flyer Association members are in-vited. This event draws thousands of avia-tion enthusiasts to a full day of activities, events and attractions. A salute to veterans of all branches of the services to recognize the honor and valor of our fallen service-men and women and the ultimate sacrifice

of five young men from the city of Terrell. All who fly in receive free admission. More details atterrellairport.com/fly-in and on Facebook at https://www.facebook.com/events/1380280915392034/.

Oct 27–28 — Mesa, AZ. Falcon Field Airport (KFFZ). Copperstate Fly-in Aviation & Education Expo. Workshops, exhibitors, awards and youth activities. Copperstate Fly-in, Inc. is a volunteer-run, 501(c)(3) nonprofit organization dedicated to promoting recreational and General Aviation through events, scholarships and public education. Proceeds help support scholarship programs for youth seeking careers in the aerospace industry. $25 all-event admission; $15 per person Friday and Saturday; $13 for active duty/retired military (with ID); ages 18 and under are free. Visit copperstate.org for details.

CFA EVENTS Jul 21–22, 2018 — Waupaca, WI. Wau-paca Municipal (KPCZ). The 14th annual Gathering at Waupaca. Save the date for CFA’s annual pre-OSH event with fun, food and friendship. Watch this space and CessnaFlyer.org in the coming months for more details.

FEATURED EVENTSSep 8–9 — Norman, OK. University of Oklahoma Westheimer Airport (KOUN). AOPA Fly-in. Expanded to two days in 2017! More opportunities, more time, more of everything. Exhibit Hall, AOPA Village, aircraft displays; Barnstormers Party, pancake breakfast and Pilot Town Hall with AOPA president Mark Baker. Visit aopa.org.

SEND EVENTS [email protected]

EVENTS continued on page 14...



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OTHER EVENTSSep 9 — Monticello, UT. Monticello Airport (U64). EAA Young Eagles Fly-in. Free introductory flights for youth ages 8 to 17. Volunteers are needed to assist in making this event a success—last time we had about 200 interested youth. Rain date Sept. 16. Contact Ty Baily, Monticel-lo City Manager, 435-587-2271 or email [email protected].

Sep 10 — Bismarck, ND. Bismarck Municipal (KBIS). Bismarck’s 7th Annual Fly-in & Drive-in Pancake Breakfast. A fun, family-friendly aviation fundraiser. Flight simulators, aircraft rides, numer-ous airplanes and classical cars on display and, of course, a delicious pancake break-fast. All proceeds support the Scottish Rite Speech Therapy Center for Children. Free to attend. 7:30 am to 1 pm. Contact Shae D Helling, [email protected]. Visit https://www.facebook.com/events/453562595026932.

Sep 10 — Easton, PA. Braden Airpark (N43). EAA Chapter 70 annual Fly-in. Fun activities for the whole family. All-you-can-eat pancake breakfast 9 to 11 am; car show and parade 10 am to 1 pm; grilled lunch, live music and entertainment 11 am to 2 pm. RC plane demos; veterans’ flag ceremony; kids’ activities; vendors. FREE lunch for pilots who fly in and car show car own-ers. Public welcome. Free admission. Contact Megan Everett, [email protected]. Visit eaa70.org.

Sep 14–17 — Lakeport, CA. 38th annual Clear Lake Seaplane Splash (and Fly!) -in. Pilots throughout California and beyond are registering for this annual seaplane gathering that began in 1979. Activities include Pilot BBQ; Lake County Wine Reception. Seaplanes on display for public viewing; vintage military aircraft; Clear Lake Modelers with their simula-tor; industry vendors and more. Shuttle service to and from Lampson Field (1O2) available Saturday 9 am to 4 pm. $50 for seaplane pilots; a la carte pricing for fly-in guests. More info, full schedule and registration at clearlakesplashin.com.

Sep 15–17 — Hammondsport, NY. 2017 Curtiss Seaplane Homecoming on Keuka Lake. Please join us at the south


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end of Keuka Lake. Flying contests, seaplane parade. Concurrent classic/exotic car show. Drinks and dinner at the museum Saturday night, free to pilot and copilot. Contact Ben Johnson, [email protected]. Visit glennhcurtissmuseum.com.

Sep 16 — Belfast, ME. Belfast Municipal (KBST). Belfast Airport Open House and Fly-in. Breakfast 7:30 to 10 am, food trucks all day; lobsters to fly home. An open house, fly-in and gathering of Vans RVs. Rain date Sept. 17. Free to attend. Contact Duke Tomlin, [email protected]. Promo video at https://youtu.be/evBWoFEQ3zY.

Sep 16 — Penrose, CO. Fremont County Airport (1V6). 2017 Fremont County Air Show and Fly-in. Fly, drive or walk in to Fremont County Airport, gateway to the Royal Gorge and Rocky Mountains. Planned activities include EAA pancake breakfast, parachute demonstration, warbird fly-bys, military aircraft, aerial demonstrations, aerial acrobatics. Food, vendors and more. Admission is free. This event is sponsored by businesses and individuals who have opened their wallets to support our community and General Aviation. Bring along appropriate head gear and sunscreen. 8 am to 4 pm. Con-tact Wes Brandt, [email protected]. Visit fremontco.com/airport.

Sep 17 — Simsbury, CT. Simsbury Air-port (4B9). 32nd annual Simsbury Fly-in and 2nd annual Car Show. The largest fly-in in New England with 15,000 spec-tators, 750 airplanes and cars on display and over 100 participating businesses. B-17 flyover, Flying Tigers, banner tow pickup demo, formation flying. Free semi-nars, live music, kids activities, biplane and AT-6 rides, judging and trophies, new aircraft and car displays and much more. Handicapped parking and restrooms. Watering station for pets. Donations ac-cepted. See full details, photos, directions and contact info at simsburyflyin.com.

Sep 17 — Palmyra, IL. Zelmer Memo-rial Airpark (5K1). Pancake and Sausage Fly-in. 7 am to 1 pm. Contact Ed Clark, 217-741-0619.

Send events to [email protected]

EVENTS continued from page 14...

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I officially entered Old Pilot status a few years ago and with that designation comes a responsibility to preach to you, the choir.

You could—and up until now, you have—gotten along fine without my advice and bloviating about all things aviation. Let’s assume though that even though your flying life has been going along OK without my unsolicited guidance, the bon mots that I am about to “mote” you with will be the cream cheese icing on your aeronautical carrot cake.

Please relax. There will be no test after I list my rules. There isn’t even a requirement that you follow any of them. Many of them might seem insipid and not very well-thought-out.

Rest assured that each one has been tested, in the field, by yours truly. These rules are the result of multiple times I have been scared, cold, hot, nauseated, or just plain marinating in a Crock-Pot of stupidity.

Much like the Federal Aviation Regulations, most of these guidelines tell you what you should not do, rather than what you should. The first set of rules are ones that I learned in my callow youth as a lineboy, ramp rat and semi-employed CFI and charter pilot. Following those will be rules that will interest you if you fly or ever wanted to fly airplanes for a living.

Things I learned as a lineboy/CFI

• Never kick a chock. When I was a lineboy I mastered the skill of kicking a chock across a hangar floor with it ending up against an aircraft’s wheel. It was later that I learned that chocks can freeze solid to the ground in cold weather and be full of angry wood bees in warm climes.

• Another hard-learned lineboy rule: Never walk through a totally dark hangar. Rotor blades from helicopters, wings of air-planes and random aircraft antennae will seek you out, smack you in the head and knock you down as you pick your way back to the hangar door.

• Never prop a stranger’s airplane. I know this rule seems harsh, but I have propped hundreds of airplanes over the years and have kept all 10 of my fingers by only helping pilots I know and trust.

• If you can’t stand up and/or keep falling on the ramp, it is probably too icy to taxi your airplane on it.

• Always check your own fuel caps, oil caps and access doors.• There is always time for a clearing turn.• You should never hurry. If you are on the ground and get

confused, set the parking brake and take some time to figure it out. If you are in the air, ask for holding or delaying vectors. Never fly on ATC’s schedule. They are never at the crash scene. You always arrive first.

• Never let a dispatcher, FAA briefer, your boss, your student or an air traffic controller decide your fate. You are in com-mand—so, command.

• If you are on the line crew and are changing jet fuel nozzles, always turn the truck off before you try to change over from over-the-wing to single point. (It took me a couple of Jet-A showers before I learned this one.)

• Never hold a garbage can up to a big airplane in an attempt to dump the toilets. This looks like a good idea at the time, but trust me, it isn’t pretty.

• There are usually two kinds of air hoses in an airplane maintenance shop. One is a low-pressure air hose and the other is a high-pressure nitrogen hose. One hose will fill up your air mattress and bicycle tires. The other, if not used properly, can blow your fingers off.

• Speaking of shop hazards, I have made it a personal rule that I never handle hydraulics or high-wattage electricity. Any time a mechanic says, “You can service that yourself; just stick

your head in the wheel well, and…” I defer to the A&P and ask him or her to take care of it. I like my head—and a few dollars is a small price to pay for me to keep it attached to my neck.

• Never, ever be the first to volunteer for anything. Let anoth-er pilot try flying through that hole in the line of thunderstorms or attempt that 35-knot crosswind takeoff.

• You should never comment to other people flying with you on how well you just traversed that area of thunderstorms without much turbulence. Karma will rear up and kick you in the butt if you do, and you’ll immediately get a terrible ride. I have tested this rule a lot and it has worked every time.

• Always write down your last frequency somewhere. Nowadays most radios are flip-flop, but you should never have to search for a frequency longer than a minute or two, even if you must break out and look at a navigational chart to do so.

• Whatever facts about your flight that you don’t know—and you will not know a lot—can always be looked up.

• The best pilots are self-doubting pilots. Never trust a pilot who thinks he or she knows everything.

Kevin Garrison

THE HIGH AND THE WRITEY

Never Kick a Frozen Chock

Field-tested rules about what to do, and what not to do.

Much like the Federal Aviation Regulations, most of these guidelines tell you what you should not do...


Steve Ells

QUESTIONS & ANSWERS

Locating a fuel valve for a vintage Cessna 175, domed windows on a Cessna 172X

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Hi Pete,

I flew a 175B once and was impressed by the performance. Since the reduction gear assembly output shaft is located above the normal prop shaft, it provides enough extra ground clear-ance to swing an 84-inch prop. Some 175A and 175B seaplane models featured a 90-inch prop! Compare this to the 76-inch prop in the regular 172 and you’ll begin to understand why the 175s and P172D performed so well.

Here are your fuel valve options. Remove and clean up your existing valve prior to installing a rebuild kit (FSO-KT-16) from McFarlane Aviation. Buy a used serviceable one listed on eBay or from one of the salvage yards. “Serviceable” means it’s not new but is still airworthy. The airworthy determination must be made by the installer. Some A&P mechanics are willing to certify the airworthiness of a used item; others are not. Check with whomever is going to sign off the airworthiness of your airplane to see if “serviceable” is an option.

You can also purchase a valve that has been rebuilt by a repair station. Aircraft Supply advertises rebuilt airworthy valves (with paperwork) for around $1,400, with a $750 core charge which is refunded upon receipt of your usable valve.

Usually, these are the only two options for older airplanes. However, there are new fuel valves available for your 175. These valves are approved for installation by a Parts Manufacturing Approval (PMA) and are available from Aircraft Spruce & Specialty. The part number of the valve is 05-11164. Price is just under $1,000. This valve is also approved for installation in 172 airplanes that use the part number 0513120-5 valve.

I also recommend that you remove the pipe plug in the bot-tom of the valve and replace it with a quick drain valve. The Cessna part number for this drain is S2485-2. The Curtis CCA-2500 flush mount valve may also work. Unfortunately, the pipe plug in the bottom of the fuel valves is rarely pulled during inspections. Failure to pull the plug lets crud build up in the valve. There is always a hole in the fuselage skin beneath each fuel valve in Cessna single-engine airplanes. It’s there to provide access to the pipe plug in the selector. Replacing the pipe plug with a quick drain will make it easy to ensure the valve is clean during each inspection.

Happy flying! Steve

Hi Steve,I’m flying a nice Cessna 175. I’m a 175 fanatic. For those

readers who don’t know what a 175 is, I’m here to tell you! Cessna built 2,118 175s between 1958 and 1962. Although “Cessna 175” and “Skylark” are often used interchangeably, Cessna used the Skylark name for those 175s which left the fac-tory with the deluxe finish package.

A 175 looks a lot like a 172 but it’s certified under a dif-ferent Type Certificate. It’s powered by a six-cylinder geared Continental GO-300 engine generating 175 hp at takeoff rpm. Maximum takeoff weight (MTOW) for the 175A and 175B is 2,350 pounds. The last models produced, the 175C and the P172D Skyhawk Powermatic, had constant-speed props and MTOWs of 2,450 and 2,500 pounds, respectively. Though the P172D carried the “Skyhawk” name and 172 model number for marketing purposes, it was 100 percent Cessna 175.

The GO-300 engines had a takeoff redline of 3,200 rpm. The reduction gearing of 1:0.75 brings the propeller rpm back to a more normal 2,400 rpm. When operating with a typical cruise power setting of 65% (2,950 engine rpm at 5,000 feet), the resulting slow prop speeds gives the 175 a very quiet cabin.

OK, enough about the wonderful qualities of the 175. Here’s why I’m writing. I need a new fuel selector valve. It no longer shuts off the fuel in the “off” position. I suppose I could get a used one from one of the airplane salvage yards but I really would like a new one. Is there anything available?

Thanks, Powermatic Pete

New Cessna 175 fuel valves are available from Aircraft Spruce & Specialty.

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Hi Steve, I’m getting ready to start flying with the Civil Air Patrol. I’m

very interested in using my 1969 Cessna 172K Skyhawk to fly search and rescue. I’ve flown my friends and family on a bunch of sightseeing and $100 hamburger flights and while they’re fun, I really want to use my airplane to help people.

I think I’ve seen 172s with bulged-out windows in the doors which must help when looking out when searching. Can you tell me more about them? Can I install them in my 172?

Thanks, Searching Sam

Dear Sam,

I completely understand your yearning to put your airplane to practical use. I felt the same way a few years ago and joined the Angel Flight organization here on the West Coast. Angel Flight volunteers use their airplanes to help transport non-criti-cal patients to and from health centers for treatment.

You are correct, “bubble” side windows do help during searches simply because they enable the searcher to move his or her eyes beyond the sides of the airplane to better look down.

Great Lakes Aero Products Inc. (GLAP) of Flint, Michigan sells three different “bubble” windows that are approved (by STC) for installation in either the left or right door of your 172, as well as every other Cessna single. The GLAP catalog refers to these as domed windows. One, the -2, is bulged out 2 inches; the -4 is bulged out 4 inches and the -6 has a full 6-inch bulge. Like other Great Lakes Aero windows, these can be ordered in different tints including clear, green, gray and solar control green and gray. The starting price varies based on the window color, beginning at around $200 for clear and ranging up to $330 for solar control gray or green. Once you’ve selected a color, prices are the same for a -2, -4 and -6 domed window.

Solar control windows are proven to reduce cabin tempera-tures, so if you live in the sunny part of the States you should consider that option.

The domed windows will make your airplane look a little bug-eyed, but they will enable you to widen your search scan.

In addition to the domed door windows, GLAP also sells rear side windows with a hinged camera port in the different tints.

Happy flying! Steve

Know your FAR/AIM and check with your mechanic before starting any work.

Steve Ells has been an A&P/IA for 44 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves util-ity and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and lives in Templeton, California with his wife Audrey. Send questions and comments to [email protected].

Resources

Fuel valve rebuild kits McFarlane Aviation, Inc. mcfarlaneaviation.com

Rebuilt fuel valvesAircraft Supply and Repair, Inc. aircraftsupply.com

New fuel valvesAircraft Spruce & Specialty Co. aircraftspruce.com

Angel FlightAngel Flight West angelflightwest.org

Domed windows Great Lakes Aero Products, Inc. glapinc.com

“Bubble” side windows from Great Lakes Aero Products enable a view beyond the sides of the air-plane to better look down.

Pilots need some sort of discernible criteria to tell them when to abandon a fouled-up approach…

Airline pilots are provided with firm guidelines for the need to execute a missed approach, including the need to go around if the airplane’s performance numbers are not in a stable and near-to-target condition while descending through 1,000 feet above the runway.

There are also established criteria about not having the navi-gation needles more than such-and-such displacement from the correct on-course indication at various distances from the facility.

Not everyone always follows all these rules to the letter, but the concept of being pretty darn close to target values when you’re pretty damn close to the landing runway is one that needs to be adhered to without fail.

Pilots need some sort of discernible criteria to tell them when to abandon a fouled-up approach, and some of it would be more easily remembered as a set of sensations rather than firm numbers that can be stretched or misapplied in the heat of the moment. What do I mean by “sensations?” Here are a few examples.

A pilot on an instrument approach should execute a go-around when the deviation from on-course or on-glideslope is more than they’d care to admit in public. If you’ve already embarrassed yourself, it’s time to wipe the slate clean and try again.

Deviations in the neighborhood of full-scale when outside the fix and not more than half-scale on the final approach path are probably the maximums that most pilots would confess to voluntarily.

Accompanying this standard is the absolute need to get the hell out of there the very first instant that you are no longer absolutely sure of where you are. Being momentarily misplaced while navigating can be an aeronautical puzzle; being misplaced while flying close to the ground is suicidal.

If the airspeed or rate of descent exceeds the values that the pilot would purposely fly at that point on the approach, it is the right time to push up the power, pull up the nose and regroup. (Know the proper settings and procedures for your airplane. —Ed.)

If ATC requests 40 knots more than normal during the transition to the outer marker or final approach fix, many pilots would certainly consider doing so if their airplanes were capable of that sort of performance increase. Since most pilots would give a firm “no” to any ATC request to hold 40 knots more than normal airspeed down to minimums, why would they accept such a condition if it were simply the result of an aeronautical foul-up on their part? If you’d say no to the con-troller, then you should also—always and immediately—say no to yourself.

Another criteria for abandoning an approach is if the neces-sary pitch, bank or engine power manipulations to pull off the upcoming aeronautical sleight of hand are much larger than

normal. Avoiding a 60-degree angle of bank during a circling maneuver doesn’t mean that it can’t be done—it’s just too far outside the normal range of most pilots’ behavior to voluntarily put yourself in such a condition.

When choosing between an abnormal aeronautical maneuver or a go-around, the nod should always go toward heading back into the sky for another try.

General feelings inside the pilot can also be a good clue, and if the strong sensation that something is just not right has formed itself as a lump in the pilot’s middle, then it is past time to climb back to altitude to provide enough time to sort out your indigestion from your intuition.

Remember that “intuition” is often based on some subliminal clue that might have real substance to it. Don’t wait until the clues to make a go-around have become so big that you can’t climb over them.

Once the pilot’s mind is made up, the decision to abandon an approach turns out to be just the beginning. With the situation screaming for a go-around and the pilot finally (and probably reluctantly) agreeing, the next step calls for recitation of the Rules of Up.

Here they are, good for almost any airplane ever built: Power up, pitch up, flaps up, gear up.

The “power up” part should be easy enough, yet many pilots fail to get it right. They may not instinctively know the proper cockpit movements to develop lots more power immediately—the sequence of proper control movements can sometimes get them confused, but more than likely, they may not push up all the power that’s needed.

Pilots should smoothly but quickly go to initial settings that provide more than enough power (full throttle/flat propeller pitch for most smaller powerplants; takeoff or max continuous power on larger engines) and adjust the output afterward.

In airplanes with lots of power such as modern transport category jets, the auto throttles will limit go-around power to some manageable performance figure, such as the 2,000 fpm rate of climb for the 767. Pilots with loads of excess power at their fingertips need to practice partial-power go-arounds, or they run the risk of literally overpowering their ability to prop-erly control the airplane as they attempt to climb away.

Thomas Block

FULL CIRCLE

Go-Arounds, Part 2

Deciding to execute a missed approach is just the beginning.


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There are also other factors that can affect power output and some of them are quite subtle. Having flown for the previous several minutes at reduced power during descent, a rapid change to full power usually brings about an alarm-ing increase in noise and vibration—and right at the moment when the pilot is possibly already a little rattled by the nonstandard decision to go around.

Pulling the airplane back up (especially back up into the clouds) when you want to go down to the ground is yet another mental burden that can weigh on a pilot to cause a less than proper amount of power to be applied.

The “pitch up” aspect means know-ing what nose-up attitude will get a safe climb started and then immediately establishing it. Adjustments for best climb speed can come later, after the arrest of the downhill plunge has defi-nitely been achieved.

“Flaps up,” to something in the neigh-borhood of the takeoff setting, is needed to provide best performance and to make the maneuver resemble the familiar attitudes and airspeeds of a normal departure climb.

Another item related to the use of flaps is the need to get rid of any lift-killing devices such as spoilers and speed brakes. An American Airlines Boeing 757 acci-dent in South America many years ago had a great many factors in it, but the flight crew’s failure to retract the Boeing’s speed brakes after they pushed to full engine power for an emergency climb was the coup de grace that prevented them from getting over the intervening mountain on their go-around. To go up quickly, the airframe must be configured both quickly and properly.

“Gear up” is the final call, but only after the descent has been reversed. Once a positive rate of climb has been established, the pilot needs to retract the undercarriage to provide for normal climb performance.

Equally important at this point is the need to roll back the checklist to prevent

the perfect go-around from culminating in the perfect gear-up landing. It has hap-pened many, many times—make sure to have the personal checklist discipline to not let that happen to you.

Once the go-around has begun, fol-low the rules of the published missed approach during instrument procedures or maintain runway heading during a VFR in-the-pattern climb.

Then, and not until then—com-municating with ATC is the last part of a proper go-around—pick up the microphone and tell the tower what you are doing and what you want to do next, such as coming back for another approach or landing.

After the tower is finished gabbing about this heading or that frequency, you’ll have time to think about the go-around experience itself and decide how well it was executed. The good news is, with that kind of recent practice under your belt, the next time you need to make a go-around it’ll probably prove to be even easier.

Editor at large Thomas Block has flown more than 30,000 hours since his first hour of dual in 1959. In addition to his 36-year career as a US Airways pilot, he has been an aviation magazine writer since 1969, and a best-selling novelist. Over the past 30 years he has owned more than a dozen personal airplanes of varying types. Send questions or com-ments to [email protected].

Bona Fide Experience in a Virtual Cockpit

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Bona Fide Experience in a Virtual Cockpit

Three-time master CFI/CFII/MEI/ATP Michael Leighton explains why he is a huge fan of flight training with a simulator.

By Michael Leighton

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Simulator training has come a long way since the Link Trainer. This now primitive-looking trainer taught thousands of

World War II-era airmen to safely fly in the clouds by simulating the pitch, roll and yaw of a real aircraft in flight.

Today, flight simulation technology is readily available to every pilot, not just military aviators. From full-motion Level D sims that are so real that they have a tail number and you can take a type rating checkride in them, to desktop aviation training devices (ATDs) that are based on common PC technology, there is sim to fit any mission.

Types of devices

In reality, the word “simulator” is somewhat misused. If the device moves (i.e., it has motion), it can be called a simulator. Simulators are classified from Level A to Level D, with D as the most advanced.

Flight training devices (FTDs), on the other hand, don’t have motion. FTDs are classified with an FAA numbering system from one to seven.

Two other terms to know are Basic Aviation Training Device (BATD) and Advanced Aviation Training Device (AATD). Some AATDs have rudimentary motion and offer minor tactile “seat-of-your-pants” feel, while BATDs are mainly desktop procedure trainers without any motion. (For a detailed explanation of the different types of flight training devic-es, see the sidebar on page 30. —Ed.)

AATDs are becoming common even at smaller flight schools. Training capabilities and applications

I am and have always been a huge fan of simulator training. There are so many things you can do in a sim that you would never do in an airplane on purpose. Even the basic machines can allow the average pilot to be guided through the most complicated approach procedures and have the ability to pause at any time to figure it all out.

More advanced machines allow pilots to experience severe turbulence, the effects of ice on the airframe or simple and compound equipment failures. In the hands of a capable instructor, these devices are phenomenal training tools.

In May 2016 the FAA reinstated a decision to allow up to 20 flight hours in an approved ATD to be applied toward an instrument student’s time require-ments. This is especially helpful for the new instrument pilot, as understanding


Initial and recurrent instrument training is the perfect venue for most of the BATDs and AATDs. An AATD like this one from Precision Flight Controls is less expensive than flying in a plane, and you have the ability to stop at any point, discuss the procedure and then resume the approach.

and flying approach procedures can be the most difficult part of learning to be an instrument pilot and learning that in an airplane in flight is more difficult than in a sim. After all, there is no “pause” button on an airplane.

More advanced sims allow the pilot to experience situations and failures that are too dangerous to do in the plane or are simply impossible to recreate.

In the program that I run for one of the largest flight schools in the country, we put every student in the sim for 10 hours before we put them in the plane. In the sim, we can safely teach something as simple as starting a jet engine (without any risk of damaging one) or something as complex as a compound mechanical failure or a fire in the cockpit.

I tell my students that when transition-ing to a new aircraft, simulator training is invaluable. The more complex the air-plane, the more value I place on the sim.

Initial and recurrent instrument training is also the perfect venue for most of the BATDs and AATDs. It’s less expensive than flying in a plane, and you have the ability to stop at any point, discuss the procedure, and then resume the approach. Limitations

Not everything about a simulator is identical to the real thing. Most do not fly exactly like a “real” airplane; they just don’t have the same tactile feel.

More importantly, most sims do not use the exact same instrument and radio configuration as the aircraft you’ll be fly-ing in. Switches and buttons won’t be in the same place, and “switchology” is an important aspect in flight training.

Further, if you are flying an older air-craft, the sim likely won’t have the same autopilot that your aircraft has, either.

In addition to that, the quality of the visual graphics varies greatly—and that can be a limiting factor for what exactly you can do in that particular sim. For example, most AATDs are not approved for use in an Instrument Proficiency Check (FAR 61.57) because a circle-to-land approach is a requirement and the graphics are not good enough to qualify for that.

There is no substitute for flight train-ing in your own airplane.

Utilization

A good training regimen for the aver-age pilot would include sim training at least every other year, in addition to annual—or better yet, semi-annual—

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Aviation Training Devices: A brief explanation of “logged hours” eligibilityBy Tracy Cook

Basic Aviation Training Devices (BATDs) represent the lowest level of FAA-approved ATDs. These systems are eligible for 2.5 hours toward the private pilot certificate and 10 hours toward

the instrument rating requirements. Instrument experience (i.e., currency) can also be accomplished in a BATD under FAR 61.57(c)(4)

which allows for part of the time to be logged in the device while the remainder is required to be accomplished in the aircraft.

Advanced Aviation Training Devices (AATDs) are typically more sophisticated (and often more expensive) systems. AATDs allow for the same 2.5 hours toward the private pilot certificate, 20 hours loggable toward the instrument rating, an additional 50 hours toward a commercial ticket and 25 more toward an ATP.

Instrument experience (i.e., currency) can also be accomplished under the more liberal FAR 61.57(c)(2). This regulation allows for currency to be accomplished in its entirety on the AATD.

The current requirement—to have instrument experience time endorsed in one’s logbook by a CFI—is the focus of a recent Notice of Proposed Rulemaking (NPRM) by the FAA. It has long been argued that instrument experience does not constitute “training” and therefore should not require an instructor endorsement. Apparently the FAA agrees.

Tracy Cook is Vice President of Marketing and Sales for Precision Flight Controls, Inc. He has been a private pilot since 1990. Send questions or comments to [email protected].



recurrent training in your aircraft. I have one longtime student (who holds

an ATP rating). She went to sim training prior to taking a flight to Vail, Colorado in her plane. In the sim, she shot the approaches to Eagle County Airport (KEGE) so she would be prepared, just in case she had to do it for real.

Eagle County Airport is located in a valley in the mountains and features some of the most challenging instru-ment approaches in the country. It was money well spent for her, as the weather went from VFR to IMC while she was en route, and she ended up flying the approach for real.

You don’t need to be an ATP to find sim training valuable. Even a desktop BATD is useful for scraping rust off a pilot’s instru-ment procedure thought process—and even though you can’t log that time, it doesn’t mean you didn’t learn something.

With the proliferation of flight training devices on the market, I encourage every pilot to seek one out and experience the advantages of sim training.

Michael Leighton is a 10,000 hour, three-time master CFI/CFII/MEI/ATP and runs a flight school in Spartanburg S.C. and Vero Beach, Florida. You can reach him by email at [email protected]. Send questions or comments to [email protected].

ResourcesFlight simulator training facilities – CFA supportersAerial Sim Trainingaerialsimtraining.com

Fly MKLeighton Aviation Schoolflymkleighton.net

Legacy Flight Traininglegacyflighttraining.com

Simulator manufacturers/distributors – CFA supporterPrecision Flight Controlsflypfc.com

Other simulator manufacturers (not a comprehensive list)Redbird Flight Simulations, Inc.simulators.redbirdflight.com

Frasca International, Inc.frasca.com

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pressure in an engine is like blood pressure in a human. Both are important indica-

tors of internal health, and both should be kept within proper parameters to ensure longevity.

Operating pressure

The normal oil pressure range for most Lycoming engines is between 60 to 90 pounds per square inch (psi). This range is indicated by the green arc on the oil pressure gauge. The maximum oil pressure allowed for short durations is 115 psi on most models. The maximum allowable pressure has increased over the years from 100 to 115 psi. The top red line on most oil pressure gauges is 100 psi. The lowest allowable limit for oil pressure with the engine operating at idle with hot oil is 25 psi, which is indicated by the lower red line on most oil pressure gauges.

Lycoming generally sets the operating pressures for cruise rpm on their factory-rebuilt engines to between 75 to 85 psi. Most new, rebuilt or overhauled engines require a slight adjustment of the oil pressure to finalize the setting once the engine break-in process is complete.

Oil flow through a typical Lycoming engine

Lycoming engines use a “wet sump” oil system. This simply means that the oil sump is mounted under the engine and oil flows by means of gravity back to the sump after it has been pumped through

Engine oil provides lubrication and cooling for an aircraft’s engine. Ensuring your oil pres-sure remains “in the green” is one of the most important things you can do for your engine’s health and longevity.

By Jacqueline Shipe

Hone in the Range: Lycoming Oil Pressure

OIL

the engine. The sump is completely open on the top so that all areas of the engine can drain back into it, and it functions like a large drain pan. “Dry sump” sys-tems have a separate dedicated oil tank. Oil is routed to the tank once it has com-pleted its course through the engine.

The Lycoming oil pump is located in the accessory housing. It consists of an aluminum outer body and two steel impellers, one of which is gear-driven off the crankshaft. (See photos 01 and 02, this page and photo 03, page 35.) It pro-duces oil pressure in direct proportion to how fast the gears spin. At higher engine rpm, the pump produces more oil pres-sure than at low engine rpm.

Oil is drawn up through the suction screen in the sump and through the oil pump impellers. The oil is then routed to the thermostatic bypass valve (also called a vernatherm valve).

Oil continues to flow to the oil fil-ter adapter on the accessory case and through the oil filter (or screen if the engine is not equipped with an oil filter). From the filter, oil is routed to the oil pressure relief valve. The oil pressure relief valve is located on the top right side of the crankcase. It relieves excessive oil pressure by opening a drain port to the sump to bypass some of the oil flow if oil pressure gets too high.

Oil then travels to the crankshaft bearings and through predrilled passage-ways in the case to lubricate the internal engine parts through either pressure or splash lubrication. After completing its course, the oil drains back to the sump.

Thermostatic bypass valve

The thermostatic bypass valve is similar to a thermostat in an automotive engine cooling system. (See photo 04, page 35.) The valve remains open when the oil is below 180 F, allowing the oil to bypass the passage to the oil cooler. As the oil heats up past 180 F, the ver-natherm expands and eventually contacts its seat, forcing oil to pass through the oil cooler.

An engine that has abnormally high oil temperature may have a thermostatic bypass valve that is not expanding as it should with increased temperature, or that is not seating properly due to a worn seat. The valve seat wears over time and typically gets a worn groove that gets slightly worse every time it closes. If the valve gets excessively worn it allows some oil to bypass the oil cooler even when the oil is hot. (See photo 05, page 35.) Some of the older bypass valves

A set of removed oil pump impellers. The left impeller is made of aluminum. AD 96-09-10 required replacement of all aluminum impellers. Impellers are now made of steel.

Driving impeller and oil pump drive shaft.


01

02

Thermostatic bypass valve. Some mechanics call this a “vernatherm valve.”

Nut on the top of the vernatherm valve. The nut is secured in place with a crimp in its upper section. The seating surface on this valve had excessive wear; it has a worn groove around it.

Oil pump impellers and oil pump drive shaft.


03

04 05

[Oil pressures must be kept] high enough at low engine speeds to protect the bearings and low enough at high engine speeds to prevent rupturing or damaging any of the engine components.

Oil pressure regulator, spring and ball being installed in the crankcase. Note the AN900-20 crush washer which provides the seal.

Externally-adjustable oil pressure regulator.

Adjusting nut on an oil pressure regulator. Turning this nut clockwise increases oil pressure; counter- clockwise decreases oil pressure.

06

07

08



had retaining nuts that were improperly crimped during manufacture. Lycoming issued Mandatory Service Bulletin 518C that contained instructions for perform-ing a heat treatment using a special Loctite to permanently secure the nuts in place. Valves that have had the Loctite treatment are typically inscribed with an “L” near the part number to indicate they have been repaired.

As of August 2016, Lycoming no long-er recommends this repair. Mandatory Service Bulletin 518D supersedes 518C and states that valve repair/rework is no longer allowed. Older-style valves with loose crimp nuts should be replaced.

Engines that suddenly develop an oil temperature problem may have one of the older-style valves with an improperly crimped nut that has come completely loose. Lycoming Service Instruction 1565 provides the procedure for replacement.

Oil pressure relief valve

The oil pump is a direct drive pump. This means that the pump impellers spin in direct relation to engine speed and produce oil pressure that also varies directly with engine speed.

At high engine rpm, the pump produc-es far more pressure than the engine is designed to handle. Therefore, a pressure regulator must be incorporated into the system to keep pressures high enough at low engine speeds to protect the bearings and low enough at high engine speeds to prevent rupturing or damaging any of the engine components.

The oil pressure relief valve (or oil pressure regulator) is located on the top right side of the crankcase; behind the number three or the number five cylinder, depending on whether it’s a four- or six-cylinder engine. (See photo 06, page 36.)

The oil pressure relief valve is very basic in its method of relieving excessive oil pressure. It consists of an aluminum housing with a strong spring, which presses against a steel ball. The spring keeps the ball seated.

As oil pressure builds beyond the amount the spring is adjusted to main-tain, the ball is forced off its seat by the excessive pressure. This exposes a pas-sageway (bypass) that directs excess oil back to the sump, relieving some of the oil pressure.

There are three types of housings. The latest style has an adjustable spring seat that can be cranked in or out as needed by means of an attached castellated nut on the end of the shaft.

The older styles were adjusted by

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An older short-style oil pressure regulator that is adjusted by adding or subtracting washers. A maximum of three wash-ers may be used.

Tall-style oil pressure regu-lator. It is internally adjust-ed by adding or subtracting washers. A maximum of nine washers may be used.


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Externally-adjustable oil pressure regulator, spring and ball.

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removing the housing and spring and adding or subtracting washers behind the spring to increase or decrease pressure. (See photos 07 and 08 on page 36 and photo 09 on page 38.)

The oldest style housing was short and had an adjustment of zero to three wash-ers maximum. (See photo 10, page 38.) The longer housing allowed up to nine washers maximum to increase spring ten-sion. (See photo 11, page 38.) Each added washer increases oil pressure approxi-mately 5 psi. On the externally adjustable models, one turn in (clockwise) increases oil pressure approximately 5 psi.

There are also springs of varying ten-sions and lengths which can be inter-changed if the above adjustments do not yield the desired results. Some of the springs are color-coded to help dif-ferentiate them from one another. The most commonly used ones are the white LW-11713 springs (thick, heavy springs that are used to increase oil pressure at all settings), the 68668 (purple springs that are short and have much less ten-sion than the others), and the 61084 non-color-coded spring that is standard equipment on most regulators. (See photo 12, page 40.)

One of the more common problems with the oil pressure regulators is with the seat that the steel ball contacts every time it closes. The seat is simply a machined aluminum section of the crank-case itself on most engine models, and over time it can become worn, especially if the ball is not contacting the seat dead in the center.

If oil pressure varies excessively with engine rpm, especially at lower engine speeds, the regulator ball and seat may not be closing properly. Poor contact allows some of the oil to bypass back to the sump when it shouldn’t. (See photos 13, 14 and 15 on pages 40 and 42.)

If the cast aluminum seat has an irreg-ular wear pattern in it, Lycoming recom-mends rigging up a makeshift tool out of an old ball welded to a steel rod that is thick enough to be struck with a ham-mer, then inserting the newly made tool squarely against the seat and giving it a couple of sharp hammer strikes to reform the seat, allowing a tighter fit between a new ball and the seat.

The field method of repairing a worn or non-concentric seat that most mechan-ics employ is to use the same tool men-tioned above, but instead of striking it with a hammer, they use a tiny bit of valve grinding compound on the ball to re-lap the seat. Care must be taken to

Left: Three of the various styles of springs for the regulators. At left is the standard 61084 spring. The center spring is the shorter 68668 purple spring. On the right is the thicker and heavier LW-11713 spring which is normally painted white for identification.

Below: The seat area for the oil pressure regula-tor with the regulator removed. The large hole on the lower left side next to the bottom of the threaded section is the drain hole to return bypassed oil back to the sump. The center hole is the seat for the ball. Oil pressure must over-come spring tension to force the ball off its seat and allow some of the oil to bypass to the sump.


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prevent the compound from getting into any of the oil passageways during the process, but overall this method tends to work well to reform the seat and regain a good seal between the ball and seat. (See photo 16, page 42.)

Some of the earlier engines did have a replaceable seat insert that could be changed out and replaced if it was worn, but the most common seat is the cast alu-minum type mentioned above.

Oil pressure gauge

The oil pressure gauge on many airplane models consists of a mechan-ically-actuated “Bourdon tube.” The Bourdon tube is a somewhat rigid, coiled, hollow tube.

The tube is connected to a small oil pressure line and as oil pressure increas-es, the tube is stretched to a straighter, uncoiled position. The amount that it stretches varies directly with the pressure. An attached needle and gear mechanism allows the varying pressure to be read on the oil pressure gauge.

These mechanisms can get dirty and stick, or the gearing mechanism can get worn and not indicate correctly. A shaky needle is often caused by a worn gear mechanism in the gauge.

Some aircraft use an oil pressure trans-ducer or sending unit that looks similar to the oil pressure switch used for Hobbs meter installations. It is a unit that has an oil pressure line piped into one side, and electrical wires connected to the other side. Pressure is converted to an electrical signal and wires are run to a gauge that displays the oil pressure reading.

The oil pressure in most Lycoming engines is taken off the top rear acces-sory case. The oil pressure fitting has a reduced orifice in the outlet to the gauge. This helps prevent catastrophic oil loss if the oil pressure line or gauge begins to leak. Carbon or dirt can sometimes clog the orifice and cause an abnormally low oil pressure reading.

Troubleshooting oil pressure problems

Most oil pressure problems can be adjusted back to normal with the regula-tor or traced to a malfunctioning regula-tor or gauge. Sometimes, the trouble is a little more difficult to repair.

The first step in correcting abnormally high or low oil pressure should be to double-check the pressure reading with a separate pressure gauge to confirm that the oil pressure really is too high or low.

Check the oil temperature, too. Low oil pressures will produce increased oil

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Close-up view of the ball seat itself. This seat has a tiny bit of pitting, but the real problem is the non-concentric groove that the ball has worn into the seat over time. A faint outline of the worn groove can be seen from the four o’clock around to the ten o’clock position.

A lapping tool (with lapping compound) made of an old ball and a steel rod.

Oil pressure readings should be consistently monitored so that any deviation from normal operation can be detected and remedied quickly.


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temperatures, and vice versa; overly high temperatures thin the oil and can cause a lower-than-normal oil pressure reading.

Excessive internal engine clearances due to excessive wear or a bearing failure can become so great that the output of the pump is insufficient to fully pres-surize the oil system. This is typically a worst-case scenario and lower oil pres-sure readings occur gradually over time.

Excessive oil pump clearance between the impellers and the housing can also cause degraded oil pressure output.

Oil viscosity plays a role in oil pres-sure as well. A slightly lower than normal oil pressure may be caused by using too thin an oil depending on where the plane is operated.

A clogged suction screen or partially blocked passage between the screen and pump can also cause low oil pressure.

A higher-than-normal oil pressure reading, especially one that occurs sud-denly, can be indicative of a blockage somewhere in the system, usually down-stream of the pump. Conclusion

Oil pressure readings should be con-sistently monitored so that any deviation from normal operation can be detected and remedied quickly. Consistent, normal oil pressure from startup to shutdown helps assure that an engine will run reli-ably for a long time.

Know your FAR/AIM and check with your mechanic before starting any work.

Jacqueline Shipe grew up in an aviation home; her dad was a flight instructor. She soloed at age 16 and went on to get her CFII and ATP certificate. Shipe also attended Kentucky Tech and obtained an airframe and powerplant license. She has worked as a mechanic for the airlines and on a variety of General Aviation planes. She’s also logged over 5,000 hours of flight instruction time. Send question or comments to [email protected].

ResourcesLycoming Mandatory Service Bulletin 518D http://www.lycoming.com/node/15796 Lycoming Service Instruction No. 1565A http://www.lycoming.com/content/service-instruction-no-1565-a

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Reims Aviation and the French Cessnas

A History of Cessna Aircraft’s Partnership in France. By Scott Kinney

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French city of Reims is best known to avia-tion historians

for the Grande Semaine d’ Aviation de la Champagne, the first international air-show, held in August 1909. The Grande Semaine rivaled today’s EAA AirVenture Oshkosh, with some 500,000 visitors over the course of a week. The Grande Semaine featured air races and exhibition flights, and was considered by many to be a coming-out party for the commer-cial viability of heavier-than-air aviation.

Fifty years later, Reims was the site for another meeting of international aviation minds; this one would shape European General Aviation for several decades to come.

Looking for opportunity

General Aviation was booming in the United States in the late 1950s. Cessna Aircraft Co. had emerged as a leader in the light aircraft market, riding the suc-cess of the Cessna 140 and 170 series into the even more popular Cessna 172.

Cessna was looking to broaden its dis-tribution outside the United States, and saw opportunity in the quickly-growing European General Aviation market. Cessna had established a dealer net-work abroad, but transportation costs and high tariffs made it difficult for Cessna to bring price-competitive prod-ucts to Europe.

Executives began the search for a European partner which could manufac-ture Cessna products under license. The ideal partner would have spare produc-tion capacity and a trained workforce to facilitate a rapid spool-up of production of Cessna-licensed aircraft.

French aircraft manufacturer Societe Nouvelle des Avions Max Holste was founded in 1933 by engineer Max Holste. Avions Max Holste had produced several airplanes (both of their own design and on license) in the postwar years. However, it had not found a large market for its flagship Broussard series of turboprop transports and by the end of the 1950s, the company was facing financial trouble.

THE


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FR172R Reims Rocket HB-CIU on final approach to land at Sandtoft Airfield, UK (EGCF).


flight paperwork, the first 18 Reims F172Ds were identical to their U.S. counterparts.

The F172 was a hit, and production ramped up quickly. By the end of 1964, Reims Aviation had produced 100 F172s, and a dozen aircraft a month were leav-ing the small Reims factory.

At the same time, Cessna attempted to import the rebadged Cessna 175, known as the “Powermatic” P172D. The Powermatic featured a 175 hp Rolls-

Royce Continental GO-300-E engine with a geared reduction drive and constant-speed pro-peller. The P172D was pulled from Cessna’s U.S. lineup in 1963; and only three FP172Ds left the Reims factory.

Another P172D airframe was received by Reims and converted into a prototype for a mili-tary liaison light air-

craft; powered by a Continental IO-360. This prototype, bearing the model designation FP172M, provided a proof-of-concept for the Cessna T-41B training aircraft, later produced in the United States for the U.S. Army. The FP172M project was abandoned.

The transition from kit assembler to manufacturer was rapid. Reims Aviation began to manufacture subassemblies in early 1964. Nearly all components for the F172 were being made in France by 1965. The Rolls-Royce Continental engine and spring steel landing gear were the only imported parts in 1965’s F172E models.

Though Reims was bound by agree-ment to make their aircraft parts-com-patible with U.S.-manufactured Cessnas, Reims made small improvements in their assembly process. Most importantly, all aircraft leaving the Reims factory after mid-1964 were corrosion-proofed.

Full production

Reims Aviation reached full production capacity in 1965. The F172’s price point (approximately $10,000) appealed to flight clubs and private owners. A French government program helped to boost sales—the program subsidized up to 50 percent of a French-built aircraft’s cost when purchased for flying club use. At the end of 1965, Reims was producing 15 F172s per month.

France was Europe’s most active country for General Aviation at the time, with more than 3,000 aircraft in the air. A partnership with Avions Max Holste made good sense for both sides. Cessna would gain access to a skilled workforce and manufacturing facilities in the heart of France; Avions Max Holste could delicately extract itself from its financial woes by spinning off its turboprop line to Nord Aviation, and focus on produc-ing commercially-proven Cessna aircraft.

Negotiations were brief, spanning only a few meet-ings. A partnership agreement was signed February 16, 1960. The agree-ment was approved by the French gov-ernment in May of the same year. Cessna would own a 49 percent share of a new company, Reims Aviation, with the sharehold-ers of Avions Max Holste retaining the balance of owner-ship. At the time of the agreement, Reims had 280 employees. The name change became official in January 1962.

Reims Aviation was granted the sole franchise to produce Cessna products in Europe. Cessna promised Reims Aviation access to their existing Cessna International dealer network.

To start, Reims would produce the Cessna 172 and 175. Other models would follow after the completion of the initial production run, which was slated to begin in 1963 with full pro-duction by 1964.

The first models

Production started on time. The first Reims Cessna aircraft was completed in April 1963 and rolled off the line bear-ing serial number F1720001, with the F-prefix denoting an aircraft assembled in France. This “F” nomenclature car-ried through to the model number—the 172Ds produced by Reims would be the Reims Aviation F172D.

The F172D was essentially a kit ver-sion of the Cessna 172D. All airframe parts were manufactured by Cessna in the United States and shipped to Reims for final assembly and paint. The engine was a 145 hp Continental O-300-D pro-duced by Rolls-Royce in England. With the exception of their data plates and

France was Europe’s most

active country for General Aviation

at the time…

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By the end of 1964, Reims Aviation had produced 100 F172s,

and a dozen air-craft a month were leaving the small

Reims factory.


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Even with brisk sales of the F172, Reims and Cessna saw additional oppor-tunity in Europe. European customers clamored for a two-seat trainer: the Cessna 150. The model was extremely popular among U.S. customers. Cessna produced some 3,000 Cessna 150s in the United States in 1966 alone. However, tariffs and transportation costs made the F172 a cheaper option than an imported U.S.-made Cessna 150.

Plans were made to bring the Cessna 150 to Europe. Production of the F150 began in February 1967. In the first year of production, Reims Aviation produced 67 F150F aircraft.

Reims Aviation needed more space to meet the increased production demand, and broke ground in April 1967 on a 150,000 square foot factory at Reims-Prunay Aerodrome (LFQA). By June 1968, Reims had transitioned all pro-duction to the new facility, which soon expanded to over 200,000 square feet.

Cessna’s European dealer network had also grown to help distribute Reims and Cessna aircraft. Based in Brussels, Belgium, Cessna Europe had 38 dealers in 24 countries, including a distributor behind the Iron Curtain in Czechoslovakia.

Reims Aviation’s CEO, former French fighter ace Pierre Clostermann, bragged in a 1968 Flying interview that Reims would soon be supplying Cessna’s European dealer network with most of its single-engine aircraft. He predicted Reims’ production would hit 1,000 aircraft a year by 1975. These bold esti-mates were based in part on a new prod-uct positioned to expand Reims’ portfo-lio beyond the F150 and F172.

The FP172M concept, the 210 hp IO-360-powered prototype which had been mothballed in 1963, re-emerged at the 1967 Paris Airshow as Reims’ new flagship product: the Reims Rocket Model FR172E. This new high perfor-mance 172 would be produced exclusive-ly for civilian sale in Europe by Reims Aviation. The Rocket was positioned to fill the niche between the F172 and the imported Cessna 182 Skylane. In this respect, it was similar to the fixed-gear Cessna 177 Cardinal, which was not pro-duced in Europe.

The FR172E Reims Rocket’s 210 hp Rolls-Royce Continental IO-360-D fuel-injected engine and constant-speed propeller produced a maximum of 2,800 rpm at takeoff and gave the aircraft a 125-knot cruise speed. The aircraft was at least 20 knots faster than comparable

What Owners and Pilots Say

“Owning an F152 for me as a club owner is no different from owning a C152. I don’t know if it is because it is an F152, but ours gives 5 to 10 knots more in the cruise at the same rpm than our standard C152. Our F152 suf-fered from corrosion less as the body panels were treated during construc-tion. Spare parts are largely easy to get. Sometimes the parts catalogue lists a part that has on all C152s been superseded by another part, but they seem to have forgotten the F152s.”

—U.K.-based Reims F152 (and C150) owner

“I can’t for the life of me find an exhaust or any other parts specific to my [Rolls-Royce Continental] O-240. It’s an orphan engine which only went into the FRA150, also known as a paperwork nightmare. It’s sad because the little airplane is a ball to fly with the 130 horsepower.”

—France-based Reims FRA150 owner

“It’s not quite as fast as the book says, but it’s faster than anything short of a 182 and the early Rockets. I see about 120 knots on 9 gph at 24 inches of manifold pressure and 2,400 rpm, and I can do 130 knots if I flog it.”

—Germany-based Reims FR172J Hawk XP owner

“Look out for the Reims-made Aerobat [FA150K, L] which has a smaller engine (underpowered) which sells for a cheaper price and has not really got the grunt for aeros [aerobatics].”

—Flyer.co.uk forum member

“Excellent lifting capacity and is a legal four-seater with long range. Probably one of the best Cessnas ever built.”

—U.K.-based Reims FR172K Hawk XP owner, flight instructor

“I have flown a Reims Rocket for the last 12 years and it is a fantastic four-seat STOL aircraft which will handle short fields with amazing ease. The Reims Rocket has to be one of the best-performing aircraft ever made and with the fuel-injected six-cylinder engine it runs so smoothly without missing a beat.”

—U.K.-based Reims Rocket (FR172E) owner

“You don’t need big muscles to fly one. It’s very STOL, and as economical as a bog standard 172. It will deal with 400 yards [1,200 feet] quite happily, all day, every day. The older models are better than the later ones.”

—Former Reims Rocket (FR172F) owner

“At the core, it’s a 172. Maybe a 172 with a little better fit and finish. The French did a great job putting these together.”

—Reims F172N owner

“Prefer the French-built, corrosion-proofed-at-birth aircraft. M model [F172M] is my favorite.”

—Eight-time 172 owner

“Most of the common Reims-built Cessnas do have FAA TCDS, all on the FAA website—even the quirky ones like the FRA150L/M with the 130 hp O-240 RR [Rolls-Royce] engine.”

—France-based Reims FRA150 owner

“My F182P is a little faster than the same model aircraft I have flown in the States. I don’t know why that is, but I’m happy about it. I have not had any problem sourcing parts.”

—Sweden-based Reims F182P owner

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F172s, with only slightly increased fuel consumption and maintenance costs.

The Rocket’s name was as much for its sound as its speed. An article in Flying described the Rocket as produc-ing “a helluva racket—about 84 dB at 1,000 feet.” The Rocket also boasted a 2,500-pound gross weight (an increase of 200 pounds from the standard F172) and a useful load of approximately 1,000 pounds. The aircraft was in many respects superior to the early 177 Cardinals, and close in performance and payload to the Cessna 182. The Reims Rocket was produced through 1977. Reims built almost 600 Rockets in the ten-year production run.

Military customers also expressed interest in the Rocket. Reims produced eight specially-equipped FR172E air-craft in 1969 for the Irish Air Corps. These aircraft saw active duty fighting in Northern Ireland.

Cessna’s eight-seat twin-engine Model 411 made a brief appearance at the Reims factory in 1967 and 1968. Eight aircraft were assembled from kit form and delivered as the Reims Cessna F411.

As the 1960s came to a close, 400 employees of Reims Aviation were pro-ducing approximately 300 aircraft a year. The first five years (1965–1969) of

full production at Reims were an over-whelming success. A total of 1,331 air-craft rolled off the line, compared with the production plan’s goal of 1,017. About two-thirds were F172s. The remainder was split between the F150 and the new FR172E.

1970s

The 1970s saw the continuation of F150, F172 and FR172E production, and the adop-tion of several other popular Cessna models.

Cessna’s 150 Aerobat was the next model to cross the Atlantic. The A150K Aerobat was produced by Reims Aviation starting in late 1969 as the FA150K. These FA150K Aerobats were powered by the same Rolls-Royce Continental O-200-A engine as the standard F150 models. A total of 120 FA150K and FA150L models were produced.

The Aerobat soon received a Reims customization and was upgraded with a Rolls-Royce Continental O-240-A engine producing 130 hp. This Aerobat, known as the FRA150L, has a high power-to-weight ratio and members of online European aviation forums often call it a joy to fly. Both L and M models were produced in fair numbers, for a total of 272 FRA150L and FRA150M models.

From 1968 to 1971, the Reims F172s

differed somewhat from their U.S. counterparts. Cessna changed the 172’s powerplant to the four-cylinder 150 hp Lycoming O-320-E2D starting with 1968’s Cessna 172I model; Reims did not adopt the new engine until 1972’s F172L.

1974 marked the peak of Reims Aviation’s production. Reims’ 515 employees produced 474 aircraft at the 260,500-square-foot Prunay Aerodrome factory. The F172 was the most com-mon aircraft, with a production rate of 150 aircraft per year at the end of 1974, followed by 105 F150s, 31 FR172s and 20 FRA-150s.

While the fixed-gear Cardinal was not produced by Reims, the 177RG Cardinal RG retractable made a brief appearance in France. A total of 177 FR177RG air-craft were produced from 1972 to 1978.

The Cessna 182 was not licensed to Reims in its early years, perhaps due to the success of the Reims Rocket. This changed in 1975, when Cessna granted Reims the license to produce the 182P Skylane and R182 Skylane RG. 25 F182P models, 145 F182Q models and 67 FR182 models were manufactured by Reims between 1976 and 1984.

The F150 was replaced by the F152 in 1978 and mirrored the Cessna 152s sold in the United States. Reims also produced

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a 152 Aerobat, the FA152. Reims manu-factured 622 F152 and FA152s between 1978 and 1985.

The Reims Rocket was supplanted by the Hawk XP in 1977. The Hawk XP, also known as the FR172K, featured the same airframe and powerplant com-bination as the Reims Rocket, though the Rolls-Royce Continental IO-360-K engine was derated to 195 hp and 2,600 rpm on takeoff. This adjustment complied with new European noise regulations. The new aircraft was nearly identical to the U.S. model Hawk XP. Reims produced 85 Hawk XPs between 1977 and 1981.

The Cessna 337 Super Skymaster was licensed to Reims Aviation in 1969, with the first delivery in 1972. Reims produced almost 200 Super Skymasters between 1972 and 1980, divided nearly equally between pressurized and nonpres-surized versions.

Approximately 60 of the pressurized Super Skymasters were equipped with special STOL modifications and provi-sions for carrying military ordinance. 21 of these FTB337G model Skymasters were sold to the Rhodesian Air Force. In 1980, Cessna gave full Super Skymaster

production rights to Reims. However, Reims did not produce any Super Skymasters after 1980.

Reims Aviation employed 540 people at the end of 1979 and produced 373 aircraft that year.

1980s

As with many major aircraft manufac-turers, Reims was hit hard by the down-turn in General Aviation which started in the late 1970s.

Production slowed to a trickle by 1983. Though Reims Aviation had 531 employ-ees at the end of the year, only 92 aircraft left the factory. By 1986, Reims Aviation, like Cessna, was no longer producing pis-ton singles. Reims directed its attention to the production of a new aircraft.

The Reims F406 Caravan II, a twin-turboprop derivative of the Cessna 404, debuted at the Paris Air Show in May 1983. The Caravan II could carry up to 12 passengers at just over 250 knots, with a range of 1,030 nm. Cessna produced most of the parts in the United States and final airframe assembly took place at Reims Aviation’s Prunay factory. The first air-craft was delivered in April 1985.

By 1989, Reims Aviation was only pro-ducing one model of aircraft, the F406 Caravan II, at a rate of one per month.

In May 1989, Cessna chose to divest from its interest in Reims Aviation; sell-ing its shares to Compagnie Francaise Chaufour Investissement (CFCI) of Paris. As part of the sale, Cessna agreed to offer CFCI the right of first refusal to produce Cessna products in Europe if Cessna were to ever restart piston-powered aircraft production.

1990s

The employees of Reims Aviation continued to work throughout the early 1990s, though much of their efforts were concentrated on producing parts for other manufacturers’ aircraft, including Dassault, Airbus and ATR. Reims saw a brief renaissance, reporting over 500 employees in 1991.

In 1991, Cessna considered relaunching the Model 425 Conquest I and contract-ing with Reims Aviation for production. Ultimately, this project fell through. A few years later, Reims’ maintenance depart-ment began to remanufacture used Reims Cessna light aircraft (primarily F172s),


offering complete refurbishment for a fraction of the price of a new aircraft.

Cessna declared in 1994 that its single-engine restart program would not include a production license for Reims Aviation. In December 1995, Cessna reversed course, announcing that Reims would produce 200 airplanes a year for European and African markets. A follow-up announcement in 1997 indicated that Reims would also start to remanufacture Reims Cessna F150 and F152 airframes for use in flying clubs and flight schools.

A trial production run was conducted in 1997 and three Cessna 172R Skyhawk kits were shipped to Reims Aviation. By September, Reims had booked 22 orders for new 172s and 182s.

However, the CFCI investment group decided against restarting Cessna production and chose to focus on pro-ducing the F406 Caravan II and sub-contracting for other manufacturers. The three 172R aircraft were returned unsold to Cessna.

Caravan II production continued, and 80 aircraft were delivered to customers between 1985 and 1997. Most were con-figured for transport use, though customs

and border protection agencies of several nations ordered surveillance versions.

2000s

In 2003, Reims Aviation declared bankruptcy. The bankruptcy court split the company into Reims Aerospace,

which would focus on subcontracting; and Reims Aviation Industries, which would produce the F406 Caravan II.

The Type Certificates for most of the Reims-produced Cessna aircraft were transferred to Cessna in 2006. This allowed owners of Reims Cessnas to reg-ister their aircraft on the U.S. N-number

registry with minimal difficulty. In the eyes of the FAA, Reims Cessnas are “con-sidered domestic products for the purpose of design certification and continued air-worthiness” per Type Certificate A4EU.

Reims Aviation Industries continued production of the F406 Caravan II until 2013 when the company went into receivership, leaving its 70 employees out of work.

In March 2014, the remains of Reims Aviation Industries were sold. The Type Certificate and production rights to the F406 were transferred to ASI Innovation. Continental Motors has since partnered with ASI Innovation with the intent to restart production of the F406, but to date, no aircraft have been built.

Reims Aerospace was bought and renamed in 2011 by Austrian investors to Novae Aerospace Industry. This com-pany continues to operate in the former Reims Aviation facility at Reims-Prunay Aerodrome, producing parts for Airbus, Dassault and others.

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business in the United States. 1965 to 1975 were the golden years at Reims Aviation, followed by gradually waning demand in the mid-1980s. By 1986, both Reims and Cessna had abandoned light piston singles; choosing instead to focus on multi-engine aircraft.

Over the course of its 23-year run of producing Cessna singles, Reims Aviation helped bolster the growth of European General Aviation by bringing affordable aircraft to the European market en masse.

Reims Aviation built more than 6,300 aircraft, including 12 different Cessna single-engine models and four twins. Reims Aviation no longer exists, but thousands of Reims aircraft continue to ply the skies over Europe and around the world.

Scott Kinney is a self-described aviation geek (#avgeek), private pilot and instruc-tor (CFI-Sport, AGI). He is a techni-cal editor for Cessna Flyer. Scott and his partner Julia are based in Eugene, Oregon. They are often found buzzing around the West in their vintage airplane. Send questions or comments to [email protected].

Sources Online: Marais, Frédéric. “Novae Aerospace Industry, ou le spectaculaire redressement d’un avionneur historique de Reims.” Traces Ecrities News, May 9, 2017. www.tracesecritesnews.fr/actualite/novae-aerospace-industry-ou-le-spectaculaire-redresse-ment-d-un-avionneur-97202

“GECI Aviation, an organisation making a place for itself on the world twin turboprop aircraft market.” GECI Aviation. April 5, 2010. www.geci.net/files/UKPDF20100405_CPAGE_RAI.pdf

“Divestiture of Reims Aviation Industries and bank-ruptcy of GECI Aviation.” GECI Aviation. April 28, 2014. www.geci.net/files/UKPDF20140428_GA_PLAN_RAI_LIQUIDATION_GA.pdf

Pope, Steven. “Continental To Build Former Cessna Cabin Class Twin.” Flying, March 27, 2014. www.flyingmag.com/aircraft/turboprops/continen-tal-build-former-cessna-cabin-class-twin

Flying. Apr. 1965, Jan. 1966, Sep. 1967, Apr. 1968, Jun. 1969, Jun. 1970, Jun 1977, Oct. 1979, Sep. 1980, Aug. 1983, May 1989, Jul. 1989, Dec. 1991, May 1993, Dec. 1994, Jan. 1996, Mar. 1997, Sep. 1997. [Note: many back issues of Flying, including all cited above, are available free on Google Books, books.google.com] FAA listing of Reims Cessna TCDS documents (past and current): rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/WebSearchAll?SearchView&Quer

y=Reims%20AND%20Aviation%20AND%20S.A.&SearchOrder=1&SearchMax=0&SearchWV=TRUE&SearchFuzzy=FALSE&Start=1&Count=1000#

Print: Jane’s All the World’s Aircraft. New York, NY: McGraw-Hill, 1967, 1968, 1971, 1972, 1976, 1980, 1985, 1988, 1996, 1999.

Murphy, Daryl. The Planes of Wichita: The People and the Aircraft of the Air Capital. Bloomington, IN: iUniverse, 2008.

Schoenberg, Eyvinn Hansen. Plane Talk: Cessna Export Tales. Philadelphia, PA: Xlibris, 2003.

Simpson, R.W. Airlife’s General Aviation: A Guide to Postwar General Aviation Manufacturers and Their Aircraft. Shrewsbury (UK): Airlife Publishing, 2000.

Simpson, Rod. The General Aviation Handbook. Hinckley, MN: Midland, 2005.

Smith, Ron. Cessna 172: A Pocket History. Stroud (UK): Amberley, 2010.

Shiel, Walt, Jan Forsgren, and Michael R. Little. T-41 Mescalero: The Military Cessna 172. Lake Linden, MI: Slipdown Mountain Publications, 2006.

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bars. This may be the only survival equipment you recover from the aircraft. A water bottle and water treatment chemicals are also a good idea. Tip: change batteries in spring and fall.

Signaling equipment

The aircraft should carry a 406 MHz ELT, personal locator beacon or other portable signaling device, handheld air-craft radio and/or satellite phone, signal mirror, flares, laser or head-mounted flashlight.

Personal flotation equipment

Carry at least one floatation device aboard the aircraft for each occupant.

Food and medicine

Carry a sufficient supply for each occupant, including high-energy compact rations (one week’s supply per occupant), first-aid kit, passenger prescription medi-cation and containers for water.

Clothing appropriate to the seasonRemember, in an emergency you might

exit the airplane with only the clothes you’re wearing. Wear clothes that you can survive in. Wear your parka and bunny boots. You may not have time to retrieve them in an evacuation.

In Alaska, safety is the law!

Alaska state law requires an ax, knife, first-aid kit, fishing kits and mosquito head net for each occupant. From Oct. 15 to April 1, sleeping bags and at least one pair of snowshoes are required.

Resources

Alaskan Pilot and Passenger Survival Guide Alaska Region FAA Safety Teamwww.faa.gov/about/office_org/ headquarters_offices/avs/offices/afs/divisions/alaskan_region/media/Alaskan_Survival_Guide.pdf


Survival equipment checklist

Survival vest

The survival vest should contain fire-making equipment and communication/signaling gear such as a personal loca-tor beacon (PLB) and a head-mounted flashlight. These items should be sealed in waterproof containers. The vest should also contain a knife and some energy

The Alaska Region FAA Safety Team has compiled an “Alaskan Pilot and Passenger Survival Guide” which is available online. The following list of required (and handy) items for a survival kit you can stow in your plane is adapted from that guide.

By CFA Staff


Flying Southeast AlaskaBy Kristin Winter

Navigating one of the most beautiful places on earth.


outheast Alaska has long been considered by many to be the Bermuda Triangle of General Aviation. It is almost as if the sec-tional chart ended at Bellingham, Washington and the notation

north of that was “There be dragons!”Twenty years ago, there was justifica-

tion for such fears, as spotty weather reporting, poor IFR infrastructure and numerous microclimates put local knowl-edge at a premium.

Thanks to technology, one of the most beautiful places on earth is now accessible to the General Aviation pilot equipped with a sense of adventure, a good GPS and either an instrument ticket or no particular hurry to get somewhere.

What to seeThe Alexander Archipelago is a para-

dise for the outdoors-inclined. The area is a temperate rainforest and the scenery is stunning, both geologically and for the flora and fauna. Bald eagles are about as common as robins are in the Lower 48. Much of the entire 300-mile-long archi-pelago of islands is part of the Tongass National Forest.

There are several parks and monu-ments throughout the area, such as Glacier Bay National Park, Misty Fjords National Monument and the Sitka National Historical Monument. Throughout the area are hiking and bik-ing trails, Forest Service cabins for rent and high-end resorts. Some of the hiking trails on Baronof Island look like some-thing out of a Tolkien fantasy novel.

Many of the resorts are accessible only by boat or seaplane. The entire area is a boater’s paradise for everything from skiffs to cruise ships. It goes without say-ing that the fishing is incredible. Halibut, salmon, Dungeness crab, king crab, clams and dozens of other fish can be found in the ocean, lakes and streams.

IFR airportsFor the General Aviation flyer,

Southeast Alaska can be the gateway to the rest of Alaska, or a destination in itself. Once an aviation wilderness, the FAA chose the area for its Capstone Program which was a test bed for ADS-B. Additionally, numerous automated weather reporting stations and additional instrument approaches were inaugurated.

When I was first flying in Alaska in the early 1980s, the best approach in the Southeast was an NDB approach into Sitka (PASI) with minimums of 400-1. Since that time, Sitka has

gained an LDA/DME 11 with 400-1; Ketchikan (PAKT) has gotten an ILS with standard 200-1/2 minimums. Gustavus (PAGS) received an RNAV GPS approach with 400-1 minimums.

Those three are the best approaches in the panhandle. The predominant sum-mer IFR weather pattern is a marine layer with excellent visibility underneath. As such, missing an approach to one of these airports is unusual.

Because of good visibility underneath, VFR flying in the summer is much more common than IFR. At one time, it took a vast amount of local knowledge to be able to travel from point A to point B, following the waterways and mountain passes. The various applications on an iPad with an external GPS feeding the moving sectional chart has made VFR flying much more available to the visitor who is not steeped in local knowledge.

Being entirely reliant upon VFR flight does require one to be extremely time flexible. A planned 10-day trip could turn into a 15-day trip, as it may be required to sit out a weather pattern or two.

The routeGetting to Alaska by flying up the

Inland Passage generally starts in Bellingham, Washington (KBLI), as the northernmost suitable airport in the con-tinental U.S. for jumping off. There are numerous Canadian airports all along the coast and on the island of Victoria that are potential fuel stops or places to visit in their own right.

Ketchikan is the southernmost air-port in the panhandle and a worthwhile stop for more than just fuel. Ketchikan is about 518 nm from Bellingham, but the direct route would take you through Vancouver International’s airspace (CYVR), so you can count on going 25 nm or so to the west. 600 nm is a more reasonable estimate as to the distance to be flown from Bellingham to Ketchikan.

If that is a stretch for the plane, there are numerous stops in Canada that provide fuel. (Be prepared; landing in Canada will require clearing Canadian customs. —Ed.) Moreover, the navaids are good and the ATC is pretty seamless between U.S. and Canadian airspace.

VFR or IFR, a flight plan is required. If there is a planned landing in Canada, then all the customs and reporting requirements are in effect. These require-ments are beyond the scope of this article; AOPA has excellent support for that kind of thing. (Take a look at “Get Those Papers in Order” by Pam

S

For the General Aviation flyer, Southeast Alaska can be the gateway to the rest of Alaska, or a destination in itself.

Above: Alaskan sunsets can be spectacular.

Right: Gustavus (PAGS) has an RNAV GPS approach with 400-1 minimums.


Busboom. Her two-part article was published in early 2016 and explains how to prepare for your first inter-national flight. It’s available in the archives at CessnaFlyer.org. —Ed.)

Fuel serviceThere are three airports in

Southeastern Alaska where you can count on fuel being available: Ketchikan, Sitka and Juneau (PAJN). Each has regu-lar 737 service from Alaska Airlines, so the runways are long and well main-tained. All three have FAA-staffed Flight Service Stations.

Fuel at all three airports is provided by the same company: Aero Services. It is worth calling ahead for the most up-to-date fuel prices. There may be fuel avail-able at other airports, but it is best to call ahead and check.

From the south, Ketchikan is the gate-way. It is comforting to the instrument rated that there is an ILS approach with 200-1/2 minimums. For IFR flights that need a realistic alternate, Sitka is it. Sitka is another 160 nm, but is generally in a different weather pattern, as it is on the outside up against the ocean where Ketchikan is on the inland waterway.

Weather reportingGenerally, high winds can be more of

a problem than low ceilings and visibility during the winter months. Fortunately, winds are much more predictable than are ceilings and visibility.

Alaska weather reports and forecasts have benefited greatly from the auto-mated weather stations and from the numerous weather cameras that have been installed. The weather cam web pages provide landmarks so that the vis-ibility and ceiling can often be gauged in real time. (For more on the system, look at “Can You Handle the Truth?” by Heather Skumatz, published in Cessna Flyer in May 2015. —Ed.)

With all the weather forecast prod-ucts available on the Alaska Aviation Weather website, the weather doesn’t just sneak up on us like it could in the past. However, microclimates abound—so when navigating VFR, it is not unusual to run into localized conditions of rain or fog necessitating a retreat. In rainy, wet weather, clouds often hug the hills, which in more narrow passes or channels can mean localized IMC conditions.

While forecasts may not be able to provide perfectly accurate figures on the ceilings and visibility, we know when the major systems are coming and have


Thimbleberry Lake is an easy hike through hemlock-spruce forest. The trailhead is east of Sitka.

The Baranof Warm Springs falls is one of seven in a five-mile area in Sitka county.


The City of Sitka operates five separate boat harbors for commercial fishing, recreation and charter vessels.

Some of the hiking trails on Baronof Island look like something out of a Tolkien fantasy novel.


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a pretty good idea if the weather will be generally IFR, MVFR or VFR, and whether the winds will be kicking up to the point that another day exploring the sights on the ground would be preferable to flying.

Accessing the archipelago From the north, there are two entrances

into the Southeastern Alaska archipelago. One can come across the northern end of the Gulf of Alaska from the Anchorage area through Valdez (PAVD), Cordova (PACV), Yakutat (PAYA) and into Juneau. Yakutat has fuel and an ILS and LPV approaches to a 200-1/2 minimum.

South of Yakutat, the next place with a good approach is Gustavus. It has a GPS LP approach with minimums of 400-1. (“LP” stands for Localizer Performance without Vertical Guidance, as opposed to procedures that are “LPV,” Localizer Performance with Vertical Guidance. —Ed.) Juneau is a more desirable desti-nation, but its best approach for those without special authorization is an RNAV GPS approach with 1,800-2 minimums.

The locals traverse the 40 nm or so from Gustavus to Juneau VFR at 1,000 MSL routinely, and it can all be over water. Non-locals could manage this with a sectional or with a good tablet app.

The other way in from the north is to come down from Whitehorse, Yukon down to Skagway and then one can fol-low the Lynn Canal down to Juneau and points south. The two airports on the north end at Skagway (PAGY) and Haines (PAHN) are strictly VFR airports and can be very turbulent in high winds.

IcingNo discussion of Southeastern Alaska

would be complete without mentioning airframe ice. Ice is very common but not often too serious, at least other than in the dead of winter. I realize that sounds a bit heretical, but most of the time the freezing level is above ground level, at least in the outer islands.

In the summertime, the freezing is usu-ally above 5,000 to 7,000 MSL. With the fairly low Minimum En Route Altitude—or more importantly, the Minimum Obstacle Clearance Altitude—it is often possible to pick an IFR route and stay below the ice.

If one does pick up some inadvertent icing, or has sufficient equipment to be comfortable to dive into it, a quick descent through to the warm air below removes any accumulation. Of course, VFR under-neath will always resolve that problem.


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With a tablet and one of the popular navigation apps like ForeFlight, it is easy to navigate Southeastern Alaska like a grizzled bush pilot. A quick conversa-tion with one of the local seaplane pilots will likely yield a heads-up on what local conditions to expect at various parts of a route.

Emergency preparednessOne challenge to flying in Southeast

Alaska has not been exaggerated: the fact that good emergency landing sites are few and far between.

The land on the islands is rugged and mountainous with few flat areas. The flat areas that do exist are generally forested. A beach is often the best bet, but in plac-es, the land is rocky all the way to the ocean. If one is not a seaplane or a twin, you need confidence in your engine.

Survival gear, including a raft and personal flotation devices, is a neces-sity. A personal locator beacon is also an excellent idea. (See page 60 for a list of recommended survival gear. —Ed.)

Radio coverage with Anchorage Center is pretty complete, so flight fol-lowing is available and would certainly

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be of help in the event of a major prob-lem. The U.S. Coast Guard is well staffed in this area; there are multiple helicopter bases with long range, all-weather aircraft.

Weather must be respected in Southeastern Alaska, but it is not sub-stantially different from that which is found in Washington and Oregon. I have flown between Alaska and Washington five times and it has been VFR each time in Alaska, and IFR in at least parts of Oregon or Washington each time. (Guess where I have picked up ice on those trips? You know it! Washington and Oregon.)

Handling coastal weather requires either patience, or an all-weather aircraft and an all-weather pilot. Everyone has the ability to have the former.

When it comes to this beautiful part of the country, patience has its rewards, even if one gets stuck a day or two longer than expected. There is always something more to see in Alaska.

Kristin Winter has been an airport rat for almost four decades. She holds an ATP-SE/ME rating and is a CFIAIM, AGI, IGI. In addition, Winter is an A&P/IA.

She has over 8,000 hours and currently is serving as Director of Operations for a commuter airline in Southeastern Alaska. Send questions or comments to [email protected].

Resources

Remote weather observationFAA Aviation Weather Cameras avcams.faa.gov

Federal designated areasGlacier Bay National Park and Preservenps.gov/glba

Misty Fjords National Monument fs.fed.us/visit/destination/misty-fiords-national-monument-0

Sitka National Historic Parknps.gov/sitk/learn/historyculture/park-history.htm

Tongass National Forestfs.usda.gov/tongass

Above: A view of Mount Edgecumbe, a dormant volcano on Kruzof Island in the Alexander Archipelago.

Left: The Yaadas Crest Corner Pole is a replica totem featured in Sitka National Historic Park.

NEWS * (compiled from press releases)

Roller lifters and roller camshafts now in stock

MOBILE, ALA., July 25, 2017 – Continental Motors Group™, Ltd of Hong Kong; Mobile, Alabama and St. Egidi-en, Germany announced today that it has extended its catalog of FAA-approved parts for Lycoming® and Titan™ engines.

Roller lifters and roller camshafts for popular engines such as the Lycoming IO-360-L2A found on popular applications such as the Textron Aviation Cessna 172 Skyhawk are now available and in stock.

Continental Motors continuously adds new parts to its extensive catalog of FAA-approved parts. This allows me-chanics and overhaul shops to offer more options to aircraft owners when repairing, overhauling or performing a prop-strike teardown.

The parts are designed, certified and manufactured by Conti-nental Motors, one of the world’s leading engine OEMs.

With over 110 years of experience, more than 100 engineers on staff and an R&D budget exceeding $10 million per year,

Wellington, KS. (August 11, 2017) – Air Plains Services has already contacted its customers impacted by the FAA’s pro-posed Airworthiness Directive regarding a mandatory inspec-tion of certain Lycoming engines installed or overhauled since November 2015.

“We’ve been working with our customers on this since the Lycoming Service Bulletin came out last week,” said Mike Kelley, president of Air Plains Services. “We stay connected with all our customers anyway and on critical issues like this, we like to get ahead of the issue.”

The emergency AD was issued by the FAA late Wednesday (Aug. 9), following the release of a Mandatory Service

Bulletin (632B) by Lycoming Engines issued August 4. The AD requires owners of Lycoming engines installed or overhauled between November 2015 and February 2017 to inspect and potentially replace off-spec connecting rod small-end bushings. The affected engines include about 20 Lycoming O-360 engines sold by Air Plains Services, and those customers have all been contacted.

For more information, contact Air Plains Services at 1.800.752.8481.

Continental continues to perpetuate its tradition of bringing cutting-edge technology to General Aviation.

Furthermore, Continental uses a unique vertically integrated manufacturing process, building more parts in-house than any other General Aviation engine manufacturer.

Roller lifters and roller camshafts kits are available as of to-day and are in stock. They have been priced aggressively, their quality is second to none and they are backed by Continental Motors industry-leading warranty.

Contact your parts distributor or Aviall, Continental Mo-tors’ Master Distributor for aftermarket spare parts.

Aviall stocks parts in 14 locations worldwide to ensure quick delivery of parts. 24/7 AOG Service available.

Aviall can be reached at 1-800-284-255. More details available at aviall.com.



Truly “non-sticking” oil filter

GIBSONVILLE, N.C., July 24, 2017 – Tempest Plus Marketing Group (TPMG) announces SPIN EZ™, the industry’s first truly “Non-Sticking” oil filter.

Although offering many filtration benefits, aviation spin-on oil filters have historically been difficult to remove from the engine. Heat, time and pressure can extrude oil, grease, DC4® compound or similar liquid lubricants from between a filter’s rubber seal and the filter mount pad—in many cases leaving the filter seemingly bonded to the engine, making it nearly impossible to remove.

Tempest is proud to introduce an engi-neered solution with its new SPIN EZ oil filter. SPIN EZ’s proprietary adhered solid seal lubricant stays where it’s supposed to—between the seal and the engine’s mount pad.

SPIN EZ’s solid seal lubricant won’t extrude or squirt out from under the seal. This improvement prevents the bond-forming environment that makes legacy filters stick.

The SPIN EZ filter spins off with only slightly more effort than is required at installation.

Additionally, Tempest SPIN EZ oil fil-ters feature an advanced magnetic engine wear detector in every filter, and have an integral bypass containment protection in filters with internal bypass valves.

Tempest aviation oil filters meet or exceed every requirement of the FAA.

Tempest SPIN EZ oil filters are now available from authorized Tempest distributors. For a complete listing, visit tempestplus.com/distributors.

For more information on Tempest aviation product solutions, call 800.822.3200 or visit tempestplus.com.

Affordable, easy to use and makes programming simple

OSHKOSH, July 24, 2017 – ACR Electronics’ aviation brand ARTEX has launched the ARTEX TPS 8715, a specially designed test and programmer set for the General Aviation market.

The ARTEX TPS 8715 will program, test and decode ARTEX 406 MHz Emergency Locator Transmitter (ELT) models ME406, ELT 1000 and ELT 345.

The programmer set is affordable and easy to use: it makes programming simple for the General Aviation and light-sport aircraft markets through access to free online training and software downloads.

The kit includes a programmer with rechargeable battery and antenna, General Aviation programming cable, quick start guide with access codes to easy online

training and software installation, holster and SD card.

ACR Electronics, Inc. a Drew Marine Company, designs and manufactures a complete line of safety and survival prod-

ucts. Available products include EPIRBs, PLBs, ARTEX ELTs, Search and Rescue Transponders (SARTs), strobe lights, life jacket lights, boat search lights and other associated safety accessories. Ad-ditionally, ACR maintains FAA Part 145 Repair Station Certifica-tion status.

Recognized as a world leader in safety and survival technologies for over 60 years, ACR has pro-vided life-saving equipment to the

marine, outdoor and aviation industries as well as to various government agencies worldwide.

For more ARTEX Programmer Set information, go to acrartex.com/ products/aviation/.

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OSHKOSH, July 27, 2017 – Cutting-edge technology plus an expanded net-work of authorized installation centers are giving owners, operators and customers like Textron Aviation more reasons to con-tinue to collaborate with UTC Aerospace Systems on their de-icing needs.

At EAA AirVenture today, UTC Aero-space Systems, a unit of United Technolo-gies Corp. (NYSE: UTX), unveiled its new DuraTherm® propeller de-icer.

Using technology originally developed by UTC Aerospace Systems to meet cus-tomer needs for propeller de-icing in harsh environments, DuraTherm® is designed to enhance aircraft operational efficiency.

The system’s patented commercial heater technology provides uniform heat distribution to help shed ice quickly and efficiently, while its resistance to foreign object damage (FOD) helps aircraft main-tain continued operation. DuraTherm® is fully interchangeable with current propel-ler de-icers and FAA certified.

To further help owners and operators keep their aircraft in flight, and reduce the

UTC AEROSPACE SYSTEmS RESPONDS TO CUSTOmER NEEDS wITH PATENTED TECHNOLOGY, EXPANDED SERVICE

travel time and expenses associated with aircraft service, UTC Aerospace Systems has launched an expanded U.S. national network of 13 authorized de-icing instal-lation centers. Each location offers a full suite of factory-grade support for UTC Aerospace Systems de-icing solutions, found on more than 200 models of gen-eral, business and regional aircraft. For more information, visit goodrichdeicing.com/services/auth-install/.

Widely recognized within the indus-try for its leading de-icing products and services, UTC Aerospace Systems also announced today it has been selected by Textron Aviation to provide Goodrich Estane® pneumatic and propeller de-icers and support services for the Cessna Denali single-engine turboprop program.

Through its proprietary surface materi-al, Goodrich Estane® de-icers offer greater resistance to cold cracking, corrosive fluid resistance and improved durability and life. The Cessna Denali’s first flight is expected in 2018.


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OSHKOSH, July 24, 2017 – ACR Electronics aviation line ARTEX is offering big savings opportunities on high quality aviation safety gear.

As pilots, avionics personnel and the aviation industry as a whole continue to stress the importance of upgrading safety gear, now is the perfect time for aircraft owners to cash in on ARTEX summer savings. The Perfect Combo is a special promotion which will give customers the option of owning a free ACR ResQLink PLB or receiving a $75 rebate with the purchase of an ARTEX ELT 1000 kit.

Emergency Locator Transmitters or ELTs are installed in the aircraft’s tail and their UIN is assigned to an aircraft.

Personal Locator Beacons (PLBs) are built with the same 406 MHz technology as the ELT, but are cased within an easy to hold unit and are assigned to a person rather than an aircraft.

The FAA is currently offering $500 re-bates per aircraft owner for U.S. registered single-engine piston aircraft who install ADS-B equipment.

Aircraft owners can maximize their total rebate by installing an ELT 1000 at the same time as their ADS-B. ARTEX is offering an additional kicker rebate of $50 when you purchase a certified ADS-B solution along with the purchase of the ARTEX ELT 1000.

By taking advantage of the FAA ADS-B rebate program with the ARTEX Perfect Combo promotion and ADS-B kicker together, aircraft owners can receive a pos-sible rebate up to $625.00.*

To learn more, visit acrartex.com.*Limited time offer, restrictions apply.

ARTEX OFFERS mAjOR SAVINGS ON ITS ELT 1000

“For nearly a century, since B.F. Goodrich invented pneumatic de-icing boots in 1928, our company has been at the forefront of de-icing solutions,” said Mark Skarohlid, Vice President of Business Development for Sensors & Integrated Systems, UTC Aerospace Systems.

“We’re proud of our de-icing legacy and dedicated to honoring it through contin-ued innovations and our ongoing commit-ment to peerless customer service.”

For more information on UTC Aerospace Systems de-icing solutions, visit goodrichdeicing.com.

UTC Aerospace Systemscontinued from page 73...


MOBILE, ALA., July 25, 2017 – Con-tinental Motors Group™, Ltd of Hong Kong; Mobile, Alabama and St. Egidien, Germany announced that its family of die-sel engines is expanding with the CD-265 and CDR-285 engines.

The CD-265 is intended for fixed-winged applications, while the CDR-285 is de-signed for rotary wing applications.

The CD-265 and CDR-285 are air-cooled, boxer-style turbocharged engines producing 262 hp at 2500 rpm and 285 hp at 2700 rpm. Both derive from the CD-230 that was first certified by Continental Mo-tors in December 2012.

“Our commitment to General Aviation is to provide engines that are suited to our client’s needs. In some regions of the world, our clients are requesting jet fuel engines because of Avgas availability and its high cost. We intend to fulfill this need by offering a complete line of diesel cycle engines, covering all the needs expressed by our clients,” said Rhett Ross, President and CEO of Continental Motors Group.

“This is true for fixed-wing applications but also for rotary-wing applications. Heli-copter manufacturers are expressing more and more interest in Jet-A burning engines, and we worked hard to deliver the right solution to their requests. The CD-285 is a game changer, as it offers an alternative to fuel-hungry turbines, lowering total ownership costs and direct operating costs,” Ross continued.

Certification testing is already under-way, and Continental Motors Group anticipates certification of both models in the first days of 2018.

The CD-265 and CDR-285 join a complete range of diesel engines that are already certified today. With six different certified diesel engines, Continental Motors is the undisputed industry leader and offers solutions for each category of airframe, for fixed-wing or rotorcraft applications.

Continental offers heavy fuel burning aircraft engines that are needed where Avgas is expensive or scarce. Flight schools across the world have transitioned to diesel engines capitalizing on savings generated by maintenance costs reduction, favorable

CONTINENTAL mOTORS GROUP ANNOUNCES THE EXPANSION OF ITS DIESEL ENGINE FAmILY wITH THE CD-262 AND CDR-282 ENGINES

continued on page 76...CESSNA FLYER (75) SEPTEMBER 2017

Jet-A pricing and increased availability of the aircraft on the flight line.

For the markets where Avgas is still available at a reasonable cost, Continen-tal Motors continues to offer gasoline engines and invests in the experimental and certified engine market with the Titan™ product line.

The CD-230 to CDR-285 range is a family of four-stroke, four-cylinder, air/oil-cooled, horizontally opposed, direct-drive piston aircraft engines with turbocharger and direct injection.

More information can be found at continentalmotors.aero.

PIQUA, OHIO, July 10, 2017 – In the past year, Hartzell Propeller has expand-ed its global reach across the spectrum of General Aviation’s propeller equipped aircraft.

Through a multiyear, multimillion dol-lar investment in advanced aerodynam-ics and manufacturing techniques using state-of-the-art composite and aerospace grade materials, the company today reigns as the industry leader as it begins its second century of propeller making.

“By focusing our attention on large fleets of turboprops and piston-driven aircraft, Hartzell continues to develop the highest performing and most up to date propellers that can be found anywhere on the planet,” said Hartzell Propeller President Joe Brown.

“These investments are paying off in real-world performance increases for OEMs, and owners and operators that choose to fly Hartzell props,” he added.

At EAA AirVenture Oshkosh, Hartzell Propeller celebrated a significant mile-stone: 100 years of building propellers, beginning with the wood propellers for the Wright Brothers, and culminating with the most modern and reliable high performance propellers available in 2017.

That experience, built over the years in manufacturing and supporting more than 500,000 props for many aircraft types, is reflected in the company’s underlying foundation of Built on Honor.

Hartzell Propeller has been active with a number of developments, including:

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Continental Motors CD-265continued from page 75...


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FOREFLIGHT INTRO-DUCES NEw DUAL-BAND ADS-B RECEIVER

Scout is the industry’s smallest, most af-fordable off-the-shelf solution for receiving inflight ADS-B weather and traffic

HOUSTON, July 17, 2017 – Fore-Flight, creator of the most innovative and widely-used flight planning and electronic flight bag app for Apple iPad and iPhone, today announced the availability of Scout, a portable, dual band ADS-B receiver that delivers inflight weather and traffic information to the ForeFlight Mobile app in the smallest, most elegant form factor on the market.


Cessna C-177RG CardinalHartzell Propeller’s composite Trail-

blazer prop has received an STC for Cessna Cardinals through General Avia-tion Modifications Inc. (GAMI).

The approval covers retractable gear normally aspirated and turbonormalized C-177RG Cardinals with IO-360 and IO-390 engines.

Hartzell also received a Top Prop STC for the Cessna Cardinal RG fleet featur-ing a blended airfoil two-blade metal scimitar propeller. This conversion is available directly through Hartzell and the Top Prop program.

Top Prop warrantyIn an aviation industry first, Hartzell

Propeller extended the warranty on its Top Prop conversion propellers all the way through first overhaul.

This is the longest warranty for propel-lers offered anywhere in the General Aviation industry.

Cessna CaravanHundreds of single-engine Cessna Caravan

208 aircraft are now eligible for conversion to three-blade aluminum props from Hartz-ell Propeller through an amended STC.

The propeller is available with a TKS ice protection system approved for Flight Into Known Icing (FIKI).

Hartzell Propeller and its sister com-pany, Hartzell Engine Technologies LLC, form the General Aviation business unit of Tailwind Technologies Inc.

For more info on Hartzell Propeller, go to hartzellprop.com.

ForeFlight Scout continued from page 77...

Retailing at $199 USD, Scout is the industry’s most affordable off-the-shelf ADS-B In solution. ForeFlight teamed up with Palo Alto-based uAvionix to design and manufacture Scout.

“We are excited to bring Scout to market in collaboration with uAvionix,” said Tyson Weihs, ForeFlight co-founder and CEO. “We want every pilot flying with the benefits of ADS-B In. The combination of an ADS-B In solution with ForeFlight makes flying safer and we believe has led to a meaningful reduction in weather-related incidents and accidents.”

“We are delighted to now offer—for those pilots and operators on a limited bud-get—a low-cost option that will increase the number of pilots who can fly with this essential safety-enhancing capability. In-flight weather and traffic delivers better situational awareness and leads to better decision-making.”

“Our vision at uAvionix is to bring the safety benefits of ADS-B to the world at a scale not previously possible,” said Paul Beard, uAvionix founder and CEO. “This partnership with ForeFlight to bring Scout to cockpits everywhere helps to fulfill that vision and make skies safer for all airspace users.”

Scout has an ultra-compact form fac-tor at 3.4 x 0.8 x 0.3 inches and weighs 17 grams. The dual ADS-B antennas are optimized for 978 MHz and 1090 MHz frequencies and are integrated into the casing to create Scout’s compact design. The traffic awareness capability func-tions worldwide.

Scout is easy to setup and use—there’s no hardware to assemble, no software to download, nothing to configure. Simply po-sition on any window surface using Scout’s flexible ball-joint and suction cup mounting system, plug into a power source and go fly.

Scout can be powered using any 5-volt Micro-USB power source, including exist-ing USB chargers installed in aircraft or rechargeable USB batteries.

Customers can connect their iPad or iPhone directly to Scout’s integrated Wi-Fi network and receive inflight subscription-free ADS-B weather and traffic information displayed exclusively on the ForeFlight Mobile app.

Scout supports up to four devices as well as Cockpit Sharing, a feature that enables users to easily share routes between all devices on Scout’s network. It’s perfect for a copilot or CFI to follow along and monitor weather and traffic.

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MOBILE, ALA., July 25, 2017 — Con-tinental Motors Group™, Ltd of Hong Kong; Mobile, Alabama; Beijing, China and St. Egidien, Germany, announced today it had received the European Avia-tion Safety Agency (EASA) Type Certifica-tion (TC) for the 300 hp V6 Diesel piston engine CD-300.

This is the sixth jet fuel (diesel) air-craft engine that Continental has certi-fied. This positions Continental Mo-tor as the undisputed leader of diesel engines for General Aviation.

The TC was obtained under the require-ments of the European Aviation Safety Agency in Cologne and was issued on June 20, 2017 with the TC EASA.E.104.

“For Continental Motors Group, the type certification of the CD-300 signifies a further milestone in the development of our Continental Diesel aircraft engine program,” explained Jürgen Schwarz, Vice President Engineering, Continental Motors Group.

“In conjunction with the CD-100 and CD-200 series engines, we now offer a diesel piston engine solution for all major General Aviation aircraft categories,” he

CONTINENTAL mOTORS OBTAINS EASA TYPE CERTIFICATE FOR CD-300 DIESEL V6

Scout supports the full range of FIS-B weather and data, including animated re-gional and CONUS NEXRAD, METARs, TAFs, AIR/SIGMETs, PIREPs, winds and temps aloft, TFRs, NOTAMs and SUA information.

Scout can also receive air-to-air traffic in-formation from ADS-B Out equipped aircraft and re-broadcast traffic information (ADS-R and TIS-B) from FAA ground towers.

Customers should keep in mind that if their aircraft is not equipped with ADS-B Out, then they will have a limited view of traffic on ForeFlight.

Over-the-air firmware updates are delivered through ForeFlight Mobile and completed in a matter of seconds, future-proofing Scout and ensuring it remains a cockpit resource for a long time to come. All ForeFlight subscription plans support connectivity with Scout.

For more information, visit flywithscout.com.


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continued. “As with all Continental Diesel engines, the CD-300 is designed using tried-and-trusted technology.”

With over 5,500 diesel engines deliv-ered in the field and over 5.25 million flight hours, Continental has demon-strated the reliability, performance and maturity of its diesel engine range.

Owners and airframe manufacturers require modern high-performance engines that use globally available inexpensive fuel, allowing for significant reduction in direct and total ownership costs.

“We listened and provided the techni-cal solutions that answer these needs,” continued Schwarz.

“Furthermore, we designed a diesel engine that offers a weight comparable to traditional engines, allowing installa-tion in more airframes, as a retrofit or a factory-new option.”

The CD-300 series engine has a three-liter displacement and generates 300 hp (221 kW) at a low 2,340 propeller rpm, offering unprecedented low noise levels for an engine of that power.

As with most of Continental Diesel engines, the CD-300 comes with true single-lever control and a dual, fully redundant electronic engine and propeller management system (FADEC).

Additionally, common rail technol-ogy, direct injection, twin turbocharging, liquid cooling and an advanced reduction gear system complete the state-of-the-art design features of the new engine and clearly demonstrate Continental’s leadership in new technology applied to General Aviation.

The type certification was conducted under the requirements of the European Aviation Safety Agency (EASA) and validations by the FAA and CAAC will soon follow.

The CD-300 is available to aircraft manufacturers and STC houses, and the first applications are expected for the beginning of 2018.

Continental Motors provides a full range of diesel engines that power some of the most reputable airframes in Gen-eral Aviation. Textron Aviation (Cessna C172 Turbo Skyhawk JT-A) and Piper Aircraft (Archer III DX) are among the aircraft manufacturers that offer their airframes with Continental Motors diesel engines.

More information can be found at continentalmotors.aero.

Continental Motors’ CD-300continued from page 79...


Aug. 1, 2017 – Attendance at EAA AirVenture Oshkosh in 2017 was approxi-mately 590,000, an increase of five percent over 2016.

More than 10,000 aircraft arrived at Wittman Regional Airport (KOSH) and other airports in east-central Wisconsin. At Wittman alone, there were 17,223 aircraft operations in the 10-day period from July 21-30, which is an average of approxi-mately 123 takeoffs/landings per hour.

“What an incredible year it was at Oshkosh. From the U.S. Navy Blue Angels and Apollo reunion, to new aviation in-novations on display and two B-29s flying formation as part of 75 years of bombers on parade, it was a week filled with ‘OnIy at Oshkosh’ moments,” commented EAA Chairman Jack Pelton.

“You could feel the energy as thousands of airplanes arrived early and stayed lon-ger, pushing aircraft camping to capacity for most of the event. The aviators and enthusiasts who attended were engaged, eager and passionate, demonstrating how Oshkosh is the best example of why Gen-eral Aviation is so vitally important to the country,” he said.

“I believe it’s the best AirVenture week that I’ve ever seen.”

Total showplanes numbered 2,991 (up 5 percent over 2016): 1,107 homebuilt aircraft (second straight year over 1,100); 1,162 vintage airplanes (up 12 percent); 351 warbirds; 168 ultralights and light-sport aircraft; 79 seaplanes; 54 rotorcraft; 60 aerobatic aircraft and 10 hot air balloons.

More than 11,600 sites in aircraft and drive-in camping accounted for an estimated 40,000 visitors throughout the week. Commercial exhibitors totaled 881, and 1,050 forum and workshop ses-sions were attended by more than 75,000 people. 906 media representatives were on-site from six continents.

“The combination of our features and attractions, along with great weather for six of the seven days, made for an excel-lent week,” Pelton continued.

“We’re already talking to people about the possibilities for 2018 in all areas, from aircraft anniversaries to new technology and innovations,” said Pelton.

EAA AirVenture Oshkosh 2018 will be held July 23-29, 2018.

Information and updates will be posted at eaa.org/airventure.

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July 19, 2017 – Garmin is pleased to announce several new enhancements and an expanded feature set for the Garmin Pilot application on Apple and Android mobile devices.

New for Android, Garmin Pilot custom-ers can now access synthetic vision (SVX), as well as pilot-configurable checklists within the app.

Customers using Garmin Pilot on an Apple mobile device can take advantage of weight and balance calculations tailored to helicopter operators, Search and Rescue (SAR) options and more.

With the latest upgrade, both platforms also offer connectivity with the GDL 52/GDL 51 portable receivers, the D2 Charlie aviator watch and the VIRB 360 camera.

Synthetic vision (SVX) for Android mobile devices

Garmin Pilot incorporates sophisticated graphics modeling to create a virtual topo-graphic landscape. Instead of blue-over-brown attitude information, Garmin Pilot conveniently displays a clear 3D depiction of ground and water features, as well as obstacles and the runway environment.

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is overlaid on the SVX page. Additionally, when an active flight plan is present, a hori-zontal situation indicator (HSI) is superim-posed over the 3D topographic landscape.

For additional situational awareness, pitch and roll information is available when pilots use the GDL 52/GDL 51 or GDL 39 3D in conjunction with Garmin Pilot. In addition to full-screen synthetic vision, pilots can also view split-screen SVX along-side the moving map, flight plan informa-tion and more.

Pilot-configurable checklists within Android mobile devices

Checklists can now easily be created and displayed within the Garmin Pilot app. Similar to an aircraft POH, these checklists can be categorized by normal, abnormal and emergency and sorted even further by phase of flight, such as preflight, before takeoff and before landing.

Customized checklists are also interac-tive, allowing pilots to select each individu-al checklist item. When selected, the check-list item turns green and a green checkmark confirms the step has been completed.

In addition to creating customized check-lists within Garmin Pilot, checklists can also be created on the flyGarmin website and synced to Garmin Pilot on a mobile device.

The newest release of Garmin Pilot for Apple and Android mobile devices are now available.

For new customers, Garmin Pilot is avail-able from the Apple App Store and Google Play Store as a free download for the first 30 days. After the 30-day trial period, cus-tomers may purchase an annual subscrip-tion of Garmin Pilot starting at $74.99.

For customers with Garmin avionics, purchasing Garmin OnePak annual data-base packages offers valuable benefits for Garmin Pilot subscribers.

For additional information, visit garmin.com/aviation.

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AIRWORTHINESS DIRECTIVEwww.faa.gov/aircraft/safety/alerts/www.gpoaccess.gov/fr/advanced.html

2017-16-11 Lycoming Engines Recipro-cating Engines: (Type Certificate previ-ously held by Textron Lycoming Divi-sion, AVCO Corporation): Amendment 39-18988; Docket No. FAA-2017-0788; Product Identifier 2017-NE-27-AD.

(a) Effective DateThis AD is effective August 15, 2017.

(b) Affected ADsNone.

(c) ApplicabilityThis AD applies to:(1) All Lycoming Engines reciprocating

engines listed in Table 1 of Lycoming En-gines Mandatory Service Bulletin (MSB) No. 632B, dated August 4, 2017, and

(2) All Lycoming Engines reciprocating engines that were overhauled or repaired using any replacement part listed in Table 2 of Lycoming Engines MSB No. 632B, dated August 4, 2017, which was shipped from Lycoming Engines during the dates listed in Table 2 of Lycoming Engines MSB No. 632B, dated August 4, 2017.

(d) SubjectJoint Aircraft System Component

(JASC) Code 8520, Reciprocating Engine Power Section.

(e) Unsafe ConditionThis AD was prompted by several re-

ports of connecting rod failures resulting in uncontained engine failure and in-flight shutdowns (IFSDs). We are issuing this AD to prevent connecting rod failure. The unsafe condition, if not corrected, could result in uncontained engine failure, total engine power loss, IFSD, and possible loss of the airplane.

(f) ComplianceComply with this AD within the compli-

ance times specified, unless already done.

(g) Required Actions(1) For all affected engines, within 10

operating hours after the effective date of this AD, inspect all affected connect-ing rods as specified in Lycoming Engines MSB No. 632B, dated August 4, 2017, except for the instruction to complete the online survey and the instruction to review your inventory.

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(2) Replace all connecting rods that fail the inspection required by paragraph (g)(1) of this AD with parts eligible for installation.

(h) Installation ProhibitionAfter the effective date of this AD:(1) Do not install any Lycoming

Engines reciprocating engine that was overhauled or repaired using any replace-ment part listed in Table 2 of Lycoming Engines MSB No. 632B, dated August 4, 2017, which was shipped from Lycoming Engines during the dates listed in Table 2 of Lycoming Engines MSB No. 632B, dated August 4, 2017, and

(2) do not install any part listed in Table 2 of Lycoming Engines MSB No. 632B, dated August 4, 2017 into any Lycoming Engines reciprocating engine.

(i) Credit for Previous ActionsYou may take credit for the actions

required by paragraph (g) of this AD if you performed those actions before the effective date of this AD using Lycoming Engines MSB No. 632A, dated July 23, 2017 or earlier versions.

(j) Alternative Methods of Compliance (AMOCs)

(1) The Manager, New York ACO Branch, FAA, has the authority to ap-prove AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal in-spector or local Flight Standards District Office, as appropriate. If sending infor-mation directly to the manager of the certification office, send it to the attention of the person identified in paragraph (j) of this AD.

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

(k) Related InformationFor more information about this AD,

contact Norman Perenson, Aerospace Engineer, New York ACO Branch, FAA, 1600 Stewart Avenue, Suite 410, West-bury, NY 11590; phone: 516-228-7337; fax: 516-794-5531; email: [email protected].

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

approved the incorporation by reference


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1-888-847-8013 • (559) 635-3322 • Fax (559) 627-1960

www.mainturbo.com • [email protected]

FIND MOREAIRCRAFT SAFETY ALERTS ONLINEGo to Aviation Alerts under the Knowledge Base tab at cessnaflyer.org

(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 informa-tion as applicable to do the actions re-quired by this AD, unless the AD specifies otherwise.

(i) Lycoming Engines Mandatory Service Bulletin No. 632B, dated August 4, 2017.

(ii) Reserved.(3) For Lycoming Engines service

information identified in this AD, contact Lycoming Engines, 652 Oliver Street, Wil-liamsport, PA 17701; phone: 800-258-3279; fax: 570-327-7101; Internet: www.lycoming.com/Lycoming/SUPPORT/Tech-nicalPublications/ServiceBulletins.aspx.

(4) You may view this service infor-mation at FAA, Engine and Propeller Standards Branch. For information on the availability of this material at the FAA, call 781-238-7125.

(5) You may view this service informa-tion that is incorporated by reference at the National Archives and Records Administration (NARA). For informa-tion on the availability of this material at NARA, call 202-741-6030, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

Issued in Burlington, Massachusetts, on August 7, 2017.

Robert J. Ganley,Manager, Engine and Propeller Stan-

dards Branch,Aircraft Certification Service.


Sell or Buyon Cessna Flyer Forums

Updating your panel?Cleaning out your hangar?

Your old avionics, headsets or parts may be just the thing your fellow members are looking for!

Post your items for sale or items wanted on CessnaFlyer.org/forums and everyone benefits.

Members only. No commercial posts or advertising.


And now, a few things I learned while flying in the airline world:

• You should realize that you never look as good at the layover motel’s swimming pool as you think you do.

• You can never be senior enough.• If you ever do get senior enough,

avoid trips that go through ATL or DFW.• You should always take the time to

admire the pictures that are shown to you by flight attendants of their cats, girlfriends and boyfriends.

• Absolutely nobody wants to hear sto-ries about your dog, your kids—or your political opinions.

• No matter how expensive, big and fancy an airplane you are flying, it will still feel like crap to you when you are flying at 3:00 a.m. I learned this one fly-ing international on the Boeing 777.

• You will never get back the Christmas mornings you flew a trip instead of spending it with your spouse and kids. It is a cost of doing the job, and it hurts.

• The company you fly for is not a family, and it is certainly not your family.

• The most scared person on my flight crew almost always wins when it comes to deciding whether to take a course of action or to deviate around weather. Scared copilots have kept me from doing something stupid dozens of times in my career.

• You never know which flying trip will be your last, so enjoy them all as much as you can.

What are your unshakable flying rules? Send them to me in care of Cessna Flyer, and we’ll all get in the hangar and discuss them at the next Rules Committee meeting.

Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation and retired as a 767 captain in 2006. Currently Garrison is a DC-9 simulator instructor and a 767 pilot instructor; his professional writing career has spanned three decades. He lives with the most patient woman on the planet on a horse farm in Kentucky. Send questions or comments to [email protected].

THE HIGH AND THE WRITEY continued from page 18...

www.aircapitoldial.com [email protected]

If your cockpit panel components are faded, need repairs or just need some touch-up, we’re ready to serve you. We’re an FAA Certified Repair Station.

Call us, we’ll take care of you.Air Capitol Dial 877-269-2483

Air Capitol DialSpecialists in Repair and Refurbishing


Advertise with us and reach your target market. Call Kent Dellenbusch (626) 844-0125.

ADVERTISER INDEXJohn Jewell Aircraft johnjewellaircraft.com 84Knots 2 U knots2u.com 87Main Turbo Systems mainturbo.com 85McCauley mccauley.textron.com 17MH Oxygen Systems mhoxygen.com 81Micro AeroDynamics microaero.com 83Mtn View Aviation mtnviewaviation.com 76P Ponk Aviation pponk.com 75Parker Hannifin Corp. parker.com 39Pilot Getaways pilotgetaways.com 80Poplar Grove Airmotive poplargroveairmotive.com 75Precise Flight preciseflight.com 30Preferred Airparts preferredairparts.com 71Premier Aerospace Services & Technology (PAST) premieraerostore.com 74 RAM Aircraft ramaircraft.com 39Rocky Mountain Propellers rockyprop.com 14SCS Interiors scs-interiors.com 14Selkirk Aviation selkirk-aviation.com 04SiriusXM Aviation siriusxm.com/aviation 06Smooth Power LLC smoothpowerllc.com 04Sporty’s sportys.com 84Stene Aviation steneaviation.com 82Superbird superbirdclean.com 41Superior Air Parts superiorairparts.com 13Survival Products survivalproductsinc.com 37TCB Composite tcbcomposite.com 86Teledyne Battery Products gillbatteries.com 37Tempest Plus Marketing Group tempestplus.com 25, 27, 29Texas Skyways txskyways.com 19TKM Avionics tkmavionics.com 77TNA Aviation Technologies towflexx.com 69Univair Aircraft Corp. univair.com 59Van Bortel Aircraft vanbortel.com 15Vantage Plane Plastics planeplastics.com 55Vitatoe Aviation vitatoeaviation.com 79Wentworth Aircraft Inc. wentworthaircraft.com 53Whelen Engineering whelen.com 43Wilco, Inc. wilcoaircraftparts.com 82Wing XStol wingxstol.com 12Wipaire, Inc wipaire.com 31

Acorn Welding Ltd. acornwelding.com 85Aerocet aerocet.com 16AeroLEDs aeroleds.com 61Aerox aerox.com 80Air Capitol Dial aircapitoldial.com 87Air Plains airplains.com 23Aircraft Door Seals aircraftdoorseals.com 77Aircraft Spruce & Specialty aircraftspruce.com 02Airforms airforms.biz 84Airmark Overhaul Inc. airmarkoverhaul.com 57Airport Property Specialists airportproperty.com 86Alpha Aviation alphaaviation.com 82AOPA Insurance insurance.aopa.org 21Approved Turbo Components approvedturbo.com 79Arizona Golf Resort arizonagolfresort.com 78AvBlend Micro Lubricant avblend.com 76Avemco Insurance Co. avemco.com 09Aviation Creations aviationscreations.com 43B.A.S. Inc. basinc-aeromod.com 89Brant Aero/Progressive Air Group of Companies brantaero.com/progressiveair.com 10Bruce’s Custom Covers aircraftcovers.com 56Cessna Flyer Gathering Sponsors CessnaFlyer.org 44-45Chief Aircraft chiefaircraft.com 70CIES Inc ciescorp.net 66Concorde Battery concorde.com 70Continental Motors continentalmotors.aero 11Copperstate Fly-in copperstate.org 78David Clark Company flytheone.com 05Desser desser.com 69Dodson International Parts, Inc. dodson.com 16Eagle Fuel Cells eaglefuelcells.com 67Electroair electroair.net 81Flight Resource, LLC flight-resource.com 74Flint Aero, Inc. flintaero.com 68Floats & Fuel Cells Inc. ffcfuelcells.com 60Freedom Aviation flyfreedomaviation.com 89Granite Air Center graniteair.com 66Great Lakes Aero Products glapinc.com 83Hartzell Propeller Inc. hartzellprop.com 41IceShield iceshield.com 03Insight Instrument Corp. insightavionics.com 91, 92


Standby Alternator STCfor Cessna 182T, T182T,206H & T206H AircraftProvides continuous 20 amp

28 VDC output $3,750

www.flyfreedomaviation.com

Contact Jason K. Moorefield Email [email protected] Phone 434-237-8434 Toll Free 800-543-6845

Freedom Aviation is a Cessna single and multi-engine service center and parts distributor.

RETRACTABLE PULL HANDLES FOR TAILDRAGGERS

A four-point inertia shoulder harness/ lap belt system that is FAA-STC and PMA approved for most Cessnas.

Visit our website for a complete listing of available aircraft models and pricing for Cessna, Piper, Beechcraft & Luscombe.

www.basinc-aeromod.comToll Free 1-888-255-6566 (Pacific Time)

(360) 832-6566 • Fax (360) 832-6466

B.A.S. Inc. P.O. Box 190Eatonville, WA 98328

RESTRAINT WITHOUTRESTRICTION

Cessna Flyer Association Directory

Mailing address:Cessna Flyer AssociationP.O. Box 5505Riverside, CA 92517

Benefits –

Cessna Flyer magazine800-397-3920 / 626-844-0125 – or:Email [email protected] with questions, comments or concerns about the content of the magazineEmail [email protected] for damaged or missing issues

Website – CessnaFlyer.org 800-397-3920 / 626-844-0125 – or:Email [email protected] for concerns regarding the website or with problems logging in.CessnaFlyer.org contains an archive of all of our magazine articles, a listing of Service Bulletins, ADs and safety alerts, the Cessna Yellow Pages, an events calendar, knowledge base, our library of member photographs and videos—and our forums (see next item).

Online Forums800-397-3920 / 626-844-0125 – or:Email [email protected] online forums, located within the association website, is a great source for question-and-answer interaction and an excel-lent way to converse with other members, the CFA staff and Cessna Flyer’s contributing editor, longtime A&P Steve Ells.

CFA Pre-Oshkosh Event800-397-3920 / 626-844-0125 – or:Email [email protected] Gathering at Waupaca is an annual event held near Osh-kosh, Wisconsin just a few days before EAA AirVenture. You’ll meet other Cessna pilots and aircraft owners, listen to presenta-tions given by aviation experts, win prizes and attend a banquet.

Parts Locating, Technical Support & Vendor Discounts800-397-3920 / 626-844-0125 – or:Email [email protected] 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.


Cessna T-50 Brochure

BACK WHEN: Vintage Cessna Advertising and Marketing


Instrument Corporation

REIMS AVIATION - Cessna Flyer Association

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