Stopgap for ADS-B - Cessna Flyer Association

I C I N G C O N D I T I O N S H A V E R E T U R N E D ! p.34

December 2021 • cessnaflyer.org

Destination:STOL Drags

at Dead Cowp.50

Stopgap forADS-B

p.24

p.38

2 • Cessna Flyer / December 2021

www.aircraftspruce.comCall Toll Free 1-877-4-SPRUCE

Aircraft Spruce is the leading worldwide distributor of general aviation parts and supplies. Our orders ship same day, at the lowest prices, and with the support of the most

helpful staff in the industry. We look forward to our next opportunity to serve you!

ORDER YOUR FREE2021-2022 CATALOG!

1000 PAGES OF PRODUCTS!

FREESHIPPING!MOST ORDERS OVER $350 IN

LOWER 48 STATES

…the heart of your aircraft®

December 2021 / Cessna Flyer • 3

www.aircraftspruce.comCall Toll Free 1-877-4-SPRUCE

Aircraft Spruce is the leading worldwide distributor of general aviation parts and supplies. Our orders ship same day, at the lowest prices, and with the support of the most

helpful staff in the industry. We look forward to our next opportunity to serve you!

ORDER YOUR FREE2021-2022 CATALOG!

1000 PAGES OF PRODUCTS!

FREESHIPPING!MOST ORDERS OVER $350 IN

LOWER 48 STATES

…the heart of your aircraft®


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

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

The Official Magazine of The Cessna Flyer Association

Vol. 18 • Issue 12 • December 2021

PRESIDENTJennifer [email protected] VICE PRESIDENT/DIRECTOR OF SALES Kent [email protected] CREATIVE DIRECTORPierre Kotze ASSOCIATE EDITORSScott KinneyTroy Whistman

EDITORIAL AND PRODUCTION ASSISTANTDiana HartJill Waterston

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

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

$49for as low as

LIST YOUR AIRCRAFT FOR SALE

All our aircraft listings are also included on

www.aircraftforsale.com 15

Used AircraftMarketplace

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

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

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

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

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

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

1946 PIPER J-3 CUB/PA-11 • N71081

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

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

1978 ROCKWELL / COMMANDER 690B-10 • N20MA

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

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

2005 THUNDER MUSTANG • N451KC

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

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

1998 PIETENPOL GREGA GN-1 • N4FQ

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

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

1934 STINSON SR-5E RELIANT • NC14187

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

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

1969 PIPER CHEROKEE 6/300 • N8950N


8 THE VIEW FROM HERE • Jennifer Dellenbusch

8 LETTERS to the EDITOR

10 CESSNA FLYER EVENTS

14 THE HIGH and the WRITEY • Kevin Garrison

18 QUESTIONS & ANSWERS • Steve Ells

Prop & Cowling

Cockpit & Fuselage

Peace above Earth is an impossible dream, but isn’t the holiday season all about dreaming?

60 NEWS 68 AIRCRAFT SAFETY ALERTS

72 ADVERTISER INDEX

74 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING

Tail & Rudder

December 2021 • Volume 18 • Issue 12

COVER: 2008 Cessna 400.Photo Nick Moore.

24 STOPGAP FOR ADS-B • Dennis K. Johnson

30 INFORMATION OVERLOAD • Michael Leighton

34 ICING CONDITIONS HAVE RETURNED! • Kevin Garrison

38 SLEEK SINGLE-ENGINE CESSNAS • CFA Staff

50 STOL DRAGS AT DEAD COW • Glynn Dennis

wipaire.com/freedom | 651.451.1205 South St. Paul, MN (KSGS)

Wipline® floats give you access to thousands of lakes and waterways across North America. Your perfect family vacation awaits and we can get you there.

FREEDOM TO EXPLOREFREEDOM TO EXPLORE™™

HOLIDAY SHOPPING AT THE NEW lakeandair.com Gifts | Apparel | Supplies


By JENNIFER DELLENBUSCHThe View From Here Letters to the Editor

Send your letters to [email protected]

WHAT A MIXED BAG this past year has been, with some high points and some low points. You can read all about the low points on 24-hour repeat online, so let’s focus on some of the positive things within our Cessna Flyer world.

Once again, and despite vendor delays and USPS setbacks, we were able to send out 12 (this being the 12th) issues of Cessna Flyer magazine. We’ve featured articles on Cessna models including the 310, 190/195, 152, 172, 182, and more. We wrapped up Dennis Wolter’s extensive series on interior restoration. We reviewed headsets and avionics.

We discussed ways to survive the new insurance restrictions, what you need to know about service bulletins and your flight manual, and took you step-by-step through an engine overhaul.

As COVID-19 restrictions lifted, we were able to get back to traveling and our contributing editors and our members took us along on trips to Chesapeake Bay, Minter Field, Cincinnati, Luray Caverns, and Shenandoah National Park, and back to Wisconsin for the Gathering at Waupaca and AirVenture. I’ve updated my bucket list to include a few of these. Have you?

2020 showed us the truth of the adage; you don’t know what you’ve got ‘til it’s gone. The 2021 Gathering was our best yet and AirVenture exceeded expectations. It was so nice to get back together in person.

In July we published our first ebook—the Cessna Flyer and Piper Flyer Engine Resource Guide. If you haven’t downloaded it yet, you’ll want to navigate to tinyurl.com/EngineGuide and grab your copy. It’s free and does not require you to give your email. The Engine Resource Guide is a great resource for discovering what’s available for your engine and where to find it. It also contains handy cross-refer-ence guides to what engines were certified in which Cessna models, and also what engine upgrades are available for each model.

We welcomed many, many new members this year and answered hundreds of tech support questions and parts locating requests.

If you joined us late in the year and missed out on any issues of the magazine, you can find them online under the “Magazine/Online Magazines” menu tab.

As we head into the holiday season and prepare for the coming of a new year, I want to wish you all a merry Christmas, happy holidays, and the very best in the coming year.

Blue skies,

2021:The Year in Review

Q&A: Idle Mixture Checkby Steve EllsNovember 2021

Hello Steve,I’ve got a question about something

you said in the November 2021 issue of Cessna Flyer, on Page 20.

You state that “I like to do this (idle) mixture check at 1,000 rpm.” Is that really correct?

Doesn’t a carburetor have an idle circuit? At 1,000 rpm, are you beyond the idle circuit? Shouldn’t an idle mixture check be conducted at idle RPM?

Bob CunninghamCessna Flyer Association member

Hi Bob,Thanks for asking.After checking the service manual of

several Cessna models, it looks like my statement was too broad. For instance, the mid-1970s Cessna 206 (with a fuel-in-jected Continental engine) manual does call for adjusting the idle speed to 550-600 rpm but specifies 1,000 rpm for the idle mixture check.

The service manual for the mid-1970s Cessna 172 Skyhawk (carbureted Lycoming engine) specifies setting the idle speed and checking the mixture at 600 rpm.

The service manual for the 172RG (fuel-injected Lycoming engine) sets the idle speed at 600 and the mixture is checked at 1,000.

To further complicate what looks like one procedure for carbureted engines and one for fuel-injected engines, the pro-cedure for the 1997 Cessna 182S calls for both setting the idle speed to 650 +25/-25 rpm and then messing with the mixture until the engine runs smoothly at that rpm. Then lean it (with a warm engine) to get a 10 to 50 rpm rise.

I should have written that idle speeds and procedures for setting idle mixtures vary from airplane to airplane. Make sure to check the service manual for your air-plane for the correct procedure. As they say, if all else fails, read the manual.

Steve

W W W. A I R P L A I N S .C O M / U P G R A D E S

THE PERFORMANCE YOU WANT IN THE SKYLANE YOU LOVE

FOR OVER 40 YEARS AIR PLAINS HAS PROVIDED PERFORMANCE SOLUTIONS TO THOUSANDS OF CESSNA OWNERS. IN-HOUSE MANUFACTURING

CAPABILITIES FOR HARD-TO-SOURCE PARTS AT LOW PRICES IS WHAT WE DO!

CONTACT US TODAY, YOU’LL BE GLAD YOU DID!

“Air Plains took by inquiry from Europe very serious and they have delivered an outstanding job and service. The 300HP engine has taken me safely three times over the North Atlantic. I can well use that power here on small strips and in the mountains in Switzerland.

- Alfred W. Moeckli

+ Factory Reman Continental IO-550-D

+ Improved rate of climb 1400-1500 fpm

+ 1900 HR TBO From Continental


Events

CFA Event

JULY 23-24, 2022 — THE 18TH ANNUAL GATHERING AT WAUPACA.CFA’s annual pre-OSH event with fun, food, and friendship. Super Early Bird rate of $125/person ends Feb. 28, 2022. Saturday receptions, seminars and banquet on Sunday, motor coach to AirVenture (July 26–Aug. 1). To register for the Gathering, visit thegatheringatwaupaca.simpletix.com. Visit CessnaFlyer.org for more information.

Featured Events

DECEMBER 3-4, 2021 — LAKELAND, FL. LAKELAND LINDER INTERNATIONAL (KLAL). SUN ‘N FUN HOLIDAY FLY-IN FESTIVAL AND CAR SHOW.Are you making your holiday planes? Mark your calendars for the SUN ‘n FUN Holiday Fly-in Festival and Car Show! SUN ‘n FUN Expo Campus will be hosting our second annual Holiday Fly-in Festival and Car Show on December 3rd and 4th, 2021. The two-day fly-in/drive-in event will include a showplane area, car show, live music, and many

other activities held on the SUN ‘n FUN Expo Campus at the Lakeland Linder International Airport. Innovative and intriguing competitions, exhibits, and vendors are imminent this year! Admission will be $12.00 per person in advance and $15.00 per person at the gate, while children under 12 are free. For more information, visit flysnf.org/holidayfestival/information/

JULY 25–JULY 31, 2022 — OSHKOSH, WI. WITTMAN FIELD (KOSH). EAA AIRVENTURE OSHKOSH. Experience the largest annual gathering of aviation enthusiasts. From unique, historic aircraft to world-class daily air shows, you don’t want to miss the World’s Greatest Aviation Celebration. For more information, visit eaa.org/en/airventure.

continued on Page 12

• ForallCessna150,152,170A,170B,172,180,182,185

Aileron Hinge FAA-PMA

AileronHinge.... U0523816-1.......$96.34

U0712500-18$68.20

Adjusting Screw Boot FAA-PMA

Aluminum Spinner FAA-PMA

Spinner.........U0752637K200.....$923.95

• ForCessna182H,J,K,L,M,N,P,Q,andR

• Priceincludes4plasticU0752620-3spacerrings

Flap Roller Bearing FAA-PMA

• Forall150-152,170B,172,180,185

InsideBushing......U0523919.......$14.64RollerBearing.......U0523920.......$34.71RollerBearing.......U0523921.......$40.18

Toll Free Sales: 1-888-433-5433Shop Online: www.univair.com

2500Himalaya Road • Aurora, CO • 80011-8156InfoPhone.....................................303-375-8882Fax.....................800-457-7811or303-375-8888Email.........................................info@univair.comAIRCRAFT CORPORATION

Note: To insure that trailing edge corrugations match, it is strongly recommended that elevator skins are purchased in pairs (Top and Bottom or Left and Right).

Elevator/Rudder Skins FAA-PMA

• Forall180,185,182-182BRudder Skins

• Priceincludesbothrightandlefthandskins

U0731000-500/501......$473.45

• For180,182-182D,185Elevator Skins

TopLeftandBottomRightU0734600-500....$221.85TopRightandBottomLeftU0734600-501....$244.14

Horizontal StabilizerTrim Screw Parts

FAA-PMA

• ForCessna180,185,182-182D

Barrel.............. U0712500-13.....$133.86Screw.............. U0712500-11.....$350.40AdjustingCam.......U0712502.......$43.26

ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 10-01-21

Univair Parts For Your Cessna 180–185 and 182 thru 182D

Bearing

Bearing...............MS24462-4.......$90.00

• ForCessna170hingeandelevatorbellcrank

• ForCessna180,185,182through182Dinboardandoutboardhingebushing

• For1962-1982Cessna182elevatorarmupperbushing

Oil Doors FAA-PMA

OilDoor........... U0752000-56.....$429.99OilDoor............. U0552173-6.....$279.04OilDoor........... U0552173-27.....$337.66

• ForCessna172thru185• Seewebsiteforexactmodelapplicability

Free CatalogVisit our website to request your freeUnivair Catalog featuring over 11,000aircraft parts, supplies and accessories(foreignorderspaypostage.)

WEACCEPT

FREE SHIPPING ON ORDERS OVER $300. FREE FREIGHT ON ORDERS OVER $3,000. RESTRICTIONS APPLY – SEE OUR WEBSITE FOR DETAILS.


www.icomamerica.com/[email protected]

©2021-2022 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. 43073

Put your favorite pilot at the top of your holiday list and give

them the gift of Icom quality. From handhelds, and mobiles

to panel mounts, stuff those stockings with powerful,

dependable, and feature-rich Icom radios from your nearest

authorized Icom dealer.

Happy holidays and Add Before Flight!


Events Continued from Page 10

2022OSHKOSH, WI. EAA AVIATION CENTER.AVIATION ADVENTURE SPEAKER SERIES. The presentations are held monthly at the museum’s Founders’ Wing beginning at 7 p.m. Admission is free for EAA members and just $5 for non-members.

Early 2022 presentations include:

Thursday, January 20 – U-2: Flying a Cold War Legend: The U-2 spy plane is a highly classified high-altitude reconnaissance aircraft which is still shrouded in mystery decades after it began its service. U-2 pilot Carl Trout talks about what it takes to fly the U-2, as well as his personal stories from this fascinating aircraft.

Thursday, February 17 – An Inside Look at Flying the Goodyear Blimp: A fun evening about one of the most iconic aircraft of the past century takes you behind the scenes of the Goodyear Blimp with two of its pilots.

The EAA Aviation Museum will provide increased distancing in the Founders’ Wing for these presentations in keeping with COVID protocols.

The EAA Aviation Museum is located just off Interstate 41 at the Highway 44 exit in Oshkosh. The museum is open daily from 10 a.m. to 5 p.m. EAA members receive free museum admission year-round. For more information, call the EAA Aviation Museum at (920) 426-4818 or visit EAA.org/museum.

HAVE AN UPCOMING EVENT?Please send details three months (or more) in advance to [email protected]

As the LARGEST Single-Engine Cessna Used Parts Dealer IN THE WORLD, we’ll help you find everything you need ...with only ONE call!

AIRFRAMEWings, Cowlings, Interiors,Control Surfaces, Landing Gear, Tail Surfaces, Engine

and Flight Instruments

AVIONICSKing, Narco, ARC, Collins,

Nav/Com, Transponder,AME, DME, Autopilot

Trays and complete harness included!All units

100% satisfaction guaranteed

Wentworth Aircraft Inc. • 6000 Douglas Drive N. • Crystal, MN 55429

CESSNA | PIPER | HOMEBUILTS

WENTWORTH AIRCRAFT, INC.

Huge Volume | Fresh Stock | 80,000 Sq. Ft. ofIndoor Storage | 30-Day Satisfaction Guarantee

RFQs Online, Fax or Phone

Hard-to-find parts aren’t hard to find here!

Phone 763-231-8484 Fax 763-231-8482 Email [email protected]

ENGINESLYCOMING O-235 to IO-540

CONTINENTAL O-200 to IO-520Complete engines with accessories

and complete logs!Also Cylinders, Mags, Accessories


Aviation pioneer Alberto Santos-Dumont, the first person to achieve powered flight over Europe—and some say the world—never intended for his aviation inventions

to be used for war. The fact that the airplane was utilized in World War I devastated him. He said, “I never thought that my creation would allow brothers to kill brothers.”

The Wright Brothers had the same thoughts as their Brazilian counterpart. They initially saw their aircraft as a deterrent to war, not as a weapon to be used in one.

In 1915 Orville said: “The aeroplane will prevent war by making it too expensive, too slow, too difficult, too long drawn out.”

Most other aviation inventors agreed. War would become impossible. They thought the observations done by aircraft would show both sides of a conflict precisely what the other side was doing.

“We thought governments would recognize the impossibil-ity of winning by surprise attacks,” Orville said in 1917, “and that no country would enter into war with another of equal

size when it knew that it would have to win by simply wearing out its enemy.”

Inventors and pioneers in any field, especially aviation, are dreamers. The dream of the Wrights, Santos-Dumont, and a host of others was that flying would bring the world together, shorten distances between nations, and promote brotherhood and understanding.

In 1967, the United Nations ratified the “Outer Space Treaty,” a document meant to curtail the use of space for war-fare or nation-building. This thinking is very similar to the idea that outer space should not be used for military purposes. For example, the treaty established that no nation could own the moon or any specific sector of space.

Air and space powerDreams do not always come true. The airplane has been

used for warfare constantly since its invention, and today, 95%

of all satellites orbiting our earth are dual-use military-civilian objects. In October 2021, the United States established the Space Force as a separate branch of its military.

I am not naive. I know that air power has been an essen-tial part of our military for over 100 years. Some of our most significant victories have resulted from the use of aircraft. Our Cold War security and our nation’s security today were and are space-based. You cannot own or fire an ICBM without going into space.

Warbirds are, in my opinion, the most beautiful airplanes ever built. I cannot hear a World War II fighter or bomber roar overhead without getting a lump in my throat and a feeling of pride. My dad was a crew member on a bomber in the big war. Your dad may have done that, too.

We should be proud of our past and recognize that while the use of airplanes in war is an ugly business, it is necessary in the world we live in. But what if the world was different?

What if the dream of Santos-Dumont and the Wrights did come true?

Peace above EarthThis is the time of year when people talk about and wish for

“peace on Earth.” What if we could find a way to bring “peace above Earth?”

Imagine with me for a moment that humanity somehow avoided World War I, World War II, and the host of other 20th-century conflicts that used the airplane for aggression or defense. What if we have never had part of our love of flying tied into death and destruction?

I know that I have the luxury of dreaming about peaceful skies because of the people who risked and gave their lives in the sky to protect my little happy world. I just wish that they did not have to do that.

The first thing that springs to my mind when I think about peaceful skies is the number of people who would not have had to die in an airplane. I could give you the numbers of dead and injured flight crewmembers from our wars, but those figures are cold and impersonal. Each one represents a living, breathing human being who could have gone on to live a full life.

We will never know what we do not know. The person who could have invented the cure for all cancers may have died in the skies over Berlin in 1944.

Peace over Earth would have meant that as a child of the 1950s and 1960s, I would have grown up playing with toy air-planes that weren’t bombers or fighters. Hiding under my desk at school in 1962 could have been for fun, not something to do when the nukes threatened to come raining down.

I have been very lucky in that I have never knowingly had to harm somebody with an airplane. The damage I have done

By KEVIN GARRISONThe High & The Writey

Peace Over EarthPromoting the peaceful use of airplanes should be on everyone’s holiday wish list.



Since our inception in 1967, Superior Air Parts has delivered millions of FAA-approved, PMA piece-parts and over a quarter-million Millennium Cylinders. And one thing every one of those parts has in common is that they not only perform as well, if not better, than the Continental and Lycoming engine parts they replace; in most cases they cost a lot less.

That means when it comes time to overhaul your engine, using Superior’s FAA-approved PMA parts can save you thousands of dollars. Plus, Superior parts come with the best 37/24 month* warranty in general aviation. So, trusting Superior Air Parts saves you money today and for the long-haul.

*New Superior Air Parts Millennium Cylinders come with a 37-month factory warranty, and all new Superior Air Parts piece parts and components come with a 24-month warranty. See your Superior Air Parts authorized distributor for details.

FROM VALVE GUIDES TO MILLENNIUM CYLINDERS®,

SUPERIOR AIR PARTS HAS BEEN MAKING FLYING MORE AFFORDABLE SINCE 1967.

For a complete list of dealers, visit superiorairparts.com or call: 972.829.4635

20-SA-027_SAP_Affordable_ad.indd 320-SA-027_SAP_Affordable_ad.indd 3 6/10/21 2:03 PM6/10/21 2:03 PM


to humanity through aviation has come from bad landings, bad weather decisions, and perhaps the occasional bad training flight given to a student.

Wishful thinkingWhat if every pilot and aviation enthusiast had the same

kind of life? What if flying was used only to bring medical sup-plies and food to people in need or to relocate puppies looking for homes or purely for fun?

Author Richard Bach is an Air Force fighter pilot from the Cold War era. In his novel, “One,” he describes military avia-tion as a sort-of lure to young people wanting to fly. In order to fly the best, fastest, and most advanced airplanes in the sky, a young person must sign on to the idea that they may kill people, possibly millions of people, with these airplanes.

In another part of the novel, he imagines a universe without war in the air. In it, young people fly airplanes similar to military ones, but only for sport. Dogfight and other flying competitions are held between nations, not wars. Points were scored, inter-national flying games were held, medals were handed out to the winning pilots, and no cities were destroyed.

I know we are not able (and probably do not want) to elim-inate the military use of our dream airplanes. We are humans, and as humans, we have always been afraid of others and are ready to defend ourselves when we think that our continued existence demands it.

We cannot do away with military flying any more than we can turn our Navy into a cruise ship line or transform the Army and Marines into park rangers. The need for defense will always be with us, but just for a second, it is nice to think about a world

full of relief flights and bereft of bombing raids.Santa’s sleigh, a metaphor for peaceful flying if there ever

was one, will launch on December 24th for its yearly unrefueled mission to drop toys and love on the children of the world.

He will fly stealthily, and silently, except for the occasionally loud “Ho-Ho-Ho,” avoiding NORAD and a host of other national air defense networks, but he will be unarmed. His mission will be a peaceful one: bombing us with gifts.

I know that imagining a flying world without war and death is about as realistic as fully believing that a literal Santa will invade our airspace with eight ungulates and a sled filled with presents this year. Even so, peaceful skies are still my wish for our world.


My other holiday wish for you, my readers and friends, is a year full of peaceful and safe flying. May your flying life be filled with smooth rides, direct routing, inexpensive fuel, and greased-on landings. I hope your aircraft annuals are issue-free and low cost, that your medical is never at risk, and that the coffee at your pancake breakfasts is plentiful and hot.

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

AIRMARK OVERHAUL, INC.“When Quality Counts”

6001 N.W. 29th AvenueFort Lauderdale, FL 33309

Tel: 954-970-3200Fax: 954-970-3400

Toll Free: 1-800-282-3202 www.airmarkoverhaul.com

Email: [email protected]

Approved Overhaul, Repair and Exchange Facility for:• ENGINES – Continental and Lycoming Engines

• ACCESSORIES – Magnetos, Starters, Alternators, Turbos, Controllers, Wastegates, Relief Valves and Fuel Components

• CYLINDERS – Continental and Lycoming Cylinders

• HYDRAULICS – Britten Norman Islander Landing Gears

• PARTS – Thousands of New and Serviceable Parts in Stock

FAA Approved Repair Station JL4R288M • EASA 145.4115

500 Hour Magneto InspectIon & certIfIcatIon servIce wItH easa approval Starting at $390


The Bose A20 Aviation Headset features 30% greater noise reduction than conventional aviation headsets, with technology engineered through decades of research and development to help pilots focus on flying the aircraft. The A20’s noise cancelling microphone provides clear outgoing communication, and a comfortable fit improves your flying experience, no matter how many hours you fly.

Experience our acclaimed noise reduction and start your 60-day test flight at Bose.com/A20. Financing available through Bose Pay.

Connect with us @BoseAviation © 2021 Bose Corporation. All rights reserved. Bose Pay is powered by Klarna. Klarna is a trademark of Klarna, Inc.

B O S E A 2 0 AV I AT I O N H E A D S E T

Flying is your passion. Active noise cancellation is ours.

AV IAT ION

BOSE Trim (Flat Size): 8.25"w × 10.75"hBleed: 8.75"w × 11.25"h (0.25")Live Area: 7.125"w × 10"hFolds To: N/A

× 4-color process RGB 4-color process + Spot (Name Pantone colors here) Spot color (Name Pantone colors here)

Gotham Bold, BookMyriad Pro Bold Condensed, Condensed

Filepath: /Volumes/GoogleDrive/Shared drives/Bose 2020/_Aviation/52375 A20 Headlines/02 CREATIVE/04 FINAL FILES/Passion-ANC_GA/52375-3_A20-2021_Series_Pas-sion-ANC_GA_CessnaFlyer_FA3_cp.inddAdditional Information: N/A

11/3/2021 4:19PMPage #1

52375-3_A20-2021_Series_Passion-ANC_GA_CessnaFlyer_FA3_cp.indd

52375-3_A20-2021_Series_Passion-ANC_GA_CessnaFlyer_FA3_cp.indd 152375-3_A20-2021_Series_Passion-ANC_GA_CessnaFlyer_FA3_cp.indd 1 11/3/21 4:20 PM11/3/21 4:20 PM


By STEVE ELLSQuestions & Answers

QIs it likely that once unleaded 100 octane aviation fuels come into use that engine oil requirements will change to allow the use of full synthetic oils?

Larry

AThe answer is yes. Fully synthetic aviation oils, which lubricate much better than non-synthetic oils, were tried before in the mid-1990s by Mobil with its Mobil AV-1 oil,

which was approved for use in over 200 aircraft models by Supplemental Type Certificate (STC).

Mobil promised 200-hour oil change intervals for engines with oil filters, but had to withdraw the product and pay some owners to replace their engines because polyalphaolefin (PAO) synthetic base oil could not hold the lead from the fuel and combustion in suspension, so lead quickly clogged up the engine oil galleys.

Once tetraethyl lead is no longer in our fuel, I predict that synthetic aviation oils will replace present-day oils.

Happy flying,Steve

Q I have a Cessna 172K. The A&P/IA whom I usually use to sign off on my annual died suddenly. In my search for a new one, I am having a problem getting a new

one to come on board. He says that by signing on, he is as-suming responsibility for everything that’s been done to the

aircraft since the beginning. I say that he is only accepting responsibility from the last signed-off annual forward. So, who is right?

Gail

AYour new IA is correct, because he has no way of knowing if the last IA worked to the same standards he works to.

I, as an IA, always inspect everything and check proper compliance with all the ADs when I see an airplane for the first time, because when I sign off an annual, I am certifying that the airplane is airworthy.

An airplane is airworthy when it and all its components meets the Type Design specifications (see the Type Certificate Data Sheet [TCDS]) and other regulatory updates and/or modi-fications mandated such as Airworthiness Directives (ADs), and the airplane is safe to fly.

Unfortunately, on occasion, some items aren’t fully in-spected, or are improperly repaired and are still signed off.

There are A&Ps who sign off on complicated ADs, but ha-ven't completed every step of the AD. This is just one example of why a responsible A&P will insist on going through a very thorough inspection the first time he sees an airplane, unless the airplane is one he has already thoroughly inspected.

I hope this helps you understand.Happy flying,Steve

QIn my shop, there is a Cessna 150 which we have been working on for some time. The issue with the airplane is that after approximately 20 minutes of flight, there is a

loss of 200 to 300 rpm, and it is noticeably rougher in operation. On most of the RPM loss instances, the owner has been able to pull the carb heat on for 15 to 20 seconds and normal operation resumes for 5 to 10 minutes.

The roughness does not appear to be in one mag, as the mag drop is equal at this time. We have cleaned and gapped plugs, tested ignition leads, flushed the fuel system, replaced the fuel caps with known good caps, replaced the fuel hose from the gascolator to the carb, and replaced the carburetor accelerator pump assembly.

Synthetic Aviation Oils, IA Responsibilities, RPM Loss, Continental

Replacement Starter, Ingress/Egress

Once tetraethyl lead is no longer in our fuel, I predict that synthetic aviation oils will replace present-day oils.


PARTS FOR BEECH, CESSNA, CIRRUS AIRCRAFT & CONTINENTAL ENGINES

©2021 RAM Aircraft, LP CF110321

R A M A I R C R A F T, L P• SINCE 1976 •

Baron 58P...... P/N 481008-9022...$1,155*C206/207/210 .. P/N 470688-9007...$1,420*Cessna 402C .. P/N 470836-9021...$1,155*Cessna 421.... P/N 470836-9003...$1,155*

Prices are subject to change without notice. *Core charges apply.

PMA-New Baffle Seal Kits

Overhauled Turbo Controllers

RAM SureStand Baffle SealsAvailable for Twin Cessnas, Cessna 172 / 172 / 180 / 185 / 206 / 207 / 210

Beech Barons & Bonanzas

Beechraft Baron..............................$483Twin Cessna (add $20 for 421) .......$483

Tempest Oil Filters

AA48108-2......................................... $24AA48109 ............................................ $24AA48111 ............................................ $24

Band Clamp ......P/N 2265-210-SH ......$98V-Band ............P/N 2274-40..............$180Exhaust Seal ...P/N 2535-200............$118Airbox Clamp ..P/N 2066-3................$134Hose Clamp ....P/N 1170-2................$10

Gears for Continental Engines

Repaired (Nickel Bore):IO-520............. P/N 658552A4 ........$695TSIO-520......... P/N 658552A2 ........$695Overhauled (Nickel Bore):IO-520............. P/N CL71.4-232 ......$1,415TSIO-520......... P/N CL71.4-231 ......$1,389

New Superior Millennium:IO-520........ P/N SA52006-A20P......$1,491TSIO-520.... P/N SA52006-A22P......$1,459

Cessna 402C... P/N 470908-9013 ...$1,050*LH 340/A-414/A ... P/N 470908-9012 ...$1,050*RH 340/A-414/A ... P/N 470908-9013 ...$1,050*Baron 58P/TC.. P/N 470892-9002 ...$1,400*

Continental Engines: • O/IO-470 • IO-520 • IO-550 • GTSIO-520 • TSIO-550Call for Full Pricing!

PMA-New........ P/N 2273-1 .............$2,502*

Throttle ........... P/N 1220-21 ...........$1,000Prop ................ P/N 1220-25 ...........$1,100Mixture ........... P/N 1220-23 ...........$1,000Alt. Air ............. P/N 1622-9 .............$1,338Cowl Flap ........ P/N 1820-8 .............$2,071

LH Riser .......... P/N A9910295-13-NP ....$788RH Riser.......... P/N A9910295-14-NP ....$788Slip Joint......... P/N 1001-3 .............$325Turbo Wye ....... P/N 8226-11 ...........$1,813LH Elbow......... P/N 1995-1 .............$635RH Elbow ........ P/N 1995-2 .............$635Wastegate Elbow .... P/N HWS340414-95.....$623Tail Pipe .......... P/N HWS340414-2 ....$914Turbo Bracket.... P/N 2032-1-NP ......$597Wastegate Overboard ... P/N 1967-7 .............$242

Complete Overhaul KitsO/IO-470, IO/TSIO-520, IO/TSIO-550, GTSIO-520

Buy one piece or the entire system Cessna • Beechcraft • Cirrus • Piper

Twin Cessna Engine Control CablesCables in stock and ready to ship!Cessna 414A

Cessna 414A

PMA-New Internal Gears

PMA-New Thru-Bolt Kits

PMA-New Control Cables

Cylinder Options from RAM

Cessna/Piper 160hp STC

Exhaust Components

Overhauled Wastegates

Induction Tubes

Intake & Exhaust Clamps

Nose Bowls

Fuel Pump Blade

Magneto Air Filter

RAM nose bowls are sized with larger air inlets and serve as PMA replacements for Cessna’s later-model airplanes and upgrades for early Cessnas.

Crankcase.....Exchange ..............$4,900*

Continental Permold Crankcase Tagged with 8130 - Can be studded to order for an additional fee.

Continental Crankcase

More kits available.

Call today for details!

Pump Housing .. Replaces 632977 .......$1,650Tach Drive Housing ... Replaces 631056A1 ...$996Pressure Regulator Kit Replaces 642335A1 ...$50Plug ................ Replaces 532432 .......$10

PMA Oil Pump ComponentsMore components

available. Call today for details!

Upgrade your props!Complete airplane kits.

Cessna T206/T207/T210.....$10,990Cessna 340/A-414/A...........$31,196Cessna 421B/C ...................$30,773

Propellers

STC INCLUDED

Coupler Hose ....Replaces 642917-1....... $12Duct ................Replaces 102-389007-3... $110Duct ................Replaces 102-389004-3.... $118Duct ................Replaces 102-389003-3... $119

Airbox to Turbo

Intercooler to Wye

Servo to Intercooler

Camshaft ........Replaces 656818.....$850Crank ..............Replaces 657175.....$395Large Crank ....Replaces 656991.....$896Tach Drive .......Replaces 535900.....$149Tach Driven .....Replaces 535908.....$550Oil Pump Drive ...Replaces 631075.....$960Oil Pump Driven ..Replaces 631016.....$695

Cessna 402C, 414A, 421C, & 425P/N 1556-1 .....Replaces 5122020-19 ...$120P/N 1556-2 .....Replaces 5122021-5.....$120P/N 1556-3 .....Replaces 5122021-6.....$120P/N 1556-4 .....Replaces 5122012-5.....$120P/N 1556-5 .....Replaces 5122010-4.....$120P/N 1556-6 .....Replaces 5122020-4.....$120

Pump Blade ....Replaces 635549.....$48

Exhaust Heat Shroud

Heat Shroud....... Replaces 0851053-5....$228

IO-520-BB ....... Replaces EQ7005 .......$595IO-550-N ......... Replaces EQ7276 .......$599GTSIO-520 ...... Replaces EQ7069 .......$1,413TSIO-520-NB... Replaces EQ7030 .......$595

Air Filter ............P/N 1396-2.............. $83

ENGINE AND AIRFRAME AUTHORIZATION STCLycoming - Increase 150 hp to 160 hp

Cessna 172:Applicable Engine: Lycoming O-320-E2D

Piper PA-28:Applicable Engines: Lycoming O-320-E3D, -E2A

The most practical time to apply these STCs is during a normal TBO overhaul. The STCs were originally engineered to allow these models of O-320 engines to burn 100-octane fuel. STC - Engine Horsepower ...................... $295STC - Airframe Engine Installation .......... $295Conversion kits and new engines available. Call for details!

Fuel Panel Access Gasket

Reground ........ P/N 1058-1A-UP......$800*PMA-New........ P/N 1058-20 ...........$1,450*

Legendary RAMCAM3% increase in efficiency. Eligible for most 520 / 550 Continental engines. Oversize available.

PMA Camshaft

Long........... P/N 1111-1 ..................$640Short .......... P/N 1111-2 ..................$618Series VII.... P/N 1111-5 ..................$704

Flex Elbows


The aircraft is equipped with a Westach four-probe CHT with one EGT probe in cylinder No. 2.

If you have any insight into a circumstance like this, I would appreciate your input.

Tim

AThis sounds like carb icing, especially when applying carb heat solves the problem.

The small Continental engines—I’m assuming this Cessna 150 has an O-200 engine—are much more susceptible to carb icing than many other engines.

This is because the carburetor and induction system is below and a distance away from heat sources such as the oil sump and exhaust system.

When fall weather comes, there’s often much more moisture in the air, hence a greater chance of carb icing.

Check the spread between temperature and dewpoint. If the two numbers are close, icing is much more likely.

Happy flying,Steve

QI remember that recently Continental aban-doned the Iskra starter and issued a note where they defined a new supplier.

Now that my Iskra 655566F died, I am unable to find that note.

Can you help me?Paolo

AContinental issued Service Information Letter SIL16-4 is titled “Optional 24 Volt Starters.” You can also get a starter from Sky-Tec. Pilots and mechanics seem to be

happy with these.The gist of the SIL is in this passage:Continental Motors (CMI) supports the use of either P/N 658741

Questions & Answers

This sounds like carb icing, especially when applying carb heat solves the problem.


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

follow us

Now available! 100% Bonus

Depreciation on All Pre-Owned

Cessnas!!


or P/N 646275-1 as an equivalent starter motor to P/N 657596. The new P/N 658741 is a direct drive permanent magnet starter. P/N 657596 is superseded and is no longer available from CMI.

If changing from the P/N 657596 24V starter motor to either the P/N 658741 or P/N 646275-1 starter motor, consult with the aircraft manufacturer for weight and balance information on your particu-lar aircraft installation.

The 658741 is Hartzell Engine Technologies (Sky-Tec) Part No. PM 2407.

The price for a new 646275-1 Continental Energizer starter is a little less than $800. Hartzell Engine Technologies sells a new PM 2407 for around $1,100; a rebuilt 646275-1 with Part No. 646275-1R for around $450. They’re all available from Aircraft Spruce.

Happy flying,Steve

QDo you have any suggestions for a way to get an elderly person with limited mobility into my Cessna 182, i.e., steps, lifts, handles, etc.?

Mike

AA local 182 owner who has set his airplane up for bush operations with large main and nose tires physically lifts his mother into the co-pilot's seat.

The easiest Cessna for access are the Cessna 177 Cardinal and 177RG Cardinal RG because the main landing gear strut

is behind the door, and the door is the biggest of all the doors on Cessna’s single-engine airplanes. Many partially paralyzed pilots opt for the 177 or 177RG because of this access advantage.

In the 182, on the other hand, the main gear leg in exactly the wrong position for easy access.

One suggestion would be to install a modification on the door called a “Door Steward.” This device is approved for installation and replaces the standard Cessna door-hold-open assembly.

Once the Door Steward is installed, it’s very easy to pop the end of the Door Steward strut off the round ball fitting, which allows the door to swing a little farther open.

You still won’t be able to open it all the way because of the wing strut, but you’ll get more access.

Another thing I’ve seen done, especially by backcountry operators, is to replace the existing door pins with spring clips. You can get the clips from Aircraft Spruce under Part No. AN415-2.

This allows you to completely remove the door by pulling


Questions & Answers


Jerry TempleTEXAS972 . 712 . [email protected]

Dan MooreTENNESSEECELL 423 . 647 . [email protected]

Rachel SchwartzTEXAS - Dallas OfficeCELL 469 . 877 . [email protected]

Driving 13 hours from Dallas to Fort Collins, Colorado, for the holidays was once an easy road trip for a young couple. Later, flying your single engine aircraft there became the perfect solution. Now, traveling with young ones and their massive amounts of kid gear has changed all that. You need more speed, extra storage space, no masks required... and a convenient potty. Your special passengers deserve comfort and safety. It’s time to upgrade to a pressurized Twin Cessna,

GIVE US A CALL. NO ONE KNOWS TWIN CESSNAS BETTER THAN JTA.

TIME TO MOVE UP TO A PRESSURIZED CABIN CLASS

TWIN CESSNA?

www.jerrytemple.net

1994

JER

RY TEMPLE AVIATION

2021 TW

EN

TY SEVE N T H ANNIV

ERSA

RY

L


ADAPT is a solution for aircraft which are not equipped with ADS-B Out to receive temporary approval to fly in

ADS-B rule airspace.

By Dennis K. Johnson

committed an overt act of aviation again, buying a new (to me) airplane—a vintage 1947 taildragger which was restored to its original appearance by a skilled craftsman about 10 years ago. The new

owner of the restored airplane updated the (then) 64-year-old airplane with a modern radio and a Mode C transponder, but when the January 2020 mandate for installing ADS-B equipment arrived, he didn’t feel the need to comply. At that time, he was in his late 70s and only flew locally for fun, in airspace with no need for ADS-B.

While planning to bring it home, I realized that I’d have to fly through Newark International Airport’s (KEWR) Mode C veil, the airspace overlying my home airport. It’s now mandated that aircraft be equipped with ADS-B Out equipment when flying where a tran-sponder was previously required.

Moving the vintage airplane closer to the big city meant finally complying with the ADS-B Out require-ment. That’s when I learned about the FAA’s ADAPT,


an online tool which allows pilots flying aircraft that don’t meet the ADS-B requirements to request a “deviation authorization” to fly, briefly and rarely, into ADS-B airspace.

ADAPTThe acronym ADAPT stands for ADS-B

Deviation Authorization Preflight Tool. To receive an ADS-B deviation with ADAPT, the aircraft must have an operational Mode C transponder and the request must be submitted between one hour and 24 hours before the flight. This could be very helpful to vintage Cessna owners who have a valid reason to enter ADS-B airspace.

Using the system is much like filing a flight plan; you tell ATC the route you want to fly and, I sup-pose, they calculate whether the flight will be able to be tracked and if it’ll cause conflicts with ADS-B equipped traffic. When you make the request, you’ll see if it’s approved on the website and then receive an approval by email. The email will read:


Keep this email in a safe place. It grants you a one-time deviation from the requirements of 14 CFR § 91.225 to operate on the proposed route of flight without ADS-B Out equipment installed or with equipment that does not meet the require-ments of 14 CFR § 91.227.

Please Note:• If departure is not made within 2 hours

of the proposed departure time, this authori-zation is canceled.

• This authorization does not relieve you of any flight plan filing requirements, nor does it substitute for an ATC clearance where required.

• Contact ATC on the appropriate fre-quency for all operational clearances.

Helpful toolsThere are two tools—the ADS-B

Service Availability Prediction Tool that predicts if your request will be authorized, and the ADS-B Deviation Authorization Preflight Tool that makes the actual request. If the prediction tool indicates that your request will not be approved, you’ll want to either change the departure time or change the route so that you transit a less-congested part of the ADS-B airspace.

For example, you might not be approved to fly through a Class B airspace, but you could be approved to fly through its Mode C veil. That’s what I needed to do. I could easily avoid the

ADS-B airspace except for the last 7 miles which are within the Mode C veil.

Don’t ring up your local air traf-fic controller to try to get a deviation approval. They are not able to accept requests for this type of authorization by telephone, and they will not issue an authorization while you’re in flight. You’ll have to land outside the ADS-B airspace, make your request online to take off an hour (at minimum) later and receive your authorization. Then, you can take off again.

This is not a system for avoiding the ADS-B equipment requirement. It’s supposed to be used only rarely and with good reason. It’s not meant to save pilots flight time by allowing non-equipped airplanes through the ADS-B airspace. It is for situations like I had; I needed to get my new airplane to its new home, where I’ll install ADS-B equipment.

Besides, if you live near ADS-B airspace, you’d find it bothersome to make a request every time you wanted to fly to another airport for pancakes. And yes, someone, even if it’s just a computer, is watching. I made several requests in one week and received an email from the FAA stating, “ADAPT is not intended to be used for regular

…I learned about the FAA’s ADAPT, an online tool which allows pilots flying aircraft that don’t meet the ADS-B requirements to request a “deviation authorization” to fly, briefly and rarely, into ADS-B airspace.


• Spark Plugs• Oil Filters• Dry Air Pumps• Regulators and Manifold Valves• Pneumatic Filters and Fittings and Fittings

• Carburetors • Replacement Components

®

®

• RSA Fuel Injection Systems• Replacement Components

• Temperature Probes• Instruments • Test Equipment

®

www.tempestaero.com800.822.3200

Quality, Innovation and Performance from the Brands you Trust.


Automatic Dependent Surveillance–Broadcast (ADS–B) is an air traffic control technology in which an aircraft determines its own position via GPS and broadcasts it, without the need of radar or for a transponder to receive an interrogation signal. The position and speed of an ADS-B equipped aircraft are transmitted every second and can be received by ATC and other ADS-B equipped aircraft. Since January 2020, it has been required to fly in:

• Class A, B and C airspace.• Within 30 nm of a Class B primary

airport—Mode C veil.• Above the ceiling and within the

lateral boundaries of Class B or Class C airspace up to 10,000 feet msl.

• Class E airspace at or above 10,000 feet msl, excluding airspace at and below 2,500 feet agl.

• Class E airspace over the Gulf of Mexico, at and above 3,000 feet msl, within 12 nm of the U.S. coast.

What Is ADS-B and Where Is It

Required?

This sectional chart shows the area requiring ADS-B Out.


or routine operations by non-equipped aircraft, and your use of ADAPT appears to be regular and/or routine.” They didn’t know that the requests I’d made had not actually been followed with a flight, due to weather.

The online form you’ll complete will ask your “Reason for request,” and the drop-down menu will give options such as: ADS-B repair or in-stallation, insufficient GPS, ferry air-craft, fringe operation, agricultural, non-electrical, NSAL verification flight, or “other.” If you select “other,” you’ll have to write out your reason. It’ll also ask the status of your ADS-B equipment: unequipped, inoperative, or insufficient performance.

Clearances still requiredWhile you may have received a

deviation authorization for a route, that does not guarantee ATC clearance into that airspace when you arrive. The con-trollers, as with other VFR flights, may not be able to accommodate your flight through that airspace.

If you fly near ADS-B airspace, which tends to be crowded, it would be wise and safer for everyone if you equipped your aircraft with the man-dated ADS-B equipment. If you restrict your flying to the skies above your own special patch of cornfield, that’s OK, but otherwise ADS-B equipment has become so inexpensive that there’s really no excuse.

DENNIS K. JOHNSON is a freelance writer for aviation magazines, and photographer who shoots travel photos for Getty Images and Alamy Stock Images. Based in Hoboken, New Jersey, he’s an avid traveler, private pilot, and aircraft owner. Send questions or comments to [email protected].

RESOURCES

ADAPT INFORMATIONwww.faa.gov/nextgen/equipadsb/adapt

ADS-B SERVICE AVAILABILITY PREDICTION TOOL (SAPT) AND ADS-B DEVIATION AUTHORIZATION PRE-FLIGHT TOOL (ADAPT)sapt.faa.gov/default.php

30 • Cessna Flyer / December 202130 • Cessna Flyer / December 2021

Gar

min


General Aviation has come a long way since the post-World War II aircraft build-ing boom. Nowhere have the advancements been

more obvious than in the avionics and electronics available for our aircraft.

Most of us are flying 1960s, '70s, and '80s vintage aircraft that left the factory with vacuum flight instruments and analog engine gauges.

When you look at the Pilot’s Operating Handbooks (POHs) or Aircraft Flight Manuals (AFMs) for these planes, they seem simplistic compared to anything manufactured in this century, even when comparing aircraft of the same type. Look at a flight manual from a 1971 Cessna 172 Skyhawk and compare it to the POH for the 2020 version.

Advancements in engine monitoring technology and digital flight displays allow the pilot to see data with ever-in-creasing precision. Airspeed to 1 knot, rate of climb and descent to the foot, engine CHT and EGT to the degree, and RPM to the single revolution. It’s awesome, and it’s changing the way we operate our aircraft—but not always for the better.

Digital flight displays and instrumentation offer a never-ending data stream…but how

much of it is useful?

By Michael Leighton



How much data is too much?How many remember learning to lean

their engine by retarding the mixture until the engine begins to run rough, then enrichening the mixture until the engine smooths out? This procedure is in the POH for my 1971 Cessna 150 just that way.

On fixed-pitch aircraft, you set the power by RPM. There’s usually a chart in the POH that gives you some sort of fuel burn rate and true airspeed at a specific RPM so you can flight plan. All of this is accomplished with good old-fashioned analog gauges

Fast-forward to now. Like most of you, I have embraced the electronic revolution and upgraded my panel. I love having an engine analyzer that looks at CHT, EGT, TIT, RPM, GPH, etc....and re-cords them all. Digital flight instruments allow a level of precision in flying simply unachievable with analog instruments, but there is a catch.

A lot of information is available to the pilot that was previously just not available. I am noticing more and more of my flight instruction and especially my maintenance clients are overly fixated on the data. Let me explain.

I have a client flying a high-perfor-mance retractable-gear aircraft. He recently installed digital tachometers and digital EGT and fuel flow gauges. While out flying with him, I noticed him constantly adjusting the throttles.

As we flew back from the Bahamas in level flight, he constantly adjusted the mixtures. After several minutes of this, during which he missed two radio calls and never once looked out the window, we were 20 miles off course and 20 de-grees off heading.

I had to ask, “What are you doing?”“I’m trying to get the RPM to exactly

2,300 and the EGT to 1,475 degrees.”I looked at the instruments. The left

tachometer was 2,290. The right was 2,310. EGT for both engines was at 1,467. He was trying to get them “perfect.” He has owned this plane for 23 years and with the analog gauges, you could not even see this minute difference. It never bothered him before. But here we are, in flight, messing with the data and not flying the plane.

Then, to reinforce my observation, I got a call from another buddy, a profes-sional Gulfstream captain whom I have known for years. He recently bought his

first plane, a single-engine high perfor-mance normally aspirated Beechcraft V-tail Bonanza. Now everyone in our Association knows that friend don’t let friends buy Bonanzas, but hey … some people have to learn the hard way.

He upgraded the Bonanza panel to full glass, including an amazing engine ana-lyzer. Then he bit the bullet and bought a brand-new Continental IO-550. I’ve got two of these engines on my Cessna 310. He’s flown 50 hours on the engine, and he’s got a problem and wants my opinion.

The issue is that the No. 6 cylinder EGT will randomly climb during takeoff and then return to normal after he pulls the throttle back. Furthermore, when he reduces the throttle to descend, cylinders No. 1 and No. 2 literally drop to less than 800 F egt, while all the rest are in the 1,350-1,400 F range. In normal cruise, the plane and engine are amazing: as smooth and consistent in every parameter as I have ever seen.

Clearly the engine has an issue, but it has consumed the owner to the point that he simply does not trust the plane.

He was so keyed up, he confessed another incident to me. He told me that on climbout, the engine analyzer flashed a red warning for a second. He said he spent the next five minutes glued to the gauge waiting for the thing to throw a rod, or hang a valve, or … what? Nothing happened because it was likely a mo-mentary indication error, but it clearly illustrates my point.

Paralysis by analysisToo much information is just as

dangerous as not enough information. It has become a distraction. Flying becomes secondary to extracting and analyzing the data, trying to achieve “perfection” in something that can never be “perfect.”

Further, this overanalysis created doubt in this pilot's mind about the integ-rity of the plane. How can you enjoy your flight if in the back of your mind you be-lieve a catastrophic failure is imminent?

How did we ever get by with just an oil pressure gauge, an oil temperature gauge, and a tachometer?

Information overload is not limited to engine performance, either. I have another client who literally freaks out any time a traffic target appears on the screen. Don’t get me wrong, ADS-B traffic is wonderful. For 30 years, I flew without ADS-B, looking for traffic the old-fashioned way, looking out the window. Now the ADS-B shows traffic that I can’t find, even though it tells me where to look!

In reality, while you might see an air-liner at 6 miles, you probably won’t see a piston single-engine aircraft. Setting your traffic page to the 12-mile range in a plane traveling 2 miles a minute is probably overkill.

Navigation is not immune either. An airway is 8 miles wide, but I have noticed many of my clients are overly fixated on being exactly in the center, all the time. I am a huge fan of precision navigation, but for the average VFR pilot, does it really matter?

The GPS navigators in our aircraft, even the older generation navigators, have so many useful features in them that few pilots actually use. Yet how often do you find yourself digging through infor-mation pages looking for what you want?

But what about safety?The NTSB released a report a few

years back, “Introduction of Glass Cockpit Avionics into Light Aircraft,” confirming what I and many instructors have been saying for years: glass-panel aircraft don’t make us safer. I’ve linked the report in Resources. In fact, the glass-panel fatal accident rate was nearly double that of the steam-gauge aircraft in their study.

The report is a fascinating read. The NTSB cites multiple causes but primarily lays blame on the complexity of operation and non-standard operating systems.

I can tell you that’s all true. I recently have been flying a Collins Fusion flight control system on a Beechcraft King Air. Before that, I flew a Honeywell Apex system on a Piper PA-12 Super Cruiser. In between, I flew a Garmin G1000-equipped King Air. None of the systems have anything in common, except that they are in an airplane.

You can’t even start some of these

Too much information is just as dangerous as not enough information. It has become a distraction.


planes without programming the flight management system (FMS) first. Distraction is around every corner. The only reason I even took these assignments was because if I had to fly the plane by hand (and I did), I absolutely could.

The NTSB’s answer to the problem was predictable: more type-specific training. I can’t argue with that.

Back to basicsMost of us are not flying the super-so-

phisticated glass-panel stuff, but there is still plenty of distraction. I recently wrote an article titled “Back to the Future.” It’s about me buying a 1941 Piper J-3 Cub. That plane is as minimalist as you can get and still fly. It doesn’t even have a mixture control.

I take my flying buddies up in it all the time. Their reaction is almost always the same. With no GPS, CDI, or HSI to follow, no engine analyzer to mess with, and no traffic alerting system, they are literally forced to look outside and fly the plane.

Pitch controls airspeed, power con-trols ascent and descent, and the pilot focuses on ensuring coordinated flight all the time. You know, the basics.

It’s not a surprise that we, as pilots, are hungry for more information. Look at life. People are texting and driving. It happens every day. Multi-tasking is a way of life. My argument is—not in an airplane. While you’ll hear me say there is no such thing as “good enough,” pilots can and do achieve and exceed information overload.

Prioritize and focus on what’s important. Everything else is, well … everything else.

MICHAEL LEIGHTON is a 14,000-hour, three-time master flight instructor, ATP, A&P, and IA. He is based in Spartanburg, South Carolina, and Fort Pierce, Florida. Send questions or comments to [email protected].

RESOURCES

“INTRODUCTION OF GLASS COCKPIT AVIONICS INTO LIGHT AIRCRAFT”ntsb.gov/safety/safety-studies/Documents/SS1001.pdf


With proper knowledge of icing and ice avoidance procedures, you too can enjoy flight in and around

visible moisture.

By Kevin Garrison

I love to fly on instruments in the winter. Airplanes and airfoils perform better in cold air, and the weather is a more definite thing—it either is OK or is so terrible you would not chance it. Aircraft icing is a factor year-round if you fly at high levels. Ice is a constant concern for IFR pilots of all types during the cold season.

You may have to pay closer attention to weather reports and forecasts, but thunderstorms are not the big problem they were just a few months ago. Airframe, engine, and probe icing are just as possible in the summer as the winter, depending on your altitude.


One last advantage to winter over summer flying is that big-front low-cloud winter weather keeps amateurs out of the sky. When it is 200-1/2 in moderate snow, you can be pretty sure that only instru-ment pilots are out there with you.

Proper preflight precautionsYou, of course, already know how

vital it is for your aircraft to be free of snow and ice before you launch. If you are lucky, your bird is in a heated hangar. Otherwise, you will spend quite a bit of time doing de-icing procedures before you can fly into the clouds.

FAR Part 91 has no specific ruling on how much icing you can carry on your airplane. Chapter 5 of the Aeronautical Information Manual has some good, non-regulatory guidance on what kind of condition your aircraft should be in before flying.

“Critical and lift-generating” are the terms used to describe the areas you should make sure are clear of ice. To most people, this would be the wings, control surfaces like the eleva-tors and ailerons; along with induction

areas, propellers, etc.Some of you may remember that it

used to be considered OK in terms of frost on the wings if the frost was con-sidered “smooth” or polished. I have been around pilots who were franti-cally “sanding” the ice on the lifting surfaces on their airplanes to make themselves legal for flight.

The standard for frost now is that it must be completely removed from your airplane with only a little allowed on the bottom of the wing, where small amounts of it sometimes form because of the cold fuel in the wing mixing with lower, warmer, and wetter air.

I have seen pilots sweep snow off their wings with brooms. I’ve seen them sit on the tail of their airplanes so the snow would slip off. I’ve been witness to just about every strange technique used to avoid paying a de-ic-ing charge or a fee to put their bird in a heated hangar.

What about the rest of the ice? Control surfaces generally have hinges and cable attach points. Are they all clear and usable through their entire

range? A jammed elevator is far more challenging to deal with than frost on your wing.

I suggest a quick walkaround after the de-icing procedure before you taxi out. A hurry-up or cheap de-icing job sometimes means the de-icing crew has gotten the ice chunks off your horizontal stabilizer, but they have hosed the gunk into your elevator hinges.

Most de-icing efforts quite rightly concentrate on the upper surfaces of an airplane. When you make that post-de-icing walk around, make sure the land-ing gear and gear wells aren’t packed with snow.

Pay close attention to the probes on your airplane. On big airplanes, they are all heated. Most of us flying in General Aviation airplanes are required by FAR to have a heated pitot when operating in icing conditions. They say nothing about a heated static port.

Static ports usually are in areas of an airplane that don’t get in-flight icing. The key phrase here is “in-flight.” If your aircraft was outside the night before, all bets are off if there was rain that later froze. Also, de-icing people quite rightly don’t aim their hoses at static ports and pitot tubes.

Ice in the pitot is an instrument flying horror story, but it is survivable. You can fly a decent approach with an inoperative airspeed indicator using your ground-speed readout and factoring in the wind if you have GPS. If you don’t have a GPS onboard, you can practice no-airspeed-in-dication approaches and the like using pitch and power settings in nice weather to be prepared for the pitot to freeze on nasty weather days.

Antennas aren’t lifting surfaces, but they can be essential to your instrument flying. Iced-over nav and com antennas can be more than annoying; they are dangerous.

Now that we’ve gone through the somewhat lengthy and expensive process of de-icing our airplane and rethinking our stance on how expensive that heated hangar rent is, we need to talk about the frozen stuff you are likely to fly into while out there.

Flying into (and out of) iceIf you encounter significant icing,

getting out of it is your priority. Bumpy air and grouchy controllers won’t make your airplane fall out of the sky out of control—in-flight icing will. There are

Buckeye Municipal Airport [KBXK]www.buckeyeairfair.com

• Third Largest US Fly-In & Expo – 35K+ Attendees• Aviation Vendor Focus•• Attractive Exhibit Pricing• Aviation Education & Forums• Ultralight Landing Strip, RV Parking & Camping

12K SQ FT Indoor Exhibit – New Lighting!


Premium Performance from the Hartzell VoyagerHartzell’s latest 3-blade scimitar prop STC is custom designed for the 180, 182, 185 and 206.

• Up to 7 knots faster cruise speed

• 10% better take-off acceleration and exceptional climb rate

• Rugged and durable aluminum blades

Visit hartzellprop.comNow available for immediate delivery and installation.

HartzellProp.com/TopPropContact us at 800-942-7767

Built on Honor for over 100 years, Hartzell propellers are backed by our industry-leading warranty through first overhaul up to 6 years/2,400 hrs.

ALWAYS IN STOCK SAME-DAY SHIPPING!

ORDER YOURS ONLINE AT .com PROUDLY MADE IN THE USA

FOR EVERY PILOT’S AVIATION ESSENTIALS

A IRCRAFT THE INDISPENSIBLE

BaggageOrganizer

STORE ALL AIRCRAFT ESSENTIALS SECURELY IN ONE PLACE

4 Easy to pre-flight you have what you need.

4 Fits virtually every aircraft. (OVERALL DIMENSIONS: 30”x 9”)

three ways to avoid it: go up, down, or turn around.

There are two kinds of aircraft icing: rime and clear. Here’s a brief description of each.

You will typically run into rime ice in stratus clouds. It happens when tiny water droplets instantly freeze to your airplane’s surfaces. It is china white and opaque, and it builds up quickly on the leading edges of your aircraft. It is irreg-ular in shape when it does freeze, and it can break up the airflow over your wings and controls very quickly.

The bad news is it can be a big problem in only a few minutes. The good news is that you’ll see it on your airplane a long time before you will first notice its first cousin, clear ice.

If the ice is clear, it is almost impos-sible to see on a wing, so it might take a long time before you notice that there is a problem. Clear ice is a product of large water droplets found in cumulus clouds or freezing rain.

A big dragTwo big problems with ice on your

airplane are weight and drag. Water is heavy. It does not lose any weight when it freezes, and its cumulative weight can bring you down.

Drag is probably one of the best self-describing words in the English language. Just a thin layer of ice on your airplane can reduce lift by 30% and increase drag by 40%.

Inflight icing can be a problem, but if you plan ahead to avoid icing conditions and have an exit strategy to escape the ice if you run into it, you should be fine.

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

RESOURCES

AC 91-74B, “PILOT GUIDE: FLIGHT IN ICING CONDITIONS”tinyurl.com/IcingAC91-74B

December 2021 / Cessna Flyer • 39December 2021 / Cessna Flyer • 39

Nic

k M

oore


hat are commonly known today as Cessna products

were born almost 1,700 miles away from Wichita, in Bend, Oregon. The initial aircraft model built by the Columbia Aircraft Manufacturing Corporation was designated as the Columbia 300 (and prior to that, the Lancair ES) and was the basis for subsequent Columbia and Cessna airframes.

Overall, these aircraft are touted by aviators for their speed, avionics, clean lines, and even their bright, vi-sually appealing paint jobs. For those already familiar with standard Cessna models, the aircraft’s composite construction is a standout difference from Cessna’s norm.

Lancair’s impact is still present (among other ways) through the technical aircraft model names for each aircraft. For example, though

commonly known as the Columbia 300, the actual technical name is the LC40-550FG (for Lancair Certified, Model 40, Continental 550 engine, Fixed Gear).

DevelopmentThe Columbia 300 (production

beginning in 2000), Columbia 350 (production beginning in 2003), and Columbia 400 (production beginning in 2004) certified aircraft models lived with those designations until Cessna took over production in early 2009. Initially, production continued in Bend, but ultimately was split between sev-eral different locations during Cessna’s caretaking of the models.

Once under Cessna’s wing, the aircraft saw a number of changes, most notably a fresh marketing push with name changes in January 2009, and several more years of production. Battling the Great Recession’s lingering effects on General Aviation, the Cessna 350 (called the 350 Corvalis after re-branding) was built until 2011, the 400 (400 Corvalis TT) lasted through the same year, and the last new TTx left the factory floor in 2018.

An owner’s experienceRussell Hazlewood, a trial lawyer

from Wichita, Kansas, is one of the many pilots that get to call these aircraft their own. Based at Colonel James Jabara Airport (KAAO) in northwest Wichita, he has owned a share (along with two of his business partners) of a 2008 Cessna 400 since December 2016.

Before this acquisition, he had been a private pilot for three and a half years. Hazlewood was a relatively recent aviation convert at that point. Flying was something he initially thought was not

“Speed, handling, technology, fuel efficiency, comfort, and ramp appeal. What’s not to like?”

Nic

k M

oore


Nic

k M

oore


42 • Cessna Flyer / November 2021

Call 514-337-7588

possible. “Several years prior [to getting my private pilot certificate], I was com-plaining to my law partner that I needed a hobby. He said, ‘You need to buy my airplane and learn to fly.’ I responded that I couldn’t afford aviation as a hobby, and he showed me that I could.”

To complete his initial training, Hazlewood opted to purchase his part-ner’s interest in a 1981 Piper PA-28-161 Warrior II. While he still had affection for the plane after completing his training (he still owns a share of the aircraft to this day), he decided to transition to an aircraft that had longer, faster legs than the Piper.

He had briefly considered upgrading to a Cessna 182 or a Cirrus SR22. The Cessna 400 series (and like birds) came across the radar as a possibility, and the plane’s capability ultimately shone through. Hazlewood’s statement mirrors that of many other Corvalis and TTx owners. “Speed, handling, technology, fuel efficiency, comfort, and ramp appeal. What’s not to like?”

With the airplane cruising consid-erably faster than the Warrior, and the avionics being different, there

were several aircraft-specific points to become acclimated to after purchase. He purchased the airplane with the assistance of broker William Byrd of NexGA Aircraft in Greensboro, North Carolina, and as a part of the purchase agreement, a CFI was hired to provide transition training.

Having gone through this formal training and roughly 600 hours of flight since, Hazlewood has a solid understand-ing of the aircraft and its handling. He notes, “The plane is easy to fly and is docile at low speeds. The transition to a side stick was no problem at all. However, this Technically Advanced Aircraft had many more systems than my Warrior, a very basic trainer.

“It took me a while to get accustomed to the additional workload of engine management and to master the Garmin G1000. Now, I can’t stand the thought of flying without a G1000 or a side stick.

“It was difficult to find a local CFI with enough experience in the plane to satisfy our insurer. However, I found and hired Kirby Ortega to fly with me a few more times to make sure I was proficient. Kirby is a nationally recognized flight

“…it’s an intuitive airplane to fly and has many features similar to that of other types that aid in knowledge transfer.”


Modern Upholstery STYLE - COMFORT - SECURITY Custom Designs

3814 Prosperity Rd | Duluth, MN 55811 | 218-728-1614 | www.scs-interiors.com | [email protected]

Made in the USA - We ship Worldwide

and more...

Foam Kits

Aviation Interior

Reupholstery Experts

Carpet Kits

Floor Mats

Seat Covers

Glare Shield Vinyl

0

5

25

75

95

100

2020 Cessna Flyer Piper Flyer2

Wednesday, December 11, 2019 8:46:27 AM

Nic

k M

oore


instructor who participated in developing the Cessna training for the Columbia line, so I felt very fortunate to have the benefit of his knowledge and experience.”

N40BZN40BZ, Hazlewood’s 2008 Cessna

400 (Model LC41-550FG), also has WAAS and TKS. It was manufactured by Cessna at the Bend, Oregon, plant, which was originally the Columbia factory. Cessna closed the Oregon plant in 2009 and moved production of the plane to Independence, Kansas, and Chihuahua, Mexico.

The aircraft, which he primarily

uses for business, “undoubtedly” meets Hazlewood’s needs. As a trial lawyer, “the plane makes it easy for me to take cases in remote locations that otherwise might not be practicable, and to travel for depositions.”

Flying the aircraft, easily called a “time machine” with its impressive cruise and range, he has essentially gone coast to coast several times over in the almost five years he’s owned it.

Destinations from his Kansas base have been as far away as Los Angeles and San Diego, California, to the west; Minneapolis, Minnesota, to the north; Pennsylvania to the northeast; and Key

West, Florida, to the southeast. The latter 1,200 nm trip takes roughly six hours of airtime, with one stop required to refill the 102-gallon tank.

Hazlewood typically flies alone, or with one passenger and minimal baggage. The aircraft, on average, sips around 15.5 gph of 100LL, which is only a few gallons more than a Cessna 182. As such, direct hourly costs are competitive to other single-engine aircraft, but annual maintenance can be “significant,” averaging around $15,000 a year (in his case).

While it is a natural tendency to want more in terms of size, speed,

COMPOSITE CESSNA NAMING CONVENTIONS

AIRCRAFT ENGINE TYPE AVIONICS

Cessna 350 (350 Corvalis from January 2009) Normally aspirated 2003-2006: Avidyne 2006 and later: G1000

Cessna 400 (400 Corvalis TT from January 2009) Twin-turbocharged 2004-2006: Avidyne 2006 and later: G1000

Cessna TTx Model T240 Twin-turbocharged G2000 FIKI 2014 and later


We know avionicsinside and out.We have to … because we install what we sell. Our customers benefit from a knowledgeable staff that understands the unique complexities of Cessna aircraft. Coupled with the industry’s guaranteed lowest price, we offer the best experience possible.

www.GCA.aero | 800.474.9714

Call or visit us online and see why we’re Garmin’s first and longest standing dealer.

Client: Gulf Coast Avionics Ad Title: We know avionics inside and out. Publication: Cessna Flyer Trim: 7.125 x 4.9375

GCA-CessnaFlyer-7.125x4.9375.indd 1GCA-CessnaFlyer-7.125x4.9375.indd 1 4/29/21 3:31 PM4/29/21 3:31 PM

Nic

k M

oore


and range, Hazlewood has no cur-rent plans to trade the Cessna 400 in for something else, although he had briefly considered stepping up to a Piper Meridian.

He notes that for his mission pro-file, an increase in operating costs of the Meridian “would not be worth it.” This is compared to his 400’s regular 180 ktas at 15.5 gph (LOP) or 193 ktas at 22 gph (ROP), which is “hard to beat.”

Features he wishes his current plane had, but which aren’t yet pushing him into another cockpit, are pressur-ization and FIKI capability. That said, Hazlewood has opted for improve-ments elsewhere, namely working toward his instrument rating, which he is “so glad I finally got done.”

Reflections on the Cessna composite aircraft

Randall Funston, Aircraft Sales Manager at Van Bortel Aircraft, provides a general overview of the 350, 400, and TTx models. His reflections, gathered from 10 years of experience with the air-craft and as a CAART (Cessna Advanced Aircraft Recurrent Training) instructor, mirror much of Hazlewood’s and other owners’ experiences.

Funston says that these low-wing Cessnas are most often compared against Beechcraft G36 Bonanzas and Cirrus SR22Ts whenever pilots are looking to purchase an aircraft of this class. That said, Funston finds that other models that customers com-monly transition from are Cessna 172s, 182s, 206s, and also Mooney M20s,

Nic

k M

oore


Diamond DA40s, as well as Cirrus SR20 and SR22s.

Transitioning from these types of aircraft to the Cessna 350, 400, and TTx is “smooth overall for most pilots, requiring a relatively short learning curve, since it’s an intuitive airplane to fly and has many features similar to that of other types that aid in knowl-edge transfer.”

Funston goes on to say that “it’s really just a matter of getting used to the speed and power management. On average, after two days of training with a qualified instructor, our customers are satisfacto-rily acquainted with the aircraft and its flight characteristics.”

The aircrafts’ intrinsic qualities allow them to compete well against other Cessna and other OEM options. That said, available inventory and overall registered aircraft of the three composite Cessna models is less than other types. Just over 800 were pro-duced in total.

In addition to the qualities previ-ously mentioned that make the aircraft a magnet for potential owners, they have air conditioning, an adequate rear

baggage area, built-in oxygen, as well as other features and creature comforts. Most of the Cessna-produced birds have leather seats, roughly an 1,100-pound useful load, and a range of around 1,200 nautical miles.

Over time, Cessna incorporated additional improvements to the aircraft. These included optional FIKI capability and an inclusion of the “Utility Category” on aircraft of certain models.

With a small number produced, com-pared to the Skyhawk and similar aircraft models, few are for sale at any one time, and they sell rather quickly once they do hit the market.

For pilots attracted to speed, han-dling, technology, fuel efficiency, comfort, and ramp appeal, the Cessna 350, 400, and TTx are a great option to consider for their next (or first) aircraft. These sleek single-engine Cessnas help to propel pilots to new heights and faraway places, all while requiring relatively low per-hour operating costs.

RESOURCES

CFA SUPPORTER

VAN BORTEL AIRCRAFT INC.vanbortel.com

OTHER

CESSNA ADVANCED AIRCRAFT CLUBcessnaadvancedaircraftclub.com

CESSNA TTX SALES BROCHUREcessna.txtav.com/-/media/cessna/files/piston/ttx/ttx_brochure.ashx

NEXGA AIRCRAFT INC.nexga.com

Most of the Cessna-produced birds have leather seats, roughly an 1,100-pound useful load, and a range of around 1,200 nautical miles.


PROUD SUPPORTERS

RAFFLE PRIZE DONORS

TTHHAANNKK YYOOUU TTOO OOUURR SSPPOONNSSOORRSS!!

T-SHIRTSPONSOR

GOODIE BAG SPONSOR

BANQUETSPONSORS

PLATINUM SPONSOR PLATINUM SPONSOR PLATINUM SPONSOR

As the LARGEST Single-Engine Piper Used Parts Dealer IN THE WORLD, we’ll help you find everything you need ...with only ONE call!

















Wentworth Aircraft, Inc.Wentworth Aircraft, Inc.Wentworth Aircraft, Inc.Robert BairdJon BeckRichard BrownWilliam BuschmeierRobert ByeDarrel CaldwellGalen CawleyJohn CawleyGalen Cawley JrCarl ChanceBill ChanceColleen ChanceCharles ClassenNorma ClassenDebbie CollinsBob CretneyLorin DowningKay DowningArlyn FrederickDelores W HahnMark HallGail HammansRay HansenRichard HellerBrett HenleyMartha Henley

Glenn ShirtliffeCecilia Irene JohnstonCameron KennyBradley LehmanJames LongConnie LongSamuel LoweChris LoweMike LoweDanny LucasCarol McCaslinDale McCaslinJames McDonaldTonya McDonaldJ. David McKennaGeorge McMichaelJames MeyerMichele MeyerBob MillerDavid PeterFred PondJerry SmithRichard SparkeSal StaianoCarl Steinhoff Bill Ueckert

Kent VandenbergKelvin VanderlipPhilip VarleyJeff VeireJeane VeireMatthew WallaceMark WalterDwayne WhiteRonald WildenbergTerry WinnBrad WomackJeremy WoodsideGlen WrightRobert HudgensJordan BialSteve TignerShaun EllisSteve EllsKristin WinterMichael LeightonBrooks MossBaden Hudson Jennifer DellenbuschKent Dellenbusch

THE ATTENDEES AND STAFF SAY “THANK YOU!”


Jim

Rae

der


Racing

airplanes

and

celebrating

backcountry

aviation

in the

middle

of the

Nevada

desert.

By Glynn DennisDecember 2021 / Cessna Flyer • 51


Dead Cow? What? Where? Why?

Yeah … I know … at first, I didn’t understand, either. What does that mean and why Dead Cow? If you’re not into

high-performance (read that as poten-tially high-risk) off-airport shenanigans, you may have never heard of “STOL Drags” and have certainly not dragged around any dead cows. But, if you’re even a casual YouTube viewer, those words might have some level of meaning.

Let me explain STOL. It’s one of those famous aviation acronyms and means short takeoff and landing. Drags is obvious; the event planners transformed the STOL procedure into a drag race. But there’s still that dead cow to contend with. Do they drag it behind the airplane? Do they use it as a stopping point or an alignment marker?

OK, OK, I’ll clear things up a bit. Dead Cow is not a thing, it’s a place. It’s Dead Cow (Dry) Lakebed, it lies a few miles northwest of Reno, Nevada, and is the home of the annual High Sierra Fly-in.

This year marked the 14th annual High Sierra Fly-in and it drew the largest crowd of participants and spectators in its 14-year run.

This was the first time the three of us from Salinas Municipal Airport (KSNS) in Salinas, California, attended the event, and with route planning help from John and Jim, we all found our way there.

John, in his Cessna 170, left Thursday and made a stop in Chico Municipal Airport (KCIC) in Chico, California, before heading to the fly-in. Jim, in his Citabria, and I, in my Cessna 172, left just before sunrise Friday and met up with John at the Lakebed.

Getting thereThe takeoff that morning, with the

sun just beginning to peak over the hills, was one of the highlights of the weekend for me. Our route of flight took us over Blue Canyon-Nyack Airport (KBLU), then into the Beckworth Valley and Nervino Airport (O02) for fuel. Except for the horrific fire scar on the north edge of the Beckworth Valley, it’s a beautiful area.

The weather for Thursday, Friday, and Saturday was spectacular! Calm winds, less than 5 knots across the whole West Coast, and unlimited visibility.

Those are perfect conditions to cross the rugged Sierras in light General Aviation aircraft. However, the forecast for Sunday was ominous.

Big winds were forecast, really big winds! The kind of winds that make expe-rienced, veteran pilots think twice about venturing into the sky in light aircraft. Originally, the three of us had planned to return home Sunday. But, with the high wind forecast in hand, Jim and I decided to head home Saturday instead. John, brave soul that he is, decided to stay for the whole event and depart the area Sunday.

On John’s flight home, he again made

a stop in Chico before returning to Salinas. That route required him to fly over an expanse of the northern Sierras and right into those forecast winds.

He now has a new story to tell. Ask him about 40-plus mph headwinds and maintaining altitude while flying through serious updrafts and downdrafts. He usu-ally cries a little while telling the story, so don’t judge him too harshly.

The Fly-inThe perfect weather Thursday,

Friday, and Saturday allowed the High Sierra Fly-in to be the immense success that it was. Landing on the Dead Cow

There must have been more than 200 aircraft of all types and sizes scattered around the parking area.

Jim

Rae

der


Jim

Rae

der



• Minimize Contaminants• Maximize Airflow• Synthetic Washable

Media • (not affected by AD 84.26.02)• Black Anodized Frame• Approvals for Most GA

Aircraft• Extreme Quality

Tempest AeroGuard™Introducing

Induction Air Filters

Lakebed was an experience worthy of the trip all on its own. The lakebed is huge; roughly 4 miles long and 3 1/2 miles wide. That’s a runway even I can find!

There were three runways marked off on the lakebed. The two closest to the parking and camping areas were the parallel racing lanes. The arriving and departing runways were the rest of the lakebed. Our landing instructions were to land to the left of the red truck (when was the last time the tower read off instruc-tions like that to you?).

There was a temporary tower set up, and there were three specific frequen-cies in use. Two of them were to be used based on the direction of your arrival, and the third was to be used when you were within 5 nm of the lakebed. All the details were fully explained on the fly-in’s website.

The parking, camping, main check-in tent, vendors, and food trucks were located at the northwest corner of the lakebed. There must have been more than 200 aircraft of all types and sizes scattered around the parking area. I saw a Beechcraft King Air, a Pilatus PC-12, a Beechcraft Model 18, and many other types of General Aviation aircraft.

Surprising to me was the number of motorhomes and campers parked along the northwest shoreline. It was obvious that the drive into the lakebed was an adventure all its own. The motorhomes and campers, along with the bikes and scooters attached to their rear bumpers, were coated with a thick layer of playa dust. The dust covering was so thick, you could no longer tell what color the bikes and scooters were!

Speaking of bikes and scooters, the event planners highly recommended bringing some kind of bike or scooter along. Remember the size of the lakebed? Roughly 4 miles long and 3 1/2 miles wide? That’s a lot of ground to cover on foot! I should have paid more attention to this recommendation!

From where Jim and I parked, somewhere near the middle of the crowd, it was just under a mile to the check-in tent, and even farther to where John had parked his 170 Thursday. (I should have listened; I should have brought a bike.) We walked until it hurt; 14,863 steps on my iPhone step counter on Friday alone. Advil became my new best friend.

John, being the careful planner that he is, brought his bike…I was jealous! As

The stars of the show were the highly modified homebuilt planes with monster engines (think 400 hp in an 800-pound airplane) and custom fins added under the cowl to increase aerodynamic drag helping them slow from race speed to a quick stop.


Go LED & Be Brighter - In StockGo LED & Be Brighter - In Stock

ANR Headsets ANR Headsets

Lowest Priceson Radios

Engine Monitoring& Flight Instruments

1-800-447-34081-800-447-3408TOLL FREE ORDERS

WWW.CHIEFAIRCRAFT.COM

FREE Shipping on MostOrders Over $350

The Parts to Start Everytime In Stock

Garmin aera 760GDL-39 In Stock

First Time,Every Time

Hear Them Clearly...

Garmin Avionics - In Stock

Stratus 3ADS-B In

GPS NAV/GNX NAVw/ADS-B

GTX335ADS-BGPSJi

m R

aede

rJi

m R

aede

r


• AirframeParts• Accessories,bellcranks• AirFilters• EngineParts• OHCRotables• Propellers• &awholelotmore!

GeneHembreeisourbuyer.Pleasecontacthimat330-698-0280ext.224

[email protected]

We buy inventories of new surplus parts for nearly anything that flies. Also

tired or damaged Cessna twins, Caravans, Citations,

engines & propellers.

8:15amto5:[email protected]

800-433-0814Toll Free, U.S. & Canada

Tel. 330-698-0280, FAX 330-698-3164

PreferredAirparts,LLCDiv. of JILCO Industries

www.preferredairparts.com

Check with us for parts such as:

FreeInventorySearch!

A Leading New Surplus and Used Aircraft Parts Supplier

for Cessna Aircraft!

WecanlookuppartnumbersforCaravans,Singles,Twins,andCitations

35% to 85% off list price!

Stits Poly-Fiber Fabric & Aircraft Coatings, Ceconite, Nitrate & Butyrate Dopes, Fabric Envelopes, Covering Kits, Recovering and

Refinishing Supplies! Learn more on our website!

PAreferred

irpartsFabric Division

We are Cash

Buyers!

WeBuyWorldwide

Jim and I made the long treks back and forth across the area, John rode his bike in small circles around us, just because he could!

While on those walks, we looked at an array of beautiful airplanes, talked to vendors, and took candy from strangers. Our mothers would be so disappointed.

Jim and I did have one advantage over John though. John had brought along all the gear needed to camp under the wing of his plane, and so had Jim and I (just in case). Jim and I had reserved a warm room at a hotel in Truckee. However, we had one last hurdle to climb after we landed at Truckee Tahoe Airport (KTRK) in Truckee, California. We were forced to walk the 1.7 miles to the hotel on very tired legs.

The local Uber driver (the only one) was on a trip to Reno and was unavail-able, and the hotel did not have a shuttle service. But there was good news, too. My neighbors from Salinas were spending a few days at their cabin in Truckee. After Jim and I showered and cleaned up a bit, they picked us up at the hotel and we all enjoyed a nice dinner.

You can believe I texted John later that night with all the details. I described

our sit-down dinner, a couple of adult bev-erages, a comfortable king-size bed, and a warm room. The late-night temperatures on the playa dipped into the 20s. I can’t repeat what was in the text John sent back to me…he can be testy.

…when the first plane landed at the far end, stopped, and spun around, the spin-around maneuver created a massive cloud of playa dust, which completely enveloped the second plane.

Gly

nn D

enni

s


STOL dragsFriday included practice and

qualifying for Saturday’s main races. A variety of planes were signed up to participate in the STOL Drags. The Kitfox was well-represented, along with Piper Super Cubs, Carbon Cubs, and Cessna 180s. There were also Cessna 170s, Citabrias, and the biggest surprise for me was a V-tail Beechcraft Bonanza (that’s not a typo).

Talk about a fish out of water! But did he do well in the qualifying? No, with a capital N! I think Bonanza pro-tective services should have been called in to place the V-tail in a more appro-priate environment.

The stars of the show were the highly modified homebuilt planes with monster engines (think 400 hp in an 800-pound airplane) and custom fins added under the cowl to increase aerodynamic drag helping them slow from race speed to a quick stop.

The race itself consisted of two par-allel runways, approximately 2,000 feet long and marked with brightly colored cones. The start/finish line was marked by a flag. There was also a flag at the other end of the runway. The goal was to

fly as fast as possible to the flag at the far end of the runway, land, come to a com-plete stop, spin around, race back to the start/finish line, land, and stop. The first plane to stop was awarded the win.

If the landing at either end touched down before the flags, or the racer failed to come to a complete stop before spinning around, he was disqualified. As novice observers, the three of us thought we discovered how to win.

We noticed that when the first plane landed at the far end, stopped, and spun around, the spin-around maneu-ver created a massive cloud of playa dust, which completely enveloped the second plane.

While the first plane raced back to the start/finish line, the second plane had to wait for the dust cloud to dissipate so they could see where they were. The time required for that to happen took several seconds, and there was no way that time could be recovered in such a short race.

Creature comfortsDuring the breaks between sched-

uled races, we visited several of the food trucks that were located close to the check-in tent. They offered a variety of


• Updated design, same great performance• Approved for Single or Dual EIS installations• New lower price, easier installation• Reduced maintenance• Improved high altitude performance• 10-15% Fuel Savings

Factory Support: 248-674-3433 | Sales: 281-728-8732 [email protected] | electroair.net

EIS-410004 cyl.

Lycoming

EIS-61000-1M6 cyl.

Continental

EIS-42000-D Bendix Dual Magneto Replacement

choices, and I had an apple chicken sau-sage sandwich. It was excellent, but have you ever seen an “apple chicken?” Me neither. I’ve never even heard of one…I wonder what they look like.

Jim had some sort of pulled pork while John ordered barbecue chicken, and oh my … I’ve never seen a bigger chicken breast in my life (at least that’s what they said it was; remember all those dead cows).

Another big surprise was the truck that served handmade ice cream. At about 10:30 a.m., with the temperature hovering around 50 degrees, we all won-dered how well he would do in that frigid environment. However, by mid-afternoon the temperature was in the middle 70s and he had a line that stretched more than 50 feet long. In some places, it was three or four people deep; families with their smiley-faced kids waiting for an afternoon treat.

The ice cream was served in your choice of three different cones. First were the little cake cones we all had as kids. Second was the typical sugar cone, and finally, the decadent waffle cone. And yeah, it was really good ice cream.

The trip homeOn Saturday, with the midmorning

temperatures in the 40s, Truckee Tahoe Airport was reporting a density altitude of 5,300 feet. That’s lower than the field elevation! My takeoff performance was


strong, and the flight home was unevent-ful, and a little under two hours later, I was home. Jim took a tour around Lake Tahoe before turning for home and arrived in Salinas about half an hour after me.

Will we attend the High Sierra Fly-in again next year? The jury is still out, but we’re thinking about it. I’ll let you know what we decide.

If I do attend next year, guess what…I’m taking a bike.

Cessna Flyer member GLYNN DENNIS has more than 30 years of flying experience as an instrument-rated private pilot (airplane single-engine land and sea). He’s also a glider pilot. His passion is to share all the stories and adventures he’s experienced in General Aviation with his five grandchildren. When he’s not flying, Dennis enjoys retirement in Carmel Valley, California, with his wife of 48 years. Send questions or comments to [email protected].

RESOURCES

HIGH SIERRA FLY-INhighsierraflyin.com

STOL DRAG stoldrag.squarespace.com

Gly

nn D

enni

s


*Compiled from press releases

Airforms Inc. Begins Shipping Engine Baffle Kits for Cessna 182T

WASILLA, AK – Airforms, Inc., the world leader in replacement baffle kits for General Aviation, has added the Cessna 182T to their growing list of aircraft models eligible for new sets of baffles. They have already shipped over 5,000 baffle kits, all over the globe, for over 60 models of aircraft. Baffles, with good seals, are essential for proper engine cooling.

Kits are available with bare metal or powder-coated metal parts. Seals for the kits are made of high-temp silicone with a thin fiberglass “sandwich” in the middle. The standard color for the seals is black, but they can be ordered in orange or blue for a slight premium.

Selling for a fraction of OEM prices, the metal components of the baffles are made of


AVFAB RECEIVES TSO APPROVAL ON STOWAWAY MEDICAL STRETCHER CLINTON, Mo., Sept. 21, 2021—Aviation Fabricators (AvFab) recently announced it has received Technical Standard Orders (FAA TSO-C39b Type 2) approval for the installation of its multi-airframe STOWAWAY medical stretcher for use in all Beechcraft King Air, Cessna Caravan, Pilatus PC-12, and Kodiak 100 aircraft. Several models of STOWAWAY are available, including one version that adjusts to install in all four aircraft.

AvFab’s STOWAWAY Medical Stretcher Kit provides an operator with the option of transporting an ill or injured, non-critical patient. These stretchers are ideal as an economical alternative to complete Medevac systems for the operator who doesn’t need critical care

Garmin Announces Additional GFC 500 Autopilot Certifications for Select Cessna 182 Aircraft

OLATHE, Kan./Oct. 28, 2021 – Garmin® International, Inc., a unit of Garmin Ltd., today announced it has received Federal Aviation Administration (FAA) Supplemental Type Certification (STC) for the GFC 500 autopilot in additional aircraft to include the Cessna 182 and 182A-D models. Additionally, the GFC 500 Yaw Damper is now approved for installation in the Cessna 182C-T models. These Cessna aircraft join the list of models already STC approved for the GFC 500, which include the Cessna 182E-T. The GFC 500 autopilot is intended for light piston aircraft while delivering superior in-flight characteristics, self-monitoring capabilities, and minimal maintenance

requirements when compared to older generation autopilot systems.

The GFC 500 autopilot uniquely integrates with Garmin’s GI 275 or G5 electronic flight instruments; a combination of either a standby GI 275 or G5 electronic flight instrument interfaced to a G500 TXi flight display; or a G3X Touch flight display to provide pilots with an economical and modern autopilot solution. The autopilot mode controller contains large dedicated keys and knobs, a control wheel that allows for easy adjustment to aircraft pitch, airspeed, and vertical speed, and a Level Mode (LVL) that returns the aircraft to straight-and-level




Airforms Baffle KitsContinued from Page 60

Avfab Stowaway StretcherContinued from Page 61


6061-T6 aluminum that typically range in thickness from .032” - .040”. Airform’s design includes stainless steel doublers and reinforcements at critical attachment points to increase longevity and reduce cracking at known problem areas.

In addition to engine baffles for Cessna, Piper, Beech, Grumman, and Mooney, Airforms also manufactures a variety of FAA-PMA parts, including titanium and steel axles, nose gear bolts, heat shields, oil cooler baffles, crew ladders, and replace-ment steps. They offer free catalogs for air-craft owners. Airforms is a leading supplier for STCs and replacement parts for Cessna Caravan and CASA series aircraft.

For more information on baffle kits and other parts, visit Airforms.biz or call (1) 907-357-8244.

medical equipment. “We saw a need for a lightweight, non-critical care Stretcher Kit that would fit multiple airframes. The STOWAWAY will allow charter, corpo-rate, and private operators to realize more utility from their aircraft fleet,” says AvFab’s Jeff Lowe. “STOWAWAY is ideal for humanitarian and disaster relief missions since no airframe modifica-tions are required other than removing existing seats and furnishings from the desired location and setting the new STOWAWAY stretcher assembly in the existing seat track. When not in use, STOWAWAY conveniently folds in half allowing it to be stored in the aircraft’s wing locker, cargo pod, or baggage area.”

The AvFab STOWAWAY stretcher will fit both left-hand and right-hand installations of all four airframes. Kit includes the stretcher, Ferno model 12-2A portable aero (folding) litter with recline headrest, mounting support assemblies, safety restraint system, storage carry case, installation instructions, diagrams, and Continued Airworthiness data.

For more information, visit avfab.com or call (660) 885-8317.

Garmin GFC 500 Autopilot Continued from Page 61


flight with the push of a dedicated button. In addition, with the GFC 500, appropriately-equipped aircraft can also take advantage of Smart Glide™, a tremendous safety tool that helps pilots in an engine power loss emergency by automating tasks and helping to reduce pilot workload1.

The full-featured GFC 500 autopilot provides a long list of existing general aviation aircraft with a simple, lightweight, cost-effective autopilot upgrade path. Incorporating solid-state attitude with robust self-monitoring capabilities, the GFC 500 provides superior autopilot performance, greater reliability, and invaluable safety tools that are similar to those featured on the popular GFC 700 autopilot. In addition to traditional autopilot capabilities, such as altitude hold, vertical speed, and heading modes, the GFC 500 also includes altitude preselect, VNAV2, underspeed and overspeed protection, and more. Pilots can also select, couple, and fly various instrument approaches, including GPS, ILS, VOR, LOC, and back course approaches when paired with a compatible Garmin GPS navigator.

As a standard feature of the GFC 500, pilots receive Garmin Electronic Stability and Protection (ESP™), which works to assist the pilot in maintaining the aircraft in a stable flight condition. ESP functions independently of the autopilot and works in the background while the pilot is hand-flying the aircraft to help avoid inadvertent flight attitudes or bank angles by nudging the pilot to return the aircraft back to a safe flight attitude.

Garmin continues to add additional aircraft models to the growing STC list for the GFC 500 autopilot. To view the most up-to-date aircraft STC list, to view certifications that are expected in the next 12-months, or to express interest in a specific aircraft make/model, visit www.garmin.com/GFC500.

Textron Aviation announces order for 10 Cessna Skyhawk aircraft to support Kansas State University’s growing pilot training enrollmentWICHITA, Kan. (October 5, 2021) – Textron Aviation today announced an order for 10 Cessna Skyhawk piston aircraft for the Kansas State University Salina Aerospace and Technology Campus, expanding the school’s fleet of Skyhawk aircraft to 20. The aircraft will help support the university’s growing enrollment in its pilot training programs.

The Cessna Skyhawk is designed and manufactured by Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company.

“Textron Aviation remains committed to supporting the training and develop-ment of the next generation of pilots, and our continued strong relationship with Kansas State is a critical element to these efforts,” said Chris Crow, vice president, Piston Sales, Textron Aviation. “Kansas State University has been train-ing future pilots in Cessna Skyhawks since their program’s inception in 1987, further demonstrating the strength and capability of the platform and its leader-ship in pilot training.”

Throughout many years, Textron


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

Aviation has established a long-term relationship with the K-State Aerospace and Technology Campus, located in Salina, Kansas. In 2019, the school took delivery of five new Skyhawks in its efforts to continue to modernize its fleet. K-State was also one of the first univer-sities to participate in Textron Aviation’s Top Hawk program, which provides selected schools with the opportunity to fly a custom branded Skyhawk for flight training and promotional activities.

Deliveries of the 10 new aircraft, which are equipped with the leading Garmin G1000 NXi avionics system, are expected to begin in the first quar-ter of 2022.

“The addition of these aircraft is a major step toward our vision to meet industry demands by providing stu-dents experience from a primary trainer all the way to a business-class airplane,” said Alysia Starkey, CEO and dean of K-State Salina.

About the Cessna SkyhawkThe Cessna Skyhawk is considered

the aircraft of choice for pilot training, and it is the most popular single-engine aircraft in aviation history. Since the aircraft first took to the sky in 1955, more than 45,000 Skyhawks have been delivered to customers around the world — more than any other aircraft in the industry. The single-engine, four-seat, high-wing Skyhawk is renowned for offering the best combination of modern features, including the Garmin G1000 avionics with wireless connectivity, a standard angle-of-attack display system, and proven dependability.

For more information, visit www.txtav.com | www.defense.txtav.com | www.scorpionjet.com.


(239) 405-6117

Design and technology unite in the new Cessna Citation M2 Gen2 and Citation XLS Gen2 business jetsLAS VEGAS (Oct. 11, 2021) – Textron Aviation, an industry leader in bringing new products and product updates to market, today announced the next generation Cessna Citation M2 Gen2 and Cessna Citation XLS Gen2 business jets. Unveiled on the eve of this week’s National Business Aviation Association - Business Aviation Convention & Exhibition (NBAA-BACE), the updates to the entry-level light jet and the midsize business jet usher in the next generation of aircraft design and technology, increasing comfort and productivity for passengers and pilots.The Cessna Citation business jet family is designed and manufactured by Textron Aviation Inc., a Textron Inc. (NYSE:TXT) company.

“With the mindset that no detail is too small when shaping customer flight experiences, we’ve touched all areas of these aircraft to create the Citation M2 Gen2 and the Citation XLS Gen2 – from cockpit to cargo area and everywhere in between,” said Christi Tannahill, senior vice president, Customer Experience.”Shaped by extensive cus-tomer feedback, the upgrades to these aircraft embody the latest in technology and design. These new models represent


a significant commitment from Textron Aviation as we continue to bring best-in-class performance and features to our customers.”

The company is now taking orders for both new models with deliveries ex-pected to begin by the end of first quar-ter 2022 for the Citation M2 Gen2 and second quarter 2022 for the Citation XLS Gen2. NBAA-BACE attendees will have the opportunity to preview the new Gen2 interior mockups during the event at Textron Aviation’s static display at Henderson Executive Airport.

Citation M2 Gen2

The latest updates to the Citation M2 platform strengthen the model’s focus on pilot and passenger comfort as well as productivity. A thoughtfully designed aircraft from front to back, the M2 Gen2 brings an enhanced cabin experience that includes premium interior styling, ambient accent lighting, re-mastered illuminated cupholders and additional in-flight accessible storage.

Productivity has also been bolstered with the latest technology in the cabin such as wireless charging capabilities and USB-A ports at each cabin seat. In the cockpit, three inches of legroom has been added to the co-pilot position for enhanced comfort. Additionally, cabin entry threshold materials have been im-proved for durability and maintainability.

“Since the Citation M2 was first intro-duced in 2013, it has quickly become one of our most popular light jet models - in particular with owner/operator customers,” Tannahill added. ”Building on its already outstanding performance capabilities and flexibility, the M2 Gen2


“Sensitive to your needs”

• TURBOCHARGERS• OVERHAUL - EXCHANGE• CONTROLLERS

• PRESSURE RELIEF VALVES• WASTEGATES• WE BUY CORES

MAINTURBO

We Will Help You Troubleshoot Your System!(Teaching Subject At FAA Endorsed Events)

“ A family operated business since 1988, including alicensed A & P mechanic and commercial pilot”

SYSTEMS, INC.

GARY MAINGARY MAIN“Sensitive to your needs”

[email protected]

1-800-847-8815 • 559-635-3322Fax 559-627-1960

6am – 6pm PST • Mon – Fri

Visit Our Web Site to See the VSR In Action

TURBOCHARGERSBALANCED

AT OPERATIONAL SPEEDS ON OURVSR TEST MACHINE







#1 for Aircraft Parts SupportSince 1984Same-Day Worldwide ShippingWe Price Match!

Parts avionicsEnginEs ProPs

Over 5 MilliOn in-StOck PartS!Over 5 MilliOn in-StOck PartS!

Search our Parts for Free 24/7 DoDSon.coM cAll uS toDAy At 785-878-8000

STRUTWIPETM

It’s Better Than a Rag

• MIL-PRF-5606-Infused 100% Cotton Wipe• 100% Satisfaction Guaranteed • Multiple Sizes / 3-Year Shelf Life• A&P Inspired / Family Owned

PROUDLY MADE IN TUCSON, AZ

[email protected] | www.StrutWipe.com

Aluminum Props, Drive Chains, and that aged varnish on your Airbox and Engine too!

AND ALSO GREAT FOR ... ENGINEERED FOR STRUTS

THE BEST STOCKING STUFFER OF THE YEAR!

STRUTWIPETM

It’s Better Than a Rag

www.JohnJewellAircraft.com1 866 J JEWELL (866-553-9355)

662-252-6377 | [email protected]

ATTENTION C182 LEGACY OWNERS!THE BEST PERFORMANCE MODIFICATION VALUE FOR C182 LEGACY MODELS ON THE MARKET TODAY!

John Jewell Aircraft, Inc • Serving the Aviation Industry Since 1966

• INCREASED HORSEPOWER from 230 hp to 252 hp• INCREASED CLIMB up to 400 fpm• INCREASED CRUISE up to 5-8 KTAS

• NO Additional Fuel Burn• NO Engine or Prop Change Required for Q-R Models

Holly Springs - Marshall County Airport (M41) 171 A. Q. Greer Rd. | Holly Springs, Mississippi 38635 USA

Aircraft Safety Alerts

FAA Aviation Safety, SPECIAL AIRWORTHINESS INFORMATION BULLETIN

SUBJ: Risk of Potential Adverse Effects on Radio Altimeters

SAIB: AIR-21-18

Date: November 2, 2021

This document contains information and recommended action. The contents of this document do not have the force and effect of law and are not meant to bind the public in any way. This document is intended only to provide clarity to the public regarding existing requirements under the law or agency policies.

IntroductionThis Special Airworthiness Information

Bulletin (SAIB) informs aircraft manu-facturers, radio altimeter manufacturers, operators, and pilots of the planned deploy-ment of wireless broadband networks in the 3700-3980 MHz bands, which is scheduled to begin on December 5, 2021 in the 3700-3800 MHz bands. This SAIB recommends that radio altimeter manufacturers, aircraft manufacturers, and operators voluntarily provide to federal authorities specific information related to altimeter design and functionality, specifics on deployment and usage of radio altimeters in aircraft, and that they test and assess their equipment in conjunction with federal authorities. Results from that testing and assessment should be reported to the appropriate civil aviation authorities (CAAs) and spectrum

When buying from one of our advertisers, tell them you saw their ad in Cessna Flyer magazine


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

The NorthPoint XP470 will dramaticallyincrease the performance of your aircraft byimproving thrust and giving you the capabilityof higher cruise speeds with little if anyincrease in fuel consumption.

regulators. The FAA is currently collabo-rating with the Federal Communications Commission (FCC) and the National Telecommunications and Information Administration (NTIA) to assess the need for mitigation beyond the recommended action in this SAIB.

BackgroundThe FAA is currently conducting a risk

assessment to ascertain whether further mitigation is warranted in addition to the recommended actions in this SAIB. The FAA is basing its risk assessment on the conditions in the FCC Report and Order (R&O) in the Matter of Expanding Flexible Use of the 3700-4200 MHz Band (FCC 20-22) and 3GPP specification S 38.104 V17.20 (2021-06). Further, in the event that wireless broadband deployment conditions evolve, if the FAA becomes aware of further relevant information or guidance, or if additional information further validates or invalidates concerns of potential harmful interference, the FAA will update its risk assessment.

For Further Information, Contact: Charisse R. Green, Aerospace Engineer, Aircraft Information Systems Section, 950 L’Enfant Plaza SW, 5th Floor, Washington, DC 20024, e-mail: [email protected].

Text has been edited to fit the space. Please go to tinyurl.com/AIR-21-18 to read the complete SAIB.

EASILY SLIDES BETWEEN FRONT SEATS!

SAME DAY SHIPPING!INSTANTLY

ADDS NEEDED COCKPIT STORAGE

Purchase a Cockpit Organizer, save a dog!

ORDER YOURS ONLINE AT

.com

PROUDLY MADE IN THE USA

Find MoreAircraft Safety Alerts online Go to Aviation Alerts under the Knowl-edge Base tab at cessnaflyer.org

Cessna CitationContinued from Page 67


WWW.AVIATIONSCREATIONS.COM 480-980-0639

IMAGINATION SEWN INTO REALITYSEATS, TRIM PANELS, CARPET, YOLKS, SEATBELTS, HARWARE, & MORE

SPECIALIZING IN CUSTOM INTERIORS

[email protected]

brings the latest cabin amenities and technological advances often found in larger jets to the entry-level light jet segment. Passengers will appreciate the USB-A ports at every cabin seat and the USB-C ports in the club area.”

For more information about the M2 Gen2, visit www.cessna.com/gen2jets.

Citation XLS Gen2Walking up to the Citation XLS Gen2,

customers and pilots will immediately notice the elevated ramp presence with the new lighted airstair door. A new entry curtain has been added for inclement weather protection on the ground and improved cabin acoustics in flight. Once onboard, customers will be immersed with natural lighting and elegant styling and materials.

A new pedestal seat design en-hances passenger comfort with individual controls, new styling and optional quilting, while the forward couch features an optional fold-down capability, which allows passengers to access baggage in flight.

In addition to these modern design elements, the XLS Gen2 also features a state-of-the-art intuitive wireless cabin management system that includes a touchscreen moving map moni-tor, wireless charging, USB charging ports at each cabin seat and optional Bongiovi Immersive speaker-less sound system.

“The 560XL series is the best-sell-ing midsize business jet family of the 21st century, and the customer-influ-enced updates we’ve made will ensure the next generation retains that title,” Tannahill said.”Like its predecessors, the XLS Gen2 hits the sweet spot of offering the features, amenities and comfort of a midsize jet, but with lower operating costs.”

With more than 1,000 560XLs delivered throughout the past 25 years, fractional owners and charter operators consistently choose the Cessna Citation 560XL series for its unparalleled combi-nation of performance, comfort, ease of operation, range of mission capabilities, and favorable operating efficiencies. For more information about the XLS Gen2, visit www.cessna.com/gen2jets .

For more information, visit www.textron.com.SPORTYS.COM/PJ2

PJ2COM RADIO

#1812A $229.00

• Standard GA headset jacks

• Oversized screen• Large keypad• Last frequency

button• 20 scannable

memory channels

Backup radio with built-in headset jacks

Flying Magazine

Editors’ Choice Award

Cessna Flyer Classified_PJ2_6/21.indd 1Cessna Flyer Classified_PJ2_6/21.indd 1 6/11/21 11:21 AM6/11/21 11:21 AM


www.flyfreedom.com

[email protected]

Freedom Aviation is a Cessna and Beechcraa Single and Multi-Engine Parts/Service Center.

Questions & Answers Continued from Page 22

the clips. Care must be taken to prevent damage to the door when it’s removed.

Other than that, I’ve found small folding step stools from a number of ven-dors. Type “folding step stool” into your favorite search engine.

Let me know if I can help further.Happy flying,Steve

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

STEVE ELLS has been an A&P/IA for 45 years. He is a commercial pilot with instrument and multi-engine ratings and loves utility and bush-style airplanes and operations. Ells was a tech rep and editor for Cessna Pilots Association and associate editor for AOPA Pilot. He owns Ells Aviation and lives in Templeton, California. Send questions and comments to [email protected].

RESOURCES

CFA SUPPORTER

AIRCRAFT SPRUCE AND SPECIALTYaircraftspruce.com

OTHER

SKY-TEC skytec.aero

Another thing I’ve seen done, especially by backcountry operators, is to replace the existing door pins with spring clips.


Advertiser Index Advertise with Cessna Flyer Call Kent Dellenbusch 626.844.0125

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

Acorn Welding Ltd. acornwelding.com 66

Aerox aerox.com 65

Air Capitol Dial aircapitoldial.com 64

Air Plains Services airplains.com/upgrades 09

Air Mod airmod.com 47

Aircraft Door Seals aircraftdoorseals.com 67

Aircraft Spruce & Specialty aircraftspruce.com 03

Airforms airforms.biz 71

Airmark Overhaul Inc. airmarkoverhaul.com 16

Alpha Aviation alphaaviation.com 70

Aviation Creations aviationscreations.com 70

Aviation Fabricators avfab.com 68

Aviators Hot Line aircraftforsale.com 04

B.A.S. Inc. basinc-aeromod.com 69

BLR Aerospace blraerospace.com 65

Bose Corp. bose.com/A20 17

Bruce’s Custom Covers aircraftcovers.com 44

Chief Aircraft chiefaircraft.com 55

CiES ciescorp.net 66

Copperstate Fly-in copperstate.org 36

Dodson International Parts Inc. dodson.com 68

Eagle Fuel Cells eaglefuelcells.com 57

Electroair electroair.net 58

Flint Aero Inc. flintaero.com 46

Freedom Aviation flyfreedom.com 71

Gallagher Aviation gallagheraviationllc.com 33

Genesys Aerosystems

stec3100.genesys-aerosystems.com/cessnaflyer 29

Great Lakes Aero Products glapinc.com 62

Gulf Coast Avionics gca.aero 45

Hartzell Propeller hartzellprop.com/topprop 37

IceShield iceshield.com 02

Icom America Inc. icomamerica.com/avionics 11

Insight Instrument Corp. insightavionics.com 75, 76

J.P. Instruments Inc. jpinstruments.com 13

Jerry Temple Aviation jerrytemple.net 23

John Jewell Aircraft johnjewellaircraft.com 68

Knots 2 U knots2u.com 64

Main Turbo Systems mainturbo.com 67

Micro AeroDynamics microaero.com 58

MH Oxygen Systems mhoxygen.com 63

NorthPoint Aviation northpointaviation.net 69

P. Ponk Aviation pponk.com 62

Parker Hannifin Corp. clevelandwheelsandbrakes.com 33

Poplar Grove Airmotive poplargroveairmotive.com 63

Preferred Airparts preferredairparts.com 56

RAM Aircraft ramaircraft.com 19

Rare Aviation rareaviation.com 37, 69

SCS Interiors scs-interiors.com 43

Selkirk Aviation selkirk-aviation.com 70

Sporty’s sportys.com/PJ2 70

Stene Aviation steneaviation.com 71

Strutwipe strutwipe.com 68

Superior Air Parts superiorairparts.com 15

Tempest Aero Group tempestaero.com, tempestplus.com 27, 54

Texas Skyways txskyways.com 05

TKM Avionics tkmavionics.com 59

Turbine Conversions Ltd. turbineconversions.com 59

Univair Aircraft Corp. univair.com 10

Van Bortel Aircraft vanbortel.com 21

Vantage Plane Plastics planeplastics.com 22

Wentworth Aircraft Inc. wentworthaircraft.com 12

Wilco Inc. wilcoaircraftparts.com 71

Wing-X Stol wingxstol.com 42

Wipaire Inc. wipaire.com/freedom 07


DirectoryMailing and contact Information for Cessna Flyer Association

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

BenefitsCessna Flyer magazine

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

EMAIL [email protected] for damaged or missing issues.

Website – CessnaFlyer.org

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

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

Online Forums CessnaFlyer.org/forum

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

Cessna Flyer Association member event

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

Cessna Flyer and Piper Flyer Association members fly into beautiful Waupaca (KPCZ) for a Saturday night welcome reception, full slate of informative seminars on Sunday and Sunday evening banquet, and then enjoy the air-conditioned motor coach to EAA AirVenture on Monday, Tuesday, and Wednesday. Fabulous raffle prizes at our Sunday drawing!

Parts Locating, Technical Support & Vendor Discounts

EMAIL [email protected]

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

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


Vintage Cessna Advertising and Marketing

A 1962 ad begs the question: Were basketball players shorter in 1962?

aviationancestry.co.uk

December 2021 / Cessna Flyer • 75Instrument Corporation

Stopgap for ADS-B - Cessna Flyer Association

Documents

Transcript of Stopgap for ADS-B - Cessna Flyer Association