CESSNA 172 AND A LOCKHEED C-130 PHOTOSHOOT - OIL LEAKS - LISTENING TO THOSE VOICES p.48
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OIL LEAKS - LISTENING TO THOSE VOICES p.48
April 2021 • cessnaflyer.org
CESSNA 172 AND A
LOCKHEED C-130
PHOTOSHOOT p.38
Avionics Upgrade
Tips for Cessna
Twins
p.30
Destination:
Social
Distancing and
the Simple
Pleasures of GA
Flying p.52
2 • Cessna Flyer / April 2021
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SPECIALIZING IN CUSTOM INTERIORS
Vol.18 • Issue 4 • April 2021
The Official Magazine of
The Cessna Flyer Association
PRESIDENT
Jennifer Dellenbusch
IMAGINATION SEWN INTO REALITY jen@aviationgroupltd.com
SEATS, TRIM PANELS, CARPET, YOLKS, SEATBELTS, HARWARE, & MORE
VICE PRESIDENT/DIRECTOR OF SALES
WWW. A VIATIONS C REATIONS.COM 480-980-0639 Kent Dellenbusch
kent@aviationgroupltd.com
CREATIVE DIRECTOR
Pierre Kotze
ASSOCIATE EDITOR
Scott Kinney
EDITORIAL AND PRODUCTION
ASSISTANT
Diana Hart
CONTRIBUTING EDITORS
Mike Berry
Steve Ells
Kevin Garrison
Michael Leighton
John Ruley
Dale Smith
Kristin Winter
Dennis Wolter
CONTRIBUTING PHOTOGRAPHERS
Paul Bowen
James Lawrence
Keith Wilson
1042 Mountain Ave., Ste. B #337
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626.844.0125
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Cessna Flyer is the official publication of the Cessna Flyer Association.
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and welcome any report of inferior products obtained through our
advertising, so corrective action may be taken.
4 • Cessna Flyer / April 2021
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April 2021 / Cessna Flyer • 5
April 2021 • Volume 18 • Issue 4
GMT is a term Prop & Cowling
coined by 8 THE VIEW from HERE •
the people in Jennifer Dellenbusch
Greenwich, and 8 LETTERS to the EDITOR
it means “Get 12 CESSNA FLYER EVENTS
My Tea.” 14 THE HIGH and the WRITEY •
Kevin Garrison
16 QUESTIONS & ANSWERS • Steve Ells
Cockpit & Fuselage
22 RENOVATING AN INTERIOR, PART TWENTY-TWO:
PAPERWORK • Dennis Wolter
30 AVIONICS UPGRADE TIPS FOR CESSNA TWINS • Dale Smith
38 ONE-OF-A-KIND PHOTOSHOOT: CESSNA 172 G-HERC
AND A LOCKHEED C-130 HERCULES • Keith Wilson
48 LISTENING TO THOSE VOICES • Mike Davis
52 DESTINATION: SOCIAL DISTANCING AND THE
SIMPLE PLEASURES OF GA FLYING • Jeff Chipetine
Tail & Rudder
60 NEWS
72 ADVERTISER INDEX
74 BACK WHEN: VINTAGE CESSNA
ADVERTISING AND MARKETING
COVER: Cambridge Aero Club's Cessna 172 Skyhawk.
Photo: Keith Wilson.
6 • Cessna Flyer / April 2021
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April 2021 / Cessna Flyer • 7
The View from Here Letters to the Editor
By JENNIFER DELLENBUSCH Send your letters to
editor@cessnaflyer.org
New Tech Support Ticket
Up and Running
Cessna Flyer Association - Tech Support Ticket
Cessna Model: 1968 310P
Request: Looking for a list of service bulletins,
letters etc. for the 310.
Remote Work Kent’s answer:
There are over 400 Service Bulletins
for your 310 based on your serial number.
IT’S BEEN NEARLY A YEAR since the stay-at-home order went into effect in our I’m sending you a list. Pick the ones you
state. The building in which our office was located was closed for cleaning. On need and I can download them. It might
March 19, 2020, we grabbed all the essentials from the office and set up our com- take time based on how far back you go.
puters at home. We naively thought it would be a temporary move and that we’d be Kent
back in the office soon. Weeks stretched into months as the pandemic and resulting
closures continued. A couple of months in, we canceled the lease on our office to Kent,
work from home permanently, for now. Thank you very much. This is what I
We have worked from home off and on in the 17 years we’ve been running the needed to help me understand the Cessna
Association, so this arrangement is not new to us. The remote work situation that 310 status I am evaluating for purchase.
many businesses found themselves adapting to in 2020 is something we’ve been Respectfully,
doing all along. All our writers, editors, and designers have always worked remotely. Ken Smith
This allows us to tap into the best talent in aviation, anywhere in the world. These
dedicated and experienced aviators live in California, Oregon, Minnesota, Kentucky,
Kansas, Florida, North Carolina, South Carolina, as well as in Canada and the U.K.
They bring decades and decades of aviation experience. They research, fly,
maintain, photograph, and instruct in Cessna aircraft.
Their work is supplemented by the contributions of Cessna Flyer members
who share stories, photos, questions, and expertise to the magazine and the online
forums.
I’m old enough to remember a time before the internet was available to folks like
us, so it is amazing and rather humbling to sit in my office in Upland, California, and
yet be connected to so much knowledge and expertise around the world.
Blue skies, Praise for Recent Webinar;
Complete Guide to
Supplemental Oxygen Use
for General Aviation with
Scott Ashton, President
and CEO Aerox Aviation
Oxygen Systems, LLC
Excellent presentation, thank you for
inviting me.
Excellent program!
[Scott Ashton] did a very good job.
Letters continued on Page 10
8 • Cessna Flyer / April 2021
Continued from Page 8
Excellent and thorough presentation. It
was worth my time. Thank you!
Limit question/answer period.
Well done. More gift cards!
More seminars like this.
Need more of these, very good topic.
Excellent, balanced presentation.
Thank you.
Thanks for the good information!
Viewing Past Webinars
I was unable to attend the Cessna
206 cargo door webinar at the last min-
ute tonight due to work. This topic was
something that I was very interested in.
Is there a way to see this somehow if it
was recorded and able to be view later
somehow?
Thank You,
Brian
T206 owner
Reply:
All our webinars are recorded and can
be viewed on our YouTube channel Cessna
Flyer: https://www.youtube.com/channel/
UCq5m8Oo2YzSfu8qBovBYvbA or search
Cessna Flyer Association on YouTube.
PILOTS
HAVE
OPINIONS.
LET'S
HEAR
YOURS.
Send your letters to
editor@cessnaflyer.org
10 • Cessna Flyer / April 2021A 400-HOUR TBO EXTENSION IS REAL VALUE
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April 2021 / Cessna Flyer • 11
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By KEVIN GARRISON
Spring Ahead and Fly!
Warm weather and blue skies beckon, but make sure you and your aircraft are ready.
Spring has sprung teenage, love-starved squirrels at a square dance, but I need to
The grass has riz, brief you first.
I wonder where my hangar is Flying in the spring season of the year is not all Gatorade
With apologies to Ogden Nash sipping, hacky sack kicking, and wearing loose clothing with the
witty saying “remove before flight” printed on the front.
S
pring has arrived, and aviators throughout the land of Your return to warm-weather flying can be treacherous and
the free are peeking out from under their aircraft's en- can lead to injury and unrecoverable coolness-loss if you don't
gine warming blankets and blinking at the sun, thinking: do it right. For goodness' sake, please put down your flight bag
“Hey, I made it!” and finish reading this column. Your aviation street cred may
It is time to unplug the plug on your oil tank heater and tape depend on this.
the end of the cord to your engine mount. You won't use the
heater again until next autumn. A time to “spring” into flight?
This is the season to stop worrying about de-icing your Twice a year, the people in charge of the measurement of
pitot tube and to start worrying about removing wasps from time in these United States take it upon themselves to make
your pitot tube. Even if it hasn't gotten to your neck of the us reset our clocks or at least instruct our robotically orient-
woods yet, warm weather is on the way, and it cannot come ed hockey-puck-shaped assistants to do so. We “fall back” or
too soon for me. “spring ahead” our time reporting and indicating devices based
on whether it is fall or spring.
GMT is a term coined by the
The time that all of us aviators officially use is UTC, which
is stands for “Universal Thames (River) Clock.” This is the
clock setting system people in Greenwich, England, use for
people in Greenwich, and it deciding what time of the day to have tea. Tea time in that
part of the world is usually around 4 p.m. UTC, and is later in
means “Get My Tea.” areas where those little finger tea sandwiches are desired but
aren't quite ready.
Many American pilots confuse UTC with other things and
Months and months have been spent facemask-clad and because of this, they are not able to adjust their clocks. I am
chilled to the bone, wondering if we could ever fly again in our here to clear things up. Here are a few hints:
neon-colored tennis shorts and T-shirts. Long underwear is • UTC is not an infection of any kind, and you do not need to
now optional for flight, and is most likely not needed. The only leave vials of medically required bodily fluids anywhere or
warm drinks we will encounter from now on will not be coffee; ingest antibiotics to use this system of time reporting.
they will be hot sodas we forgot to put in our hangar refriger- • UTC is the most recent name for GMT. GMT is a term
ators. coined by the people in Greenwich, and it means “Get My
I realize that the subject of recovering and thawing out from Tea.” GMT is also called, but not to be confused with:
a tough winter is lost on our readers who live in the warmer • Zulu time. I have no idea why they call it “Zulu time,” un-
climes of places like Florida. They are no doubt already at less the people in charge of clocks really enjoyed the 1964
the Tiki bar talking about their yachts or are swimming with epic movie “Zulu,” starring a young and handsome Michael
dolphins and manatees while sipping citrus-based drinks. Caine, playing the role of Lt. Gonville Bromhead.
Please do not despair, cold-climate fliers. We can safely assume
that they will get their comeuppance during the next heat wave Why is all of this clock nonsense an issue for us this spring?
when they get an uncomfortable heat rash for making fun of us. We have all just worked out how many hours we need to add or
subtract or divide or find the cosine or tangent to get to UTC
OK, everybody calm down! during non-daylight savings times and now we have to start
I know you are getting ready to fling this magazine aside all over again. Doing your clock adjusting wrong could lead to
and run out to try to fly your aircraft in the newly warm and horrible consequences, like being so late to every single airport
sultry weather with more haste and less self-control than Continued on Page 70
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April 2021 / Cessna Flyer • 15Questions & Answers
By STEVE ELLS
Oil Analysis, AV-30 Installation, Stall
Warning Horn Testing
Q I just wanted to update you on the results of my latest
oil analysis on the low-time Lycoming IO-360 in my
Cessna 172 Skyhawk.
Last month, when I changed my oil, I took an oil sample.
the filter.
You also noticed that I had flown 57 hours since the last
oil change.
You told me that the additive package in modern oils gets
Since we are both based on the same airport, I dropped by “used up” at around 30 hours, and told me to shorten my oil
your hangar and showed you the report. change interval.
You told me, “Don’t pull your hair out yet; the high iron on I just got my latest sample back and, you’re right.
the Oct. 21 sample is 60 parts per million.” Changing the oil at 30 hours instead of 50 hours made a huge
You recommended that the next time I change the oil, I difference in the iron levels.
pull and check the suction screen and remove and cut open Thanks for that hint.
the oil filter. I did that, and didn’t find any crud or metal in Dave
16 • Cessna Flyer / April 2021Because
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1 • Cessna Flyer / November 2020
INQUIRE ABOUT EXCHANGESQuestions & Answers
A
Thanks for sending me a copy of your latest oil analysis. at each change, compression checks, and inspecting the
As I know you realize, all oil analysis companies provide exhaust valves with a borescope at each annual provide a
a running record of the metals and contaminants is clear-cut story on how your engine is doing.
each sample. Ideally, you would always like oil and fuel usage, and CHT
Aviation oil analysis by ALS Tribology, the oil analysis and EGT numbers, to be stable. Any change, such as the one
company you’re using, also provided you with a graphical you found in your oil analysis reading, is an early warning
depiction of all the wear metals. Across the board, the levels that your operating conditions need changing, as yours did.
of every important metal—aluminum, iron, copper, nickel, Or that there’s something else that needs attention.
chromium, and silicon—went down. That 360-series Lycoming is one of best engines Ly-
I want to commend you for not only flying often (140 coming ever built. Keep doing what you’re doing, and I’ll
hours this year) but for using all the tools available to mon- guarantee you’ll be flying it for many years to come.
itor the health of your engine. I know you have a JPI EDM Happy flying,
930 engine monitor that you use to record engine data. Steve
Oil analysis, a good engine monitor, data recording,
continued on Page 20
always cutting open the oil filter and inspecting the media
18 • Cessna Flyer / April 2021THE PERFORMANCE YOU WANT
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W W W. A I R P L A I N S . C O M / C E S S N A 1 7 2 April 2021 / Cessna Flyer • 19Questions & Answers
Continued from Page 18
Q I just read your article in the February 2021 issue of
Piper Flyer magazine regarding the uAvionix AV-30
flight instruments. I’ve been looking to install a pair of
these in my 1979 Cessna 172 Skyhawk.
A
I believe that you may have misunderstood my article,
or I’m guilty of being unclear.
I just re-read the text of my AV-30 article and it
says that I found that when I inadvertently entered IFR-like
You stated in the beginning half of the article that you had conditions, my eyes went to the screen of the Sandia SA 340,
installed a pair in your airplane and were able to remove all of and it provided all the information I needed; I didn’t have to
the legacy six-pack. However, toward the end of the article it’s scan the “sacred six.”
stated that “if replacing the attitude indicator (AI), the legacy A dual AV-30 installation replaces the artificial horizon
airspeed indicator (ASI) must remain.” Does that mean that if (AH, also referred to as the attitude indicator [AI] in the ar-
the AI only is being replaced, then the ASI must remain? ticle) and the Directional Gyro (DG). The airspeed indicator,
I’ve been trying to find out if two AV-30s are STC’d in the the vertical speed indicator, turn and bank instrument, and
same manner as the Garmin GI-275s, which allows all legacy the altimeter cannot be removed following the installation of
instruments to be replaced when using two GI-275s; one as two AV-30s.
an AI and the second as a HSI? The following is text from the installation manual:
Derrick 5.1 Mechanical Instrument Replacement Approval is granted
to replace legacy mechanical instrumentation as follows: Instal-
lation of the AV-30-C (Dedicated AI mode) as the primary source
for attitude and slip. Installation replaces the existing stand-
alone vacuum or electrically powered attitude indicator.
Installation of the AV-30-C (Dedicated DG mode) as the
primary source for direction-of-flight. Installation replaces the
existing stand-alone vacuum or electrically powered non-slaved
directional gyro indicator. Note that when installed as a DG,
a reversionary AI is available for display. This functionality is
supplemental only and does not satisfy requirements for a backup
or standby attitude, turn and slip, or turn coordinator.
5.2 Non-Required Instrument Addition Approval is granted
to install the AV-30-C as a non-required instrument, augmenting
existing required instrumentation.
In this configuration, the AV-30-C must not replace an exist-
ing required instrument.
The AV-30 can be thought of as a condensed display
instrument—although it displays airspeed, vertical speed,
altitude, and other information that’s significant for flight,
legally it replaces only the artificial horizon and the turn and
slip indicator.
The second AV-30 replaces the directional gyro, although
it also displays many data points.
I am not familiar with the approvals for the Garmin GI-
275, but in a phone call to Garmin product support I learned
that there is approval to install a GI-275 for each of the
“sacred six” primary flight instruments; you can install six
GI-275 instruments in your panel should you so desire.
Happy flying,
Steve
Q My annual is coming up in a month. The stall warning
horn on my 1963 Cessna 182F Skylane works every time
I land at the proper airspeed. But when I test it on the
ground during pre- and post-flight, I cannot get the horn to
sound. I test with master on, avionics on, and simply push
the tab open/back and forth. Can you offer any guidance on
this issue?
Kimball
continued on Page 73
20 • Cessna Flyer / April 2021WHAT’S RIDING ON
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April 2021 / Cessna Flyer • 21Typical logbook entry for a 182
interior renovation that includes
STC’d Rosen sunvisors.
22 • Cessna Flyer / April 2021Renovating an Interior, Part Twenty-Two
PAPERWORK
Aircraft interiors expert DENNIS WOLTER discusses the final steps of your interior project:
paperwork and logbook entries.
I
can’t say that I’ve saved the best for change that must be kept in the airplane A vertical-flammability test result
last. The only part of this airplane as part of the flight manual. document, verifying that the material
renovation job that I don’t like is—you So here goes! passes the appropriate FAR will be per-
guessed it— paperwork. manently kept on file at Air Mod.
That said, I think it’s important A logbook entry example Since this 182 was thoroughly corro-
for an aircraft owner to understand what The first line identifies the airplane by sion-proofed with zinc chromate at the
should be included in a logbook entry model number, its registration num- factory, a thorough clean-up of cabin
describing an interior renovation, as ber, serial number, current time on the skins and application of zinc chromate
well as all the supporting documentation airframe, and the date that the work was was not necessary.
showing conformity to Federal Aviation completed. Then it’s on to identifying all The next item on the logbook entry
Regulations (FARs). It is the aircraft the materials used in the interior includ- describes how we cleaned and inspected
owner who is ultimately responsible for ing product name, who made it, where the cabin area for any corrosion as well
the airworthiness of the airplane, its it is used in the airplane, and what FAR as cleaned and fogged below the floors
conformity to current FARs, and the flameproofing specification it passes. with Corrosion X.
accuracy of related paperwork.
… it’s important for an aircraft owner to
The Cessna I have chosen to refer-
ence in this article is a restart-production
182S Skylane built in the early 2000s that
went through our shop for a complete understand what should be included in a
interior, STC’d Rosen sunvisors, an Oplite
reading light, and a Stratus USB port.
This is a fairly typical project for us.
logbook entry describing an interior renovation.
We will begin with an item-by-item ex-
planation of the logbook entry and show We use only materials that pass FAR In this project, we insulated the entire
examples and explanations of supporting 25.853a in our interiors. That standard cabin with SoundEx composite flame-re-
documents for each entry. Then we will confirms that these materials will not tardant soundproofing that also passes
dive into how we keep track of all the support continuous combustion and will FAR 25.853a. The SoundEx is an upgrade
weight and balance data needed to cal- basically self-extinguish within 15 seconds from the typical fiberglass insulation
culate and document an accurate revised after a test ignition flame is removed. package included in our original interiors.
weight and balance and equipment list This is a big safety enhancement! We describe how the seats are
April 2021 / Cessna Flyer • 23If there is anything that makes you
feel you’ve finished the job, it’s the
completion of paperwork.
stripped to the bare frames, installed on The next entry describes how we
test rails, and inspected. Any repairs or replaced the badly damaged original
parts required to ensure that the seats headliner with a more durable FAA/
are brought back to like-new airworthy PMA approved headliner and related
condition would be called out at this parts, manufactured by Vantage
part of the logbook entry. Plane Plastics. Again, all part num-
The next entry describes all the bers are listed.
upholstery foam, where it was installed, We also describe how we reinforced
and what flame test FAR was used. the new headliner with formed alu-
Then we describe how the headrest minum bonded to the back surface of
foam was cosmetically changed without the headliner panel. Then we list the
changing the design and integrity of the installation of upgraded and approved
headrest structure. Birk aluminum air nozzles and Wemac
We move on to the statement iden- reading lights, including a continu-
tifying four Cessna seat stops that were ing airworthiness statement that is
installed because the originals were required when non-original components
missing when the aircraft was delivered are installed.
A newly removed pilot seat being weighed on a cer- to us for work to begin. Because the aluminum nozzles and
tified digital scale, recording the weight as removed Next is an entry describing the reading lights mountings are identical
from the aircraft. STC (Supplemental Type Certificate) to the originals, the continuing airwor-
approval for the installation of Rosen thiness references the Cessna mainte-
sunvisors, identified by part number nance manual for this installation.
and STC number. Also, reference is Next, we state how the previously
A tape measure temporarily taped to the side of the
made to the FAA Form 337 (Major Re- installed BAS four-point inertia reels
airplane, indexed to the aircraft’s datum point. This
pair and Alteration) that was filled out were reinstalled, and that the original
allows for the quick and accurate location of every
by a licensed A&P mechanic who holds unused three-point shoulder harness
renovated interior component as it is installed back
an Inspection Authorization (IA) rating. brackets were removed.
in the cabin.
We then come to new, PMA Vantage
Plane Plastics plastic trim components
that were painted, placarded, and
installed, making sure that all required
placards called out in the Type Certifi-
cate Data Sheet are in place.
The next item describes how, per
the customer’s request, we improved
pilot and co-pilot ventilation by moving
the existing vents from the side panels
to the outer corners of the instrument
panel. Since this change only required
relocation of an existing system, no
statements of continuing airworthiness
or conformity to the FARs are required.
Then it’s on to the write up for the
installation of two FAA/PMA approved
LED Oplite reading lights and two
MaxDim dimmer controls, including
the relocation of the original instrument
panel dimmer transistors from above
the glove box to a more accessible
location behind the co-pilot side panel
forward of the cabin door.
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April 2021 / Cessna Flyer • 25Easy to Install Multi-Function
DISPLAYS THAT
DON’T SUCK
Replace high-maintenance
vacuum driven instruments with
precise digital displays that add
21st-century tech for safer, more
informed flights.
A copy of the actual STC form that came with the Rosen sunvisor kit.
Due to the fact that these FAA-ap- so a new weight and balance must be
proved Oplites and MaxDim dimmers provided.
are permanently installed and wired Any additional equipment installa-
directly into the aircraft’s electrical tions must also be included in the new
system, items such as wiring, connec- weight and balance. If the preexisting
tors, routing, insulators, etc., must be weight and balance information is
installed per all the FARs found in the accurate, a new weight and balance and
aviation technician’s bible, AC43.13-2B. revised equipment list can be calculated
Also, since these components were mathematically.
not part of the original equipment This process involves weighing
offered by the manufacturer, it is nec- every individual component as removed
essary to include a continuing airwor- from the aircraft. Then we weigh each
thiness statement for this installation. renovated or new component as it is re-
Listing this data as part of the logbook installed. Using a measuring tape on the
write-up meets the requirements of side of the aircraft, indexed to the datum
a legitimate minor modification, not of the aircraft, allows us to accurately
3” requiring the filing of an FAA major measure the precise location of every
2” modification 337 form. component we are reinstalling. The
The remaining entries are pretty datum point is the location from which
self-explanatory, including the instal- all components are measured.
AV-20-S AV-30 lation of Mountain View Aviation Door With all this information, we can
$895 from
$1595 Steward kits that necessitated the nor- calculate the new empty weight of the
mal filing of a 337 form with reference to aircraft and the all-important empty
the STC number. weight center of gravity. If the existing
Classic Cockpit Look weight and balance records are inaccu-
Maintenance-Free Weight and balance rate or questionable, we must have the
Customizable Renovating an interior adds weight. aircraft weighed.
We use more insulation, higher quality
foams, better upholstery materials, and Reasons for proper paperwork
denser carpet than most light plane I know this technical minutia can be
uAvionix.com/DigitalPanel manufacturers originally installed, a bit boring (it is for me), but in the past
26 • Cessna Flyer / April 2021follow us
4912 SOUTH COLLINS • ARLINGTON MUNICIPAL AIRPORT • ARLINGTON, TX 76018
800-759-4295 • FAX 817-468-7886 • e-mail: acsales@vanbortel.com • www.vanbortel.com
April 2021 / Cessna Flyer • 27Final weight & balance and equipment
list change document that becomes
part of the aircraft’s records.
50 years of being involved in this busi- this point, we may take a short hiatus. Industrial designer and aviation
ness, I’ve seen several situations where Until the next topic, fly safe! enthusiast DENNIS WOLTER is well-
good maintenance records protected an known for giving countless seminars
aircraft owner from some real problems IMPORTANT: This article describes and contributing his expertise about all
with lawyers and the FAA. work that may need to be performed/ phases of aircraft renovation in various
supervised by a certificated aviation publications. Wolter founded AirMod
If there is anything that makes you maintenance technician. Know in 1973 to offer private aircraft owners
feel you’ve finished the job, it’s the com- your FAR/AIM and check with your the same professional, high-quality
pletion of paperwork. mechanic before starting any work. work then only offered to corporate
I’ve enjoyed sharing information with jet operators. Send questions or
you in this interior renovation series. At comments to editor@cessnaflyer.org.
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April 2021 / Cessna Flyer • 2930 • Cessna Flyer / April 2021
Cessna 310
Cessna 320
Cessna 340
Cessna 350
Cessna 400
Cessna 441
Cessna 401
Cessna 402
Cessna 404
Cessna 411
Cessna 414
Cessna 421
Cessna 425
With the help of a well-thought-out plan, a
realistic budget, and an experienced avionics
shop, you can have twice
, as much fun
upgrading your twin s panel.
By Dale Smith
April 2021 / Cessna Flyer • 31I
f you’re lucky enough to be the 20-year-old avionics that won’t deliver
owner of one of, what I believe, the capabilities today’s units can,” stated
are a stable of truly fantastic, Fred Ahles, founder, Premier Aircraft
recent-generation classic twin-en- Sales. “Owners want an aircraft that will
gine aircraft—I’m speaking of the deliver the functions and features of a
Cessna 300 and 400 series—you modern panel.”
are truly one fortunate flyer. But adding the “features of a modern
Sure, they require a lot of panel” leaves the door open to literally
upkeep. But what classic doesn’t? thousands of avionics and instrument up-
Next time there’s a Cars and Coffee grade options. How do you put together a
event in your area, drop by and ask a few plan that gets you what you want without
owners of classic cars what they pay for mortgaging the farm?
spare parts and upkeep. Odds are you’ll Let’s assume first that all the avionics
be amazed at how their world of driving and instruments in your panel are func-
a car that’s in a constant state of mainte- tioning properly. If not, unless it’s your
nance parallels yours. LORAN or ADF, you’re going to want to
As you and your bank account can put that change/upgrade at the top of
well attest, classic aircraft are always in your “must-have” list.
need of some repair, replacement, or up- “The way I advise our customers
grade. While the need to swap out engine on this is to think about the primary
and airframe parts is usually due to wear mission they have for their airplane,”
and tear; when it comes to your avionics explained Mark Lee, CEO, Carpenter
and instruments, upgrades are more a Avionics. “What can you add to your
matter of want than need. aircraft that will enable pilots to fly their
Yep, sooner or later, you’re going to typical mission better and more safely?
need to replace those legacy instruments To me, that’s the best starting point for
and radios with the new-generation glass an upgrade.”
panels, digital autopilots, and touch- “If they fly a lot of IFR or at night,
screen navcoms that you really want. then they’ll benefit from a more capable
…the new display units deliver a quantum leap in what
kind of information you can see on your panel.
Panel planning 101 GPS navigator or autopilot,” he added. panel, as you know, the sky’s the proverbi-
We’re going to assume that your twin “If the owner is trying to improve the al limit when it comes to upgrade options.
is somewhere around 40 years old. And performance, reliability, and longevity of There are great glass units from Avidyne,
that sometime along the line, at least one their engines, then a new digital engine Aspen, Dynon, and Garmin. And with
of the original King or Narco radios has monitor will be a great addition.” great autopilots from Avidyne, Garmin,
been upgraded to an Avidyne or Garmin Of course, who wouldn’t want to and Genesys (S-TEC), there’s a system to
GPS navigator, and that you’ve done the replace their tired old mechanical ADI fit pretty much every twin.
ADS-B Out installation. and HSI with a cool new electronic And, while we’re not going to point
Then again, just because the radios flight instrument? Inch-for-inch, the new out specific units, there is a new product
were upgraded in the past two decades display units deliver a quantum leap in that I think will be a “game-changer” in
or so doesn’t mean those same avionics what kind of information you can see on twin-engine safety: the new Smart Rud-
are not ripe for replacement. The last your panel. As an added bonus, if you do der Bias technology for Garmin’s GFC
century called, and they want their replace your old autopilot with a digital 600 autopilot. This amazing new system
technology back... unit, you may well be able to remove the basically brings turbine-class, automat-
“If you were to use a 20-year-old aircraft’s problem-prone vacuum system. ed single-engine control enhancement
aircraft with Garmin 430s as an exam- That’s a true win/win. to piston twin aircraft. Knowing what a
ple, you could buy [aircraft equipped in As for what kinds of avionics you problem Vmca (minimum control speed
this manner] all day, but you’re buying might want to consider for your new with critical engine inoperative) loss of
32 • Cessna Flyer / April 2021control accidents are for light twins, I Sure, back in the pre-COVID days, it’s like to use new-generation avionics
think the rudder bias capability is a great you would have just gone to a local and autopilots in the real world. And you
safety-enhancing system. aviation event and gotten some per- can see how they’ve integrated new-gen
But, as you know, avionics technolo- sonal time with the various avionics equipment with their legacy avionics
gy is changing so fast that in the 60 or OEMs and their demo units. That’s a lot and instruments.
so days that will have passed from the harder nowadays.
time this is written until you read it, it’s Luckily, you have options beyond bro- Will what you want work with
a safe bet that one of the avionics OEMs chures and webpages. Most of the major what you have?
will introduce something that changes avionics manufacturers have online tools Unless you’re planning on ripping out
everything—again. that you can use to demo their products. your entire current panel and replacing
These tools do a pretty good job of giving it, you and your avionics shop are going
A little help from your friends you “hands-on” experience with their to have to deal with integrating legacy
While you’d think that picking the avi- units. I’d have to say that the Avidyne and and new avionics. While it’s not usually
onics you want in your new panel would Garmin tools are especially helpful. an issue, in some cases, the added work
be nothing but fun, the fact is, it can drive If you’re a fan of YouTube, you can to integrate such systems can add a lot of
you a bit, well, nuts. There are so many search out some popular vloggers like time and cost to the installation.
options, and each unit has features and 310 Pilot, Baron Pilot, or Martin Pauly. “Generally speaking, twins are going
functions that you may or may not use. They’ll give you some insights into what to be a bit more complex than a typical
April 2021 / Cessna Flyer • 33single, so the question of integrating may lose some functionality,” he added.
new digital avionics with legacy analog “On the other hand, if you have a pan-
systems takes on a bit more importance el-full of avionics that aren’t Garmin, and
One of the hardest parts in panel planning,” Lee said. “Even if it’s
a relatively simple upgrade like adding a
you don’t have the budget for a full-on
upgrade, then the Avidyne IFD may be a
of an avionics upgrade is new touch-screen GPS navigator, you still
need to look at how it will operate with
better solution.
“It’s a great flight management sys-
choosing the right shop to
the equipment that will stay in the panel. tem, and it’s very compatible with many
“The Garmin GTN TXi is a stellar different kinds of avionics and autopi-
do the work.
GPS navigator, and its interoperability lots,” he said. “It will deliver a full array of
is best when it’s working with other its capabilities without having to remake
Garmin units. Mixing it with other your panel.”
avionics can be done, of course, but you Of course, glass displays, touch-
screen navigators, and autopilots may
be at the top of the upgrade heap, but
they’re not your only options. Another
popular option is a new electronic engine
monitor and/or fuel totalizer. There’s
nothing more disconcerting in a light
twin than engines running out of sync…
except for running out of fuel!
www.jerrytemple.net With the popularity of iPads and
smartphones in the cockpit and cabin,
What does it take to sell an aircraft? who could say no to installing a few
USB power ports in the cockpit or
Goals | Objectives | Targets cabin? Not me.
Research | Due Diligence | Homework But, you ask, when I start planning
Follow Up | Service | Support how all this comes together, how do I
know what role my current avionics will
Honesty | Truth | Integrity
play in the panel? What can I keep? And,
Experience | Knowledge | Expertise more importantly, how will it all actually
Marketing | Web Presence | Temple Talk integrate with my new systems?
Teamwork | Synergy | Combined Effort That’s where being able to rely on the
experience of a highly qualified avionics
shop will make the difference between
MPLE AVIA
avionics upgrade success and failure.
TE TI
Y
R
O
R
JE
N
Choosing the right avionics shop
2 020
1995
One of the hardest parts of an
TWE
RY
sA
L avionics upgrade is choosing the right
N
Er
Y
T
SI IV
XY N
E AR A N
shop to do the work. No doubt, you’ll
do even more homework in making
That would be difficult to define.* your shop selection than actually
Jerry Temple Aviation has developed proven aircraft brokerage procedures choosing your avionics. There’s a lot
for 25+ years, which support both Buyers and Sellers. Although each riding on your decision.
project is unique, we utilize the same core values that have defined JTA “Again, twins are very sophisticated,
from the beginning. Our unsurpassed customer service and support
always makes each transaction a successful one. and so are their avionics, so make sure
you’re dealing with a licensed, Part 145
*All true. Then there is the backstory you don’t read about in our ads. Our avionics shop. I’d strongly recommend
customer service also involves hundreds of airline flights and hotel/motel
stays, gourmet dinners consisting of crackers and cheese with a side of
you contact the Aircraft Electronics
jerky, arduous negotiations, challenging pre-purchase inspections, difficult Association to find AEA member shops
issues to resolve, more negotiations, insurance hurdles, pilot training , in your area,” Lee said. “Make sure the
deliveries worldwide, follow-up, follow-up... and more following up. shop is an authorized dealer and ser-
JTA is committed to you & your goals. Call us to discuss your aviation needs. vice center for the avionics you want.
That can make any warranty issues
easier to resolve.”
Jerry Temple
“Speaking of warranties, make sure
TEXAS 972 . 712 . 7302 | sales@jtatwins.com
the shop also offers a written, in-house
Rachel Schwartz Dan Moore warranty for their labor and installation
TX - Dallas | CELL 469 . 877 . 0543 TN | CELL 423 . 647 . 4359 work,” he added. “And when they present
rachel@jerrytempleaviation.com dmoo@jerrytempleaviation.com their quote, make sure it includes every-
34 • Cessna Flyer / April 2021thing for the project and it is all clearly
spelled out. That’s a sign of a profession-
ally run and managed shop.”
OK, so you have your three written
quotes, and you’re ready to decide. Un-
fortunately, this is the stage where way
too many owners make a dream-crush-
ing mistake.
“Do not go with the lowest bid. That’s
a huge mistake,” stated Matt Schloss,
Sales Manager, Gulf Coast Avionics. “I’m
always getting phone calls from aircraft
owners who went with the low-priced
shop, saying their airplane is still in the
shop several months later.”
“When it comes to comparing one
quote to another, there’s often a variety
of very good reasons why a shop is a
bit more expensive. If you take the time Premium Performance
to look into those differences, you’ll
probably see the added cost is worth
it,” he continued. “Larger [more expen-
from the Hartzell Voyager
sive] shops have more experience and Hartzell’s latest 3-blade scimitar prop STC
probably have more trained technicians
on staff.” is custom designed for the 180, 182, 185 and 206.
Getting to know the shop and its
capabilities is the reason you need to per- • Up to 7 knots faster cruise speed
sonally visit the facility before you sign
• 10% better take-off acceleration
the papers. Is the shop clean? Do they
and exceptional climb rate
have the right tools? Do they have expe-
rience with your aircraft type? Do you • Rugged and durable
see a number of aircraft sitting around in aluminum blades
various stages of disassembly?
Again, working on a Cessna is not
the same as working on a twin Cessna. A
good rule of thumb is to contact owners
of similar aircraft and ask who they’ve
worked with—and would they work with
them again.
“A smaller shop may promise you
‘personal service,’ but what happens
when their only technician gets called off
to fix a stranded aircraft or is home sick?
Your airplane just sits there,” Schloss
said. “Cutting corners on your installa-
tion cost is pretty much a prescription
for problems.”
“If they’ve never installed a com-
plete glass panel upgrade in your make
and model before, I’d probably take a
pass and look for a shop that has,” he
added. “I’m not suggesting that the shop
can’t do the work; I’m just saying that
I wouldn’t want to be the first one on
their list.”
Now available for immediate delivery and installation.
And while we’re on the subject of
Visit hartzellprop.com
installations, now’s a good time to put the
inspection of your aircraft’s alternator
and electrical system on your upgrade Built on Honor for over 100 years, Hartzell propellers
are backed by our industry-leading warranty through HartzellProp.com/TopProp
“to-do” list. You’ll want to make sure up first overhaul up to 6 years/2,400 hrs. Contact us at 800-942-7767
front that the alternator/electrical system
April 2021 / Cessna Flyer • 35is providing all the clean, consistent Keep in mind that avionics technology inconceivable, believe me, they occur
power your new systems will need. changes pretty fast, and any ROI guesti- more often than you think. Why? Well,
You’d be surprised how many mate you get today may be miles off the the obvious reason is these less-than-op-
avionics technicians have spent hours mark in three to five years. timal locations make the installation a
chasing down a problem only to find No matter where you stand on the lot easier and less expensive. For most
that the cause was a worn wire or avionics upgrade ROI discussion, there owners, saving a few hundred dollars is a
weak alternator. are still some sound guidelines you powerful motivator.
need to consider when laying out your
How much upgrade is too much? new panel. One thing to avoid is getting One final upgrade…
When it comes to determining your too “creative” with your panel’s content Well, there she is: your twin-engine
budget and any possible return on and layout. beauty is on the ramp with her newly
that investment, there are two ways Work with your avionics shop to de- upgraded panel. Now all you need to do
of looking at it. The first is the owner sign a panel that not only makes efficient is climb aboard and take off for some real
who plans on keeping that airplane use of the space but also maximizes all aviating fun!
for a long, long time. If that’s you, then the benefits that your new avionics may Not so fast, my friend. Chances are,
any amount you spend in making your offer. For example, if you’re installing a it’s been a number of weeks or perhaps
airplane more capable and safer will be touch-screen GPS navigator, don’t install months since you’ve been in the left seat
a great investment. it so far away that it becomes awkward to and, your single-engine skills are proba-
The second is the owner who wants to use. Or, don’t mount your standby ADI in bly a bit rusty. Everyone was thinking it.
upgrade now but will probably be selling a location that makes it difficult to use in I’m just saying it.
in the foreseeable future. This pilot needs critical situations. It’s an excellent idea to schedule
to take a different approach to their When it comes to a good panel lay- some refresher training time with your
upgrade. If you’re really curious, it may out, thinking something will work when multi-engine instructor. Having an expe-
be worth it to contact a licensed aircraft you’re sitting on the ramp and knowing rienced pilot in the right seat isn’t only a
appraiser to see how your aircraft may you can actually use it when you’re benefit to sharpen your flying skills, it’s
stack up against the market. AOPA’s trying to shoot an IFR approach with also a great way to learn all about your
VREF guide can also help. (CFA Support- your eyes looking at your knees are two new avionics.
er VREF.com offers many aircraft valuation different things. The instructor/pilot can fly and look
services. —Ed.) While situations like these may seem for traffic while you are concentrating
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36 • Cessna Flyer / April 2021You can also read
