Stopgap for ADS-B Destination: STOL Drags at Dead Cow - ICING CONDITIONS HAVE RETURNED! p.34 - Cessna Flyer Association
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ICING CONDITIONS HAVE RETURNED! p.34
December 2021 • cessnaflyer.org
p.38
Stopgap for
ADS-B
p.24
Destination:
STOL Drags
at Dead Cow
p.50
2 • Cessna Flyer / December 2021
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Vol.18 • Issue 12 • December 2021
The Official Magazine of
The Cessna Flyer Association
PRESIDENT
Jennifer Dellenbusch
LIST YOUR AIRCRAFT jen@aviationgroupltd.com
VICE PRESIDENT/DIRECTOR OF SALES
FOR SALE Kent Dellenbusch
kent@aviationgroupltd.com
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Used Aircraft Welcome!
Since 1978, Aviator Hot Line® has been a leader CONTRIBUTING EDITORS
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Throughout this section, you’ll find quality
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www.aircraftforsale.com 15
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4 • Cessna Flyer / December 2021
December 2021 / Cessna Flyer • 5
December 2021 • Volume 18 • Issue 12
Peace above Prop & Cowling
Earth is an 8 THE VIEW FROM HERE •
impossible Jennifer Dellenbusch
dream, but isn’t 8 LETTERS to the EDITOR
the holiday 10 CESSNA FLYER EVENTS
season all about
dreaming? 14 THE HIGH and the WRITEY •
Kevin Garrison
18 QUESTIONS & ANSWERS • Steve Ells
Cockpit & Fuselage
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
Tail & Rudder
60 NEWS
68 AIRCRAFT SAFETY ALERTS
72 ADVERTISER INDEX
74 BACK WHEN: VINTAGE CESSNA
ADVERTISING AND MARKETING
COVER: 2008 Cessna 400.
Photo Nick Moore.
6 • Cessna Flyer / December 2021
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The View From Here Letters to the Editor
By JENNIFER DELLENBUSCH Send your letters to
editor@cessnaflyer.org
Q&A: Idle Mixture Check
by Steve Ells
2021: November 2021
Hello Steve,
The Year in Review 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
WHAT A MIXED BAG this past year has been, with some high points and some low really correct?
points. You can read all about the low points on 24-hour repeat online, so let’s focus Doesn’t a carburetor have an idle
on some of the positive things within our Cessna Flyer world. circuit? At 1,000 rpm, are you beyond the
Once again, and despite vendor delays and USPS setbacks, we were able to idle circuit? Shouldn’t an idle mixture
send out 12 (this being the 12th) issues of Cessna Flyer magazine. We’ve featured check be conducted at idle RPM?
articles on Cessna models including the 310, 190/195, 152, 172, 182, and more. We Bob Cunningham
wrapped up Dennis Wolter’s extensive series on interior restoration. We reviewed Cessna Flyer Association member
headsets and avionics.
We discussed ways to survive the new insurance restrictions, what you need Hi Bob,
to know about service bulletins and your flight manual, and took you step-by-step Thanks for asking.
through an engine overhaul. After checking the service manual of
As COVID-19 restrictions lifted, we were able to get back to traveling and our several Cessna models, it looks like my
contributing editors and our members took us along on trips to Chesapeake Bay, statement was too broad. For instance,
Minter Field, Cincinnati, Luray Caverns, and Shenandoah National Park, and the mid-1970s Cessna 206 (with a fuel-in-
back to Wisconsin for the Gathering at Waupaca and AirVenture. I’ve updated my jected Continental engine) manual does
bucket list to include a few of these. Have you? call for adjusting the idle speed to 550-
2020 showed us the truth of the adage; you don’t know what you’ve got ‘til it’s 600 rpm but specifies 1,000 rpm for the
gone. The 2021 Gathering was our best yet and AirVenture exceeded expectations. idle mixture check.
It was so nice to get back together in person. The service manual for the mid-
In July we published our first ebook—the Cessna Flyer and Piper Flyer Engine 1970s Cessna 172 Skyhawk (carbureted
Resource Guide. If you haven’t downloaded it yet, you’ll want to navigate to tinyurl. Lycoming engine) specifies setting the
com/EngineGuide and grab your copy. It’s free and does not require you to give idle speed and checking the mixture at
your email. The Engine Resource Guide is a great resource for discovering what’s 600 rpm.
available for your engine and where to find it. It also contains handy cross-refer- The service manual for the 172RG
ence guides to what engines were certified in which Cessna models, and also what (fuel-injected Lycoming engine) sets
engine upgrades are available for each model. the idle speed at 600 and the mixture is
We welcomed many, many new members this year and answered hundreds of checked at 1,000.
tech support questions and parts locating requests. To further complicate what looks like
If you joined us late in the year and missed out on any issues of the magazine, one procedure for carbureted engines
you can find them online under the “Magazine/Online Magazines” menu tab. and one for fuel-injected engines, the pro-
As we head into the holiday season and prepare for the coming of a new year, cedure for the 1997 Cessna 182S calls for
I want to wish you all a merry Christmas, happy holidays, and the very best in the both setting the idle speed to 650 +25/-25
coming year. rpm and then messing with the mixture
Blue skies, 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
8 • Cessna Flyer / December 2021
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Continued from Page 10
2022
OSHKOSH, WI. EAA AVIATION CENTER. Thursday, February 17 – An Inside Look at Flying the
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12 • Cessna Flyer / December 2021The High & The Writey
By KEVIN GARRISON
Peace Over Earth
Promoting the peaceful use of airplanes should be on everyone’s holiday wish list.
A
viation pioneer Alberto Santos-Dumont, the first person of all satellites orbiting our earth are dual-use military-civilian
to achieve powered flight over Europe—and some say objects. In October 2021, the United States established the
the world—never intended for his aviation inventions Space Force as a separate branch of its military.
to be used for war. The fact that the airplane was utilized in I am not naive. I know that air power has been an essen-
World War I devastated him. He said, “I never thought that my tial part of our military for over 100 years. Some of our most
creation would allow brothers to kill brothers.” significant victories have resulted from the use of aircraft. Our
The Wright Brothers had the same thoughts as their Cold War security and our nation’s security today were and are
Brazilian counterpart. They initially saw their aircraft as a space-based. You cannot own or fire an ICBM without going
deterrent to war, not as a weapon to be used in one. into space.
In 1915 Orville said: “The aeroplane will prevent war Warbirds are, in my opinion, the most beautiful airplanes
by making it too expensive, too slow, too difficult, too long ever built. I cannot hear a World War II fighter or bomber roar
drawn out.” overhead without getting a lump in my throat and a feeling of
Most other aviation inventors agreed. War would become pride. My dad was a crew member on a bomber in the big war.
impossible. They thought the observations done by aircraft Your dad may have done that, too.
would show both sides of a conflict precisely what the other side We should be proud of our past and recognize that while the
was doing. use of airplanes in war is an ugly business, it is necessary in the
“We thought governments would recognize the impossibil- world we live in. But what if the world was different?
ity of winning by surprise attacks,” Orville said in 1917, “and What if the dream of Santos-Dumont and the Wrights did
that no country would enter into war with another of equal come true?
Peace above Earth
This is the time of year when people talk about and wish for
Peace above Earth is an “peace on Earth.” What if we could find a way to bring “peace
above Earth?”
impossible dream, but isn’t Imagine with me for a moment that humanity somehow
avoided World War I, World War II, and the host of other
the holiday season all about 20th-century conflicts that used the airplane for aggression or
defense. What if we have never had part of our love of flying tied
dreaming? 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
size when it knew that it would have to win by simply wearing not have to do that.
out its enemy.” The first thing that springs to my mind when I think about
Inventors and pioneers in any field, especially aviation, are peaceful skies is the number of people who would not have had
dreamers. The dream of the Wrights, Santos-Dumont, and a to die in an airplane. I could give you the numbers of dead and
host of others was that flying would bring the world together, injured flight crewmembers from our wars, but those figures
shorten distances between nations, and promote brotherhood are cold and impersonal. Each one represents a living, breathing
and understanding. human being who could have gone on to live a full life.
In 1967, the United Nations ratified the “Outer Space We will never know what we do not know. The person who
Treaty,” a document meant to curtail the use of space for war- could have invented the cure for all cancers may have died in
fare or nation-building. This thinking is very similar to the idea the skies over Berlin in 1944.
that outer space should not be used for military purposes. For Peace over Earth would have meant that as a child of the
example, the treaty established that no nation could own the 1950s and 1960s, I would have grown up playing with toy air-
moon or any specific sector of space. planes that weren’t bombers or fighters. Hiding under my desk
at school in 1962 could have been for fun, not something to do
Air and space power when the nukes threatened to come raining down.
Dreams do not always come true. The airplane has been I have been very lucky in that I have never knowingly had
used for warfare constantly since its invention, and today, 95% to harm somebody with an airplane. The damage I have done
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December 2021 / Cessna Flyer • 15to humanity through aviation has come from bad landings, bad full of relief flights and bereft of bombing raids.
weather decisions, and perhaps the occasional bad training Santa’s sleigh, a metaphor for peaceful flying if there ever
flight given to a student. was one, will launch on December 24th for its yearly unrefueled
mission to drop toys and love on the children of the world.
Wishful thinking He will fly stealthily, and silently, except for the occasionally
What if every pilot and aviation enthusiast had the same loud “Ho-Ho-Ho,” avoiding NORAD and a host of other national
kind of life? What if flying was used only to bring medical sup- air defense networks, but he will be unarmed. His mission will
plies and food to people in need or to relocate puppies looking be a peaceful one: bombing us with gifts.
for homes or purely for fun? I know that imagining a flying world without war and death
Author Richard Bach is an Air Force fighter pilot from the is about as realistic as fully believing that a literal Santa will
Cold War era. In his novel, “One,” he describes military avia- invade our airspace with eight ungulates and a sled filled with
tion as a sort-of lure to young people wanting to fly. In order to presents this year. Even so, peaceful skies are still my wish for
fly the best, fastest, and most advanced airplanes in the sky, a our world.
young person must sign on to the idea that they may kill people, Peace above Earth is an impossible dream, but isn’t the
possibly millions of people, with these airplanes. holiday season all about dreaming?
In another part of the novel, he imagines a universe without My other holiday wish for you, my readers and friends, is
war in the air. In it, young people fly airplanes similar to military a year full of peaceful and safe flying. May your flying life be
ones, but only for sport. Dogfight and other flying competitions filled with smooth rides, direct routing, inexpensive fuel, and
are held between nations, not wars. Points were scored, inter- greased-on landings. I hope your aircraft annuals are issue-free
national flying games were held, medals were handed out to the and low cost, that your medical is never at risk, and that the
winning pilots, and no cities were destroyed. coffee at your pancake breakfasts is plentiful and hot.
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 KEVIN GARRISON’S aviation career began at age 15 as
ready to defend ourselves when we think that our continued a lineboy in Lakeland, Florida. He came up through General
existence demands it. Aviation, retired as a 767 captain in 2006, and retired from
We cannot do away with military flying any more than we instructing airline pilots in 2017. Garrison’s professional
can turn our Navy into a cruise ship line or transform the Army writing career has spanned three decades. Send questions or
and Marines into park rangers. The need for defense will always comments to editor@cessnaflyer.org.
be with us, but just for a second, it is nice to think about a world
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December 2021 / Cessna Flyer • 17Questions & Answers
By STEVE ELLS
Synthetic Aviation Oils, IA
Responsibilities, RPM Loss, Continental
Replacement Starter, Ingress/Egress
Q Is 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
aircraft since the beginning. I say that he is only accepting
responsibility from the last signed-off annual forward. So,
who is right?
Gail
A A
The answer is yes. Fully synthetic aviation oils, which Your new IA is correct, because he has no way of knowing
lubricate much better than non-synthetic oils, were tried if the last IA worked to the same standards he works to.
before in the mid-1990s by Mobil with its Mobil AV-1 oil, I, as an IA, always inspect everything and check proper
which was approved for use in over 200 aircraft models by compliance with all the ADs when I see an airplane for the first
Supplemental Type Certificate (STC). 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
Once tetraethyl lead is no
Data Sheet [TCDS]) and other regulatory updates and/or modi-
fications mandated such as Airworthiness Directives (ADs), and
longer in our fuel, I predict
the airplane is safe to fly.
Unfortunately, on occasion, some items aren’t fully in-
that synthetic aviation oils
spected, or are improperly repaired and are still signed off.
There are A&Ps who sign off on complicated ADs, but ha-
will replace present-day oils.
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.
Mobil promised 200-hour oil change intervals for engines Happy flying,
with oil filters, but had to withdraw the product and pay some Steve
Q
owners to replace their engines because polyalphaolefin (PAO)
synthetic base oil could not hold the lead from the fuel and In my shop, there is a Cessna 150 which we have been
combustion in suspension, so lead quickly clogged up the engine working on for some time. The issue with the airplane is
oil galleys. that after approximately 20 minutes of flight, there is a
Once tetraethyl lead is no longer in our fuel, I predict that loss of 200 to 300 rpm, and it is noticeably rougher in operation.
synthetic aviation oils will replace present-day oils. On most of the RPM loss instances, the owner has been able to
Happy flying, pull the carb heat on for 15 to 20 seconds and normal operation
Steve resumes for 5 to 10 minutes.
Q
The roughness does not appear to be in one mag, as the mag
I have a Cessna 172K. The A&P/IA whom I usually use drop is equal at this time. We have cleaned and gapped plugs,
to sign off on my annual died suddenly. In my search tested ignition leads, flushed the fuel system, replaced the fuel
for a new one, I am having a problem getting a new caps with known good caps, replaced the fuel hose from the
one to come on board. He says that by signing on, he is as- gascolator to the carb, and replaced the carburetor accelerator
suming responsibility for everything that’s been done to the pump assembly.
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December 2021 / Cessna Flyer • 19Questions & Answers
Now that my Iskra 655566F died, I am unable to find that
note.
This sounds like carb icing, Can you help me?
Paolo
especially when applying carb
A
Continental issued Service Information Letter SIL16-4
heat solves the problem. 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:
The aircraft is equipped with a Westach four-probe CHT Continental Motors (CMI) supports the use of either P/N 658741
with one EGT probe in cylinder No. 2.
If you have any insight into a circumstance
like this, I would appreciate your input.
Tim
A
This 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
Q I remember that recently Continental aban-
doned the Iskra starter and issued a note
where they defined a new supplier.
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December 2021 / Cessna Flyer • 21Questions & Answers
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. is behind the door, and the door is the biggest of all the doors
The 658741 is Hartzell Engine Technologies (Sky-Tec) Part on Cessna’s single-engine airplanes. Many partially paralyzed
No. PM 2407. pilots opt for the 177 or 177RG because of this access advantage.
The price for a new 646275-1 Continental Energizer starter In the 182, on the other hand, the main gear leg in exactly
is a little less than $800. Hartzell Engine Technologies sells a the wrong position for easy access.
new PM 2407 for around $1,100; a rebuilt 646275-1 with Part One suggestion would be to install a modification on the
No. 646275-1R for around $450. They’re all available from door called a “Door Steward.” This device is approved for
Aircraft Spruce. installation and replaces the standard Cessna door-hold-open
Happy flying, assembly.
Steve Once the Door Steward is installed, it’s very easy to pop the
Q
end of the Door Steward strut off the round ball fitting, which
Do you have any suggestions for a way to get an elderly allows the door to swing a little farther open.
person with limited mobility into my Cessna 182, i.e., steps, You still won’t be able to open it all the way because of the
lifts, handles, etc.? wing strut, but you’ll get more access.
Mike Another thing I’ve seen done, especially by backcountry
operators, is to replace the existing door pins with spring clips.
A
A local 182 owner who has set his airplane up for bush You can get the clips from Aircraft Spruce under Part No.
operations with large main and nose tires physically lifts AN415-2.
his mother into the co-pilot's seat. This allows you to completely remove the door by pulling
The easiest Cessna for access are the Cessna 177 Cardinal
and 177RG Cardinal RG because the main landing gear strut continued on Page 71
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December 2021 / Cessna Flyer • 23committed 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)
ADAPT is a solution for aircraft which 64-year-old airplane with a modern radio and a Mode
C transponder, but when the January 2020 mandate
are not equipped with ADS-B Out to for installing ADS-B equipment arrived, he didn’t feel
receive temporary approval to fly in the need to comply. At that time, he was in his late
70s and only flew locally for fun, in airspace with no
ADS-B rule airspace. need for ADS-B.
While planning to bring it home, I realized that I’d
have to fly through Newark International Airport’s
By Dennis K. Johnson (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,
24 • Cessna Flyer / December 2021an 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.
ADAPT
The 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:
December 2021 / Cessna Flyer • 25…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.
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
Keep this email in a safe place. It Helpful tools the ADS-B equipment requirement. It’s
grants you a one-time deviation from the There are two tools—the ADS-B supposed to be used only rarely and with
requirements of 14 CFR § 91.225 to operate Service Availability Prediction Tool good reason. It’s not meant to save pilots
on the proposed route of flight without that predicts if your request will be flight time by allowing non-equipped
ADS-B Out equipment installed or with authorized, and the ADS-B Deviation airplanes through the ADS-B airspace. It
equipment that does not meet the require- Authorization Preflight Tool that makes is for situations like I had; I needed to get
ments of 14 CFR § 91.227. the actual request. If the prediction tool my new airplane to its new home, where
Please Note: indicates that your request will not be I’ll install ADS-B equipment.
• If departure is not made within 2 hours approved, you’ll want to either change Besides, if you live near ADS-B
of the proposed departure time, this authori- the departure time or change the route airspace, you’d find it bothersome to
zation is canceled. so that you transit a less-congested make a request every time you wanted
• This authorization does not relieve part of the ADS-B airspace. to fly to another airport for pancakes.
you of any flight plan filing requirements, For example, you might not be And yes, someone, even if it’s just a
nor does it substitute for an ATC clearance approved to fly through a Class B computer, is watching. I made several
where required. airspace, but you could be approved to requests in one week and received an
• Contact ATC on the appropriate fre- fly through its Mode C veil. That’s what email from the FAA stating, “ADAPT
quency for all operational clearances. I needed to do. I could easily avoid the is not intended to be used for regular
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December 2021 / Cessna Flyer • 27What Is ADS-B
and Where Is It
Required?
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.
This sectional chart shows
the area requiring ADS-B Out.
28 • Cessna Flyer / December 2021or 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 required
While 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 editor@cessnaflyer.org.
RESOURCES
ADAPT INFORMATION
www.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
December 2021 / Cessna Flyer • 29Garmin 30 • Cessna Flyer / December 2021
Digital flight displays and
instrumentation offer a never-
ending data stream…but how
much of it is useful?
By Michael Leighton
G
eneral 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.
December 2021 / Cessna Flyer • 31Too much information
How much data is too much?
How many remember learning to lean is just as dangerous How did we ever get by with just an oil
pressure gauge, an oil temperature gauge,
their engine by retarding the mixture
until the engine begins to run rough, then as not enough and a tachometer?
Information overload is not limited
enrichening the mixture until the engine
smooths out? This procedure is in the information. It has to engine performance, either. I have
another client who literally freaks out
POH for my 1971 Cessna 150 just that way.
On fixed-pitch aircraft, you set the become a distraction. any time a traffic target appears on the
screen. Don’t get me wrong, ADS-B
power by RPM. There’s usually a chart in traffic is wonderful. For 30 years, I
the POH that gives you some sort of fuel first plane, a single-engine high perfor- flew without ADS-B, looking for traffic
burn rate and true airspeed at a specific mance normally aspirated Beechcraft the old-fashioned way, looking out the
RPM so you can flight plan. All of this is V-tail Bonanza. Now everyone in our window. Now the ADS-B shows traffic
accomplished with good old-fashioned Association knows that friend don’t let that I can’t find, even though it tells me
analog gauges friends buy Bonanzas, but hey … some where to look!
Fast-forward to now. Like most of people have to learn the hard way. In reality, while you might see an air-
you, I have embraced the electronic He upgraded the Bonanza panel to full liner at 6 miles, you probably won’t see
revolution and upgraded my panel. I love glass, including an amazing engine ana- a piston single-engine aircraft. Setting
having an engine analyzer that looks at lyzer. Then he bit the bullet and bought your traffic page to the 12-mile range
CHT, EGT, TIT, RPM, GPH, etc....and re- a brand-new Continental IO-550. I’ve got in a plane traveling 2 miles a minute is
cords them all. Digital flight instruments two of these engines on my Cessna 310. probably overkill.
allow a level of precision in flying simply He’s flown 50 hours on the engine, and Navigation is not immune either. An
unachievable with analog instruments, he’s got a problem and wants my opinion. airway is 8 miles wide, but I have noticed
but there is a catch. The issue is that the No. 6 cylinder many of my clients are overly fixated on
A lot of information is available to EGT will randomly climb during takeoff being exactly in the center, all the time.
the pilot that was previously just not and then return to normal after he pulls I am a huge fan of precision navigation,
available. I am noticing more and more the throttle back. Furthermore, when he but for the average VFR pilot, does it
of my flight instruction and especially my reduces the throttle to descend, cylinders really matter?
maintenance clients are overly fixated on No. 1 and No. 2 literally drop to less than The GPS navigators in our aircraft,
the data. Let me explain. 800 F egt, while all the rest are in the even the older generation navigators,
I have a client flying a high-perfor- 1,350-1,400 F range. In normal cruise, the have so many useful features in them that
mance retractable-gear aircraft. He plane and engine are amazing: as smooth few pilots actually use. Yet how often do
recently installed digital tachometers and consistent in every parameter as I you find yourself digging through infor-
and digital EGT and fuel flow gauges. have ever seen. mation pages looking for what you want?
While out flying with him, I noticed him Clearly the engine has an issue, but it
constantly adjusting the throttles. has consumed the owner to the point that But what about safety?
As we flew back from the Bahamas he simply does not trust the plane. The NTSB released a report a few
in level flight, he constantly adjusted the He was so keyed up, he confessed years back, “Introduction of Glass
mixtures. After several minutes of this, another incident to me. He told me that Cockpit Avionics into Light Aircraft,”
during which he missed two radio calls on climbout, the engine analyzer flashed confirming what I and many instructors
and never once looked out the window, a red warning for a second. He said he have been saying for years: glass-panel
we were 20 miles off course and 20 de- spent the next five minutes glued to the aircraft don’t make us safer. I’ve linked
grees off heading. gauge waiting for the thing to throw a the report in Resources. In fact, the
I had to ask, “What are you doing?” rod, or hang a valve, or … what? Nothing glass-panel fatal accident rate was nearly
“I’m trying to get the RPM to exactly happened because it was likely a mo- double that of the steam-gauge aircraft in
2,300 and the EGT to 1,475 degrees.” mentary indication error, but it clearly their study.
I looked at the instruments. The left illustrates my point. The report is a fascinating read. The
tachometer was 2,290. The right was NTSB cites multiple causes but primarily
2,310. EGT for both engines was at 1,467. Paralysis by analysis lays blame on the complexity of operation
He was trying to get them “perfect.” He Too much information is just as and non-standard operating systems.
has owned this plane for 23 years and dangerous as not enough information. It I can tell you that’s all true. I recently
with the analog gauges, you could not has become a distraction. Flying becomes have been flying a Collins Fusion flight
even see this minute difference. It never secondary to extracting and analyzing control system on a Beechcraft King
bothered him before. But here we are, the data, trying to achieve “perfection” in Air. Before that, I flew a Honeywell Apex
in flight, messing with the data and not something that can never be “perfect.” system on a Piper PA-12 Super Cruiser.
flying the plane. Further, this overanalysis created In between, I flew a Garmin G1000-
Then, to reinforce my observation, I doubt in this pilot's mind about the integ- equipped King Air. None of the systems
got a call from another buddy, a profes- rity of the plane. How can you enjoy your have anything in common, except that
sional Gulfstream captain whom I have flight if in the back of your mind you be- they are in an airplane.
known for years. He recently bought his lieve a catastrophic failure is imminent? You can’t even start some of these
32 • Cessna Flyer / December 2021You can also read
