WHAT YOU NEED TO KNOW BEFORE YOU BUY A RETRACT 182 - AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 p.28
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AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 p.28
May 2021 • cessnaflyer.org
WHAT YOU NEED TO
KNOW BEFORE YOU
BUY A RETRACT 182 p.38
ForeFlight Sentry
Destination: Portable ADS-B
Cincinnati p.52 Receiver p.32
2 • Cessna Flyer / May 2021
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Vol.18 • Issue 5 • May 2021
The Official Magazine of
The Cessna Flyer Association
PRESIDENT
Used Aircraft Marketplace Jennifer Dellenbusch
LIST YOUR AIRCRAFT
1964 PIPER SUPER CUB 160/L-21 • N407WB SELLING YOUR AIRPLANE? • List it here!
jen@aviationgroupltd.com
VICE PRESIDENT/DIRECTOR OF SALES
FOR SALE Kent Dellenbusch
kent@aviationgroupltd.com
$
49
CREATIVE DIRECTOR
Pierre Kotze
Highly Modified, Totally Rebuilt, Modeled after the L-21 Military Version
with Extended Wings, ailerons & flaps. Lycoming O-320 160 HP Engine ASSOCIATE EDITOR
• ONLY 141 Hours since Total Restoration • Annual Due: January
2021 • ADS-B Out Compliant • Will DELIVER to Buyer’s Location •
Scott Kinney
$134,500 or $132,000 without ALASKA Bushwheels
N407WB SELLING
Located: Driggs, IDAHO YOUR AIRPLANE? • List it here! 515-574-2241
• cub407wb@gmail.com EDITORIAL AND PRODUCTION
907-315-6006 (Chuck) • 907-354-6203 (Nick) for as low as
ahlsales@aviatorshotline.com ASSISTANT
Diana Hart
4 AERONCA 4 BELLANCA 1980 CESSNA P210N • N117UM
• One of the best equipped
CONTRIBUTING EDITORS
Used Aircraft
1936 AERONCA C3 MASTER • 1972 BELLANCA 7ACA CHAMP • Cessna P210N’s around •
NC15729 • ABSOLUTE
BARGAIN of THE CENTURY •
N10983 • TTAF: 790.2, ENGINE TT:
899.6, STOH: 169.3, RARE Franklin
Welcome! Garmin 530WMike Berry
Navigator & 330
ES Transponder w/ADS-B Out, KFC 200 Autopilot,
Since 1978, Aviator Hot Line
®
has been a leader Aspen
Steve Ells
Marketplace
Ve r y R A R E • S t a n d a r d 2A-120-A Two Cyl., 60 HP Engine. in bringing aircraft buyers and sellers together.
GlassOurPanel,
missionBAE-28
is to bringTurbo
you theAlternator
best selectionBackup, JPI EDM 830
ategory, Original Options, Full Instrument Panel, Always Hangared since 1992-1993 Ground Up Restoration. Like Kevin Garrison
L-21 Military Version Total Engine
of usedMonitor, Dual
aircraft at the Vacuum
best market price.Pumps with Cooling
N407WB
ailwheel,
O-320 Instruments,
160 HP Engine SELLING
Doors, Brakes, YOUR
Original Wheels. AIRPLANE?
New Sensenich PROP,• List
AnnualitDue:
here!
October 2020, Full Electrical Throughout this section, you’ll find quality
Shrouds,aircraft,
GAMIall Injectors, Michael
ANNUAL DUE: NOVEMBER 2020 Leighton
priced to sell. Enjoy shopping
efinishedDue:
Annual 2012 with Randolf butyrate dope. Annual Due:
January System including Electric Start, Includes SPARE Engine with • Located:
Aviator HotWarsaw, IN. •Marketplace!
Line ’s Used Aircraft
®
ONLY $249,000 John• Ruley
Steve •
ctober
to 2020,Location
Buyer’s ONLY 65 •Hours SMOH, TT: 1251 Hours. Log • Walden, New York • Reduced Price: $22,222 • 574-551-8226 • sbashton@yahoo.com Dale Smith
eels
HANCE to OWN HISTORIC AIRCRAFT • N.Y. State’s 914-213-1878 • info@campredwood.net
UDSON VALLEY Location • ONLY $23,999
@gmail.com • 212-620-0398
515-574-2241 1965 CESSNAKristin 320C • N3040TWinter •
moth@hvc.rr.com 4 CESSNA S/N: 320C0040 Dennis Wolter
• PROJECT
03 (Nick) ahlsales@aviatorshotline.com 1978 ROCKWELL / COMMANDER 690B-10 • N20MA 2005 THUNDER MUSTANG • N451KC
Aircraft that has Potential •
4 BEECHCRAFT 1971 CESSNA 177RG CARDINAL
TTAF: 2393, Continental TSIO-
4 BELLANCA
• N8008G • SN 177RG0008 •
1980 CESSNA P210N • N117UM 470-D Engines: RIGHT-Total Time Unknown, CONTRIBUTING
415.8 SMOH, PHOTOGRAPHERS
1976 BEECHCRAFT 58P TTAF 2194, TTSN 1035, Lycoming
• One of the best equipped 16.7 STOH, RIGHT-2392 HSN, 21.3 SMOH,Paul S/N: 138529-70,
Bowen
BARON • N925TP • TTAF: IO360-A1B6. 200HP. McCauley
L-21 Military Version 1972 BELLANCA 7ACA CHAMP • McCauley Props: RIGHT-D2AF34C-54-NP, 2393 HSN, 21.3
4420, 310 HP ENGINES: Left Prop 33hrs SMOH. Garmin 430Cessna NAV/COMP210N’s w/WASS, around GPSby• Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75 James Lawrence
GA-35Built
O-320 160 HP Engine N10983 • TTAF: 790.2, ENGINE TT: Garmin61.1 Hrs.530W
TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI,
Navigator & 330 SPOH, S/N: 791935, LEFT- D2AF34C-54-KMB, 2393 HSN,
& Right-1390 SMOH,
Annual Due: January 899.6, STOH: 169.3, RARE Franklin
Antenna, GL 106A Nav Indicator w/Glidescope. GMA-340 Audio
Right Engine: 2562.0 Hrs, 2298 Cycles SMOH, SHSI, Annual
FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345
Due: Hours, PROP:
Com/GPS, 34021.3
MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/
AudioSPOH, S/N: 687434, CenturyKNS
NSD36080 HSIArea
Keith Wilson
• King Navigation System,
eft Engine: 300 Since Major Repairs, Right Engine: 320 ES Transponder
Panel, w/ADS-B Out, KFC
$649,000ELT Battery due. Monarch Fuel Caps & Adapter Plates,
w/ADS-B In/Out, GTX 327, Bendix KMH 820 TCAS/TAWS 200 Autopilot,
• Reduced Price: Aspen
KX155 with KI-209
Panel, 327 Transponder.
Glideslope Indicator, S-Tec 30 Autopilot • $525,000
to Buyer’s Location • 2A-120-A Two Cyl., 60 HP Engine. Must See • FLORIDA • $40,000 • 305-298-0295 •
ince Major Repairs, GAMI Fuel Injectors, 3-Blade
eels
Glass Panel, BAE-28
JACKSON, MSTurbo
(KJAN) Alternator
Transponder KT-76A, Altitude Reporting System. All ADs
Located: • Backup,
pauldalex@aol.com JPI EDM 830
Located: Troy, Alabama (TOI) • kenny@kwplastics.com
lways Hangared since 1992-1993 Ground Up Restoration. Like robertsairsouth@gmail.com
SOLD
artzell Prop, Garmin 340 Audio Panel, King 89B GPS, Total Engine
Paul Alexander
Complied with.Monitor,
ALWAYSDual
• 662-392-5034
Hangared,VacuumAnnual PumpsScheduled
with CoolingKenny Campbell:
Dec
334-372-7283 or 334-566-1563
@gmail.com
ew Sensenich PROP, Annual Due: October
RESH ANNUAL with Sale • MEXIA, TEXAS (LXY) • 515-574-2241
2020, Full Electrical Shrouds,
2018.
1998 Tan GAMI
Leather
PIETENPOL Injectors, ANNUAL
Seats/Sheepskin
GREGA GN-1 • N4FQ DUE: NOVEMBER
Covering • $73,5002020• STINSON SR-5E RELIANT • NC14187
1934 1972 CESSNA1042 Mountain
340 • N269WT • Ave., Ste. B #337
ystem including Electric Start, Includes SPARE Engine with •Robert
Located:
03 (Nick)
119,999 or MAKE OFFER ahlsales@aviatorshotline.com Casey Warsaw,
• 847-420-7589 IN. • •rfcasey64@gmail.com
ONLY $249,000 • Steve •
TTAF: 3830, Upland,
310 HP CA
Engines 91786
og • Walden, New York • Reduced Price: $22,222 • 574-551-8226 • sbashton@yahoo.com
with Gami Injectors: Left-781
14-213-1878 • info@campredwood.net 1954 BEECHCRAFT E35 1971 CESSNA CARDINAL 177RG 626.844.0125
1965 CESSNA 320C3800, ••N3040T SMOH, Right-600 SMOH,
4 BELLANCA BONANZA • N3216C • TTAF: 1980
• N8039G CESSNA P210N
• TTAF: IO-360-•
N117UM
www.cessnaflyer.org
4 CESSNA S/N: Hartzell Q-Tips Props: 115 Hrs., A/C, MX 20, GNS 430 WAAS,
7619.30, Tach Time: 3411.30, One320C0040
•AQ1B6 of the best
Lycoming L •7515-51A
PROJECT
equipped 200
1972 BELLANCA 7ACA CHAMP • TTAF: 1578, GNS 430 with378Separate CDI,Standard
GTX 345 Prop,with ADS-B In & Out,
SMOH: 271.48, Hydraulic Prop, Aircraft
Cessna
Owned, Flown, and Maintained by an A & P Owner • TTAF: 576,
HP Engine: that
P210N’s
350 has Potential
New Left around
SMOH, New Dash • Lycoming Engine: SMOH, Hamilton
1971 CESSNA
• TTAF: 177RG
790.2, CARDINAL
ENGINE
Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, Appraised by Air Assets on 09/16/19--Market Value: $113,500 •
GMACondition:
340, KNOriginal
64 DME, Artex 345 ELT, StitsBendix Autopilot FD,
N10983 CenturyTT:1•
Bendix Mag and Fine Wire Plugs, 16 GallonTTAF: 2393, Continental TSIO-
Garmin 530W Navigator &Polyfiber
330 • Annual is Good Until February 28th, 2021 • Always in a
Exterior in Excellent 1934 Colors in a 12-Coat
pollo GX60 GPS, KMA 24 Audio Panel &SNMKR, Panel, MX170B, KLN-90B, Navomatic Autopilot, All Interior
Fuel, Always Hangared • Open
•899.6,
N8008G
STOH: •169.3, 177RG0008
RARE Franklin
Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O.
S-TEC Yaw$99,999
• ONLY Damper, A.A. Intercoolers, Vortex Generators,
470-D Engines: RIGHT-Total Time Unknown, 415.8 SMOH,
Museum or Hangar
utopilot, New Windshield,TTAF New2194,
Aluminum Ailerons and ES Transponder
New-2017, New w/ADS-B
Brakes-2017, Out,
New KFC
Spark 200
PlugsAutopilot,
& Tires, Aspen
10 GPH,
TTSN Cyl.,1035, Lycoming MONTANA Location (MT53) El Cajon, CA (KSEE)
Wing• mwdonaldson13@yahoo.com
Spoilers, L-3 WX-500 Stormscope, Last Annual:
uddervators Replaced, Garmin 2A-120-A Two
GPS MAP 60
196,HP Engine.
Garmin 16.7
Glass
Useful STOH,
Load: RIGHT-2392
Panel,
406-499-2756 BAE-28
1049.70, Turbo
Annual HSN,
• skycovers@yahoo.com 21.3
Alternator
Due: JulySMOH, Backup,
2020 S/N:JPI
• SOUTH 138529-70,
EDM916-532-8004
CAROLINA 830 Cessna FlyerApril
is the official publication of the Cessna Flyer Association.
lways Hangared IO360-A1B6.
since• 1992-1993 Ground Up200HP. McCauley
Restoration. Like• 2020 • Central California • $165,500 OBO •Cessna 661-303-1606 •
45 ADS-B In & Out Annual Due: August 2020 • UTAH McCauley
Total
• ReducedEngine Props:
Monitor,
Price: RIGHT-D2AF34C-54-NP,
Only Dual
$68,000 Vacuum
FIRM • Pumps 2393
803-606-0985 with HSN, 21.3
Cooling
(Walter) Flyer is published monthly by Aviation Group Limited, 1042
rop 33hrs SMOH.
ew Sensenich Garmin 430
PROP, Annual NAV/COM w/WASS,
Due: October 2020, GA-35 GPS
Full Electrical
1969 PIPER CHEROKEE 6/300 • N8950N 1946 PIPER J-3 CUB/PA-11 • N71081
wdbezdek@sbcglobal.net
56,999 (will negotiate) • 801-376-6651 (LEAVE MSG) • SPOH,
Shrouds,
• S/N:
803-360-9185 GAMI791935,
(John) •LEFT-
Injectors, D2AF34C-54-KMB,
ANNUAL
wboney@barnwellsc.com DUE: NOVEMBER 2393 HSN,2020 Mountain Ave., Ste. B #337, Upland, CA 91786. POSTMASTER: Send address
ntenna,
ystem GL 106A Nav Indicator w/Glidescope. GMA-340
including Electric Start, Includes SPARE Engine with Audio
mkemp78@gmail.com •21.3 SPOH, S/N:
Located: Warsaw, 687434,IN. KNS• 80 ONLY Area$249,000
Navigation System,•
• Steve 1976 CESSNAchanges to Cessna Flyer, 1042 Mountain Ave., Ste. B #337, Upland, CA
421C GOLDEN
anel,
og • ELT BatteryNew
Walden, due. York
Monarch Fuel CapsPrice:
• Reduced & Adapter Plates,•
$22,222 Must See •• sbashton@yahoo.com
574-551-8226 FLORIDA •1978 $40,000CESSNA 182RG • N7359T•
• 305-298-0295 91786.
ransponder KT-76A, Altitude Reporting System. All ADs EAGLE • N421HF • SNSubscriptions,
421-0116 • advertising orders, and correspondence should be
14-213-1878 • info@campredwood.net 1994 BEECHCRAFT B-36 TC robertsairsouth@gmail.com• TTAF: 7846.2, ENGINE: 9116.4 addressed to 1042 Mountain Ave., Ste. B #337, Upland, CA 91786. Annual
omplied with. ALWAYS Hangared, Annual Scheduled Dec 8397TT, Left Eng 862 SRAM-
BONANZA • N1559U • TTAF: 1965
S N ECESSNA
W, 1 8 8320C 5 . 6 • N3040TS M O H• dues: $44.00 in the U.S.; Canada and Mexico add $15.00 per year; all
4018. Tan Leather Seats/Sheepskin Covering • $73,500 •
CESSNA TTAF: 3297 Hours, Engine-SMOH: 1097 1972 CESSNA 340 Right: 629 SMOH, Prop- Left
1800 Hours, Continental S/N:
(Lycoming
Hours, 3320C0040
Blade
Factory
PROP, • N269WT
Garmin PROJECT
System,Overhaul),
•
TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90
obert Casey • 847-420-7589 • rfcasey64@gmail.com GNS 430, Dynon Avionics: EFIS-D100, 6 Place
No autopilot, New Paint, Excellent Interior, TTAF:
Stereo & Intercom
Hangared in3830, Carbon Fiber to134
KeepSPOH, Right 134 SPOH, Panel,Garmin,
HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of others add
King & Collins $25.00 per year (U.S. Dollars only). Eighty percent (80%) of
Equipped,
Engine, Gami Injectors, Garmin KMA-24
Annual Due:Audio
DecemberPanel with Aircraft
3 LightO.B.O.Marker that 310
Beacon,
Saint Augustine, HP
FL, Engines
hasPiper Potentialat: Big•Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location •
GNS-430
Weight Down, Modern Avionics Currently Located
1971 CESSNA 177RG CARDINAL 2020 • ONLY $83,900 for this
with Nav/Com,
Gami
Fabulous
Vestal White Ext., Taupe Leather Interior, annual dues is designated for your magazine subscriptions.
8 Seats,
TTAF: 2393,Injectors: KINGLeft-781
Continental TSIO-
Cherokee 6/300 $109,500
TX 330 Transponder, Garmin 1971 200, Garmin
CESSNA 530. IFR177RG
CARDINAL with Nav/Com/GPS, KING KX155 KT76C
• N8008G • SN 177RG0008 • Convenient FLORIDA Location
SMOH, Right-600
Location in
SMOH, Annual
Alaska • Due 1/21, New Exhaust System • $425,000 •
cub407wb@gmail.com
WAAS, Air-Conditioned • CALL FOR MORE INFO. • Located: 470-D Engines:•ARC
Transponder,
612-387-2486 RIGHT-Total
300A Time Unknown,
Autopilot,
erica.steffenson@gmail.com Sigtronics 415.8 SMOH,
SPA-400 4
907-315-6006 (Chuck) • 907-354-6203 (Nick) The information presented in Cessna Flyer is from many sources for
•TTAF N8039G TTAF:1035,
2194,•TTSN 3800,Lycoming
IO-360- www.aircraftforsale.com Call 317-650-3327 • lasjetking@aol.com
happell Hill, TX 77426 • $298,999 O.B.O. • Stephanie Detmer Hartzell
16.7
PlaceSTOH, Q-Tips
Intercom Props:
RIGHT-2392 115HSN,
(New-08/18), Hrs.,Dual A/C, SMOH,
21.3 MX
PTT20, GNS
S/N: 430
Switches, WAAS,
138529-70,
Electric 15
this reason there can be no warranty or responsibility by the publisher
AQ1B6
IO360-A1B6.Lycoming200HP.L 7515-51A
McCauley 200
GNS
Trim, 430
McCauley with Separate
Props: CDI, GTXAnnual
RIGHT-D2AF34C-54-NP, 345 with ADS-B
2393 In &2020
HSN, Out,•
21.3
979-451-0295 • sdetmer@park-usa.com
rop 33hrs SMOH. Garmin 430HP Engine: 350
NAV/COM SMOH,GA-35
w/WASS, New Dash GPS
Tanis Preheater System, Due: March 1979 CESSNA as to accuracy,
421C • N421SForiginality,
• or completeness. The magazine is sold
GMA
SPOH, 340,
Romeoville,S/N: KN791935,
IL64• DME, Artex
LEFT-
$64,999 345 ELT,
D2AF34C-54-KMB,
O.B.O. Bendix Autopilot
• Marilina 2393 HSN,
Angarone FD,• with the understanding that the publisher is not engaged in rendering
anel,
ntenna,MX170B,
GL 106AKLN-90B, Navomatic
Nav Indicator Autopilot,
w/Glidescope. GMA-340All Interior
Audio TTAF: 5975, IFR Due: June
1970 BEECHCRAFT QUEEN S-TEC
21.3 Yaw Damper,
SPOH,
815-834-6311 S/N: A.A.KNS
687434, Intercoolers,
• mangarone@lewisu.edu Vortex Generators,
80 Area Navigation System, product Left:
endorsements or providing instruction as a substitute for
ew-2017,
anel, ELT New Brakes-2017,
Battery due. MonarchNewFuel Spark Plugs & Tires, 10 GPH, 2022, RAM Engines: 438
AIR 70 Caps & Adapter
• N7515D • Plates,
TTAF: Wing
Must Spoilers,
See • L-3 WX-500 •Stormscope,
FLORIDA $40,000 • Last Annual: April•
305-298-0295 appropriate training by qualified sources. Cessna Flyer and Aviation
seful Load: 1049.70,
ransponder KT-76A,Annual Due: Reporting
Altitude July 2020 • SOUTH
System. CAROLINA
All ADs SMOH & Right: 647 SMOH,
5373.2, ENGINES: LEFT-1163.6 2020 • Central California • $165,500
robertsairsouth@gmail.com 1980 CESSNA OBO •182Q SKYLANE •
661-303-1606 GroupADS-B
LimitedInwill
Reducedwith.
omplied Price:ALWAYS
Only $68,000
Hangared, FIRM • 803-606-0985 (Walter) BOTH Props: 145 SPOH, Garmin 530 & 430 GPS, & not assume responsibility for any actions arising
S M O HAnnual
& R IScheduled
G H T- 1 2 1Dec 4.5 wdbezdek@sbcglobal.net N5124N • 11,700 TT, Garmin fromRadar
any information
803-360-9185
018. Tan (John)Seats/Sheepskin
Leather • wboney@barnwellsc.com Covering • $73,500 • Out, Navomatic 400B Autopilot, Color and published in Cessna Flyer. We invite comments
MOH • King Radios • Dual Inverters, Alcor EGT, 1972
430W,CESSNA 340 • N269WT
Cont. O-470USTC 252 HP,•
obert Casey • 847-420-7589 Stormscope, Wing Locker Fuel Tank (225and GALwelcome any report of inferior products obtained through our
Useable),
lectric Attitude Gyro, •Full rfcasey64@gmail.com
1978De-Ice,
CESSNAElectric
182RG • N7359TProps, 1976
GreatCESSNA
TTAF: 3830,well
A/C. 310421C HP GOLDEN
taken Engines
care of.
NDH, ALWAYS HANGARED • Annual Due July 2020
advertising, •
so corrective action may be taken.
New Battery • $69,500 • Call •1971 Michael
TTAF:
All
7846.2,
our
• ENGINE:
956-607-4819
CESSNA CARDINAL 177RG
aircraft
9116.4 • listings
Paint 8.5/10 Intare 9/10. 88 also gal fuel.included
EAGLE
withHas •
Gami N421HFhrs on
170Injectors:• SN engine•
421-0116
on bothLeft-781
Eastern MISSISSIPPI • PRICE REDUCED: $299,000 •
asspilot@gmail.com and prop. Flies often so 8397TT,
SMOH,
times Left
will Eng 862 SMOH,
Right-600
change SRAM-•
some
•S N8039G
N E W, •1TTAF:
8 8 5 . 63800,SIO-360-
MOH
Right: 629 SMOH, Prop- Left• 601-917-5194 (Cell) or 601-632-4266 (Ofc) • llkknight@att.net
Hartzell
CONVENIENTLY Q-Tips Props:Located 115 Hrs., A/C, MX 20,
at KTMB- GNS 430
Miami, WAAS,
FL
(Lycoming
AQ1B6 Factory
Lycoming Overhaul),
L 7515-51A 200 134
GNS
PRICE SPOH, Right
430REDUCED:
with 134ONLY
Separate SPOH, CDI, Garmin,
GTX 345
$99,999 King
• with& Collins
Panair ADS-B
Flying Equipped,
In Club
& Out,•
MA-24 Audio Panel 4with 3 Light
• Cessna Marker
Flyer
HP Engine: Beacon,
/ May
350 SMOH, 2021 GNS-430
New Dash Vestal
GMA 340,
305-724-7810 White
KN•64 Ext., Taupe
DME,Ward
David Leather
Artex• dpw1980@live.com
345 ELT, BendixInterior, 8 Seats,
Autopilot FD,
Nav/Com/GPS, KING KX155
anel, MX170B, KLN-90B, Navomatic Nav/Com,
Autopilot, KING KT76C
All Interior Annual
S-TEC Yaw DueDamper,
1/21, New Exhaust System
A.A. Intercoolers, Vortex• Generators,
$425,000 •
ransponder,
ew-2017, NewARC 300A Autopilot,
Brakes-2017, New Spark Sigtronics
Plugs & Tires, SPA-400
10 GPH,4
SWITCH OUT
YOUR VIEW
GI 275 UPGRADES FOR
YOUR ENTIRE PANEL
Explore the full range of
instrument options, including
attitude indicator, standby AI,
HSI, EIS, MFD and CDI,
at Garmin.com/GI275
*Configurations and capabilities are subject
to compatible equipment and aircraft type.
May©2021 / Cessna
2021 Garmin Ltd. orFlyer •5
its subsidiaries.
May 2021 • Volume 18 • Issue 5
All controllers Prop & Cowling
throughout 8 THE VIEW from HERE •
the world are Jennifer Dellenbusch
required to speak 8 LETTERS to the EDITOR
English except for
the controllers 10 CESSNA FLYER EVENTS
working at 14 THE HIGH and the WRITEY •
Kevin Garrison
Indianapolis
Center. Nobody 16 QUESTIONS & ANSWERS • Steve Ells
understands what
22 REGULATORY CIVICS •
they are saying. Joseph Corrao
Cockpit & Fuselage
28 AIR TRAFFIC CONTROL: A PRIMER FOR PILOTS, PART 1 •
Robert Marks
32 FOREFLIGHT SENTRY PORTABLE ADS-B RECEIVER • Mike Davis
38 WHAT YOU NEED TO KNOW BEFORE YOU BUY A RETRACT 182 •
Troy Whistman
52 DESTINATION: CINCINNATI • Kevin Garrison
Tail & Rudder
60 NEWS
72 ADVERTISER INDEX
74 BACK WHEN: VINTAGE CESSNA
ADVERTISING AND MARKETING
COVER: TR182 Turbo Skylane RG II.
Photo by Jim Lawrence.
6 • Cessna Flyer / May 2021
CARGO DOOR HANDLE FOR THE C206
Alternative Method of Compliance to Canadian TCCA
Airworthiness Directive CF 20202-10
COMING SOON
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South St. Paul, MN (KSGS)
May 2021 / Cessna Flyer • 7
The View from Here Letters to the Editor
By JENNIFER DELLENBUSCH Send your letters to
editor@cessnaflyer.org
Social Distancing and
the Simple Pleasures of
GA Flying, April 2021
What’s Inside
The article looked good. Your crew
(you) do such a nice job with the graph-
ics. Well done and thanks.
Jeffrey Chipetine
I’ve got so much more to think about
Deadlines and commitments Thanks, Jeff. Pierre Kotze is our
What to leave in, what to leave out designer, and he does a great job.
- Bob Seger Blue skies,
Jennifer Dellenbusch
AS WE COMPILE the material for each monthly magazine, we are conscious of
choosing content that is relevant for the Cessna ownership experience. Fortunately, Hi Jen,
we have access to incredibly talented professional writers. We also receive great Hope all is well with you and Kent. I
contributions from members. Your experiences owning, flying, and maintaining also hope you have a few extra issues of
your Cessna are worth sharing. April’s Cessna Flyer magazine available
I believe that a good mix of stories makes for an enjoyable read. According so that we can share one with a friend.
to Wikipedia, “At its root, the word 'magazine' refers to a collection, or a storage Ed Abrams owns/flies his Cessna 206,
device or facility.” We assemble a collection of worthy items and stuff them into our is a long-term Cessna Pilots Society
magazine each month. This month, for example, we have three member-contribu- member, and does a huge amount of
tors; Mike Davis, Robert Marks, and Troy Whistman discussing three very differ- charitable work with his airplane, most
ent topics. Troy uses his experience as a TR182 owner to help others understand notably Young Eagles and Pilots N
the retractable-gear 182s. Mike provides a review of the Foreflight Sentry. Retired Paws animal rescue flights.
air traffic controller Robert Marks enlightens us about ATC procedures and has All of us CPS members know the
some fun along the way. Speaking of fun, where would we be with Kevin Garrison’s lovable Jeff Chipetine, who wrote the
monthly missive? This month, quite coincidentally, he also tackles the subject of great article you published in April.
ATC, but with a very Kevin-like twist. Ed Abrams was one of the pilots fea-
Have you ever wanted to comment on an Airworthiness Directive, but didn’t tured in that article, as was N206EA
know where to start? Now you do—turn to Page 22 and allow Joseph Corrao to walk (formerly N167TH); both are in the
you through the process. Have you wondered how much hail damage is too much? magazine pictures.
Check out the answer in Q&A on Page 16. Jim Epting
These articles and more await.
I’ve heard from some of you that we don’t have enough about your specific Hi Jim!
Cessna model variant in each issue. With limited space, what to leave in and what We are well. I hope you and Tami are
to leave out will always pose a bit of a conundrum. We do have other ways that we too!
support your particular Cessna—with parts locating, technical support, and online I will happily send a copy to Ed—and
forums, to name a few. We are exploring additional ways to meet the most specific anyone else who wants one (until we run
of the Cessna-specific requests, so stay tuned. out).
Blue skies, Blue skies,
Jennifer Dellenbusch
PILOTS HAVE OPINIONS.
LET'S HEAR YOURS.
Send your letters to
editor@cessnaflyer.org
8 • Cessna Flyer / May 2021
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Events Due to COVID-19, some events might be canceled. Contact event organizers prior to date for current status. CFA Event Featured Events JULY 24–25, 2021 — WAUPACA JULY 26–AUG. 1, 2021 — OSHKOSH, WI. WITTMAN FIELD (KOSH). MUNICIPAL (KPCZ). THE 17TH EAA AIRVENTURE OSHKOSH. ANNUAL GATHERING AT WAUPACA. Experience the largest annual gathering of aviation enthusiasts. From unique, CFA’s annual pre-OSH event historic aircraft to world-class daily air shows, you don’t want to miss the World’s with fun, food, and friendship. Greatest Aviation Celebration. For more information, visit eaa.org/en/airventure. Early Bird rate of $125/ person ends May 1. Saturday SEPT. 18, 2021 — OCONTO, WI. OCONTO BAKE MUNICIPAL AIRPORT (KOCQ). receptions, seminars and OCONTO ELKS FLY-IN 2021 banquet on Sunday, motor coach Come celebrate 75 years for the Oconto J. Douglas Bake Municipal Airport from 9 to AirVenture (July 26–Aug. 1). a.m. to 4 p.m. Flyovers will take place all day and planes of all types will be on static To register for the Gathering, display. Activities include classes for pilots, vendors, the Car and Tractor Show, and a visit thegatheringatwaupaca. military encampment display. The Northern Aces RC group will have their planes on simpletix.com. Book your room display and flying throughout the day. Automobiles and tractors will be on display all at Comfort Suites at Par 4 Resort day. Dash plaques given to the first 200 vehicles. by phoning 715-942-0500. Group Enjoy music, great food, and shopping at all the craft vendors. There will be name: Aviation Group. ($129/ something for everyone in the family. Kids 12 and under are admitted free. $5 fee night when booked by June 1, to exhibit vehicles. Free parking. Shuttles provided by Whispering Pines Tree Farm 2021). Visit CessnaFlyer.org for and Kobussen Busing. Visit ocontocounty.org or call (920) 373-6948 for more more information. information. continued on Page 12 10 • Cessna Flyer / May 2021
May 2021 / Cessna Flyer • 11
Events
Continued from Page 10
Upcoming FAA WINGS-eligible
Webinars with Kevin Garrison
MAY:
Fuel Management “Source, Force,
Course”
JUNE:
Weather Decisions “I've Looked at
Clouds From Both Sides Now”
JULY:
Know Your Limitations “Airplane and
Personal—There are Limits”
AUGUST:
Landings Equal Takeoffs
SEPTEMBER:
How to Prepare for a Checkride or Flight
Review “Nobody Wants to Bust”
Dates and times to be announced.
Check this space and online.
Past webinars can be viewed
on our YouTube channel:
youtube.com/channel/
UCq5m8Oo2YzSfu8qBovBYvbA
or on our videos page:
cessnaflyer.org/knowledge-base/
latest-member-videos.html
12 • Cessna Flyer / May 2021follow us
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By KEVIN GARRISON
Getting to Know ATC
Former airline captain and perpetual jokester Kevin Garrison takes on Air Traffic Control.
A
ir Traffic Control (or ATC, for short) has been around Here is a detailed, numbered list of what the FAR/AIM has
since those heady days of the late 1920s and early 1930s; to say about what Air Traffic Control does:
back when a cigar was a cigar, Little Orphan Annie’s par- 1. Keep dumb pilots from running into each other all the
ents were still alive, and Avgas went for three cents a hogshead. daggum time.
It all began, as all good stories do, one dark and stormy night Yup. That’s it. The avoidance of multiple aircraft smacking
when there were exactly two aircraft in the sky over The Home into each other in the skies and on the ground of our nation is
of the Brave. Both aircraft were approaching the same airport the entire “raison d’être” (from the French, meaning “raisins
in upstate New York at the same time, and neither knew the are extra”) of our ATC system.
other one was there! Of course, there are many, some would say, thousands of
Nothing happened, of course, and this non-happening event, ways ATC can prevent us from smacking into each other like
like many others in our nation’s history, led to a government the Three Stooges at a hammer-throwing contest. These traffic
study, the spending of gillions of tax dollars, and the formation controlling techniques have been honed to a razor’s edge. You
of a vast, overbearing government agency. ATC was born! may recognize a few of these:
Many vital questions came up during the hearings that “Twenty in trail”
were subsequently dubbed the “RVSM” which we all now know ATC tells everybody arriving at a big airport that they
stood for “Regional Vertical Stupidity Mitigation.” The entire suddenly need “twenty in trail” to keep us from careening into
thing was portrayed in a movie titled “I Need Twenty in Trail!” each other. Twenty of what? I have no idea, and they have never
starring a young Jimmy Stewart with June Allyson playing his volunteered the information. Just expect a lot of vectoring or
understanding and adorable wife, Trixie. some holding when you hear this.
The Congress of the United States, after many meetings, Metering
government-paid luncheons, and fact-finding missions to the This technique is how ATC controllers find time to go to the
airport bars in Singapore, Miami, and Tallahassee, came up bathroom or eat lunch. They can’t stay at their screens all day
with and passed the “Aviation and Tobacco Industry Omnibus without a break, so they came up with telling pilots that “meter-
Trade and Sky Safety Bill.” ing is in effect,” and they must wait at least 20 minutes before
This wonderful piece of legislation led to the formation of bothering ATC again with their insipid demands to go flying.
the airlines, ATC, National League Baseball, and the FAA. It The computer is down
also established the very first no-smoking light on commercial This technique is used at least twice a year to allow control-
aircraft. lers and pilots alike the opportunity to repaint the guest bed-
Because we won World War II, our nation’s air traffic control room or maybe go fishing. Nobody knows where this computer
system is marveled at and copied by every other nation. All is or why it is so important, but if they say it is out, you cannot
controllers throughout the world are required to speak English go flying without a hand-written note from the President on
except for the controllers working at Indianapolis Center. No- official White House stationery.
body understands what they are saying.
Air Traffic Control is a part of the FAA, which we all know ATC familiarization rides
has been an essential part of the United Federation of Planets Back in the days when I aviated as an airline person, we
ever since first contact was made with the Vulcans back in 1945. used to have air traffic controllers riding with us on our cockpit
jump seats. This was a way for them to become familiar with
The purpose of ATC our inflight procedures, our problems, our concerns, and the
So, what does ATC do? latest tax-deferred investments we were involved with.
Honest to goodness, I wonder that all the time! These rides enhanced controller-pilot communications and
I was so curious that I looked for the answer to that great safety, and it was an excellent way for a controller to glom a free
question using a large paper thing we all used to lovingly refer ride to Hawaii or West Palm Beach. I never once had a control-
to as a book. This book is the FAR/AIM. It is a heavy tome ler ride along on a flight to Newark or Toledo.
printed for you free of charge by the government and is thrown This practice, although safety-enhancing, was abolished a
once a year into the wet grass right next to your dry mailbox by few years ago for two reasons.
furloughed airline pilots on bikes. 1. The pilot’s union complained that we never got to sit with
14 • Cessna Flyer / May 2021All controllers throughout the world are required to speak English except
for the controllers working at Indianapolis Center. Nobody understands
what they are saying.
controllers at their job for hours at a time complaining about The function of this ATC unit is to make sure all the air-
our spouses and our jobs. And: planes line up for approach to the airport correctly. This unit
2. A fear that if we got to know each other “too well,” it might also is responsible for losing baggage, catering, gate holds, and
lead to our becoming best friends and uniting against those yelling at us General Aviation pilots when we accidentally wan-
awful Federation of Planets managers, which could violate the der into their precious Class B airspace.
Prime Directive. The tower is that tall building at your airport that you may
have wondered about. There are people up there who bark com-
Components of ATC mands like “Sit!” “Stay!” “Do a three-sixty!” and “Go around!”
There are three basic units of Air Traffic Control that you They usually seem pretty wound up, so I try not to call or bother
will be responsible for remembering if you intend to pass this them unless it is absolutely, legally necessary.
class. (I’m talking to you, Chad). There you have it. You now know more about the ATC
They are the ATC Center, The ATC TRAPCON/RAPCON/ system, and the intrepid ATC controllers than Jimmy Stewart
MAPCON, and the Control Tower. or June Allyson ever knew. Now, when you meet a controller at
ATC Centers are large buildings spread like wadded-up off- a party, you can engage them in conversation. They are really
brand tissues over our various states' and colonies’ width and nice people.
breadth. They control, or at least make a reasonable attempt at
controlling, en route aircraft that are only trying to get home for KEVIN GARRISON’S aviation career began at age 15 as a
Christmas, for goodness sakes. lineboy in Lakeland, Florida. He came up through General
The ATC TRAPCON/RAPCON/MAPCONs are housed Aviation, retired as a 767 captain in 2006, and retired from
in buildings near “major” airports. Major is defined as large instructing airline pilots in 2017. Garrison’s professional
enough to contain at least three Sbarros, two Starbucks, and writing career has spanned three decades. Send questions or
five of those coin-operated massage chairs. comments to editor@cessnaflyer.org.
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May 2021 / Cessna Flyer • 15Questions & Answers
By STEVE ELLS
Hail Damage, Photo Window, Seat Belt
Replacement, Pumping up a Strut
Q Can you help me with determining what needs to be
done, if anything, about hail dents to a Cessna 182T Turbo
Skylane? The hail damage is present on both wings, both
ailerons, both flaps, horizontal stabilizer, both elevators, fuse-
be photographing through a window. He said he has photo-
graphed out the baggage door of a Cessna 182. I have never
heard of this.
I do, now and then, remove my back bench seat. I have
lage top skins, and cabin top skins. an updated weight and balance for this. This would open up
Steve plenty of space for a photographer to photograph out the
baggage door.
A
Here’s the reply I got from Cessna: But I have never heard of flying without the Skylane bag-
Regarding hail damage, typically damage that is more than
1/8-inch deep we recommend it be replaced. We advise to in-
spect each hail strike area for cracks in the skin and inspect structure
under the skin for damage. If no skin cracks or substructural damage
is found and it’s not more than 1/8-inch deep, it may be left as is or
I’ve checked, and there is no
filled, sanded, and painted. Control surfaces with damage aft of the
hinge line meeting the above acceptable inspection criteria should be approval that I am aware of to fly
left as is or replaced. DO NOT FILL.
Any damage to the underlying structure or any composite
structure we will need a damage report with all details.
with the baggage door removed.
The 1/8-inch go/no-go criteria was derived from a test program
that Cessna performed years back. What we learned was that 1/8
inch is the maximum dent depth that can occur before any disbonds gage door. Have you? Can I simply have my A&P remove it (log-
begin to occur. In other words, with minor dent damage (less than ging the removal, of course)? And can I expect the plane to fly
1/8 inch deep), the technician could consider paintless dent removal effectively the same? Or is there some STC that allows removal
or eddy current [testing] and upon successful NDI [nondestructive and reattachment? Or can I, as the owner, take it off and put it
inspection], restore to contour with aerodynamic filler except for back on like I can the bench seat?
control surfaces aft of the hinge line. Thank you for any guidance on this.
In locations where the dents are many, we usually recommend Bill
part replacement due to aesthetics and multisite damage. [We also
A
recommend replacement] where the mechanical properties of the I used to own a 1966 Cessna 182; a fine airplane. And thank
skin are no longer known due to the hail dings. you for donating your time and the use of your airplane to
The link to the Textron Aviation webpage for submitting photos a worthy cause.
and other information to Cessna engineering for damage evaluation I’ve checked, and there is no approval that I am aware of
is at ww2.txtav.com/service/tasdaq. to fly with the baggage door removed. I called Cessna and the
Happy flying, United States Parachute Association (USPA).
Steve However, I did find an approval to modify the co-pilot’s door
Q
for skydivers. That mod would require structural changes and
I am a longtime Cessna Flyer subscriber. I own N314PY, would cost a lot of money. In it, the door is hinged along the top.
a 1972 Cessna 182P Skylane. It is nicely maintained and When opened, the door pivots at the top and rests against the
configured. bottom of the wing. It’s a big expense that is probably not prac-
I do some volunteer flying for SouthWings. (SouthWings is tical for this use. (See "Cessna 182: World's Most Popular Jump
a conservation organization. —Ed.) Normally, the researchers Plane," Cessna Flyer, September 2020. —Ed.)
get the photos they need out a back window. The window Many years ago, I witnessed a friend remove the door of his
is new and unscratched back there, and there is no landing Skylane so a parachute jumper could do a few jumps. It was not
gear in the field of view. an approved mod, but the pilot told me there were no control
However, one researcher felt, for his needs, he could not problems with the door removed. (The USPA does have a STC,
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SA40CE, for removal of a cabin door, but it is only approved for the
Cessna 182E. —Ed.)
My gut feeling is that if you’re flying with the right main
cabin door removed, it doesn’t affect the flying qualities of the
airplane.
I doubt that flying with the baggage door removed will cause
any problems more difficult than dealing with flying dust and
debris. But as I said, my search (cursory, I’m afraid) did not
reveal any legal way to do it.
If your airplane has a door window on the right (co-pilot’s)
side that opens, remove the screw that limits the window open-
ing and let the window open. Hold on to the handle and ease it
up against the wing. It will stay there. With it up and out of the
way, your photo pal will not have a window to contend with.
Lastly, if you have a window that opens on the pilot’s door
(more common), the screw that holds the limiting arm can be
removed, which would clear the way for photography. The pilot
would have to fly from the right seat, but that’s the easiest way
to give the photographer the windowless option.
Happy flying,
Steve
Q I have a 1977 Cessna 182Q Skylane and would like to
replace my seat belts, front and back, with new. Do you
have experience doing this and where should I obtain
the belts?
Don
Many owners don’t realize that
seatbelts don’t last forever.
A
Good move. Many owners don’t realize that seat belts
don’t last forever. As I understand the rules, if the data tag
on any one of the belts is defaced or worn off, the belt is no
longer considered airworthy.
Aircraft Spruce and Specialty offers basic replacement sets
in black, brown, tan, navy blue, royal blue, gray, red, and green.
BAS Inc. also offers sets of standard metal-to-metal seat
belts, but you might want to consider the BAS upgrade from
the Y-style three-belt system to the BAS four-belt (over both
shoulders) system. It’s like a military system and has an inertia
reel that permits needed movement when strapped in.
Other belt suppliers include Alpha Aviation and Wag-
Aero, among others. There’s also a lot of information in
Dennis Wolter’s article, "Renovating an Interior Part
Twenty: Passenger Restraints" which ran in the February
2021 issue of Cessna Flyer.
Happy flying,
Steve
continued on Page 20
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May 2021 / Cessna Flyer • 19Questions & Answers
Continued from Page 18
Q Can I just pump up a low strut on my Cessna
150 by hooking up a small compressor, like
one I use on my car tires?
Joe
A
You can, but it is not a great idea. Nitrogen
is recommended. The oxygen and moisture
in the compressed air will promote corro-
sion and breakdown of the fluid.
Kristin Winter (A&P/IA)
As Kristin said, yes, compressed air can be
used, but it’s not ideal. Installing an air “dryer” in
the line between the compressor and the air chuck
is a smart move. I doubt your small compressor
can provide enough pressure to extend the strut
from a flat position.
You will probably need to have a friend
push down on the tail (lay across the fuselage
near the front of the vertical fin; do not push
down on the horizontal stabilizer) to extend
the strut before adding the air charge. After
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May 2021 / Cessna Flyer • 21Regulatory Civics
By JOSEPH CORRAO
Comment Basics
How to most effectively influence the agency that regulates you.
I
n our last installment of Regulatory Civics, we discussed Back to basics
using publications of record—the Federal Register, Canada Ga- At one time the basics of journalism were taught in U.S.
zette, and official publications by the European Union Aviation elementary schools, if you can believe it. Perhaps you, too, can
Safety Agency (EASA)—to maintain awareness of what civil remember a teacher or two reminding you at a tender age to
aviation regulatory agencies in the United States, in Canada, address who, what, where, when, how, and (if you know) why in
and on the European continent are planning and doing. a writing class. It seems this heretofore timeless advice has
In this installment, we begin a discussion of how to influence been supplanted recently by instruction to writers to “say
the plans and doings of the agencies that regulate you. what you feel.”
In each of the three systems mentioned, proposed regu- The former advice is the right advice for writing comments
lations are published in the respective publication of record, on regulatory proposals and documents. Regulatory agencies
together with a public invitation to comment, and the address to cannot justify decisions by reference to how you feel. They need
which comments may be directed. the basic facts.
As the regulatory process unfolds, publications will include
estimates of costs and benefits based on more or less rigorous Who
analyses and more or less reasonable assumptions, a recitation Who is you. Identify yourself early in the first paragraph of
and comparison of the options considered, and a more or less your comment, including a description that indicates you have
reasonable justification for selection of the proposed option. Use experience or expertise that bears on the topic and a stake in
of the phrase “more or less” in this paragraph is not stylistic; it the outcome. Here are some examples to get you started—don’t
is literal. copy them; write your own introduction along these lines:
Some analyses are rigorous; others are flawed or haphazard,
typically underestimating costs and overstating benefits. Some A small business:
justifications are well-reasoned and seem obvious; others strain ACME Aviation is an airplane propeller repair facility recog-
credulity or are simply ridiculous. The ratios of rigorous analy- nized as a small business by the U.S. Small Business Adminis-
ses to haphazard ones and credible justifications to others vary tration. We employ three full-time and four part-time staff and
from jurisdiction to jurisdiction; we will return to this topic in a contribute $2.5 million annually to East Halfacre, Nevada; our
future column in this series. hometown. Our customers are the owners and operators of air-
In some cases, the regulatory process may start with publi- planes ranging from individual owner-pilots to nationally known
cation of questions or a general request for information designed aviation museums and collectors.
to clarify a problem for subsequent regulatory consideration.
For a helpful overview of the regulatory process in the Unit- An individual:
ed States, turn to the "U.S. Guide to the Rulemaking Process." I am the pilot [or owner or owner-pilot] of a single-engine
In Canada, you'll need to look for the "Guide to Federal Reg- SurlyBonds 250 airplane that I use for personal transportation
ulatory Development Process." For the EU, that information and to support my work as a [whatever].
can be found in two places; an unofficial guide named, "What Through my aviation activities, I personally contribute over
are the Steps of the EASA Rulemaking?," and an official guide; $10,000 annually to support aviation businesses in and around
"Rulemaking Explained." Links for all of these can be found in my hometown of East Halfacre, Nevada. I am instrument rated
Resources at the end of this article. and have 1,000 hours of flight time in my logbook, about half of it
Instruction for submitting comments is provided in each on instruments.
publication that invites them; read the instruction carefully
and follow it. Comments not in response to a specific invitation What
should be submitted the same way; reviewing earlier publica- What is a summary of the proposal, issue, or aspect of the
tions concerning the same issue usually yields the necessary document that will affect you. Here are examples using the small
information. business and individual profiles above:
Every publication in the regulatory process is subject to
comment regardless of whether comments are invited. The A small business:
influence comments have, particularly at the later stages of At Page 3, Paragraph 2 of the [name of the document you are
rulemaking, varies considerably depending on how well-con- commenting on] that was published on [date], you propose to
structed the comment is, and how well-aimed. require shops like mine to discard old versions of repair manuals
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S • 23and to keep on the premises the latest version repair manual for quired by the regulations to obtain the necessary data before
each item we are qualified to work on. we start any work.
An individual: An individual:
At Page 3, Paragraph 2 of the [name of the document you The cost to equip with a radar altimeter far outweighs any
are commenting on] that was published on [date], you propose possible safety benefit. A radar altimeter for my SurlyBonds 250
to require owner-pilots like me to equip our aircraft with radar costs over $6,000 and installation would add another $2,500 to
altimeters for use when landing at primitive landing sites. $5,000, for a total near or exceeding $10,000. There is no reason-
able safety justification for making me incur this expense.
Where, when, and how First, I will never land my SurlyBonds 250 at a primitive
Where, when, and how are your statements of the proposal’s landing site in normal operations. The SurlyBonds’ tricycle gear
effects on you. Location, timing, and manner are all relevant, is not suited to operation on rough surfaces, and my insurance
but one or more of these aspects of the impact may be more limits my operations to paved runways.
relevant than the others; start with the most relevant and fill in Second, if I were forced by an emergency to land at a
the others as you go. primitive site, a radar altimeter would do me no good; the radar
Avoid angry words and emotionalism; stick to facts you can altimeter would tell me how high I am wherever I am, not what
point to or prove and include as many relevant facts as you can. sort of terrain I’m over or heading to.
Relevant facts are those having a real connection to the issue, In fact, referencing the radar altimeter would take valuable
which sounds simple but has proven difficult to gauge for many time away from my scan outside the airplane; in an emergen-
commenters. cy—which is the only time I would even consider landing at a
I once worked with a passionate person who insisted the fact primitive site—the radar altimeter could compromise my safety
that he was a military veteran was important in persuading the by distracting me rather than make me safer.
FAA to permit him to do something. If the FAA had the power to Finally, a careful review of NTSB accident reports indicates
take that into account, I’m sure it would have with enthusiasm; that there is no trend of accidents involving SurlyBonds 250
unfortunately, the person’s status as a veteran had nothing to do airplanes, or any airplanes like them, in which the presence and
with the merits of his proposal. use of a radar altimeter might have made any difference in the
Here are some examples of how you should approach it: outcome.
This proposal is all cost and no benefit as applied to owners
A small business: and pilots of my airplane and others like it.
This proposal will harm my shop and shops like mine in two
ways. First, when manufacturers change designs or improve Why
equipment, they often remove information about older units Why can be either a powerful way to wrap up a comment or
from their new manuals. an equally powerful way to undermine it. Explaining why this is-
If shops like mine cannot keep our older manuals, we sue is important to you and why the proposal should be adopted,
won’t have ready access to the information we need to main- changed, or abandoned amounts to a summary of the argument
tain those older units, many of which may keep operating for you just made and, carefully done, can help plant your points in
many years. That will severely limit our business and have the reader’s memory.
very negative effects for all our customers who have that Trying to explain why the author of the proposal is propos-
older equipment. ing it—what their hidden and presumably malicious motive
For example, ACME Propellers (no relation to our shop, is—can undermine your credibility by making you sound like a
ACME Aviation) stopped manufacturing the GreaseMaster crank. Some examples of good why arguments:
Model 100 prop governor 25 years ago and hasn’t included
drawings, specifications, or part numbers for that model in its A small business:
manuals for more than two decades, but company data indicate It is very important to me, my employees, my customers,
that over 400 of those units, and possibly as many as 600, are my business, and my community that you withdraw and rethink
still flying. these two proposals. Each proposal will impose significant
Your proposal says the new rule is needed to enhance safety, burdens on my shop’s ability to maintain the proper operation of
but we are unable to see how safety is enhanced by forcing equipment our customers rely on for their safety.
us to jettison maintenance information that is needed to keep Discarding our legacy repair manuals would make it difficult
equipment like the GreaseMaster Model 100, and many others, or impossible to work on older versions of items we are oth-
operating correctly. erwise qualified to maintain and repair; and acquiring new
Second, the requirement to have on the premises the latest manuals for all the items we are qualified to work on will cost us
repair manuals for each item we are qualified to work on creates hundreds of thousands of dollars, much of which would not be
a great burden because we see some of those items very infre- recouped for decades, if ever.
quently; some of them we have seen only once in a decade. Neither action will enhance safety because we are required
The cost to acquire and store all those manuals is very by other regulations to have the necessary data anyway before
great, cumulatively in the hundreds of thousands of dollars. For we do the work. Either action will severely burden my shop’s
example, GreaseMaster’s price for a new manual for the Model ability to pay our employees, and that will have negative conse-
2000XLi SmartProp governor is $90,000. quences for my hometown and our whole region.
There is no safety benefit associated with this proposed The costs are great, and the benefits are nonexistent or very
requirement because we, and shops like ours, are already re- close to it. These proposals should be withdrawn.
24 • Cessna Flyer / May 2021You can also read
