April 2021 • cessnaflyer.org CESSNA 172 AND A LOCKHEED C

OIL LEAKS - LISTENING TO THOSE VOICES p.48

April 2021 • cessnaflyer.org

Destination: Social Distancing and the Simple Pleasures of GA Flying p.52

Avionics Upgrade Tips for Cessna

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CESSNA 172 AND A LOCKHEED C-130

PHOTOSHOOTp.38

2 • Cessna Flyer / April 2021

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

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

The Official Magazine of The Cessna Flyer Association

Vol. 18 • Issue 4 • April 2021

PRESIDENTJennifer [email protected]

VICE PRESIDENT/DIRECTOR OF SALES Kent [email protected]

CREATIVE DIRECTORPierre Kotze ASSOCIATE EDITORScott Kinney

EDITORIAL AND PRODUCTION ASSISTANTDiana Hart

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

CONTRIBUTING PHOTOGRAPHERSPaul BowenJames LawrenceKeith Wilson

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

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8 THE VIEW from HERE • Jennifer Dellenbusch

8 LETTERS to the EDITOR

12 CESSNA FLYER EVENTS

14 THE HIGH and the WRITEY • Kevin Garrison

16 QUESTIONS & ANSWERS • Steve Ells

Prop & Cowling

Cockpit & Fuselage

GMT is a term coined by the people in Greenwich, and it means “Get My Tea.”

60 NEWS

72 ADVERTISER INDEX

74 BACK WHEN: VINTAGE CESSNA ADVERTISING AND MARKETING

Tail & Rudder

April 2021 • Volume 18 • Issue 4

COVER: Cambridge Aero Club's Cessna 172 Skyhawk. Photo: Keith Wilson.

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


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By JENNIFER DELLENBUSCHThe View from Here Letters to the Editor

Remote Work

Send your letters to [email protected]

New Tech Support Ticket Up and RunningCessna Flyer Association - Tech Support TicketCessna Model: 1968 310PRequest: Looking for a list of service bulletins, letters etc. for the 310.

Kent’s answer:There are over 400 Service Bulletins

for your 310 based on your serial number. I’m sending you a list. Pick the ones you need and I can download them. It might take time based on how far back you go.

Kent

Kent,Thank you very much. This is what I

needed to help me understand the Cessna 310 status I am evaluating for purchase.

Respectfully,Ken Smith

Praise for Recent Webinar; Complete Guide to Supplemental Oxygen Use for General Aviation with Scott Ashton, President and CEO Aerox Aviation Oxygen Systems, LLCExcellent presentation, thank you for inviting me.

Excellent program!

[Scott Ashton] did a very good job.

Letters continued on Page 10

IT’S BEEN NEARLY A YEAR since the stay-at-home order went into effect in our state. The building in which our office was located was closed for cleaning. On March 19, 2020, we grabbed all the essentials from the office and set up our com-puters at home. We naively thought it would be a temporary move and that we’d be 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 work from home permanently, for now.

We have worked from home off and on in the 17 years we’ve been running the Association, so this arrangement is not new to us. The remote work situation that many businesses found themselves adapting to in 2020 is something we’ve been doing all along. All our writers, editors, and designers have always worked remotely. 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,


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 WebinarsI 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,BrianT206 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.

Continued from Page 8

PILOTS HAVE OPINIONS.LET'S HEAR YOURS.Send your letters [email protected]

April 2021 / Cessna Flyer • 11© 2021 Avco Corporation

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By KEVIN GARRISON

Spring has sprungThe grass has riz,I wonder where my hangar is With apologies to Ogden Nash

Spring has arrived, and aviators throughout the land of the free are peeking out from under their aircraft's en-gine warming blankets and blinking at the sun, thinking:

“Hey, I made it!”It is time to unplug the plug on your oil tank heater and tape

the end of the cord to your engine mount. You won't use the heater again until next autumn.

This is the season to stop worrying about de-icing your pitot tube and to start worrying about removing wasps from your pitot tube. Even if it hasn't gotten to your neck of the woods yet, warm weather is on the way, and it cannot come too soon for me.

Months and months have been spent facemask-clad and chilled to the bone, wondering if we could ever fly again in our neon-colored tennis shorts and T-shirts. Long underwear is now optional for flight, and is most likely not needed. The only warm drinks we will encounter from now on will not be coffee; they will be hot sodas we forgot to put in our hangar refriger-ators.

I realize that the subject of recovering and thawing out from a tough winter is lost on our readers who live in the warmer climes of places like Florida. They are no doubt already at the Tiki bar talking about their yachts or are swimming with dolphins and manatees while sipping citrus-based drinks. Please do not despair, cold-climate fliers. We can safely assume that they will get their comeuppance during the next heat wave when they get an uncomfortable heat rash for making fun of us.

OK, everybody calm down! I know you are getting ready to fling this magazine aside

and run out to try to fly your aircraft in the newly warm and sultry weather with more haste and less self-control than

teenage, love-starved squirrels at a square dance, but I need to brief you first.

Flying in the spring season of the year is not all Gatorade sipping, hacky sack kicking, and wearing loose clothing with the witty saying “remove before flight” printed on the front.

Your return to warm-weather flying can be treacherous and can lead to injury and unrecoverable coolness-loss if you don't do it right. For goodness' sake, please put down your flight bag and finish reading this column. Your aviation street cred may depend on this.

A time to “spring” into flight?Twice a year, the people in charge of the measurement of

time in these United States take it upon themselves to make us reset our clocks or at least instruct our robotically orient-ed hockey-puck-shaped assistants to do so. We “fall back” or “spring ahead” our time reporting and indicating devices based on whether it is fall or spring.

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 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 areas where those little finger tea sandwiches are desired but aren't quite ready.

Many American pilots confuse UTC with other things and because of this, they are not able to adjust their clocks. I am here to clear things up. Here are a few hints:

• UTC is not an infection of any kind, and you do not need to leave vials of medically required bodily fluids anywhere or ingest antibiotics to use this system of time reporting.

• UTC is the most recent name for GMT. GMT is a term coined by the people in Greenwich, and it means “Get My Tea.” GMT is also called, but not to be confused with:

• Zulu time. I have no idea why they call it “Zulu time,” un-less the people in charge of clocks really enjoyed the 1964 epic movie “Zulu,” starring a young and handsome Michael Caine, playing the role of Lt. Gonville Bromhead.

Why is all of this clock nonsense an issue for us this spring? 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 during non-daylight savings times and now we have to start all over again. Doing your clock adjusting wrong could lead to horrible consequences, like being so late to every single airport

The High & The Writey

Spring Ahead and Fly!Warm weather and blue skies beckon, but make sure you and your aircraft are ready.

GMT is a term coined by the people in Greenwich, and it means “Get My Tea.”

Continued on Page 70


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By STEVE ELLSQuestions & Answers

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. Since we are both based on the same airport, I dropped by your hangar and showed you the report.

You told me, “Don’t pull your hair out yet; the high iron on the Oct. 21 sample is 60 parts per million.”

You recommended that the next time I change the oil, I pull and check the suction screen and remove and cut open the oil filter. I did that, and didn’t find any crud or metal in

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

“used up” at around 30 hours, and told me to shorten my oil change interval.

I just got my latest sample back and, you’re right. Changing the oil at 30 hours instead of 50 hours made a huge difference in the iron levels.

Thanks for that hint.Dave

Oil Analysis, AV-30 Installation, Stall Warning Horn Testing

1 • Cessna Flyer / November 2020

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Questions & Answers

A Thanks for sending me a copy of your latest oil analysis. As I know you realize, all oil analysis companies provide a running record of the metals and contaminants is

each sample.Aviation oil analysis by ALS Tribology, the oil analysis

company you’re using, also provided you with a graphical depiction of all the wear metals. Across the board, the levels of every important metal—aluminum, iron, copper, nickel, chromium, and silicon—went down.

I want to commend you for not only flying often (140 hours this year) but for using all the tools available to mon-itor the health of your engine. I know you have a JPI EDM 930 engine monitor that you use to record engine data.

Oil analysis, a good engine monitor, data recording, always cutting open the oil filter and inspecting the media

at each change, compression checks, and inspecting the exhaust valves with a borescope at each annual provide a clear-cut story on how your engine is doing.

Ideally, you would always like oil and fuel usage, and CHT and EGT numbers, to be stable. Any change, such as the one you found in your oil analysis reading, is an early warning that your operating conditions need changing, as yours did. Or that there’s something else that needs attention.

That 360-series Lycoming is one of best engines Ly-coming ever built. Keep doing what you’re doing, and I’ll guarantee you’ll be flying it for many years to come.

Happy flying,Steve

continued on Page 20

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Questions & Answers

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.You stated in the beginning half of the article that you had

installed a pair in your airplane and were able to remove all of the legacy six-pack. However, toward the end of the article it’s stated that “if replacing the attitude indicator (AI), the legacy airspeed indicator (ASI) must remain.” Does that mean that if the AI only is being replaced, then the ASI must remain?

I’ve been trying to find out if two AV-30s are STC’d in the same manner as the Garmin GI-275s, which allows all legacy instruments to be replaced when using two GI-275s; one as an AI and the second as a HSI?

Derrick

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 conditions, my eyes went to the screen of the Sandia SA 340, and it provided all the information I needed; I didn’t have to scan the “sacred six.”

A dual AV-30 installation replaces the artificial horizon (AH, also referred to as the attitude indicator [AI] in the ar-ticle) and the Directional Gyro (DG). The airspeed indicator, the vertical speed indicator, turn and bank instrument, and the altimeter cannot be removed following the installation of two AV-30s.

The following is text from the installation manual: 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

QMy 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

Continued from Page 18


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Typical logbook entry for a 182 interior renovation that includes STC’d Rosen sunvisors.


Renovating an Interior, Part Twenty-Two

I can’t say that I’ve saved the best for last. The only part of this airplane renovation job that I don’t like is—you guessed it— paperwork.

That said, I think it’s important for an aircraft owner to understand what should be included in a logbook entry describing an interior renovation, as well as all the supporting documentation showing conformity to Federal Aviation Regulations (FARs). It is the aircraft owner who is ultimately responsible for the airworthiness of the airplane, its conformity to current FARs, and the accuracy of related paperwork.

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 interior, STC’d Rosen sunvisors, an Oplite reading light, and a Stratus USB port. This is a fairly typical project for us.

We will begin with an item-by-item ex-planation of the logbook entry and show examples and explanations of supporting documents for each entry. Then we will dive into how we keep track of all the weight and balance data needed to cal-culate and document an accurate revised weight and balance and equipment list

change that must be kept in the airplane as part of the flight manual.

So here goes!

A logbook entry exampleThe first line identifies the airplane by

model number, its registration num-ber, serial number, current time on the airframe, and the date that the work was completed. Then it’s on to identifying all the materials used in the interior includ-ing product name, who made it, where it is used in the airplane, and what FAR flameproofing specification it passes.

We use only materials that pass FAR 25.853a in our interiors. That standard confirms that these materials will not support continuous combustion and will basically self-extinguish within 15 seconds after a test ignition flame is removed. This is a big safety enhancement!

A vertical-flammability test result document, verifying that the material passes the appropriate FAR will be per-manently kept on file at Air Mod.

Since this 182 was thoroughly corro-sion-proofed with zinc chromate at the factory, a thorough clean-up of cabin skins and application of zinc chromate was not necessary.

The next item on the logbook entry describes how we cleaned and inspected the cabin area for any corrosion as well as cleaned and fogged below the floors with Corrosion X.

In this project, we insulated the entire cabin with SoundEx composite flame-re-tardant soundproofing that also passes FAR 25.853a. The SoundEx is an upgrade from the typical fiberglass insulation package included in our original interiors.

We describe how the seats are

PAPERWORKAircraft interiors expert DENNIS WOLTER discusses the final steps of your interior project:

paperwork and logbook entries.

… it’s important for an aircraft owner to understand what should be included in a logbook entry describing an interior renovation.

A newly removed pilot seat being weighed on a cer-tified digital scale, recording the weight as removed from the aircraft.

A tape measure temporarily taped to the side of the airplane, indexed to the aircraft’s datum point. This allows for the quick and accurate location of every renovated interior component as it is installed back in the cabin.


stripped to the bare frames, installed on test rails, and inspected. Any repairs or parts required to ensure that the seats are brought back to like-new airworthy condition would be called out at this part of the logbook entry.

The next entry describes all the upholstery foam, where it was installed, and what flame test FAR was used. Then we describe how the headrest foam was cosmetically changed without changing the design and integrity of the headrest structure.

We move on to the statement iden-tifying four Cessna seat stops that were installed because the originals were missing when the aircraft was delivered to us for work to begin.

Next is an entry describing the STC (Supplemental Type Certificate) approval for the installation of Rosen sunvisors, identified by part number and STC number. Also, reference is made to the FAA Form 337 (Major Re-pair and Alteration) that was filled out by a licensed A&P mechanic who holds an Inspection Authorization (IA) rating.

The next entry describes how we replaced the badly damaged original headliner with a more durable FAA/PMA approved headliner and related parts, manufactured by Vantage Plane Plastics. Again, all part num-bers are listed.

We also describe how we reinforced the new headliner with formed alu-minum bonded to the back surface of the headliner panel. Then we list the installation of upgraded and approved Birk aluminum air nozzles and Wemac reading lights, including a continu-ing airworthiness statement that is required when non-original components are installed.

Because the aluminum nozzles and reading lights mountings are identical to the originals, the continuing airwor-thiness references the Cessna mainte-nance manual for this installation.

Next, we state how the previously installed BAS four-point inertia reels were reinstalled, and that the original unused three-point shoulder harness brackets were removed.

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.

If there is anything that makes you feel you’ve finished the job, it’s the completion of paperwork.


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A copy of the actual STC form that came with the Rosen sunvisor kit.


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

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Due to the fact that these FAA-ap-proved Oplites and MaxDim dimmers are permanently installed and wired directly into the aircraft’s electrical system, items such as wiring, connec-tors, routing, insulators, etc., must be installed per all the FARs found in the aviation technician’s bible, AC43.13-2B.

Also, since these components were not part of the original equipment offered by the manufacturer, it is nec-essary to include a continuing airwor-thiness statement for this installation. Listing this data as part of the logbook write-up meets the requirements of a legitimate minor modification, not requiring the filing of an FAA major modification 337 form.

The remaining entries are pretty self-explanatory, including the instal-lation of Mountain View Aviation Door Steward kits that necessitated the nor-mal filing of a 337 form with reference to the STC number.

Weight and balanceRenovating an interior adds weight.

We use more insulation, higher quality foams, better upholstery materials, and denser carpet than most light plane manufacturers originally installed,

so a new weight and balance must be provided.

Any additional equipment installa-tions must also be included in the new weight and balance. If the preexisting weight and balance information is accurate, a new weight and balance and revised equipment list can be calculated mathematically.

This process involves weighing every individual component as removed from the aircraft. Then we weigh each renovated or new component as it is re-installed. Using a measuring tape on the side of the aircraft, indexed to the datum of the aircraft, allows us to accurately measure the precise location of every component we are reinstalling. The datum point is the location from which all components are measured.

With all this information, we can calculate the new empty weight of the aircraft and the all-important empty weight center of gravity. If the existing weight and balance records are inaccu-rate or questionable, we must have the aircraft weighed.

Reasons for proper paperworkI know this technical minutia can be

a bit boring (it is for me), but in the past

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28 • Cessna Flyer / April 202128 • Cessna Flyer / April 2021

50 years of being involved in this busi-ness, I’ve seen several situations where good maintenance records protected an aircraft owner from some real problems with lawyers and the FAA.

If there is anything that makes you feel you’ve finished the job, it’s the com-pletion of paperwork.

I’ve enjoyed sharing information with you in this interior renovation series. At

this point, we may take a short hiatus. Until the next topic, fly safe!

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

Industrial designer and aviation enthusiast DENNIS WOLTER is well-known for giving countless seminars and contributing his expertise about all phases of aircraft renovation in various publications. Wolter founded AirMod in 1973 to offer private aircraft owners the same professional, high-quality work then only offered to corporate jet operators. Send questions or comments to [email protected].

Final weight & balance and equipment list change document that becomes part of the aircraft’s records.


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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


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If you’re lucky enough to be the owner of one of, what I believe, are a stable of truly fantastic, recent-generation classic twin-en-gine aircraft—I’m speaking of the Cessna 300 and 400 series—you are truly one fortunate flyer.

Sure, they require a lot of upkeep. But what classic doesn’t?

Next time there’s a Cars and Coffee event in your area, drop by and ask a few owners of classic cars what they pay for spare parts and upkeep. Odds are you’ll be amazed at how their world of driving a car that’s in a constant state of mainte-nance parallels yours.

As you and your bank account can well attest, classic aircraft are always in need of some repair, replacement, or up-grade. While the need to swap out engine and airframe parts is usually due to wear and tear; when it comes to your avionics and instruments, upgrades are more a matter of want than need.

Yep, sooner or later, you’re going to need to replace those legacy instruments and radios with the new-generation glass panels, digital autopilots, and touch-screen navcoms that you really want.

Panel planning 101We’re going to assume that your twin

is somewhere around 40 years old. And that sometime along the line, at least one of the original King or Narco radios has been upgraded to an Avidyne or Garmin GPS navigator, and that you’ve done the ADS-B Out installation.

Then again, just because the radios were upgraded in the past two decades or so doesn’t mean those same avionics are not ripe for replacement. The last century called, and they want their technology back...

“If you were to use a 20-year-old aircraft with Garmin 430s as an exam-ple, you could buy [aircraft equipped in this manner] all day, but you’re buying

20-year-old avionics that won’t deliver the capabilities today’s units can,” stated Fred Ahles, founder, Premier Aircraft Sales. “Owners want an aircraft that will deliver the functions and features of a modern panel.”

But adding the “features of a modern panel” leaves the door open to literally thousands of avionics and instrument up-grade options. How do you put together a plan that gets you what you want without mortgaging the farm?

Let’s assume first that all the avionics and instruments in your panel are func-tioning properly. If not, unless it’s your LORAN or ADF, you’re going to want to put that change/upgrade at the top of your “must-have” list.

“The way I advise our customers on this is to think about the primary mission they have for their airplane,” explained Mark Lee, CEO, Carpenter Avionics. “What can you add to your aircraft that will enable pilots to fly their typical mission better and more safely? To me, that’s the best starting point for an upgrade.”

“If they fly a lot of IFR or at night, then they’ll benefit from a more capable

GPS navigator or autopilot,” he added. “If the owner is trying to improve the performance, reliability, and longevity of their engines, then a new digital engine monitor will be a great addition.”

Of course, who wouldn’t want to replace their tired old mechanical ADI and HSI with a cool new electronic flight instrument? Inch-for-inch, the new display units deliver a quantum leap in what kind of information you can see on your panel. As an added bonus, if you do replace your old autopilot with a digital unit, you may well be able to remove the aircraft’s problem-prone vacuum system. That’s a true win/win.

As for what kinds of avionics you might want to consider for your new

panel, as you know, the sky’s the proverbi-al limit when it comes to upgrade options. There are great glass units from Avidyne, Aspen, Dynon, and Garmin. And with great autopilots from Avidyne, Garmin, and Genesys (S-TEC), there’s a system to fit pretty much every twin.

And, while we’re not going to point out specific units, there is a new product that I think will be a “game-changer” in twin-engine safety: the new Smart Rud-der Bias technology for Garmin’s GFC 600 autopilot. This amazing new system basically brings turbine-class, automat-ed single-engine control enhancement to piston twin aircraft. Knowing what a problem Vmca (minimum control speed with critical engine inoperative) loss of

…the new display units deliver a quantum leap in what kind of information you can see on your panel.


control accidents are for light twins, I think the rudder bias capability is a great safety-enhancing system.

But, as you know, avionics technolo-gy is changing so fast that in the 60 or so days that will have passed from the time this is written until you read it, it’s a safe bet that one of the avionics OEMs will introduce something that changes everything—again.

A little help from your friendsWhile you’d think that picking the avi-

onics you want in your new panel would be nothing but fun, the fact is, it can drive you a bit, well, nuts. There are so many options, and each unit has features and functions that you may or may not use.

Sure, back in the pre-COVID days, you would have just gone to a local aviation event and gotten some per-sonal time with the various avionics OEMs and their demo units. That’s a lot harder nowadays.

Luckily, you have options beyond bro-chures and webpages. Most of the major avionics manufacturers have online tools that you can use to demo their products. These tools do a pretty good job of giving you “hands-on” experience with their units. I’d have to say that the Avidyne and Garmin tools are especially helpful.

If you’re a fan of YouTube, you can search out some popular vloggers like 310 Pilot, Baron Pilot, or Martin Pauly. They’ll give you some insights into what

it’s like to use new-generation avionics and autopilots in the real world. And you can see how they’ve integrated new-gen equipment with their legacy avionics and instruments.

Will what you want work withwhat you have?

Unless you’re planning on ripping out your entire current panel and replacing it, you and your avionics shop are going to have to deal with integrating legacy and new avionics. While it’s not usually an issue, in some cases, the added work to integrate such systems can add a lot of time and cost to the installation.

“Generally speaking, twins are going to be a bit more complex than a typical


single, so the question of integrating new digital avionics with legacy analog systems takes on a bit more importance in panel planning,” Lee said. “Even if it’s a relatively simple upgrade like adding a new touch-screen GPS navigator, you still need to look at how it will operate with the equipment that will stay in the panel.

“The Garmin GTN TXi is a stellar GPS navigator, and its interoperability is best when it’s working with other Garmin units. Mixing it with other avionics can be done, of course, but you

may lose some functionality,” he added. “On the other hand, if you have a pan-el-full of avionics that aren’t Garmin, and you don’t have the budget for a full-on upgrade, then the Avidyne IFD may be a better solution.

“It’s a great flight management sys-tem, and it’s very compatible with many different kinds of avionics and autopi-lots,” he said. “It will deliver a full array of its capabilities without having to remake your panel.”

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!

With the popularity of iPads and smartphones in the cockpit and cabin, who could say no to installing a few USB power ports in the cockpit or cabin? Not me.

But, you ask, when I start planning how all this comes together, how do I know what role my current avionics will play in the panel? What can I keep? And, more importantly, how will it all actually integrate with my new systems?

That’s where being able to rely on the experience of a highly qualified avionics shop will make the difference between avionics upgrade success and failure.

Choosing the right avionics shopOne of the hardest parts of an

avionics upgrade is choosing the right shop to do the work. No doubt, you’ll do even more homework in making your shop selection than actually choosing your avionics. There’s a lot riding on your decision.

“Again, twins are very sophisticated, and so are their avionics, so make sure you’re dealing with a licensed, Part 145 avionics shop. I’d strongly recommend you contact the Aircraft Electronics Association to find AEA member shops in your area,” Lee said. “Make sure the shop is an authorized dealer and ser-vice center for the avionics you want. That can make any warranty issues easier to resolve.”

“Speaking of warranties, make sure the shop also offers a written, in-house warranty for their labor and installation work,” he added. “And when they present their quote, make sure it includes every-

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* All true. Then there is the backstory you don’t read about in our ads. Our customer service also involves hundreds of airline flights and hotel/motel stays, gourmet dinners consisting of crackers and cheese with a side of jerky, arduous negotiations, challenging pre-purchase inspections, difficult issues to resolve, more negotiations, insurance hurdles, pilot training , deliveries worldwide, follow-up, follow-up... and more following up.

One of the hardest parts of an avionics upgrade is choosing the right shop to do the work.


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thing 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 to look into those differences, you’ll probably see the added cost is worth it,” he continued. “Larger [more expen-sive] shops have more experience and probably have more trained technicians on staff.”

Getting to know the shop and its capabilities is the reason you need to per-sonally visit the facility before you sign the papers. Is the shop clean? Do they have the right tools? Do they have expe-rience with your aircraft type? Do you see a number of aircraft sitting around in 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.”

And while we’re on the subject of installations, now’s a good time to put the inspection of your aircraft’s alternator and electrical system on your upgrade “to-do” list. You’ll want to make sure up front that the alternator/electrical system


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You’d be surprised how many avionics technicians have spent hours chasing down a problem only to find that the cause was a worn wire or weak alternator.

How much upgrade is too much?When it comes to determining your

budget and any possible return on that investment, there are two ways of looking at it. The first is the owner who plans on keeping that airplane for a long, long time. If that’s you, then any amount you spend in making your airplane more capable and safer will be a great investment.

The second is the owner who wants to upgrade now but will probably be selling in the foreseeable future. This pilot needs to take a different approach to their upgrade. If you’re really curious, it may be worth it to contact a licensed aircraft appraiser to see how your aircraft may stack up against the market. AOPA’s VREF guide can also help. (CFA Support-er VREF.com offers many aircraft valuation services. —Ed.)

Keep in mind that avionics technology changes pretty fast, and any ROI guesti-mate you get today may be miles off the mark in three to five years.

No matter where you stand on the avionics upgrade ROI discussion, there are still some sound guidelines you need to consider when laying out your new panel. One thing to avoid is getting too “creative” with your panel’s content and layout.

Work with your avionics shop to de-sign a panel that not only makes efficient use of the space but also maximizes all the benefits that your new avionics may offer. For example, if you’re installing a touch-screen GPS navigator, don’t install it so far away that it becomes awkward to use. Or, don’t mount your standby ADI in a location that makes it difficult to use in critical situations.

When it comes to a good panel lay-out, thinking something will work when you’re sitting on the ramp and knowing you can actually use it when you’re trying to shoot an IFR approach with your eyes looking at your knees are two different things.

While situations like these may seem

inconceivable, believe me, they occur more often than you think. Why? Well, the obvious reason is these less-than-op-timal locations make the installation a lot easier and less expensive. For most owners, saving a few hundred dollars is a powerful motivator.

One final upgrade…Well, there she is: your twin-engine

beauty is on the ramp with her newly upgraded panel. Now all you need to do is climb aboard and take off for some real aviating fun!

Not so fast, my friend. Chances are, it’s been a number of weeks or perhaps months since you’ve been in the left seat and, your single-engine skills are proba-bly a bit rusty. Everyone was thinking it. I’m just saying it.

It’s an excellent idea to schedule some refresher training time with your multi-engine instructor. Having an expe-rienced pilot in the right seat isn’t only a benefit to sharpen your flying skills, it’s also a great way to learn all about your new avionics.

The instructor/pilot can fly and look for traffic while you are concentrating


on pushing buttons and learning how to work all the cool new avionics you spent a lot of time and money on. And it’s espe-cially smart when you practice your first instrument approaches coupled to your new autopilot.

Being on final in reduced visibility is no time to realize that things aren’t shap-ing up the way you think they should.

With a little planning and help from some knowledgeable experts, upgrading the avionics in your twin can be a lot of fun and extremely rewarding. Not to mention, it’s a great way to add years of life to a wonderful airplane.

Dale Smith has been an aviation journalist for 30 years. When he’s not writing aviation articles, Smith does commission aircraft illustrations specializing in seaplanes and flying boats. Smith has been a certificated pilot since 1974 and has flown 35 different types of General Aviation, business, and World War II vintage aircraft. Send questions or comments to [email protected].

RESOURCES

CFA SUPPORTERS

Avionics

GARMIN LTD.garmin.com

GENESYS AEROSYSTEMS (S-TEC)genesys-aerosystems.com

Installers

GULF COAST AVIONICSgulfcoastavionics.com

Engine Monitors

INSIGHT AVIONICSinsightavionics.com

JP INSTRUMENTSjpinstruments.com

Aircraft Valuation

VREFvref.com

OTHERS

AIRCRAFT ELECTRONICS ASSOCIATIONaea.net

AIRCRAFT OWNERS AND PILOTS ASSOCIATION (VREF)tinyurl.com/AOPAVREF

ASPEN AVIONICSaspenavionics.com

AVIDYNE CORP.avidyne.com

DYNON AVIONICS dynoncertified.com

CARPENTER AVIONICS INC.carpenter-avionics.com

PREMIER AIRCRAFT SALES INC.premieraircraftsales.com



A u t h o r a n d p h o t o g ra p h e r

K E I T H W I LSO N re c a l l s a n

i n t e r e s t i n g d a y a t w o r k i n

C a m b r i d g e , b a c k i n M a y 2 0 0 6.



The day had started in a typical, and perhaps, somewhat ordinary way. Early in the morning, I had checked the latest weather reports and

TAFs for Cambridge and the surrounding area, before messaging everyone involved of a “go” status for the planned shoot.

We agreed to meet at the Cambridge Aero Club around 10 a.m. I had a relative-ly short drive while Tim Constance, our trusty cameraship driver in the Yak-52, would have a 30-minute flight up from his base at North Weald in Essex.

Why a Yak-52 as a cameraship? Well, the rear canopy slides back in flight and while it does make proceedings slightly on the cool side, it allows me to shoot through clear air rather than scratchy, less-than-photographically-optically-cor-rect Perspex!

As is my wont, I arrived around 20 minutes early, allowing time to check in with the team at Cambridge Aero Club led by CFI Luke Hall, grab the requisite cup of tea, and sit outside and watch the safe arrival of our cameraship.

Having previously completed several assignments with the Aero Club over the

years, it was like working with old friends again—although the level of discipline to be maintained throughout the shoot would remain very high! Safety first, second, and third…always!

Mission briefingWith the assets all now in place, it was

time for the all-important (and thorough) briefing—to be delivered by me in con-junction with Luke Hall, with the aid of a large whiteboard. It was to be a complex shoot, involving three aircraft plus the cameraship, in differing formations, with each aircraft being flown by an experi-



enced formation pilot; along with an extra pair of eyes and ears in each aircraft acting in a safety capacity.

I knew what photographs were required from the shoot, having discussed them at length ahead of the planned shoot. I knew what was possible, and more importantly, how to achieve the objective.

Rather than brief and try to fly one continuous sequence of formation changes, I broke the sortie down into a sequence of slightly easier numbered “serials” that would run consecutively. Most formation-qualified pilots will admit

that flying formation for any length of time can be demanding and tiring. If you add an awkward and demanding photog-rapher into the mix, it can get exhausting!

Consequently, I built in little breaks for individuals who were not involved in all the serials, allowing them to move away a comfortable distance to rest and watch proceedings when not required in the photographs.

With three different types of aircraft involved in the shoot, the disparate speeds and high-wing versus low-wing scenario would add to the complexities, and these were discussed with the participants.

DepartureWith the briefing complete, all that

was required was to get four aircraft into the sky and at the right place at the right time. We were able to use the Cambridge Radar (local air traffic control) frequency to conduct the photoshoot and while on this frequency, the team in the under-ground dungeon (radar room) very kindly offered to provide a watchful eye for any conflicting traffic.

With everything considered, what could possibly go wrong?

Well, nothing, actually! Working in un-controlled airspace (such things like that



did exist in the U.K. back then in 2006, although it is very rare now!), we chose to climb on top of a layer of cumulus cloud and were presented with a beautiful backdrop. From a photography perspec-tive, the lighting was beautiful.

Airborne choreographyThe first serial consisted of the

Cambridge Aero Club’s aerobatic train-er, the Slingsby T67M260, leading the initial formation, accompanied by a pair of the Club’s Cessna 172S Skyhawk air-craft, G-HERC and G-SHWK. flying in victory formation, with us flying around them for the pictures.

While this formation is not the most interesting photographically, it does provide all participants an opportunity to assess relative speeds and formation positions for the upcoming serials.

With serial one complete, the three aircraft moved clear before rejoining in an echelon-left formation alongside the cameraship, with the T67M260 closest to

us. Once the images were completed, the T67M260 moved down and underneath us, before moving to a safe spot while we continued with the pair of Cessna 172S aircraft in right- and left-hand 360-de-gree orbits.

Once complete, G-SHWK broke away to the left and departed back to Cam-bridge, while the T67M260 returned to the formation, this time on the outside of the group. This serial was soon complet-ed and G-HERC moved down and under-neath us to find a safe location behind and off to the port side.

Now the fun really started! With all straps tightened, it was time for some “unusual attitude” photography with the Slingsby—flown by Marshall Aerospace test pilot Graham Macfarlane—which involved loops, stall turns, and inverted flying, all while flying in close formation with the Yak-52. Once completed, the T67M260 broke away to the left and returned to Cambridge.

This only left the sole Cessna 172,

G-HERC, to complete some slightly more enthusiastic one-to-one formation work before returning to Cambridge and photographing the aircraft over the his-toric city, and eventually landing for tea and medals, and the final sortie debrief.

Ian Young, Marshall Aerospace’s chief test pilot, was there to welcome us back and join the debrief, which gave the sortie a clean slate. Well, that was that, then! Time to go home.

Some people had other ideas, though, and I was invited to have lunch in the staff restaurant while telephone calls were made. It was all very secretive, but while I was intrigued, I chose not to ask any questions at this stage about this “in-teresting opportunity;” those questions could come later.

Marshall AerospaceFirstly, some background information.

Marshall’s of Cambridge, as they were originally known, was established in 1909 by David Gregory Marshall. In 1929, it set


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up a flying school at what was known as Fen Ditton airfield in 1929, later moving to the current site at Cambridge City Air-port (EGSC) in the village of Teversham.

During World War II, Marshall’s trained around 22,000 pilots for the Royal Air Force (RAF), Navy, and Army; around one-sixth of the U.K.’s total war-time requirement. Postwar, this school became better known as the Cambridge Aero Club.

Marshall’s of Cambridge have been major defense contractors to the U.K.’s Ministry of Defence since the beginning of World War II. While not designers or manufacturers of aircraft, they have spe-cialized in the conversion or maintenance programs of numerous types.

For example, Marshall’s undertook the conversion of six RAF Hercules C.1 cargo aircraft—in a a spectacularly short time—into air-to-air refueling platforms for use during the Falklands conflict. These aircraft proved particularly helpful in dragging a variety of RAF aircraft



from the U.K. all the way to Ascension Island, while providing them with the all-important fuel to make the trip. Later, they undertook the conversion of former airline (Pan American and British Air-ways) Lockheed L-1011 Tristar aircraft into specialist military cargo and air-to-air refueling platforms.

During the last 50 or so years, Marshall’s has been best known for their work on the Lockheed C-130K Hercules C.1, initially for the RAF, but later for oth-er military customers including Austria, Sweden, and the Netherlands.

The first RAF aircraft was delivered from Marietta, Georgia, to Cambridge Oct. 19, 1966. All told, 66 aircraft were fin-ished at Cambridge with communications equipment being installed, along with the addition of the final paint scheme.

In 1978, Marshall’s undertook the “stretching” process on 30 of the RAF’s remaining Hercules C.1 aircraft; chang-ing them into the C.3 variant with the addition of a 100-inch extension in the forward fuselage and a similar 80-inch plug to the rear fuselage, providing an extra 37% freight capacity.

Around the turn of the century, Mar-

shall’s handled the delivery of the latest Hercules variant for the RAF; the C-130J Hercules C.4 and C.5 variants.

The Cambridge Aero Club is still owned and operated at Cambridge City Airport by what is now known as the Marshall Aerospace and Defence Group.

Onward and upwardAfter a pleasant lunch in the restau-

rant, Tim Constance and I were joined by Ian Young and Luke Hall to outline the plans for an “interesting” photoshoot.

Tim and I just sat and tried to absorb what was being outlined. Ian Young, accompanied by Graham Macfarlane and a flight test team, would be taking an RAF Hercules C.3P aircraft up for a post-maintenance flight test.

Toward the end of that flight, they would like to rendezvous over the now-disused base at RAF Wyton, at around 4,000 feet msl, and try to shoot some formation air-to-air images with the suitably-registered Cessna 172S G-HERC. This out-of-sequence registration number was obtained from the Civil Aviation Au-thority purely to enable the Cambridge Aero Club to recognize its involvement

with the Hercules.During the next 30 minutes or so,

we threw ideas around the table and formulated a working plan, realizing that the disparate speeds would have a major influence on what might actually be possible. Whatever; it had to be worth a try, didn’t it?

The plan was concluded with a ren-dezvous location, an altitude, and a radio frequency—once again, the Cambridge Radar guys would be helping out.

Later, we sat and watched the crew of the Hercules climb aboard before tak-ing off and heading northeast for their flight. Meanwhile, we conspired to find a method of establishing exactly what the fastest speed was for the Yak-52 and Cessna 172S combo at that height in a slow right-hand orbit.

Once airborne, this would involve Luke Hall flying the Cessna flat-out with us alongside, checking speeds. Then, we would bring it back 5 knots to allow a little bit of closing capability, just in case. We refueled the Yak-52 and waited.

Later, we received a message from Cambridge Radar to proceed to the rendezvous point, so we prepared and



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launched in good time. As we took off and climbed up to the rendezvous point, we could see the Hercules C.3P aircraft heading south, its rather smoky engine exhaust trails giving its location away against the clear blue skies.

Initially, they flew large orbits around us while we set up, and once ready, we asked them to join the for-mation. We knew it wasn’t going to be easy, as it would involve the Hercules effectively flying past our formation as slowly as was possible. To be honest, we didn’t really know if it was even going to be possible!

With flaps down, Ian Young slowly moved the Hercules closer, while Luke flew the Cessna close to maximum con-tinuous speed, while we positioned the Yak to the inside of the Cessna. Slowly but surely, the Hercules flew into the image and I clicked away, one frame at a time.

In what seemed to be over in a flash, the Hercules was past the for-mation and flying around us to make another attempt. A quick look at the back of the camera confirmed that we had got something!

For the second pass, the Hercules was even closer, and seemingly a little slower, meaning I got a few more frames than before. However, at that speed, the Hercules was not entirely comfortable, and we decided that we had probably got the best we could.

However, the Cessna 172 dropped out from alongside us and moved into safe space behind and to the starboard side while the Hercules made one final attempt to fly by the Yak-52, now running flat out. In the beautiful light high above the clouds, the Hercules looked superb, but one pass was all they could spare and they departed away from the formation to return to Cambridge.

The Cessna 172 joined up with us and we made our way back to Cambridge in formation, before landing safely. Once again, tea and medals were the order of the day before we examined the images in the back of the camera. The atmosphere was slightly euphoric but only time would tell if we got the magic image!

Photoshop?

Once back home, I had a chance to examine the results and yes, I was ex-

tremely pleased with them. The planning, teamwork, and extremely high skill levels from all involved had paid off.

Consequently, and with Marshall’s approval, I offered the images to a U.K. aviation magazine for publication within a news story, but the only comments received from readers was that the for-mation was clearly not possible, and we had created the image within Photoshop.

Oh well. Clearly, there is just no pleas-ing some people!

Keith Wilson has been an aerospace journalist since 1982. He specializes in striking air-to-air images and is the lead photographer for Pilot magazine, published in the United Kingdom. Over the years he has undertaken a variety of military assignments and also serves as an aviation consultant. To date, he has photographed almost 2,000 different aircraft air-to-air. Wilson has held a PPL for 35 years and is an LAA-approved pilot who has made a number of “first flights” on homebuilt aircraft. Send questions or comments to [email protected].


LISTENINGTO THOSEVOICES

A small drip of oil isn’t always just a small nuisance, as MIKE DAVIS found out. His Cessna

182’s leak from an aftermarket oil filter adapter was caused by the same issue that has

caused several other airplanes to suffer catastrophic oil loss in flight.


A fter four decades of flight in-struction ranging from Cessna 150s to Airbus A330s, I have always been amazed by pilots’ attention to detail. From my

observation, it appears that the “inner voice” that all pilots possess comes not only from training, but a behavior that most likely helped him/her become a pilot in the first place.

While training airline pilots in the simulator, I used to joke with my fellow check airmen that my obsessive-compul-sive behavior and my attention to detail might present a problem to the crews I was training. But everyone I trained seemed to have it worse than me, so I figured maybe I was OK.

That inner voice has served me well through a long and mostly mundane career. If you haven’t heard, mundane when flying is very good thing. Recently an episode in my Cessna 182 Skylane reemphasized the need for listening to and acting on what your inner voice is telling you.

A minor leak?As readers of Cessna Flyer may know,

I recently retired from commercial flying and am going on two years of owning a 1971 Cessna 182N Skylane. The Skylane is a joy to fly and performs my missions admirably. Having upgraded the avionics, I am enjoying the airplane a great deal.

Like most pilots, I pride myself on keeping the airplane pristine and clean, and therein is where my problem started. Ever since I’ve owned the airplane, it has dripped oil. Arriving at the hangar, I could always count on a couple of quar-ter-size drips either on the floor, or worse yet, on my nosewheel fairing. I dutifully cleaned it up, wiped down the belly, checked the oil, and went flying.

I’m confident this minor oil leak has been with the airplane for years. At first, I thought the leak was coming from the oil breather, but with careful observation, I was able to determine that wasn’t the source of the seepage. To be clear, my Cessna 182 never used much oil, and I rarely had to add any.

Here’s where the issue gets interest-ing. I started talking to, writing to, and posting to different sources, asking if anyone else shared the same problem. By and large, the answer I got is “You’re fly-ing an airplane that’s nearly 50 years old; you’re going to have to accept a certain

amount of nuisance oil drip. Just clean it up and go fly.”

My inner voice told me that no matter the age of my aircraft, an oil (or any other fluid) leak is simply unacceptable. At this point, please allow me to shift from my personal story to the oil loss accounts that are making news now.

Faulty filter adaptersSince 2004, there have been at

least 11 accidents with five serious in-juries, and sadly, three deaths, caused by oil loss from F&M Enterprises (later Stratus Tool Technologies) oil filter adapters. This Supplemental Type Certificate (STC) allowed for the installation of an adapter that accepts conventional spin-on oil filters. The STC was adopted for Continental engines found in popular aircraft such as Beechcraft Bonanzas, Barons, and Debonairs; Cessna singles and Model 310s; Maules; Mooney M20Ks; and Piper Arrows and Seneca IIs.

The National Transportation Safety Board (NTSB) has been aware through their accident investigation program of the problems, and has been pressuring the FAA to address the issue. However, the FAA appears to have not responded.

During my tenure at the airline, I had the opportunity to work with and spend time with the folks at NTSB. They are extremely hard-working, very competent professionals whose focus is not only accident investigation, but promoting aviation safety.

Unfortunately, the NTSB has no regulatory powers. The only weapon in their arsenal is to issue an advisory and pressure other departments (the FAA) to enact changes.

Safety RecommendationOn November 30, 2020, the NTSB

issued a formal Safety Recommen-dation, asking the FAA to issue an Airworthiness Directive against these F&M oil filter adapters. The report focused on two accidents in which a Cessna 182 and a Cessna 210 suffered oil loss and starvation. Both were found to have had the F&M adapter installed.

(It is important to emphasize that in both of the mentioned cases, the NTSB concluded that the oil filter adapters were measurably undertorqued. The installa-tion required torque is 65 foot-pounds. Evidence in other cases also suggests insufficient installation torque. Stratus

was recently made aware of an incident in North Carolina involving an oil filter adapter manufactured by Stratus. The Stratus engineering team examined the adapter and took measurements of the gaskets. The evidence again showed the adapter when installed was not torqued to the required torque value. Stratus Man-datory Service Bulletin SB-001 addresses this issue. See resources for a link. —Ed.)

The installation uses two gaskets; one fiber to create a seal between the oil pump and the filter, and a copper crush gasket to form a seal at the top of the filter adapter housing. The NTSB report reads, “Post-accident examinations of the oil filter adapters on these aircraft re-vealed a crescent indentation in the fiber gasket material. Further, investigators found that the housing for both aircraft oil filter adapter rotated freely around the shaft and the fiber gasket protruded from the interface between the oil pump bore and adapter.”

Stratus Tool Technology, the holder of the F&M STC, responded. “Through our research and hundreds of hours of testing in cooperation with the NTSB, we collectively determined that inade-quate installation and a lack of proper maintenance are significant contribu-tors to these incidents,” said a company representative.

“Stratus Tools Technologies is committed to safety and customer satisfaction as evidenced by continu-ous improvement since acquiring the product line. Although the lineage of this product is shared with F&M, we want to be clear that there is a differ-entiation in manufacture and quality between legacy F&M (and predecessor) products and those manufactured by Stratus Tool Technologies.”

The NTSB report isn’t specific, but one of the problems with these adapters is that when the oil filter is full of oil, it’s heavy. The oil filter is mounted on a long adapter, where engine vibration is con-stantly working at twisting the oil filter. The only thing that prevents damage or leaking is the torqued-down retention nut or a retention bolt.

With years of wear and tear, the gaskets simply deteriorate, and the preload tightening can be lost, which allows the adapter to twist. The twist-ing can cause further damage to the gasket, which inevitably leads to loss of engine oil.

Although I would love to have an



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A&P certificate, sadly I do not, so I’ve constructed this interpretation from the NTSB reports and other accounts. If I’ve misspoken on any of the details, please understand my mechanical skills are nearly nonexistent.

Finding the source of my leakNow, back to my story. My oil loss was

diagnosed well before this NTSB report was published. With the help of my maintenance shop, I was able to discover that my aircraft suffered from exactly the same issue.

It seems inadequate to describe what my mechanic went through trying to find the problem. Thankfully, I deal with a professional who always takes time to listen to my concerns and has a knack for unraveling mysteries.

Patiently, he and his staff worked through the steps, trying to find the prob-lem. Unfortunately, after each fix, when we thought “problem solved,” the oil leak would resurface. We discovered the oil adapter didn’t leak until after about an hour of flying. When the oil reached the needed temperature and pressure, the gasket would begin to leak.

The debriefI chose to install a new Airwolf Re-

mote Oil Filter Kit. Once the installation was complete, the oil drip disappeared. Imagine our shock when the day after I returned from the shop, the NTSB report was issued. Frankly, I was sur-prised as I thought my oil leak was no more than a minor issue. I never thought it could result in total engine oil loss and a forced landing.

So, the debrief from this episode? When something doesn’t feel right, doesn’t look right, or doesn’t sound right, most of the time, it isn’t right. Listen to that voice. Sometimes you may need a second opinion, sometimes a third. Work until your intuition tells you that your airplane is right. Then, go fly.

Editor's note: AD 96-12-22 applies to Cessna-produced screw-in oil filter adapters installed in a wide range of aircraft (not just Cessnas) equipped with Continental engines. After an initial torque check, AD 96-12-22 also requires a recurring torque check of the adapter ev-ery time the oil filter is removed/changed.

MIKE DAVIS soloed on his 16th birthday. Since then, his flying has included over 2,000 hours of primary flight instruction, one corporate job, and four airline mergers. He is a CFI/CFII/MEI and is currently instructing in the Beechcraft King Air 350 in North Carolina. Mike is the proud owner of a 1971 Cessna 182N Skylane.

RESOURCES

AD 96-12-22tinyurl.com/AD96-12-22

AIRWOLF FILTER CORP. (REMOTE MOUNT OIL FILTER KIT)airwolf.com/aw/products/remote-mount-oil-filter-kits

NATIONAL TRANSPORTATION SAFETY BOARDntsb.gov/investigations/AccidentReports/Reports/ASR2005.pdf

STRATUS SERVICE BULLETIN SB-001tinyurl.com/tempestplusstratusSB001


DESTINATION


The COVID-19 pressures build up from many sides. You can see it slowly creep over all of society, and in small ways. Folks are driving more aggressively, and there is a lack of patience that underlies the tension for which many folks have been un-

able to find constructive release. A change in scenery is something we aviators take almost for granted, as we can be “elsewhere” at the drop of a hat.

Family and business pressures once considered normal have been amplified, and so, with pressures mounting from within and from without, the refuge of flight has appeal.

The realization that our private aircraft are just about perfect for responsible social distancing (while enabling the travel we all crave) meant I have been able to take a few decent trips without ridiculously elevated risk.

Self-fueling, a few pair of nitrile gloves, a face mask, and putting a few feet between myself and whoever deemed it reasonable to entertain a wayward vagabond were all it took. My wonderful

wife insists that social distancing is something most folks practice while in my company regardless of the omnipresent virus threat.

Here is one story.

Getting to Triple TreeI had the chance to catch some needed time

away a couple of months back. One of aviation’s treasured jewels, the Triple Tree Aerodrome (SC00), held a very quiet and private, socially distanced fundraiser and fly-in. With grounds that span miles and a 7,000-foot manicured grass runway, the Triple Tree folks could put 600 feet between invitees and not be “crowded.”

It was not a lot of flying; just a hair under 14 hours total time and a hair over 1,600 nm with reroutes and deviations for weather. Seven legs; six with headwinds, which is just the way it is. The last leg of the trip was a hair over 50 miles and a “honk-ing” tailwind of 7 knots was granted. To some, this would seem unjust, but having been on the receiving end of a wonderful week away, my usually New York

A New Yorker recounts his trip to Triple Tree Aerodrome in South Carolina,where a slower pace of life prevails. By Jeff Chipetine, CFA Member


DESTINATION

bitterness was tamped more than a bit.I had some nice weather, and some

not so nice. I shot only one IMC approach during the trip; that worked out just fine.

Social distancingI had some time with friends and

some time alone. One night was spent in a posh hotel. I had dinner at the hotel restaurant complete with full adult bever-age capabilities. While table service was not permitted, we were allowed to have a full dinner at the bar, so long as we could stay separated from our fellow man.

With travel at a virtual standstill, the service staff at the hotel clearly saw their guests as both a curiosity and a lifeline of sorts, and we enjoyed wonderful service.

Other than the very pleasant woman tending the bar, there were but four of us sitting on widely-separated stools, and that was considered Happy Hour! Having been in the hospitality trade at

one time, it wasn’t tough to feel some sympathy for those folks who had seen the bulk of their livelihood pulled from beneath their feet of late. I, therefore, resolved to enjoy the evening while providing some entertainment for a pleasant lady tending the hotel bar.

My New York accent and foreign manner allowed me to hold down my side of the bargain while at the other end the bartender was getting added laughs by letting some chatty guy named Gary tell of his storied career spent design-ing stormwater recovery systems. Gary included me in that conversation, his head occasionally snapping back and forth between those included listeners, and as it was difficult times and there was no immediate refuge, I nodded as his tales unwound, hopefully, at times he saw as appropriate.

I think Gary was lonely and need-ed someone to talk to. He was what I

estimated to be “an old 40,” based on a physique marred by what was apparently a diet comprised almost exclusively of hotel bar meatballs, which we watched him scarf down with some expertise. With compliant social distancing in force especially while indoors, it is difficult to just pick up and move to “the next empty stool,” so the bartender and I both heard him out.

Ground transportationI took a couple of Uber rides, and also

borrowed an old Crown Victoria former police cruiser (thoughtfully repurposed as an airport crew car) with 179,000-plus miles and excellent rubber. I love the Crown Vic crew cars. They’ve been anoth-er constant for the time I’ve been flying, though I’m seeing fewer and fewer of these dinosaurs. My favorite borrowed Vic crew car came about a long time ago at Red Oak Municipal Airport (KRDK) in Iowa.



That particular example needed some minor work, which gave me something to do for the two days I had it while waiting for a snowstorm to blow by during a win-ter trip. By the time it was returned, the windshield wipers were new, as were the inside window cranks. As it is silly to have new wipers without a functioning wind-shield washer pump, that too got replaced.

The droopy headliner, on the other hand, needed the ministrations of experts like Cynthia and Dennis Wolter of Air Mod, and so it was still slowly sunsetting when the car was returned. It was no worse, but no better.

Another memorable ride in a police cruiser (front-seat memories only!) started at the Ottumwa Regional Airport (KOTM) in Iowa when a good-hearted of-ficer I ran into at the FBO gave me a ride to a hotel in the years before Uber and Lyft were ever a consideration. He was a nice guy; we talked airplanes all the way.

I have no idea why he was at the airport just that moment, but he couldn’t have been a more gracious ambassador for the people of the city he served.

Cross-countryI enjoyed some good music along

the way thanks to the good folks at PS Engineering (makers of my audio panel), and a few hours of Bose-headset-inspired silence while watching the world glide by below. The airplane ran well.

I used the autopilot in VFR cruise. A lot of time was spent looking out the win-dows to a world mostly quiet, with empty highways connecting slumbering cities.

The avionics performed and behaved; not defaulting to unexpected screens that had no mention in their manuals. Not be-ing a tech guy, when the new Avidyne 550 and 440 radios were first installed in my airplane, a recurring nightmare included Leonard Nimoy’s voice narrating the


With grounds that span miles and a 7,000-foot manicured grass runway, the Triple Tree folks could put 600 feet between invitees and not be “crowded.”


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“where no man has gone before” line. This repeating dream justly kept me awake for months. Now, after a couple of hundred hours of mutual non-aggression, there is a hint of “live long and prosper” as a whisper, which is far more soothing.

I bought some gas, killed some bugs, and spattered some grass clippings at a manicured strip. I smoothed it down a few more times than might be expected, and “arrived” once. The rest? My usual collection of mid-standard landings.

I started the trip in shorts and a T-shirt with all the vents open, and ended in a fleece with the cabin heat knob pulled out halfway late one afternoon.

I met a handful of genuinely nice folks that were happy to be of assistance. Charlie and Jay at Wright Army Airfield/MidCoast Regional (KLHW) in Georgia were absolute standouts on the civilian side of their airport. We arrived out of gray skies, leaden with rain, and low clouds. While many are leery of circle-to-land instrument approach-es, they work out so long as you don’t get too creative. Simple rules: Take it slow, fly the approach plate, and you cannot hit anything.

On the way in, the clear voice of the Army Aviation controller that welcomed us on the approach gave us the full benefit of her expertise.

On instruments in the IMC descent, we broke out about 100 feet below the overhead cloud deck, and as we entered the break for the right circle-to-land, she offered us a gentle reminder to check the gear, and followed a few minutes later with progressive taxi instructions

Simple rules: Take it slow, fly the approach plate, and you cannot hit anything.


that kept us away from construction on a low-visibility, murky ramp. I guess she too knew we were “foreign-ers” from New York by the accent, but she certainly took good care of this grateful civilian.

Life at Triple TreeI was made to feel welcome

everywhere, by people I had never met. The “harshest” words I heard all week were when an airport volunteer serving breakfast took a look at me with my long hair and said, “You sure must have to use a lot of shampoo.” The laughing eyes betrayed the devil-ish grin hidden by the mask.

I slept in a few times, waking at 0700. Let’s also admit to a couple cocktails. Once on the ground, our group consumed most of a box of Dutch hard pretzels and a half-jug of animal crackers.

Camp dinners were potluck, shared across a wide veranda, and featured on alternate evenings some shrimp, turkey, and the inevitable burger-grilling contest. Along the way, we killed off a handful of granola bars and a half-bag of apples. A look in the mirror soon after return prompted a diet.

Everyone was completely respect-ful of reasonable social distancing and mask-wearing, especially when indoors or in close company. Best of all, no poster-sized signs were calling for ALL OUT OF STATE ARRIVALS ARE TO BE HANGED (before being sent into forced quarantine). Reason prevailed, as it should.

Every facility was spotlessly clean, and left in the same condition it was found, as is proper.

I read two books that did not enrich my mind, but I came away pretty relaxed. I also caught a couple of decent walks, but admit to spend-ing a good deal of time seated either reading or settling back; taking the edge off as it were.

My telephone was out of its ser-vice area for days. It was a relief to have no TV and no internet banging away at my brain 24/7.

Time was spent with other pilots, most of whom have a set of skills that

DESTINATION


frankly put mine to shame, yet they always made me feel I have a place among them in some manner.

Back homeWhen it came time to leave, I

grabbed up the remainder of my gear, got the airplane home, and emptied it. The gear was sorted and stowed away. I topped up the fuel, for it is im-portant to ensure dispatch readiness for the next trip, though that is as yet unplanned.

Despite the intermittent rain en route, some of which was substantial, the airplane needed and had certain-ly earned a wash. With that accom-plished, and finding there were still three hours of daylight left to burn in worthy pursuits, on went a coat of lovingly applied protective wax.

I tied it down, clean and fresh with the sunset just coming on, lending a bit of bronze to the picture. I patted the spinner in an act that is silently repeated by many, though few might admit to such a thing other than to themselves.

The last thing was to secure the cabin cover. It wanted to sheet off as the windows and paint were slick as they can get.

Remember, even in these strange times, your airplane wants to take you somewhere special.

Jeffrey Chipetine is an instrument-rated private pilot with just under 4,000 hours, flying for 23 years. Chipetine owns a 1979 Cessna TR182 Turbo Skylane. He boasts no aviation awards, certificates of achievement, or acclaim. Despite his skill set, he manages to arrive at his destinations and return home. His sole qualification? He managed on a single occasion to demonstrate the minimal standards to pass an FAA Instrument checkride.

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PIQUA, Ohio, March 1, 2021—Hartzell has expanded the eligibility of its popular three-blade aluminum Voyager props. The Voyager is now STC approved for the large fleet of Cessna 180/182/185/206 aircraft, powered by Continental 520 and 550 engines. The Voyager, which has been well received by bush pilots, was previously approved for Cessna's A185E/F Skywagon and AgCarryall aircraft.

“Inspired by enthusiastic customer acceptance since we introduced the Voyager in 2019, we decided to make it available to a much broader fleet,” said Hartzell Propeller President JJ Frigge. “We are also excited to partner with the Recreational Aviation Foundation (RAF) to offer its members a $1,000 discount off the regular price from now until the end of 2022.”

Improved performanceThe custom-designed Voyager propeller

provides premium performance with up to seven knots faster cruise speed, 10 percent better take-off acceleration, an exceptional climb rate, and quieter flight. It features swept aluminum blades designed for optimal performance.

Cessna backcountry adventurers are encouraged to contact Hartzell Propeller or one of its Recommended Service Facilities to order the Voyager. Following STC approval, Hartzell expects to deliver more than 50 additional Voyager propellers by the end of the year.

Regular pricing for the 86-inch diameter Voyager propeller will be $14,179, including polished spinner and all STC documentation. The new scimitar propeller can be reworked down to 84 inches in diameter if needed. The Voyager propeller has a 2,400-hour, six-year TBO, and the longest propeller warranty in the business through first overhaul.

Commitment to backcountry flying

“The Voyager is a real tribute to Hartzell Propeller's commitment to backcountry

pilots. It shows that they are paying attention to what the market is looking for, they hear what we're saying, and they understand,” said RAF Chairman John J. McKenna, Jr. “Hartzell really hit the nail on the head with this one. I've had a number of different propellers on my 185, and the Voyager has outperformed them in all quadrants. Not to mention, it's a great looking propeller.”

In addition to providing an RAF discount, Hartzell Propeller will make a $250 contribution directly to the RAF organization for every member that buys the Voyager until the end of the year. The RAF is a non-profit organization with the mission to preserve, maintain, and create public-use recreational airstrips for backcountry access throughout the U.S.

Hartzell Propeller is the global leader in advanced technology aircraft propeller design and manufacturing for business, commercial, and government customers. The company designs next-generation propellers with innovative “blended airfoil” technology and manufactures them with revolutionary machining centers, robotics, and custom resin transfer molding curing stations.

Hartzell Propeller and sister companies, Hartzell Engine Technologies LLC, Quality Aircraft Accessories, and AWI-AMI (Aerospace Welding Minneapolis Inc. and Aerospace Manufacturing Inc.) form the General Aviation business unit of Tailwind Technologies Inc.

For more information about Hartzell Propeller, go to hartzellprop.com.

*Compiled from press releases

HARTZELL RECEIVES VOYAGER PROP STC FOR CESSNA 180/182/185/206 AIRCRAFT FLEETBuilding on backcountry acceptance of Skywagon/AgCarryall Prop


BALDWIN CITY, Kan., Feb. 23, 2021—McFarlane Aviation Inc. has partnered with QMI Inc. to offer QMI’s STC’d Tail Cone Angle Re-placement Kit and STC’d Trim Wheel for Cessna 180, 182, 185 kit.

The Tail Cone Angle Replacement Kit addresses the repair of the tailcone reinforcement angle issue found in Cessna Owner Adviso-ry SEL-55-01 and in AD 2020-21-22. The Tail Cone Angle Kit will drastically reduce cost and extend the inspection time from 500 flight hours, five years to 1,500 flight hours, 10 years. The Trim Wheel Re-placement Kit will allow customers to upgrade their trim wheel and take the load off the roll pin, eliminating shearing.

“With McFarlane’s reputation for high-quality parts, superior customer service, and their expansive reach in the aviation commu-nity, it was an ideal fit for QMI to come on board,” said Bill Duncan, president of QMI. “With McFarlane’s one-stop-shop, General Aviation enthusiasts can always find premium aviation products at an afford-able price.”

“These kits are high quality and offer superior value to our customers,” states John Cowan, business development manager of McFarlane. “We want to keep our customers flying happier, longer, safer—and these help us achieve just that. We are excited to continue to expand our Cessna product lines and bring a large cost savings to the Cessna 180, 182, and 185 flying community.”

McFarlane currently offers over 30,000 parts to the General Aviation marketplace. For more information and to see the newest products, visit mcfarlaneaviation.com or call (866) 920-2741.

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OMAHA AIRPLANE SUPPLY ACQUIRED BY IRWIN INTERNATIONALCORONA, Calif., Feb. 26, 2021—Irwin International Inc. has recently acquired Omaha Airplane Supply, effective March 1. Headquartered in Corona, Irwin International Inc. operates Aircraft Spruce & Specialty Co, as well as Aero Performance, which have been leading aircraft product distribution companies for over 50 years.

Omaha Airplane Supply customers will now be served by Aero Performance and its distribution centers in California, Illinois, Georgia, Pennsylvania, Texas, and Arizona, for quick delivery of products to any area of the U.S.

GALLAGHER AVIATION ADDS WHELEN LIGHTING TO ITS PRODUCT LINE

"Gallagher Aviation is Whelen Aerospace Technologies’ (WAT) newest LED and HID lighting dealer. Gallagher Aviation is thrilled to be a WAT dealer providing comprehensive solutions and advice for general aviation aircraft owners who are looking to replace outdated lights,” said James Gallagher, president.

He noted the company supplies


Aero Performance serves thousands of customers nationwide through its website and experienced sales staff, including a large staff of outside sales agents who visit customers nationwide. The recent announcement means that Aero Performance will provide OAS customers with a much wider selection of products, competitive dealer pricing, and dependable same-day shipment.

Omaha Airplane Supply has proudly served the General Aviation community since 1964. For more information, please visit aeroperformance.com and omahaairplanesupply.com.

Whelen landing and taxi lights, wingtip LED lights, LED taillights, LED beacon lights, and LED recognition lights.

“We support many popular airplane models, such as Beechcraft, Cirrus, Piper, Cessna, Vans RV, many experimental brands, and much more,” he said, noting the company prides itself “on having a conversation to provide advice to build solutions for aircraft owners that are looking to achieve a specific lighting goal. We are fellow pilots and we own a V tail Bonanza too.”


CJ AEROSPACE OF AUSTRALIA BECOMES DISTRIBUTOR FOR AIRFORMSWASILLA, Alaska, Feb. 26, 2021—Lee Budde, president of Airforms Inc., re-cently announced the appointment of CJ Aerospace in Sydney as a new distrib-utor for Airforms’ wide range of STCs and PMA replacement parts for General Aviation aircraft.

CJ Aerospace supplies General Aviation parts for a wide range of aircraft including turbine, piston, and rotorcraft. They are specialists in the Beechcraft King Air, DHC-6 Twin Ot-ter, Cessna Caravan, and B1900 Airlin-ers. The company stocks components from over 50 OEM, PMA, and Rotable brands. With offices in Sydney and Cairns, Australia, CJ Aerospace has continued its rapid expansion over the past several years through sales and distributor growth, supplying quality brands like Airforms.

Airforms Inc., with over 1,000 PMAs for General Aviation aircraft, will sub-stantially boost the availability of parts and modifications at CJ Aerospace. “We

The CJ Aerospace team in Australia (owner Craig Jones in the foreground) has become the latest company to es-tablish a distributor relationship with Airforms Inc. in the U.S.


(239) 405-6117see it as a perfect fit,” said Budde. “They already do a lot of work with Cessna Caravans, which we produce a line of STCs and improved parts for. In-stock components reduce AOG downtime and parts improvements result in significant reductions in operating costs.”

Craig Jones, a commercial pilot and licensed aircraft engineer, leads the growing team at CJ Aerospace to main-tain the highest level of technical exper-tise, best practice customer service and customer support, plus stocking a wide range of parts for fast delivery. They are currently working with over 30 distrib-utor partners and have grown into one of the leading parts suppliers in the Australia-Pacific region.

“Our industry expertise and sales support are second to none,” said Jones, “and we see our distributor agreement with Airforms will only enhance our strong position in Australia, where aviation is vital to daily and long-term personal and business relationships. We know all our cargo, passenger transpor-tation, and agricultural customers will benefit from fitting Airforms quality components to their aircraft.”

For more information about CJ Aerospace, visit cjaerospace.com.au or call +61-2-9540-4587. To learn more about PMAs and STCs at Airforms Inc., visit airforms.biz or call (855) 340-8244.


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GARMIN AUTOLAND NAMED 2020 FINALIST FOR ESTEEMED ROBERT J. COLLIER TROPHY Seven aeronautic and astronautic achievements selected as nominees for annual prestigious award that recognizes the industry’s greatest accomplishment OLATHE, Kan., March 3, 2021—Garmin Internation-al Inc. recently announced that its ground-break-ing Garmin Autoland system was selected as a 2020 Robert J. Collier Trophy finalist by the National Aeronautic Association (NAA). For over a century, the Collier Trophy has been the bench-mark of aerospace achievement and is awarded annually to recognize “the greatest achievement in aeronautics or astronautics in America.” Part of the Garmin Autonomi family of autonomous safety-enhancing technologies, Autoland is the world’s first certified system of its kind with the ability to activate during an emergency situation to autonomously control and land an aircraft without human intervention, (visit garmin.com/ALuse for requirements and limitations.)

“We are extremely honored and proud that Autoland has been selected as a finalist for the renowned Robert J. Collier Trophy,” said Phil Straub, Garmin executive vice president and managing director, aviation. “The extensive history of this award has recognized some of the most impactful achievements in aviation, and we are humbled to have Autoland considered among them. Being chosen as a finalist for the greatest aerospace achievement of 2020 would not be possible without the steadfast dedication of the Garmin team, as well as Piper, DAHER, and Cirrus, in addition to the regulatory agencies working closely with us to bring this potential life-saving technology to market.”

In the event of an emergency such as pilot incapacitation, a passenger can activate Autoland to land the aircraft with a simple press of a dedicated button, should the pilot no longer be able to per-form their duties as pilot in command. Autoland can also activate automatically if the system detects no pilot interaction. Once activated, the system


immediately calculates a flight path to the most suitable airport and runway, while avoiding terrain and adverse weather, initiates a stabilized approach and automatically lands the aircraft.

Piper Aircraft received the first FAA Type Certification of Garmin Autoland on the G3000 equipped M600 SLS in May 2020. In July 2020 DAHER completed the first European Union Aviation Safety Agency (EASA) certification and the second FAA certification of Autoland on the G3000 equipped TBM 940. Cirrus Aircraft, the 2017 Collier Trophy winner, certified the first jet aircraft with Autoland in August 2020, the Vision Jet equipped with Perspective Touch Plus.

Garmin is committed to building on the mission of bringing innovations to the industry, furthering the vision of Wilbur and Orville Wright, whose resolve and commitment to heavier-than-air flight sparked the current-day modern transportation movement. Several significant accomplishments and innovations of previous Collier Trophy winners helped lay the groundwork for what is now Autoland, including: the Global Positioning System Team in 1992; the Radio Technical Commission for Aero-nautics and the development of the modern-day ATC system in 1948; Elmer Sperry’s development of the initial autopilot building blocks; and William Lear’s development of the first jet autopilot in 1949. Garmin believes this is only the beginning, as it con-tinues to innovate and make advances to create new and exciting possibilities for air travel in the future.

NAA is a non-profit, membership organiza-tion devoted to fostering America’s aerospace leadership and promoting public understanding of the importance of aviation and space flight to the U.S. NAA’s Collier Trophy Selection Committee will meet virtually in June and publicly announce the 2020 Collier Trophy award winner following their selection.

For additional information about Autoland and the Garmin Autonomi family of automated flight technologies, visit garmin.com/autonomi.


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UAVIONIX AV-20-S APPROVED AS CLOCK REPLACEMENTBIGFORK, Mont., Feb. 2, 2021—uAvionix recently an-nounced that the AV-20-S multifunction display has been approved by the FAA as a clock replacement for Part 23, Class I and II IFR aircraft as outlined in Advisory Circular (AC) 20-94A and meeting the requirements of 14 CFR 91.205(d)(6). The AV-20-S Non-Required Safety Enhancing Equipment (NORSEE) certification has been updated to reflect the approval.

In addition to a clock replacement, the uAvionix AV-20-S adds a suite of in-flight information to nearly any panel. Designed to seamlessly fit in a standard 2 1/4-inch round instrument opening, the AV-20-S offers a Standby Attitude Indicator, Angle of Attack, Bus Voltage, Slip/Skid Indication, Outside Air Temperature, Density Altitude, G Meter, and more—all protected with a 30-minute internal battery backup for uninterrupted function in the event of power loss.

AV-20-S is in the family of uAvionix panel displays alongside the AV-30-C, the company’s 3 1/8-inch certified display, which is installable as a Primary Attitude Indicator or Directional Gyro. Both models are also compatible as a control head for uAvionix’s Mode S ADS-B Transponder, tailBea-conX. Together the uAvionix panel display models allow for better panel utilization, the removal of high-maintenance instruments, and upgrading


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failure-prone vacuum-driven instruments—all while maintaining the distinguished look of a classic panel and reducing installation costs by fitting round instruments in round openings.

AV-20-S features and functions:Digital ClockAngle of Attack (AoA)G-MeterAttitude Indicator (AI)Slip/Skid IndicatorOutside Air TemperatureBus VoltageCount Up/Count Down TimersEngine Run TimerFlight TimerDensity Altitude Display (OAT Required)True Airspeed (OAT Required)Customizable Audio AlertstailBeaconX Transponder Control (non-certified aircraft only)

The AV-20-S (NORSEE) multifunction display is available from the company’s trusted resellers and at uAvionix.com for the MRP price of $895.

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

pancake breakfast that you miss out on the bacon.

Spring weather challengesIt is now warm enough for you to

accept the challenge to lick a flagpole without the risk of becoming frozen to it and having to call the teacher for help. The weather in spring is somewhat different from the stuff you have been dealing with this winter, and I think we should discuss this subject whether the finger sandwiches are ready or not.

First, you will notice that instead of constant rain spread flatly over thou-sands and thousands of miles of airspace as in the winter, precipitation in the spring tends to be much more vertical, noisy, and scary.

You may also notice that the aviation weather gods tend to get grouchy and out of sorts during the changeover time between winter and spring weather. Cold fronts tend to have more robustly violent weather, and tornado watches start having real tornadoes in them.

I think I can say here without fear of correction by even the pickiest of readers (yes, I mean you, Chad) that it is never a good idea to fly in any kind of tornado during any season, unless you manage to get a ride in an Royal Air Force Tornado fighter-bomber. Getting a ride in a Torna-do would not only be way cool, but it flies fast enough—with a top speed of Mach 2.2—to get around any convective activity.

Is your plane ready for spring flying?Because of bad weather and COVID-19

restrictions, it may have been a long time since you have slipped any kind of surlies in your aircraft. It has been sitting in a dark hangar or bound outside by frozen tie-down ropes for months. In other words, you may be ready for spring flight, but is your airplane?

Here is a handy numbered list to check to make sure your aircraft is ready to commit a flagrant act of aviation:

1. The airplane. Is it there? You are in the hangar you left it in, right?

2. The tires. Are they all flat? 3. The propeller. Is there a bicycle

chain lock around the hub indicating you need to get current on your han-gar rent? Is the prop even there?

4. Your battery may be deader than

The High & The Writey Continued from Page 14

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disco and will need to be recharged. If your battery is missing, see item three and pay up.

5. Dead bugs. Before this first flight of spring, it is important to clean out all of the dead and desiccated bug bodies to make room for the new bug bodies that will infest your aircraft starting today.

6. Navigational charts. If you are like me and still use paper sectional charts, they may be out of date. For example, if your charts are in black and white and were published by the Army of the Potomac, you need to get new and current maps.

If you have not flown your aircraft all winter and it is based in a giant hangar, it may have worked its way to the rear of the building and is stuck behind a few things. Your plane will be difficult to pull out in this case, even if your tires have air in them.

Once you have removed all of the other airplanes and the ground support equip-ment parked in front of your aircraft, you may also have to pull out the winning float from last fall's homecoming parade and boxes of the FBOs tax records dating back to the Lindbergh flight before you can get your airplane all the way out of the hangar and onto the ramp.

You are now ready for your initial spring flight

And what an exciting first flight it will be! Imagine pulling onto the runway for takeoff without those pesky snow chains on your landing gear tires. Think upon the fact that you are no longer too cold to fly and that very soon the weather will be so warm that you will be too hot.

Be sure to waggle your wings at the lo-cal ground-bound people and ramp tramps like me as you leave the pattern. We will raise our teacups and wave our finger sandwiches at you in salute.

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


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A Here are my thoughts. First, turn on each of the electrical circuits one at a time (nav lights,

beacon light, left landing light, etc.) and after each is on, test the stall horn. When you find a circuit that powers the stall switch/horn circuit, you have found the problem.

The stall horn circuit was originally powered by what’s called an auto-reset circuit breaker. If that old technology has been replaced in your 182, it’s pos-sible that the wire to the stall warning circuit was moved to a different power source such as the on-off switch for another circuit.

The stall horn switch (the thing on the wing) is a switch that provides a ground path to complete the circuit that energizes the stall horn. Finally, it’s possible that the ground wire at the switch is only making contact during the vibration phase (flight). Check it for cleanliness and a tight connection. The ground wire is the wire with one end connected to the stall vane and the other end connected to the airframe.

Happy flying,Steve

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

STEVE ELLS has been an A&P/IA for 45 years. He is a commercial pilot with instrument and multi-engine ratings and loves utility and bush-style airplanes and operations. Ells served as associate editor for AOPA Pilot until 2008. He owns Ells Aviation (EllsAviation.com) and lives in Templeton, California. Send questions and comments to [email protected].

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