DESTINATION: SOUTHERN UTAH p.

44

February 2022 • cessnaflyer.org

p.34

Moving Day
p.14

Cessna 172 Inspection

Tips, Part 2
p.26
2 • Cessna Flyer / February 2022
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 Vol. 19 • Issue 2 • February 2022

The Official Magazine of

The Cessna Flyer Association

PRESIDENT
Jennifer Dellenbusch

LIST YOUR AIRCRAFT jen@aviationgroupltd.com

VICE PRESIDENT/DIRECTOR OF SALES

FOR SALE Kent Dellenbusch

kent@aviationgroupltd.com

$
49
CREATIVE DIRECTOR
Pierre Kotze

ASSOCIATE EDITORS
Scott Kinney
Troy Whistman

for as low as EDITORIAL AND PRODUCTION

ASSISTANT
Diana Hart
Jill Waterston

Used Aircraft Welcome!

Since 1978, Aviator Hot Line® has been a leader CONTRIBUTING EDITORS

Marketplace
in bringing aircraft buyers and sellers together.
Our mission is to bring you the best selection
of used aircraft at the best market price.
Mike Berry
Throughout this section, you’ll find quality
aircraft, all priced to sell. Enjoy shopping
Steve Ells
Aviator Hot Line®’s Used Aircraft Marketplace! Kevin Garrison
Michael Leighton
John Ruley
1978 ROCKWELL / COMMANDER 690B-10 • N20MA 2005 THUNDER MUSTANG • N451KC Dale Smith
Kristin Winter
Dennis Wolter

TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI,
Right Engine: 2562.0 Hrs, 2298 Cycles SMOH, 61.1 Hrs. SHSI, Annual Due:
Built by Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75
Hours, PROP: MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/
CONTRIBUTING PHOTOGRAPHERS
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KX155 with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000 Paul Bowen
Located: JACKSON, MS (KJAN) • pauldalex@aol.com
Paul Alexander • 662-392-5034
Located: Troy, Alabama (TOI) • kenny@kwplastics.com
Kenny Campbell: 334-372-7283 or 334-566-1563
James Lawrence
1998 PIETENPOL GREGA GN-1 • N4FQ 1934 STINSON SR-5E RELIANT • NC14187
Keith Wilson

1042 Mountain Ave., Ste. B #337

Upland, CA 91786
Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop,
Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left
Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open
Appraised by Air Assets on 09/16/19--Market Value: $113,500 •
Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits
626.844.0125
www.cessnaflyer.org
Polyfiber • Annual is Good Until February 28th, 2021 • Always in a
Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. Museum or Hangar • ONLY $99,999
MONTANA Location (MT53) El Cajon, CA (KSEE)
406-499-2756 • skycovers@yahoo.com 916-532-8004 • mwdonaldson13@yahoo.com

1969 PIPER CHEROKEE 6/300 • N8950N
TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin
GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System,
No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL,
Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper
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Convenient FLORIDA Location
612-387-2486 • erica.steffenson@gmail.com
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All our aircraft listings are also included on
1946 PIPER J-3 CUB/PA-11 • N71081
TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90
HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of
Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located
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$109,500
Location in Alaska • cub407wb@gmail.com
907-315-6006 (Chuck) • 907-354-6203 (Nick)
15
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.

4 • Cessna Flyer / February 2022

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February 2022 / Cessna Flyer • 5
 February 2022 • Volume 19 • Issue 2

I wanted to be Prop & Cowling

based at an 8 THE VIEW FROM HERE •
airport with no Jennifer Dellenbusch

ATC, no radio 8 LETTERS to the EDITOR

talking if I didn’t 10 CESSNA FLYER EVENTS
wish to, no dress
code, and no 14 THE HIGH and the WRITEY •
Kevin Garrison
vectors all over
the sky just to
18 QUESTIONS & ANSWERS • Steve Ells

make a simple
VFR approach.

Cockpit & Fuselage

26 CESSNA 172 INSPECTION TIPS, PART 2 • Steve Ells
34 TIM APPLEGATE’S CESSNA T303 CRUSADER • Dale Smith
44 DESTINATION: SOUTHERN UTAH • Steve Ells

Tail & Rudder

52 NEWS
64 ADVERTISER INDEX
66 FBO OF THE MONTH

COVER: Cessna T303 Crusader.

Photo Paul Vogan.

6 • Cessna Flyer / February 2022

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 The View From Here Letters to the Editor
By JENNIFER DELLENBUSCH Send your letters to
editor@cessnaflyer.org

Parts Locating Success

Cessna Flyer Association received this
parts locating request:

Hi Kent,
I’m interested in the following parts
for a Cessna 172H Skyhawk, Serial No.
(omitted):
Molding Side Window LH Part No.
0500210-94
Molding Side Window RH Part No.
0500210-98

February 2022
I have tried the following compa-
nies: Yingling Aviation, Hill Aircraft,
Plane Plastics, Texas Aero, and Premier
Aerospace Services. I have found Part
No. 0500210-98 at Yingling for $692.03
OUR SECOND ISSUE OF 2022 has some great content for you. We have our and at Hill for $768.93. I’m currently
regular columns, “The High and the Writey” from Kevin Garrison, and Q&A with working with Premier Aerospace
Steve Ells. Our featured aircraft is the Cessna 303—an interesting owner profile Services on an owner-produced part, but
of a nice aircraft. to date, I haven’t heard from them.
Steve Ells wraps up his comprehensive list of Cessna 172 inspection tips. We’ve Michael N. Lehman
received a couple of requests for similar treatment of the late model Cessna 182s—
the S and T models. We’ll get to those within a few months. If there are other Kent Dellenbusch reaches out to one of
models you’d like to see covered, please email jen@aviationgroupltd.com. his contacts and received this answer:
Along those lines, we are always open to ideas for articles and feedback about
what we’ve written. We also welcome your contributions. If you have upgraded or Good morning guys,
restored your Cessna, or if you have a destination recommendation, we want to I have found these parts for that
hear from you! plane.
Blue skies, The cost is $181.00 each and due to
plastic shortage lead time is sitting at six
weeks.
Let me know if you have any ques-
tions or would like to get them ordered.
Have a great day!
April

Michael replies:

April and Kent,

Thank you very much for looking into
this for me.
I would like to order Molding Side
Window LH Part No. 0500210-94. Let
me know what I need to do to get this
moving.
I got the other side from Cessna. I
should have checked with you sooner.
Michael N. Lehman

8 • Cessna Flyer / February 2022

 Events
CFA Event
JULY 23-24, 2022 — THE 18TH ANNUAL GATHERING AT
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Super Early Bird rate of $125/person ends Feb. 28, 2022.
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continued on Page 12 
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February 2022 / Cessna Flyer • 11
 Events
 Continued from Page 10

2022
OSHKOSH, WI. EAA AVIATION CENTER.
AVIATION ADVENTURE SPEAKER SERIES.
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12 • Cessna Flyer / February 2022
 1
The Top R e 1a s o n s 5
to Join the Cessna Flyer Association:
1 2
1 2
1 2 3
2
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3 The Best Content.
Locating Service. Technical Expertise.
We help2you find those
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3
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Want more information? Email
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or call 626-844-0125 to speak
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* This is a parts referral service. We do not sell or warrant parts.

 The High and the Writey
By KEVIN GARRISON
Moving Day
Moving from a bustling Class C airport to a quieter, non-towered field.
“The many airplanes hung in the sky in much the same
way that bricks don’t.”
Douglas Adams, describing Class C airspace
L
et me say right here that I have no personal problems
with Class C airspace. That class of airspace, albeit
named after an average grade that one might receive
for turning in a below-average book report on “Beowulf” in an
English class, has its uses.
Class C is lower in altitude than Class A, less overbearing
and self-absorbed than Class B, and not as vague and under-
achieving as Class D.
My Class C home
My ancient and antique 1946 Cessna 140 has lived and
operated out of Class C airspace ever since my friends and I re-
animated it three years ago. It went to sleep in an uncontrolled
field, and we rebuilt it and brought it back awake at a controlled
big-and-busy airport that sits sullenly under a dome of Class C
airspace, like a bored teenager at a shopping mall food court.
I wanted to be based at an airport
with no ATC, no radio talking if I
didn’t wish to, no dress code, and
no vectors all over the sky just to
make a simple VFR approach.
This new Class C location for my plane meant that if I
wanted to fly, I had to:
• Drive 45 minutes through heavy traffic from my farm to
the airport.
• Go through a coded security gate with my truck after
forgetting my code and looking it up. Again.
• Wait for the entrance to totally shut behind me to thwart
any terrorist plans to follow me through and cause havoc.
• Pull my plane out of its hangar and fill it with Avgas that
cost a dollar more a gallon than charged at nearby non-Class C
airports.
• Get the ATIS.
• Get a clearance from ATC.
• Spend about 20 minutes taxiing out for takeoff, usually
behind an airliner.
14 • Cessna Flyer / February 2022
• After takeoff, undergo multiple vectors and altitude assign-
ments all over creation before being released from government
control so I could begin listening to my oldies music on my
Bluetooth headset and head out to buzz my farm from a FAR-
appropriate altitude.
I liked my T-hangar at the Class C airport. It wasn’t too
expensive and had a nice view of the airline toilet service trucks
and the local FBO’s trash dumpsters. It wasn’t terrible, and I
had a few good friends there, but my dream was to move my avi-
ation empire to an uncontrolled, friendly airport that was bereft
of mandatory clearances, ADS-Bs, and heavy-sweaty big jets.
I had a very long flying career wearing silly uniforms, talking
on the radio, and following clearances. I wanted to be based at
an airport with no ATC, no radio talking if I didn’t wish to, no
dress code, and no vectors all over the sky just to make a simple
VFR approach.
My name was on a waiting list for hangars at an airport
fitting my requirements that was only a 10-minute drive from
my humble home. I had been on that list for five years; two years
longer than I had owned an airplane and one year longer than it
took me to complete college.
At this airport, to fly, I would have to:
• Pull my airplane out of my hangar.
• Fly it.
A dream come true
The call came in about a month ago. There was a freshly
vacant T-hangar at my waiting-list-dream airport, and I was
now at the top of that list. Did I want it?
Did I want it? Do sheep wear sweaters?
Of course I wanted it, and after a quick tour of my new
hangar and the traditional aviation custom of “handing over
money,” it was mine.
I was moving.
Relocation is something I am familiar with. I am a child of
the corporate 1960s and 1970s; a time when families con-
stantly moved from state to state so that their dads could keep
big-corporation jobs. We moved three times when I was a kid.
When I was an airline pilot, we moved four times based on
the company’s needs and its penchant for opening and closing
pilot bases. This doesn’t include the many times I moved in
college and early married life. The idea of changing my location
has never bothered me. My home is where my wife, dog, and
airplane are.
Moving from Class C to “Class Zilch” seemed to mean noth-
ing more involved than a relocation flight and three trips in my
pickup truck to move my junk from one hangar to another, but it
was more complicated than that.
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February 2022 / Cessna Flyer • 15

It feels like the first day at
summer camp or the initial
days attending a new school
with my fresh notebook and
pens. I am the new kid who just
moved in, and I hope the other
kids will like me.
What’s left behind
When you leave a place, you think you will return there
often to see your friends, and everything will be like it was. In
reality, things are never the same. My best friend when I was
10 years old was Bill Fisher. We swore to stay in touch when I
moved from Michigan to Florida, but we never did. He is just a
memory now.
Pilot bases are no different. You no longer belong in Atlanta
when you leave the Atlanta base and move into the Chicago
base. You leave one world for another.
Chicago O’Hare was my favorite base of all time. We were a
small group of pilots that felt like outlaws because we were so
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16 • Cessna Flyer / February 2022
GCA-CessnaFlyer-7.125x4.9375.indd 1
Client: Gulf Coast Avionics
far away from the main office in Atlanta. Being based there was
all about good friends and great times.
The Chicago base is closed now, and I haven’t seen those
people for 20 years or more. I made other friends at other bases,
but there was never another Chicago for me.
Leaving behind the old hangar and friends and moving to a
new hangar and, hopefully, new friends, is a challenge for this
old bird. Your reputation at a pilot base or airport can be made
or broken in the first few months. If the people there initially
think you are a jerk or a clown, you are likely to stay that way no
matter what you do later to change that impression.
What comes with
Of all the moves I have made, this one felt more like chang-
ing residences in college than moving my entire home. My old
T-hangar was decorated in an “early 1970s dorm room” style. I
had posters, old furniture, a dorm fridge, and prominent speak-
ers to blast songs of the singer-songwriter, Laurel Canyon-type
music my generation loves into the surrounding airspace.
I had no blacklight, no posters of Linda Ronstadt or
Barbarella to move this time like I did in college. There was no
lava lamp or incense burner in my airplane’s crib.
In addition to moving hangar furniture and the detritus from
my lost youth, I had an aircraft, tools, an air compressor, boxes
of spare parts, aircraft oil, oil filters, extension cords, work
lights, and a filing box full of aircraft records that I needed to
schlep over to and arrange in the new spot.
continued on Page 62 
4/29/21 3:31 PM
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February 2022 / Cessna Flyer • 17
 Questions & Answers
By STEVE ELLS

Serviceable Wings, Oil Dipstick

Issues, Madras Droop Tips, Master
Cylinder Rebuild
Q Does the FAA have a written description of what defines
a serviceable wing?
Bryan
1. The aircraft must conform to its type design (TC).
Conformity to type design is considered attained when the aircraft
configuration and the components installed are consistent with the
drawings, specifications, and other data that are part of the TC,

A
Not that I am aware of, but the FAA has defined “airwor-
thy.” The following is from the FAA certification site:
There are two conditions that must be met for an aircraft
to be considered ‘Airworthy’:
which includes any supplemental type certificate (STC) or other
approved alterations.
2. The aircraft must be in a condition for safe operation.
This refers to the condition of the aircraft relative to wear and

…if there are any modifications such as flap gap seals, vortex
generators, or aftermarket wingtips, there must be paperwork approving
those modifications for the wing to be considered airworthy.

18 • Cessna Flyer / February 2022

February 2022 / Cessna Flyer • 19
 Questions & Answers
deterioration, for example, skin corrosion, window de-lamination
or crazing, fluid leaks, tire wear, etc.
If either of these two conditions cannot be met, the aircraft is
considered to be un-airworthy.
So, the goal for those persons who operate and maintain
aircraft is to keep them in an airworthy condition or what is
referred to as “continued airworthiness.”
To break this down, if there are any modifications such
as flap gap seals, vortex generators, or aftermarket wingtips,
there must be paperwork approving those modifications for
the wing to be considered airworthy.
Happy flying,
Steve
Q
We have been flying a 1979 Cessna R182 Skylane RG
with a Lycoming O-540-J3C5D engine since 1980. It’s
a great airplane in every respect except for one oddity.
It has a dipstick from hell. It gives weird, inconsistent, and
often illogical readings. It has been like this for 30 years.
We’ve heard similar stories from other Skylane RG
owners. The dipstick levels can make sense prior to one
flight and be nonsense the next flight. It can indicate 3 quarts
low, so we add a quart, then find oil blown out over the belly
after the flight.
Years ago, a mechanic surmised that the problem might
be related to the pressurization of the dipstick tube below
the rubberized O-ring sealer. He drilled a tiny hole in the
tube just below the O-ring. It made no discernible difference.
We liked to think that the most accurate reading would be
after the airplane had been in the hangar for several days.
Not necessarily so with this engine. The engine tends to
average needing a quart of oil every 8 to 10 hours of flight.
This is the latest (and fairly typical) story from my notes:
Checked oil in the hangar and showed 4 quarts. Pulled out of
hangar and checked oil 10 minutes later. Showed 4 quarts. Added
2 quarts but still showed a little less than 6 quarts. Flew 1.5 hours
and checked again after setting on the ground approximately 20
minutes. Showed about 5 quarts.
It’s a great airplane in every
respect except for one oddity. It
has a dipstick from hell. It gives
weird, inconsistent, and often
illogical readings.
Flew to Dallas. About 6.5 hours. When tied down, noticed a
few drips of oil on the ground coming from the breather tube near
the front gear. Also noticed oil on the belly of the plane more than
usual. With flashlight, checked up as far as I could see and in
20 • Cessna Flyer / February 2022
both doors around the engine compartment. Saw no oil.
Left the plane tied down for two days. Checked oil immedi-
ately upon arrival and it showed 8 quarts. Completed preflight
and loaded the plane. Check oil again and it said 6 quarts.
I have no idea how much oil is in this airplane at any
given time. Any ideas or suggestions would be appreciated.
Jerry
A
The Cessna R182 Skylane RG is a great airplane.
I suspect the cause of the uneven oil level readings
is the unusual shape of the engine oil sump. The sump
in your O-540-JC35D had to be “contorted” from the normal
shape due to two factors.
First, the induction inlet for the carburetor is on the
back of the sump instead of below the sump as it is on most
Lycoming piston engines. Because there has to be room
between the firewall and the oil sump for the carburetor
and induction air ducting, the aft end of the sump has been
moved forward.
The second reason is because during landing gear retrac-
tion, the nosegear folds forward, up into the space where a
“normal” oil sump would be. This results in the forward end
of the sump being pushed aft.
The result is a sump that is deeper than other O-540
sumps, but which is much narrower back to front. It seems
to me that this would cause divergent oil dipstick level read-
ings whenever the nose strut is not equally extended at all
readings, or when the airplane is not level fore and aft.
Each of these conditions would cause the oil in the sump
to move toward the back of the deep sump, or move toward
the front. If one wing is lower than the other, the oil level will
read either more than normal or less than normal.
In some cases—on the road where the ramp is tilted for
instance—you’ll need to accept that the level is not going to
be “normal. But at least you now know why.
Since you tell me you’re only using about a quart every
8-10 hours, that knowledge, coupled with your understand-
ing of the conditions that affect a “normal” dipstick oil level
reading, should give you guidance on when you’ll need to
add oil.
The other thing I’m sure you know by now is that each
engine has an oil level “sweet spot.” That spot is where
there’s enough oil to maintain the engine’s lubrication
requirements, yet not so high that it blows out the excess oil
through the breather tube.
I hope this make some sense to you.
Happy flying,
Steve
Q Do you have or know where to get an installation manual
for the Madras Droop Tips for a Cessna 182?
Gary
A
I know about the Madras tips. A pair were installed on
my Piper PA-12 Super Cruiser when I bought it many
years ago. I can’t testify to their effectiveness versus
an unmodified wing; although I do know that the extreme
droop sometimes obscured my view below the wing tip.
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 Questions & Answers
Are the Madras tips you have used? If so, the screw holes in them were
drilled to align with the mounting holes in the aircraft they came off of.
Are the Madras tips you have used? If so, the screw holes
in them were drilled to align with the mounting holes in the
aircraft they came off of.
If you find that the holes in the Madras tips don’t align with
the existing holes in your wing tips, you will have to fill the exist-
ing hole in the tips with fiberglass. There are plenty of fiberglass
repair videos on YouTube.
After the fiberglass hardens, clean up the repair by sanding
then drill new holes in the Madras tips to fit the existing holes in
your wing.
To get the correct location, I put masking or painter’s tape
in two or three strips inboard of the existing holes. Then I take
a ruler or straight edge and draw two lines that 1.) start at the
existing hole and 2.) are at least 30 degrees apart so there’s a V,
with the end of the V at the hole.
Then I position the tip in the correct position, and while
holding it in position (with tape if necessary), I put my straight-
edge on each line and draw the end of each leg of the V on the
Madras tip. That will locate the hole. After all the holes are
located, I remove the Madras tip and drill the new holes.
You need to check with your A&P mechanic to determine if
there is an approval to install the Madras tips on your specific
airframe, and make sure he approves of plugging the old holes
and drilling new ones.
According to the Madras Wing Tips publication I own, the
tips are approved by STC for the Cessna 182. Ace Demers, the
man that invented and developed the tips, has flown west. Now,
the only way to legally install these is to get a field approval.
The molds for the Madras Tips were crushed after Ace
passed away, so installation approval paperwork from the
source is no longer available.
Happy flying,
Steve
Q
My 1966 Cessna 182J Skylane has a soft brake on the left
side. My mechanic wants to remove the master cylinder
and replace it because he thinks that’s the problem. I seem
to remember seeing something in Cessna Flyer about rebuilding
these cylinders.
Can you give me an idea of how to do that?
Larry
A
Yes, I can. I also owned a 1966 Cessna 182 and was very
happy with it. Although it was the biggest single-engine
airplane I’ve ever owned, it was so well-mannered that I
was able to learn to fly it well by slowly exploring the edges of
the flight envelope. It was very stable.
Changing the seals is easy as long as the gap between the top of the
floating piston and the bottom of the shaft is adjusted correctly.
22 • Cessna Flyer / February 2022
The first step is to disconnect the piston rod of the brake
master cylinder from the brake pedal, and the parking brake
lock from the top of the cap.
The cap of the master cylinder may then be unscrewed from
the body of the cylinder. First, though, a small set screw must
be backed out slightly to allow the cap to rotate freely.
Once the cap is unscrewed, pull the cap and piston straight
up and out of the cylinder.
There is one O-ring seal (Part No. AN6227B8 or MS28775-
110; cost about $0.40) on a floating piston at the bottom of the
threaded piston rod, and a special seal called a Lock-O-Seal
(Part No.800-001-6, about $14) that’s on the threaded stem at
the top of the piston rod.
The design is clever. The floating piston with the sealing
O-ring is pushed away from the sealing rubber seal that’s part
of the Lock-O-Seal by a small spring. As long as the brake pedal
is not pushed down, the gap between the inner diameter of the
floating piston and the threaded shaft in essence connects the
reservoir of fluid to the brake line. This automatically refills the
fluid line to compensate for travel in the wheel cylinder when
the brake pads wear.
The moment that brakes are applied, the friction between
the O-ring (on the floating piston) and the cylinder bore causes
the floating piston to overcome the “hold-off” spring pres-
sure and bear against the sealing rubber of the Lock-O-Seal,
effectively sealing the system so pressure can be applied to the
brake cylinders at the wheel.
Changing the seals is easy as long as the gap between the
top of the floating piston and the bottom of the shaft is adjusted
correctly. That gap (as seen in the drawing on Page 24) is the
one critical measurement in this system. When the piston is
pushed against the nut at the end of the shaft, there must be
0.040 inch of clearance, +/- 0.005 inch. This gap is adjusted by
screwing the nut in or out.
Lube the O-ring and Lock-O-Seal with aircraft hydraulic
fluid (MIL-H-5606), then reassemble in reverse order. A capable
mechanic should be able to overhaul one of these master cylin-
ders in an hour or less.
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.
continued on Page 24 
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 Questions & Answers
 Continued from Page 22

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

24 • Cessna Flyer / February 2022

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February 2022 / Cessna Flyer • 25

 STEVE ELLS continues his
discussion of known trouble
areas that you should check to
keep your 172 in top shape.

26 • Cessna Flyer / February 2022

 Jim Lawrence

February 2022 / Cessna Flyer • 27

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.
L
ast month, I described a visual
inspection of a Cessna 172, and
pointed out areas of concern for
corrosion and also other fuselage
inspections. This month, we move on to
some of the other systems.
Electrical system
AD 79-08-03 calls for the installation
of a fuse in the cigar lighter wire.
Fuel system
A pipe plug was installed in the
bottom of the fuel selector assembly. It is
accessed through a hole in the bottom of
the fuselage skin. If possible, remove the
pipe plug without damaging the selec-
tor—it’s probably been in there a long
time—and replace it with a quick drain.
There are different fuel selector valves—
get the correct quick drain to replace the
Fuel cap and adapter
modification as
described in SEB92-27.
28 • Cessna Flyer / February 2022
type of plug that was removed. Cessna
installed quick drains starting in 1977
with Serial No. 67585.
Service Bulletin SEB92-27, which
applies to 1961 through 1975 172s, an-
Nosegear scissor part
nounced an improvement in the vented
kits are available from
fuel caps. The bulletin introduced
McFarlane Aviation.
raised-lip, reduced-diameter vented
caps and plates. If vented fuel caps
have already been installed, this bul-
letin can be ignored. Both McFarlane
and Aircraft Spruce and Specialty
have the caps.
Landing gear
AD 71-22-02 calls for an inspection of
the nose landing gear fork for cracks. If
cracks are found, replace the fork with
the later-style fork.
Cessna installed McCauley wheels
and brakes on many Cessna 172s. There
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were three iterations, and, in my opinion,

they are all very poor, and have proven
to be much less hardy than Cleveland
wheels and brakes.
Remove the McCauley wheels and
brakes as soon as possible with new or
serviceable Cleveland wheels and brakes.
Cessna started installing the McCauley
wheels and brakes (bad) in 1973 (Serial
No. 61441) through 1974 (Serial No. 63458).
SEB00-5-R03 and Service Kit 182-
120D are the current bulletin and kit for
the Cleveland wheel and brake change. I
would check to see if you can find a good
serviceable set of Cleveland wheels/
brakes from a salvage yard.
The nosegear torque links (scissors)
need regular inspections. Take the
assembly—bolts, bushings, shims—apart
to check for excess wear and bent bolts.
New nosegear scissor part kits and
improved individual torque links are
available from McFarlane Aviation.
Nosewheel shimmy is caused by an
out-of-balance nosewheel/tire assem-
bly or a deteriorated or worn nose tire.
McFarlane also sells a wheel balancer if
you don’t have access to one. I have heard
of owners taking the tire/wheel assembly
to motorcycle shops for balancing.
Nosegear shimmy freaks passengers

February 2022 / Cessna Flyer • 29

 P.Ponk Aviation makes flat landing gear
mount upgrades for the Cessna 172.
out and is hard on analog instrumenta-
tion, but can be eliminated if the nosegear
torque links, shims, bushings, bolts,
and shimmy dampener are in tiptop,
no-slop condition. Make absolutely sure
the correct bolts and parts are used on
reassembly.
The corresponding Cessna Service
Bulletin is SEB82-37R1.
Flat landing gear leg corrosion limits
The flat-style main landing gear
legs were surface shot-peened which
resulted in a thin, tough surface layer. If
the leg is permitted to rust through the
shot-peened layer, the gear leg strength
is severely compromised. Inspect for
30 • Cessna Flyer / February 2022
rust at the leg support structure and at
the step.
If rust is found, clean it up and
repaint. The rule of thumb for allowed
material removal is 10% of the total thick-
ness. We’ve seen broken gear legs.
Beginning in 1972 with the 172L,
Cessna replaced the flat landing gear legs
with tubular legs. Inspect for rust.
Landing gear leg U-clamps
The first time I inspect a 172 with
flat gear legs, I prefer to jack it up high
enough to get all the gear legs off the
ground using Cessna 210 wing jacks.
The procedure is shown in Section 2 of
the service manual for later model 172s.
Getting the weight off the wheels and
axles is required to determine if there’s
any fore-and-aft or up-and-down play in
the landing gear legs. From 1956 to 1970,
the main gear legs were secured with
steel U-shaped clamps. Cessna SE78-68
recommends changing these U-bolts
every 1,000 hours. They do break.
P.Ponk Aviation sells flat landing gear
mount upgrades that are much stronger
than the original mounts.
Landing lights
In 1972, Cessna moved the wing-
mounted landing lights to the nose cowl.
Vibration, especially if the shock mount
system for the cowling mentioned last
month (Cessna Flyer January 2022) has
deteriorated, caused short bulb life.
Service Bulletin SE79-15R1 announced a
Service Kit (SK172-59) for 1971 (Serial No.
59224) through 1979 Skyhawks (Serial
No. 72235) to “vastly improve” bulb
service life.
Field solutions include mounting the
lamps so the filament is vertical (poor
light distribution) and modifications to
add thicker gaskets. In 1983, starting with
Serial No. 75035, Cessna moved the land-
ing lights back to the wing. (Many owners
have replaced the OEM landing lights with
LED upgrades. The lifespan of LED light
bulbs, even in high-vibration environments,
far exceeds standard bulbs. —Ed.)
­­
Engine mount rust
The engine mount must be inspected
for rust. If there is no entry in the main-
tenance logs about the mount being sent
to a specialized shop for refurbishment/
repair, then I would plan to send it the
next time the engine is removed. Conduct
a very thorough inspection—use an ice
pick on rusty spots to test for rust-
through of the tubing.
If rust is found, it must be stopped,
and the area treated with high-tempera-
ture paint. As a general rule, when 10%
of the thickness of the tube is damaged
by rust, the mount must be removed for
refurbishment or replacement.
OK, now for the passenger protection
items.
 Seat belt and shoulder harnesses
I’m going to pound on this pulpit until
my fingers are worn to the bone. Install
shoulder harnesses. Cessna has kits—
Service Kit SK182-101B.
B.A.S., Alpha Aviation, and Wag-Aero
sell a variety of shoulder harness kits.
For the most modern solution, install
the Amsafe Seatbelt Airbag System
(SOARS).

Seat rail AD and seat clip/roller

inspection
AD 87-20-03R1 and SE83-06 call for
repetitive inspections of the seat rails for
wear, hole elongation, and security.
AD 2011-10-09 and SEB11-4-R01 add
inspections to the existing AD. The AD
Seat rail wear gauge.
requires “repetitive inspections and
replacement of parts, if necessary, of
the seat rail and seat rail holes; seat pin

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February 2022 / Cessna Flyer • 31

Due to the decadelong gap between the production of the last legacy
172 and the first restart 172, a few minor manufacturing issues were
discovered when production resumed.
engagement; seat rollers, washers, and
axle bolts or bushings; wall thickness
of roller housing and the tang; and lock
pin springs.”
Cessna Service Bulletin SEB07-5
introduced a secondary seat stop system.
Aerostop also sells a lock-down-type
secondary seat stop.
This is a no-joke serious AD. Fatal
accidents have occurred when the pilot
can’t reach the controls or pulls the ele-
vator full aft as the seat slides back. The
seat rails and all seat attach components
and hardware, must be inspected and
replaced when wear is found.
The best source of seat track in-
spection tools, rails, and seat parts is
McFarlane Aviation.
Ignition/mag switch checks
AD 93-05-06 and Cessna SB91-5R1
apply to ACS and Gerdes ignition
switches installed in mid-1973 (172M
Serial No. 61486) to 1986 (172Q Serial
No. 76673) airplanes. The AD calls for an
internal inspection of the switch to look
for wear and corrosion, and provides
lubrication instructions. If wear is found,
Aircraft Spruce has a repair kit (with
lube) that replaces worn parts.
AD 76-07-12 mandates a check to
turn the mag switch counterclockwise
past the “off” position while the engine is
idling. If the engine continues to run, the
mag switch must be replaced.
Cessna Service Bulletin SEB82-35
is an inspection to determine if the
key can be removed when the switch
is in positions other than in the “off”
32 • Cessna Flyer / February 2022
position. Replace the switch if the key
can be removed.
Corrosion and cracks in the lower
forward bulkhead and wing strut
fitting
SEB95-19 and SID 53-12-02 detail
the procedures to inspect the lower
forward fuselage/wing strut fitting on
1980 and later 172N (starting at Serial
No. 72885), 172P, and 172Q models for
cracks. I have seen an airplane with ex-
tensive intergranular corrosion in this
area. Service Kit SK172-147 contains a
reinforcement kit for the area. The kit
sells for around $3,400.
Doorpost map light switch
AD 80-04-08 and Cessna SE80-3S1
mandate an inspection of the switch
mounted behind the Royalite cover over
the left forward doorpost for clearance
from the adjacent fuel line and improved
insulation. (The presence and condition of
Part No. 0511080-1, “doorpost map light
switch,” is verified as part of this AD. —
Ed.) If arcing between the switch and
the fuel tube damages the tube, the tube
must be replaced.
Fuselage cracks at fueling step
SEB05-2 calls for the inspection of the
forward fuselage near the fueling step for
cracks on 172K (1969) through 172Q (1984)
models. Service Kit SK172-157-0 has
instructions and parts for repairs.
Late-model “restart” Cessna 172s
Due to the decadelong gap between
the production of the last legacy 172 and
the first restart 172, a few minor manufac-
turing issues were discovered when pro-
duction resumed. These problems were
addressed with the following Cessna
service information.
Between 1996 and 2004, Cessna
issued 187 service bulletins, almost all
addressing teething problems associated
with the lack of experience in factory line
assembly positions.
In addition to the service bulletins, 38
Special Service Projects and 31 Service
Newsletters were also issued between
1996 and 2004.
Here are two examples of items that
affect newer 172s.
AD 2000-06-01 applies to all 172s and
calls for a check of the airplane records
to determine if certain parts in the fuel
strainer have been installed. If installed,
they must be removed and replaced.
AD 99-27-02 applies to all 172s and
calls for the replacement of certain fuel
selector cams or fuel selector valves
manufactured between Dec. 6, 1998 and
May 10, 1999. If the cam or valve was not
replaced with parts manufactured during
that period, this AD does not apply.
The 172 is a very safe, stable airplane
that is widely used for instruction and
across commercial and personal aviation.
It’s been upgraded throughout the 60-
plus years of production. If a 172 fits your
mission and pocketbook, you can hardly
do better.
continued on Page 63 
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34 • Cessna Flyer / February 2022
They say that certain airplanes and pilots are “made for each other.” When Tim Applegate
decided to make the jump into multi-engine aircraft ownership, he found his perfect match
in the form of a Cessna T303 Crusader.
By Dale Smith
Photos Tim Applegate

February 2022 / Cessna Flyer • 35


T
o characterize the T303
Crusader as the “Rodney
Dangerfield” of Cessna’s
legendary family of piston
twins is a monumental
understatement. In fact,
the unfairly overlooked light twin’s contri-
bution to Cessna’s history is so underap-
preciated that the Crusader only received
a glancing 13-word mention in Jeffrey
Rodengen’s tabletop book, “The Legend
of Cessna.” Now that’s disrespect!
But like Mr. Dangerfield, the T303 has
its loyal fans. I, for one. While my handful
of hours playing “Captain Crusader”
came some 40-years ago, I remember
them fondly. Sure, it wasn’t a 310—my
personal favorite—but it had two things
I really, really liked: trailing-link landing
gear, and counter-rotating engines. Both
features made departing and arriving in
a T303 more comfortable for me and the
folks in the back.
Anyway, when it was all said and
done, less than 300 T303 Crusaders
rolled off Cessna’s Wichita produc-
tion line. Of course, there are many
contributing factors to the Crusader’s
less- than-illustrious history. The blame
36 • Cessna Flyer / February 2022
Like so many things
that were ahead of
their times, because
of all that it offers ...
the T303 is currently
enjoying its own
renaissance.
for disappointing sales can be shared be-
tween what some felt was lackluster per-
formance on the T303’s part (I disagree)
and the overall tough times that plagued
General Aviation in the early 1980s (no
argument there).
With regard to the Crusader’s
performance, it’s true that with a cruise
speed of 175 knots, it’s no speed demon.
But with its Continental TSIO-520s
derated to 260 horsepower, it’s quiet,
fuel-efficient, and the engines will
pretty much take you to TBO, if you
take care of them.
On top of that, with its signature
“barn door” flaps, it delivers shorter
takeoff and landing distances than any
other Cessna light twin. Oh yeah, the
Crusader’s cabin is bigger than a 340.
But even with all it has going for it, it
has taken time for pilots to learn to truly
appreciate all that the lovable Crusader
has to offer.
While Cessna may not have been able
to give them away back then, it seems
that Cessna’s littlest cabin twins are hot
commodities today. More on that later.
Meet Tim Applegate
Unlike most of you reading this
story, Timothy (Tim) Applegate did not
spend his childhood dreaming of being
a pilot. It’s not that he had anything
against airplanes; he just hadn’t been
exposed to the wonders of flying. In
fact, his first experience in a light
airplane came after he had graduated
from high school.
“I was working a summer job at a
small newspaper in Streator, Illinois,
and one day the owner told me to grab
my camera. There was a riot at the
Pontiac Prison and he wanted to use his
V-tail Beechcraft Bonanza to fly over the
facility to get some shots for the paper,”
Applegate said. “He told me to sit in the
left seat so I could point my camera lens
out the small window while he flew from
the right seat.
“That flight changed my life. The next
day, I went out to a small mom-and-pop
airport near my home and signed up for
flying lessons,” he continued. “It was a
very narrow strip, maybe 21 feet wide.
The saying was, ‘if you can land at Dwight
(KDTG); you can land anywhere.’”
Applegate said his parents came
out to the airport to watch him solo.
Right after the flight, his father signed
up for lessons.
“My dad said, ‘I figure if Tim can do it,
anyone can,’” he explained.
Anyway, not long after earning his pri-
vate pilot certificate, Applegate and one
of his flying buddies partnered up to buy
a Piper PA-28 Warrior. The pair flew the
little four-placer, as he put it, “everywhere
around the country,” but after 10 years,
the partners sold the Warrior.
Alas, as happens to so many private
pilots, a growing family and increas-
ing work responsibilities meant that
Applegate’s flying was confined to
all-too-infrequent rentals. And we all
know how limiting and downright frus-
trating that can be.
Cherokee, Part 2
Fast forward some 20 years, and
Applegate found himself in the position to
rejoin the ranks of aircraft owners. With
the need for a bigger airplane with longer
range, in 2012 he purchased a low-time
1976 Piper PA-32-300 Cherokee Six 300.
“I totally refurbished it with new
paint, interior, and Garmin glass,” he
said. “It was a great airplane that I really
enjoyed flying.”
Applegate’s upgrades were so
noteworthy that the airplane was the
subject of a profile in the November
2013 issue of AOPA Pilot magazine. In
particular, the story chronicled how
the big Cherokee’s cavernous cabin and
300 hp engine not only easily met his
family’s travel needs, but also gave him
the capability to load up a foursome’s
worth of golf clubs and baggage to meet
the demands of their frequent weekend
golfing trips. That’s a theme he carried
into his next aircraft purchase. But I’m
getting ahead of myself.
After retiring from his day job as
the Business Manager for Allied Power
overseeing the operation of the Exelon
Nuclear Power Stations, Applegate used
his instrument and commercial ratings,
and his experience in the big Six’s left
seat, to get a corporate pilot job flying a
Piper PA-32R-301T Turbo Saratoga SP.
“It wasn’t long after I started flying
the Saratoga for a capital management
company that the company’s owner
decided he wanted to move up to a
Beechcraft King Air,” he said. “He had
to cancel too many trips because of
weather and other limitations of the
single-engine Saratoga.”
“He wanted me to be the pilot on the
King Air, so I immediately earned my
multi-engine rating,” Applegate added.
“We searched all over for the right King
Air B200. We finally found it in Atlanta,
and we flew it up to Canada for new paint
and interior. While it was in the shop,
the owner decided he really needed a
Dassault Falcon jet. So, I was out of a job
just that fast.”
What good is a multi rating if you
don’t own a twin?
Applegate said that since he had
already earned his multi-engine rating,
the only logical next step was to buy a
February 2022 / Cessna Flyer • 37
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38 • Cessna Flyer / November 2021
twin-engine airplane. If only all of life's
decisions were that simple. Well, it wasn’t
quite that easy.
The first challenge was to decide
which one to buy. He completed his
multi-engine training in a well-worn
Piper PA-44-180 Seminole. No offense to
Seminole owners, but that was enough to
convince him he didn’t want one of those.
But what then?
“I knew I wanted a Cessna T303. A
good friend of mine, based at my home
airport (C09, Morris Municipal Airport)
in Morris, Illinois, owns a really nice
T303,” Applegate explained. “He happily
let me fly it a few times. It had the count-
er-rotating props, trailing-link landing
gear, spacious cabin, reliable engines, and
it’s very docile to fly, even on one engine.”
“It was and is the perfect twin for me,”
he continued. “I tried hard, but I couldn’t
convince him to sell his airplane to me, so
I went out to find one of my own.”
While at the time (2015) there weren’t
a lot of Cessna T303 Crusaders on the
market, Applegate was still very partic-
ular about what he wanted in his first
light twin. As you would expect, he ran all
the usual traps, scouring Trade-A-Plane,
Call 514-337-7588
Controller, and every other source he
could find.
Fortunately, he came across a
very nice, low-time Crusader located
in Camarillo, California, in relatively
short order. It fit his list of prerequi-
sites to a tee.
“November 707 Romeo Lima was
a really nice 1982 model with low-time
engines and a great interior,” Applegate
explained. “After a few phone calls with
the owner, we struck a verbal deal. A
couple of days later, I got on a commercial
flight to California with my instructor and
mechanic to finalize the deal and fly the
Crusader back.”
“After we got it home, I flew it up to
J.A. Air Center in Aurora, Illinois, for a
really thorough annual,” he continued.
“They went through every nut and bolt
of the airplane. While it did show some
age issues, the biggest thing was the
need to remove the engine mounts and
have them sent out to be NDI’d (Non-
Destructive Inspection).”
“The previous owner said that they
had already been NDI’d, but we couldn’t
find any proof in the logbooks. The folks
at J.A. Air said the mounts needed it done
after so many hours on the airplane,”
Applegate said. “They wouldn’t let me
have the airplane until it was completed,
so obviously, we did it. Anyway, the
mounts looked great.”
Building the “perfect” Crusader
After getting its better-than-new
condition annual, Applegate decided
that the next step was to upgrade the
T303’s panel. After all, the instruments
were original 1982 vintage and he really
liked the capabilities of the Garmin
glass he put in his Cherokee Six.
Speaking of the big Cherokee, the cost
of paying for two hangars and upkeep on
both airplanes made keeping them both
impractical. In short order, the Piper
went to a very fortunate new owner.
Anyway, back to the T303’s up-
grade: as he had done with the
Cherokee Six, Applegate took the
Crusader to Muncie Aviation in
Indiana for a complete panel refresh.
“They put in Garmin G500 displays,
GTN 750Xi and GTN 650Xi touchscreen
navigators, GTX 345 transponder, GMA
35C audio panel, panel-mounted Garmin
769, L3 Avionics LS500 backup display,
February 2022 / Cessna Flyer • 39
While Cessna may not have been able to “give them away” back then,
it seems that Cessna’s littlest cabin twins are hot commodities today.

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40 • Cessna Flyer / February 2022
and remote USB ports for my iPad,” he in the luggage areas for our stuff. No are very appreciative,” he said. “These
said. “About the only original piece left climbing over bags in the cabin,” he mean a lot to me. Helping these families
in the panel is the Cessna ARC 400B said. “We mostly use it for our golfing is very fulfilling. I really look forward to
autopilot. It works great with the Garmin getaways around Illinois, Michigan, and those trips.”
units, and with a new S-TEC 3100 autopi- Wisconsin. There are plenty of great golf
lot costing over $30,000, I think I’m good courses a short flight away.” Everybody wants what they can’t
with the ARC for a while.” Applegate stressed that while most of have
To complement the new panel, he’s the 150 to 200 hours a year he spends in So, it’s pretty obvious that Tim
also redone the entire interior with new the Crusader’s left seat are for enjoy- Applegate loves his Cessna Crusader, and
carpeting, upholstery, sidewalls, and cur- ment, it’s not all fun and games. he doesn’t see it changing hands any time
tains. In addition, he recently installed “I also volunteer as a pilot with Angel soon.
two new McCauley propellers and had Flight. I really enjoy those trips. The kids “The T303 doesn’t look like any
the engines overhauled by Poplar Grove really enjoy the flights, and their parents other twin Cessna ever produced. It was
Airmotive.
With all that completed, as far as
upgrades go, the only thing left on the
list is a trip to the paint shop to have the
exterior refreshed, which is scheduled for
spring of 2022.
As you can well guess, with all its
JTA delivers what pilots ask for.
21st-century upgrades, Applegate’s
T303 is far more reliable and capable
than anything that rolled out of Cessna’s
Wichita factory. And he wouldn’t want it
any other way.

All dressed up and someplace to go

Going places and doing things is
exactly what Applegate does with his
Crusader. N707RL has taken him and
his wife pretty much all over the U.S.
and southern Canada to visit friends
and family. It’s just the kind of flying the
Crusader was made for.
“It’s the perfect ‘flatlander’s’ airplane.
I typically fly around 11 or 12,000 feet,
so the fact that it’s not pressurized isn’t
a bother for me. Its cabin is roomy and Aircraft, components and pilots age. It’s just a fact. But one thing that
comfortable. And you don’t have to climb never grows old is JTA’s continual goal to sell Twin Cessnas to pilots
moving up to these great aircraft. Twenty-six sales in 2021, and new
in off the wing, which my wife really
customer inquiries are currently being addressed every day.
likes,” Applegate explained. “It’s easy to
fly. Very docile. And with counter-rotat- JTA has provided support when a pilot determines the time has come to
ing propellers, there’s no critical engine sell his/her aircraft for over 600 transactions. We also guide and advise
to deal with. Single-engine operations are new Twin Cessna pilots with aircraft selection, purchase, inspection,
very straightforward. training and delivery. We have been establishing a worldwide reputation
“I don’t have to worry about flying at for completing these Twin Cessna projects with honesty, integrity, and
night or over water. I know it can easily utmost professionalism. For JTA, that just never gets old.
handle flying on one engine—although
I hope I never have to experience it,” he
added. “I’m just very confident in flying Put your trust in
the Crusader.”
And, when it’s not serving as the
the experience of JTA.
family hauler, Applegate said the trusty
T303 is an even more capable “golfing
buddies” airplane than the aforemen- Jerry Temple Dan Moore
tioned Cherokee Six. TEXAS TENNESSEE
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gets a good tee time. I can split four sales@jtatwins.com dmoo@jerrytempleaviation.com
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lockers, which leaves plenty of room
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February 2022 / Cessna Flyer • 41
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“When production ended, they had built
less than 300 Crusaders, so they’re ex-
tremely rare on the used market.”
If you, like Applegate, have your heart
set on owning a Crusader, his best advice
is to find a mechanic that has extensive
experience with the T303. Although
many of its systems are unique among
Cessna twins, it’s not a particularly diffi-
cult aircraft to work on.
Unfortunately for you, Crusaders are
rare finds on the for-sale market today.
Like so many things that were ahead of
their times, because of all that it offers—
docile flight characteristics, low operat-
ing costs, counter-rotating engines, and
EIS-41000 EIS-61000-1M the like—the T303 is currently enjoying
its own renaissance.
4 cyl. 6 cyl. After nearly 40 years, pilots finally
Lycoming Continental recognize that Cessna’s littlest cabin twin
has a lot to offer. And people want it.
EIS-42000-D Bendix Dual Magneto Replacement “Everywhere we go, people come out
on the ramp to see what kind of airplane
• Updated design, same great performance it is,” Applegate said. “In fact, on our last
• Approved for Single or Dual EIS installations trip to Boston, when we got back to the
• New lower price, easier installation airport to fly home, I found two notes
taped to the cabin door from pilots anx-
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• Improved high altitude performance “On the flight home, I got to think-
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42 • Cessna Flyer / February 2022

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 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 editor@cessnaflyer.org.
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44 • Cessna Flyer / February 2022

Land of Spectacular Landforms
A few days aren’t nearly enough to see all that this scenic
corner of the American Southwest has to offer.

By Steve Ells

February 2022 / Cessna Flyer • 45

The trails at Bryce Canyon
National Park are well-kept
and well-traveled.
I
’ve been fortunate enough to
manage the maintenance of
Douglas DC-3s, fly floats in Alaska,
and fly a cross-country flight from
Corpus Christi, Texas, to Soldotna,
Alaska, in a 100-mph taildragger.
I’ve also ridden an aircraft
carrier across the equator, crossed
the international date line, cruised south
of six of the seven capes, and circumnav-
igated the planet, but the trip I took last
spring may have topped it all.
None of the above is mundane
compared to spending four days in
46 • Cessna Flyer / February 2022
the magnificent wildlands of Southern
Utah, but so what? The point is—the
parks and wildlands of southern Utah
blew my mind.
In early May, I drove 10 hours (my
airplane is being worked on) to join a
friend driving from Albuquerque, New
Mexico, to spend four days in a KOA
campground in Cannonville, Utah. We’d
be sleeping in a tent, and getting up
each morning energized and eager to
explore a new example of the seemingly
endless natural wonders within a 50-
mile radius of the KOA.
Storied parks such as Zion National
Park, Bryce Canyon National Park, and
Capitol Reef National Park are all well-
known and well worth seeing, but the
area also includes state parks such as
Coral Pink Sands, Kodachrome Basin,
Escalante Petrified Forest, Otter
Creek, and Anasazi Indian Village
State Park.
National Monuments? Yes, the
Grand Staircase-Escalante, the Rainbow
Bridge, the Natural Bridges, and the
Vermillion Cliffs, as well as the Glen
Canyon National Recreational Area, are
 “gotta-get-that-shot-is,” but the red
rocks rendered me goofy.
A few minutes later, I pulled into the
Cannonville/Bryce Valley KOA and set up
my tent in my reserved spot. My tent site
cost just over $33 per night.
The KOA had electrical power, a fire
ring, and a covered picnic table at my site.
Nearby were bathrooms with flushable
toilets and private showers. Just a few
steps up the hill was an open-air kitchen
with burners, a sink, and assorted pots
and pans. Since it was the first time I had
camped in decades, the KOA option let
me ease into it.
Kodachrome Basin hiking
The Cannonville KOA is over 7,000
… the parks and feet above sea level, so the mornings were
cool enough for a jacket, and a camp-
fire took the chill off the evenings. The
evening before, I had met up with my old
friend Kit, whom I had met over 35 years
ago in Alaska.
Eager to get going the next morn-
ing, we drove a few miles east on All-
American Scenic Highway 12 to the
Kodachrome Basin State Park.
There are five different trails and
three campgrounds in the park. The
ranger suggested the Shakespeare
Arch trail, but warned us that the
arch had collapsed. Failing to find the
collapsed arch, we backtracked and
completed the Panorama trail, an easy
3.6-mile loop.
There were a few puffy white clouds
in the sky, the temperature was in the

wildlands of
southern Utah blew
my mind.

Our site at the Cannonville/

Bryce Canyon KOA campground.

also standout attractions in the area.

It seems, when looking at the excel-
lent “National Parks Map and Guide”
map from Utah.com that there’s either a
natural wonder or hundreds of miles of
wide-open country around every fold in
the map.
The first surprise came as I turned
onto the western entrance of Highway
12 for Red Canyon. The stacks of red
rocks jolted me as I thought, “Wow,
take a look at that!” as I fumbled to
take an iPhone pic through the wind-
shield. I don’t usually succumb to

February 2022 / Cessna Flyer • 47

 Bryce Canyon
We only scratched the surface of the
Bryce Canyon experience. Take a few
minutes to study the visitor guide and
you’ll understand why. I’ve provided a
link in Resources.
Bryce Canyon National Park proper
covers over 35,000 acres. The Rainbow
shuttle bus tour covers 18 miles, stops at
all the vistas and viewpoints, and takes
over three hours to complete.
We parked in the Amphitheater
parking lot and walked a mile or so up
the rim trail, stopping time after time to
take photos at the amazing scenes before
A Leading New Surplus and us. After returning, we started down the
Used Aircraft Parts Supplier 0.7-mile-long Navajo Loop trail down into
for Cessna Aircraft! the floor of the canyon.
There are four easy hikes, five mod-
Check with us for parts such as:
erate hikes, and five strenuous hikes in
• Airframe Parts the park. Then there’s the Under-the-
• Accessories, bellcranks Rim trail that starts at Bryce Point and
• Air Filters continues to wander until the end point
35% t
o 85% at Rainbow Point. There are seven tent
• Engine Parts of
list prf camp sites along the 22.9-mile-long
• OHC Rotables ice!
trail. Hikers that want more can add
• Propellers the 8.8-mile-long Riggs Spring loop
• & a whole lot more! with its four additional tent sites. All
the tent sites are at or above 7,500 feet
We can look up part numbers for
Caravans, Singles, Twins, and Citations
above sea level.
My step counter totaled over 22,000
Free Inventory Search! steps that first day. I slept well.
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and down a little. I had to deploy my
“secret weapon” when I found myself
short of breath.
I had ordered portable (and inexpen-
sive at less than $10 each) cans contain-
ing 5 liters of 95% pure oxygen, since
I know I don’t acclimatize to elevation
changes quickly. I bought mine from
Aircraft Spruce and Specialty; they are
available from many retailers including
sporting goods shops.
The cans are produced by Boost
Oxygen. The 5-liter bottle is supposed to
hold enough oxygen for 100 one-second
inhalations. I took a couple of hits twice
on that first hike of the trip. It seemed to
really help. The brand-new feeling was
almost immediate. Save that first hike,
I never again had to take a hit of oxygen
during that trip to Utah.
The standout feature of the basin is
sedimentary rock spires. Over 60 spires
rise from the red trails, contrasting
sharply with the white and red layers of
the hills that frame them. After a short
stop back at the KOA for lunch, we
headed for Bryce Canyon.
Kit, who has worked to preserve fed-
eral lands for the last 25 years, and had
worked in the area more than once, knew
about a waterfall located a few miles
east on Highway 12. A waterfall? I was
skeptical, since I hadn’t seen any water
except for some slow-moving and rela-
tively small rivers during my short tour
of southern Utah. I’m from Washington
State and I know a river when I see one.
Not wanting to miss anything as
we drove east on Highway 12 toward
the waterfall, we took the turnoff to the
Escalante Petrified Forest State Park.
As we rounded a turn toward the gate,
we both said, “A lake.” Yes, the small 20-
spot Wide Hollow campground and boat
launch is located aside the Wide Hollow
reservoir. The ranger told us that the
petrified forest is at the top of a rise. To
get there we would need to hike to the top
along a one-mile trail.
We considered it, but I was very
interested in seeing this waterfall, so we
noted it as a let’s-visit-it-in-the-future
spot and left.
A few miles on, we turned into the

48 • Cessna Flyer / February 2022

Calf Creek parking area. After returning
home, I found the Calf Creek webpage.
The following description doesn’t say a
word about the amazing falls:
“Calf Creek Campground is a desert
oasis located within the Grand Staircase-
Escalante National Monument. The
Recreation Area includes a 13-site
campground, a day-use picnic area and
a trailhead. The campground provides
small sites nestled along Calf Creek on a
first-come, first-served basis.”
“There won’t be many people there—
it’s not well-known,” was Kit’s come-on
for the hike. It had been years since her
last visit and the falls had since been
“discovered.” The parking lot was full.
We watched as a group of 10 people
filed off a guided tour bus. We swapped
leads with the group in a remake of the
tortoise-and-the-hare story of forward
progress. They were nice guys; a group
of men from India who had lived in
Indiana for a long time.
We found parking and hiked the 3
miles up into the head of a canyon over
the dusty (and at times rugged and
rocky) trail. The further up the canyon
we moved, the greener it got. Soon, there
was flowing water. There were small
trout in the stream. The air cooled as we
moved up the winding canyon.
Soon, we heard hollering and whoop-
ing. My jaw dropped when I saw the falls.
Water toppled over the edge of the high
walls of a U-shaped canyon and fell 125
feet into a large pool.
I pulled off my boots and lowered
my feet into the creek for a refreshing
soak. Cold and clear. Later, we pulled out
sandwiches and cookies and enjoyed our
lunch before heading back to my pickup.
Anasazi Indian Village Museum
State Park
We were edging toward the end of our
last day, and decided that instead of an-
other hike, we would opt for a less-stren-
uous adventure: learning about the
people that lived in the region long ago.
The section of Highway 12 between
Calf Creek Falls and the Anasazi Village
Park was a little harrowing. My fear of
falling kicked in, since it seemed that
the road carved a winding peak with
steep drop-offs on either side, with steep
ascents and descents. Everything on this
trip was memorable.
This small park wasn’t quite as stim-
ulating as I had hoped; but perhaps I was
just tired. Two days of hiking at altitudes
that ranged from 6,500 to 9,000 feet
above sea level was quite a change from
my normal daily routine at sea level.
There were well-built replicas of stor-
age and living quarters and the partial
excavation of an L-shaped living and
storage site of the Ancestral Puebloans.
The location of the site suggests to some
that this was the site of a crossroads or
trading route for the region. There is
also a gift shop with some striking local
pottery, blankets, and covers. I bought a
book for my history collection.
We wrapped up our two-and-a-half-
day southern Utah adventure with a
meal out in Tropic, a tiny town a few
miles away. By 9 o’clock the next morn-
ing, I was on the road, and I promised
that I would do more exploring of the
wonders of southern Utah soon. We had
barely scratched the surface of the lands.
There’s so much to see.
Flying in
Since this article is appearing in an
aviation magazine, I want to provide
some guidance on flying into the region
described here.
There are two very suitable General
Aviation airports nearby. The first is
Bryce Canyon Airport (KBCE). The field
elevation is 7,590 feet msl. The runway
is 7,394 feet by 75 feet wide. The phone
number for the ASOS is (435) 834-5270.
Be mindful of the winds. On the day that I
write this, the winds are 290 at 15 gusting
to 25. That’s almost a 90-degree cross-
wind to Runway 21.
The airport is located on a wide,
flat area, so there is plenty of room to
stabilize an approach, as well as room to
climb out without needing to perform any
sharp turns.
As always at high-altitude airports,
be mindful of diminished engine perfor-
mance if you’re flying a normally aspi-
rated airplane, and the effects of density
altitude on climb performance, indicated
speeds, and speeds over the ground.
Rental cars and shuttles to local
attractions are mentioned on the Bryce
Canyon airport website.
Another fly-in option is Cedar City
Regional Airport (KCDC). KCDC is
located at 5,622 feet msl with a longer
and wider runway (8,653 feet by 150 feet)
than KBCE. Rental car options are much
more generous and varied at Cedar City
than at Bryce Canyon. Although the two
airports are only 35 miles apart, the most
direct driving route between the two
February 2022 / Cessna Flyer • 49
 Engine
Monitoring
& Flight Instruments
ANR Headsets

Lowest Prices
on Radios

Go LED & Be Brighter - In Stock

Boost Oxygen offers some relief from

the effects of altitude.
Stratus 3 Garmin aera 760
ADS-B In GDL-39 In Stock
covers 89 miles. Plan on 90 minutes since
much of the route is two-lane roads. One
positive point is that driving transits the
area we adventured in at the west end of
scenic Highway 12.
The ASOS phone number at Cedar
Garmin Avionics - In Stock City is (435) 867-0278. The same hour
GPS NAV/ that Bryce Canyon was reporting winds
GNX NAV of 15 with gusts to 25, Cedar City winds
w/ADS-B
were reported at 020 at 11. Runways are
GTX335 2/20 and 8/26.
ADS-B The best times to visit the parks in
GPS
Southern Utah are during spring and
fall months. The best time of day to fly
Hear Them
Clearly...
into high-altitude airports is during
the morning or evening hours, when
First Time,
Every Time
the air is cooler, and the wind speeds
have lessened.
The Parts to Start It will be great to get my airplane
Everytime In Stock back in the air. Flying direct from my
home airport to KBCE (425.7 nm) would
have been much faster (3:16 en route)
than being confined to the lanes of a high-
way during that 10+ hour drive.
I’m already looking over landing sites
on the Utah backcountry pilots site and
dreaming about landing on an unim-
proved strip and camping on BLM land.
FREE Shipping on Most Airplanes are magic carpet rides
to adventure—use yours to check out
Orders Over $350 southern Utah.
TOLL FREE ORDERS
1-800-447-3408  STEVE ELLS has been an A&P/IA
for 45 years. He is a commercial pilot
WWW.CHIEFAIRCRAFT.COM
50 • Cessna Flyer / February 2022
with instrument and multi-engine
ratings and loves utility and bush-
style airplanes and operations. Ells
was a tech rep and editor for Cessna
Pilots Association and associate
editor for AOPA Pilot. He owns Ells
Aviation and lives in Templeton,
California. Send questions and
comments to editor@cessnaflyer.org.

RESOURCES
ATTRACTIONS

ANASAZI STATE PARK MUSEUM

stateparks.utah.gov/parks/anasazi/

BRYCE CANYON NATIONAL PARK

nps.gov/brca/planyourvisit/index.htm

nps.gov/brca/planyourvisit/up-
load/2020-Bryce-Canyon-Visitor-Guide.
jpg (Visitor Guide)

nps.gov/brca/planyourvisit/upload/
Backcountry_Hiking_Brochure_2018.
pdf (Under the Rim Trail)

CANNONVILLE/BRYCE VALLEY KOA

koa.com/campgrounds/cannonville/

ESCALANTE PETRIFIED FOREST STATE PARK

stateparks.utah.gov/parks/
escalante-petrified-forest/

KODACHROME BASIN STATE PARK

stateparks.utah.gov/parks/
kodachrome-basin/

LOWER CALF CREEK FALLS TRAIL

blm.gov/sites/blm.gov/
files/documents/files/
BLMUtahLowerCalfCreekFalls.pdf

UTAH TRAVEL
utah.com

FLYING

BOOST OXYGEN
boostoxygen.com

BRYCE CANYON AIRPORT (KBCE)

brycecanyonairport.com

CEDAR CITY REGIONAL AIRPORT (KCDC)

cedarcity.org/76/Airport

UTAH BACK COUNTRY PILOTS ASSOCIATION

utahbackcountrypilots.org

February 2022 / Cessna Flyer • 51

 *Compiled from press releases

MAJOR AVIATION GROUPS CALL ON THE FAA

TO MITIGATE SANTA CLARA COUNTY’S BAN
ON 100LL FREDERICK, Md., Dec. 14, 2021—AOPA
and several other industry groups recently
urged the FAA to take action regard-
ing a decision by Santa Clara County
Niki Britton

in California to ban the sale of 100LL

as of January 1, 2022. In a letter to FAA
Administrator Stephen Dickson, the
organizations called on the FAA to use
its “aviation safety mandate to prohibit
individual airports from interrupting the
availability of 100LL and stifling the coop-
erative industry-government effort to safely
transition the entire General Aviation fleet
to unleaded fuels. It is vital to public safety
to mitigate [misfuelling] risks for pilots and
passengers, and for the people and property
on the ground during this transition.”
The FAA was reminded that engine
failures from misfuellings often occur at
critical phases of flight, such as on takeoff
and climb out, and the NTSB accident
reports document the grim outcomes. The
continued on Page 54 

52 • Cessna Flyer / February 2022

SPORTY’S INTRODUCES TAILWHEEL CHECKOUT
COURSE, HOSTED BY PATTY WAGSTAFF
All-new course explores the exciting world of taildraggers and bush flying

Backcountry flying is one of the hottest

segments of general aviation right now,
and Sporty’s latest course offers the
perfect way to get started. Tailwheel
Checkout, hosted by legendary airshow
pilot Patty Wagstaff, includes over two
hours of practical tips for mastering these
demanding airplanes, based on Patty’s
decades of flying taildraggers at airshows,
in Africa, and everywhere in between.
“We are thrilled to partner with Patty
Wagstaff on another new course,” said
Sporty’s Academy President Eric Radtke.
“She combines deep expertise and a fun
approach to flying, making her the perfect
guide for anyone exploring the world of
tailwheel airplanes.”
Throughout the course, stunning 4K
video shows a wide variety of taildraggers
operating in diverse environments. Featured
airplanes include the Citabria, Super
Decathlon, Extra 300, Piper Super Cub, and
Cessna 180. Multiple camera angles help

continued on Page 55 

February 2022 / Cessna Flyer • 53

 Air Capitol Dial
Specialists in Repair and Refurbishing
54 • Cessna Flyer / February 2022
If your cockpit panel components are
faded, need repairs or just need some
touch-up, we’re ready to serve you.
We’re an FAA Certified Repair Station.
Call us,
we’ll take care of you.
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 100LL Ban
Continued from Page 52
letter pointed out that there are already
misfuelling risks where visually similar
airframes require different types of fuel (for
example, Cessna 421 and Cessna 441), and
some popular piston aircraft models (such
as Beechcraft Bonanzas) are fleets in which
some aircraft have engines that can use
unleaded fuel and other aircraft do not.
Furthermore, piston aircraft with
high-compression engines consume 75
percent of the 100LL sold in the U.S.; many
of these engines are not approved to use
unleaded fuels currently available in the
marketplace. Those that are approved to
use a lower-octane unleaded formulation
must still obtain an STC to legally use the
fuel. This can create a dilemma and risk to
pilots who land at an airport at which only
a lower-octane fuel is available than what
they require to safely fly.
“Yes, we all want leaded fuel out of
General Aviation, but the answer needs
to be as safe as it is fast, not with willful
disregard for safety,” said AOPA President
Mark Baker. “Charging toward an arbitrary
date with little to no consideration for
safety poses a great and unnecessary risk
to General Aviation pilots and local com-
munities. Let’s get this done together—but
smartly.”
The groups added, “We are committed
to working with the FAA and industry
stakeholders to effect a smart, managed
nationwide transition to unleaded fuels in
General Aviation aircraft, one with safety at
its core. Unlike automobiles, if an aircraft
has engine trouble, it cannot simply pull
over to the side of the road. The automobile
industry took time to safely transition to
unleaded fuels and was successful, and the
aviation industry must do the same.”
The letter was signed by leaders of
AOPA, EAA, NBAA, GAMA, National Air
Transportation Association, and Helicopter
Association International.
For more information, visit aopa.org.
Join or Renew Today!
Cessna Flyer Association
cessnaflyer.org
 Sporty's Tailwheel Checkout
Continued from Page 53

pilots visualize every maneuver from start to

finish, and 3D animations explore key topics
like ground loops and P-factor.
This comprehensive course covers both
the theory and practice of flying tailwheel
airplanes. It begins with a look at the
airplanes and their systems, then breaks
down the physics of taildraggers, including
stability, inertia, left-turning tendencies,
and why ground loops happen. Next comes
a look at tailwheel preflight inspections,
taxiing techniques, and all the varieties of
tailwheel takeoffs. And of course there’s a
detailed examination of landings, including
three point and wheel, plus Patty’s helpful
three-step method.
Sporty’s Tailwheel Checkout Course
covers more than just the basics. In the
advanced tailwheel section, pilots learn
about slips, how to use flaps, common
mistakes during soft field landings, and even
(239) 405-6117
a few bush pilot techniques demonstrated
in the wilderness of Alaska. Special “what
if?” sections teach how to react when
things go wrong, and are packed with real
world advice. The course also includes a
review quiz, certificate of completion, and a
valuable reference library.
“Learning to fly a taildragger is one
of the best ways to improve your flying
skills,” said Wagstaff. “With this new
course, pilots will learn both the theory and
practical knowledge they need to earn the
endorsement and unlock the full potential of
these amazing airplanes.”
Like all Sporty’s courses, Tailwheel
Checkout Course works on a wide
variety of devices, including online, iOS
devices, Android, smart TVs, and even
Apple CarPlay. Access to all platforms
is included, and progress automatically
syncs between devices.
Sporty’s Tailwheel Checkout Course
[E405A] includes free lifetime updates
and is available for an introductory price of
$99.99. The course can be ordered online at
sportys.com/tailwheel.

February 2022 / Cessna Flyer • 55

 LATEST
GARMIN
PILOT APP
UPDATE ADDS
EXPANDED
NOTAM
DISPLAY
OPTIONS,
ENHANCED
AIRPORT PAGE
AND MORE
Field condition and fuel
unavailable NOTAMS now
available on the moving map
OLATHE, Kan./Jan. 5, 2022 – Garmin®
International Inc., a unit of Garmin Ltd.,
today announced the addition of new
features to the Garmin Pilot™ app for
iPad® or iPhone® mobile devices. The new
enhancements include expanded NOTAM
display options for field condition (FICON)
and fuel unavailable NOTAMs on the
moving map, which can be also viewed on
the redesigned Airport page. The updated
Airport page offers an improved layout and
intuitive menus that provide easy access
to airport information, including access
to the most commonly reviewed facts and
info about an airport, without having to
access additional submenus.

56 • Cessna Flyer / February 2022

 MAIN
TURBO
Field condition (FICON) NOTAMs
SYSTEMS, INC.
When a FICON NOTAM is issued,
Garmin Pilot now displays a badge at the We Will Help You Troubleshoot Your System!
end of the runway with the numeric value of
the surface condition and braking action for
(Teaching Subject At FAA Endorsed Events)
each third of the runway; touchdown, mid-
point and rollout. Users can view a decoded • TURBOCHARGERS • PRESSURE RELIEF VALVES
description of the FICON code by using the
• OVERHAUL - EXCHANGE • WASTEGATES TURBOCHARGERS
radial menu to access the raw NOTAM and BALANCED
clicking on the info icon. • CONTROLLERS • WE BUY CORES AT OPERATIONAL SPEEDS ON OUR
VSR TEST MACHINE
Fuel unavailable NOTAMs
Fuel unavailable NOTAMs are pre-
Visit Our Web Site to See the VSR In Action
sented throughout Garmin Pilot including “ A family operated business since 1988, including a
in the fuel overlay on the dynamic map, licensed A & P mechanic and commercial pilot”
the Airport page, SafeTaxi® diagram,
along with the NOTAM widget in split
screen mode. When fuel prices are
enabled on the dynamic map, the fuel
1-800-847-8815 • 559-635-3322
Fax 559-627-1960
GARY MAIN
unavailable NOTAM is displayed as a “Sensitive to your needs”
badge with a red warning triangle and a 6am – 6pm PST • Mon – Fri www.mainturbo.com
strikethrough on the reported price. This maints@mainturbo.com
“Sensitive to your needs”
makes it easy to identify airports where
fuel is unavailable without individually
reviewing NOTAMs for airports. On the
airport page, fuel unavailable NOTAMs
can be viewed by tapping the warning
banner displayed across the top of the
page, as well as within the FBO tab.

Airport page updates

Garmin Pilot users will benefit from the
redesigned Airport page with improved
layouts and menus to provide easy access
to airport information. Additional airport
information has been added to the header,
including the type of procedures available
for the airport, weather conditions, as
well as frequencies—making commonly
reviewed information available without
needing to access submenus. The new hor-
izontal navigation bar simplifies the menu
options: information, runways, charts,
FBOs, weather and NOTAMs. Within
those options, a revised side-bar menu
intuitively organizes information. The FBO
listings within the Airport page have also
been enhanced to provide more informa-
tion at-a-glance, and the FBO services are
now displayed with easily recognizable
icons. Further, FBO data has been substan-
tially expanded outside the U.S., with more
than 10,000 FBO listings added.

continued on Page 58 

February 2022 / Cessna Flyer • 57

 Additional enhancements
The latest Garmin Pilot update fea-
tures additional enhancements, including:
• The distance measuring tool now
includes estimated time en route (ETE),
fuel burn and altitude for both directions
of flight. It will also update the flight pro-
file view with the area being measured.
• Garmin Pilot now supports the
Appareo Stratus 3 ADS-B receiver1.
When connected to a Stratus 3, Garmin
Pilot can display ADS-B weather and
traffic information, back-up attitude and
GPS position.
The newest release of Garmin Pilot on
iOS® mobile devices, version 10.6, is avail-
able immediately. For new customers,
Garmin Pilot is available in the Apple App
Store as a free download for the first 30
days. After the 30-day trial period, cus-
tomers may purchase an annual subscrip-
tion of Garmin Pilot starting at $79.99.
Garmin Pilot is supported by Garmin’s
award-winning aviation support team,
which provides 24/7 worldwide technical
and warranty support. Visit www.garmin.
com/aviation for additional information.

HANGARBOT,
THE SMART
CHOICE FOR
EVERY HANGAR
IN AMERICA
LOS ANGELES, CA January 5, 2022 -
Introducing HangarBot, a SmartHangar
system, designed and built by aviators, for
aviators.
HangarBot, created by Lynk Remote
Technologies, unveils six new hangar
monitoring and management products as
part of their “Every Hangar in America’’
campaign.
HangarBot allows pilots to preheat
their plane’s engine, adjust the hangar

58 • Cessna Flyer / February 2022

thermostat, open and close a hangar door,
and have eyes on their hangar at all times
all through the HangarBot Mobile App,
downloadable on any iOs or Android device.
With HangarBot, users can quickly automate
their entire hangar, saving both time and
money. It is no longer necessary to be at
a hangar to let a mechanic in or physically
turn on an engine block heater.
The technology is 4G cellular-
enabled and all starts with the brains of
the operation, the HangarBot Hub. This
magnetically mounted device speaks
directly to the HangarBot app and users can
select from a variety of accessory items to
custom build their SmartHangar System to
their needs.

HangarBot was first developed in

2016, by long-time pilot and entrepreneur,
Morgan Walker, after a post-flight
conversation with a fellow pilot and friend.
The idea behind HangarBot was to create a
way to open a hangar door from the runway
or without being physically present at the
airport and the 3-D printed prototype of the
HangarBot Hub was first unveiled at EAA
Airventure. Now, nearly six years later, the
company has created an entire ecosystem
of products tailored to the real world needs
of pilots and aims to usher the aviation
industry into a more modern, convenient,
and connected era.
To learn more about HangarBot’s
unique customer-driven solution visit
HangarBot.com.

February 2022 / Cessna Flyer • 59

 Aircraft Safety Alerts

SPECIAL AIRWORTHINESS
INFORMATION BULLETIN

SAIB: AIR-21-20

Date: December 16, 2021

This is information only.

Recommendations aren’t mandatory.

Introduction
This special airworthiness information
bulletin (SAIB) alerts owners, operators,
maintenance technicians, and inspectors
of an airworthiness concern on Textron
Aviation Inc. (formerly Cessna Aircraft
Company) Model 310, 310A, 310B, 310C,
310D, 310F, 310G, 310H, 310I, 310J, 310J-1,
310K, 310L, 310N, 310P, 310Q, 310R, 320,
320-1, 320A, 320B, 320C, 320D, 320E, 320F,
335, 340, 340A, 401, 401A, 401B, 402, 402A,
402B, 402C, 411, 411A, 414, 414A, 421, 421A,
421B, 421C, and 425 airplanes. The intent is
to emphasize the importance of ensuring
control cable tensions are set correctly
during airplane maintenance, particularly
when similar cables require different
tensioning.
At this time, the airworthiness con-
cern is not an unsafe condition that would
warrant airworthiness directive (AD)
action under Title 14 of the Code of Federal
Regulations (14 CFR) part 39.

Background
The FAA received a report of an event
that occurred on November 26, 2019, where
the flap extend cable failed during ap-
proach. The pilot felt a sudden right roll and
right yaw, which they corrected with near

60 • Cessna Flyer / February 2022

 SPECIALIZING IN CUSTOM INTERIORS

full left aileron and left rudder. When the

flaps were retracted, the airplane became
controllable again. A no-flap landing was
conducted, and the aircraft rolled out and IMAGINATION SEWN INTO REALITY
stopped without further incident. A search SEATS, TRIM PANELS, CARPET, YOLKS, SEATBELTS, HARWARE, & MORE
of the FAA’s service difficulty report (SDR)
system revealed 24 similar events of flap WWW. A VIATIONS C REATIONS.COM 480-980-0639
extend cable failure over the last 35 years,
all without a serious outcome.
The FAA suspects improper tensioning
as a contributing factor in the flap extend
cable failures. The flap extend cable has a
specified tension significantly lower than
the retract cable. In general, improper The NorthPoint XP470 will dramatically
tensioning of the flight control cables may increase the performance of your aircraft by
result in cable failure or interference with improving thrust and giving you the capability
of higher cruise speeds with little if any
airplane structure.
increase in fuel consumption.
Textron has revised their manuals for
the airplane models listed above to empha-
size the differences between extension and
retraction rigging tensions.

Recommendations
The FAA recommends using the latest

PJ2
revision of the applicable service manual
to ensure control cable extension and
retraction rigging tensions are set correctly
during airplane maintenance. Flying
Magazine
Editors’ Choice
Award
For Further Information Contact: Adam
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February 2022 / Cessna Flyer • 61

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The High and the Writey
 Continued from Page 16
My new airport
Moving was done with a minimum
of fuss. I located my antique airplane
and all my stuff in a new home at a new
airport. It is hard to explain how this
feels. Can you remember your first day
at college or Day One of boot camp?
It kind of feels like that; a sensation of
a combination of wonder, excitement,
dread, and fatigue.
It feels like the first day at summer
camp or the initial days attending a new
school with my fresh notebook and pens.
I am the new kid who just moved in, and I
hope the other kids will like me.
I pulled my airplane out of its
new hangar, and after a quick pre-
flight, I taxied, and took off without
a clearance or an assigned transpon-
der code. I looked at some cows and
horses that I was flying over, circled
my farm, and waved to my wife before
I headed to another uncontrolled
field—this one with a grass runway—
for lunch with a friend.
Joni Mitchell was quietly singing “I
was a free man in Paris” in my head-
phones, which was appropriate because
my airplane and I were flying in the still
air above Paris, Kentucky.
I sang along with new lyrics that I had
just made up for the occasion, and right
then and there, I knew that moving was a
great idea and I was really going to enjoy
my new airport home.
I was a free man above Paris
I felt unfettered and alive
Nobody was calling me up with vectors
No more moving to decide.
 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 editor@
cessnaflyer.org.
Join or Renew Today!
Cessna Flyer Association
cessnaflyer.org
 EASILY SLIDES
Cessna 172 Inspection BETWEEN FRONT SEATS!
 Continued from Page 32

SAME DAY SHIPPING!

 STEVE ELLS has been an A&P/IA
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style airplanes and operations. Ells ORDER YOURS ONLINE AT
was a tech rep and editor for Cessna
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RESOURCES
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OTHER

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ADDITIONAL READING Freedom Aviation is a

Cessna and Beechcraa
AIRWORTHINESS DIRECTIVES Single and Multi-Engine
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https://www.faa.gov/
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REQUEST FOR COPIES OF AIRCRAFT RECORDS jmoorefield@flyfreedom.com

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February 2022 / Cessna Flyer • 63
 Advertiser Index Advertise with Cessna Flyer Call Kent Dellenbusch 626.844.0125

Acorn Welding Ltd. acornwelding.com 56 Jerry Temple Aviation jerrytemple.com 41

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Air Plains Services airplains.com/upgrades 05 Main Turbo Systems mainturbo.com 57

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Airmark Overhaul Inc. airmarkoverhaul.com 31 NorthPoint Aviation northpointaviation.net 61

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Aviation Creations aviationscreations.com 61 Parker Hannifin Corp. clevelandwheelsandbrakes.com 29

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Aviation Insurance Resources air-pros.com 11 Preferred Airparts preferredairparts.com 48

Aviators Hot Line aircraftforsale.com 04 RAM Aircraft ramaircraft.com 21

B.A.S. Inc. basinc-aeromod.com 65 Rare Aviation rareaviation.com 63

BLR Aerospace blraerospace.com 55 SCS Interiors scs-interiors.com 38

Chief Aircraft chiefaircraft.com 50 Selkirk Aviation selkirk-aviation.com 63

CiES ciescorp.net 56 SiriusXM siriusxm.com 33

Copperstate Fly-in copperstate.org 62 Sporty’s sportys.com/PJ2 61

Eagle Fuel Cells eaglefuelcells.com 49 Stene Aviation steneaviation.com 63

Electroair electroair.net 42 Superior Air Parts superiorairparts.com 17

Flint Aero Inc. flintaero.com 50 Tempest Aero Group tempestaero.com, tempestplus.com 15, 43

Floats & Fuel Cells ffcfuelcells.com 40 Texas Skyways txskyways.com 09

Freedom Aviation flyfreedom.com 63 TKM Avionics tkmavionics.com 60

Gallagher Aviation gallagheraviationllc.com 65 Turbine Conversions Ltd. turbineconversions.com 58

Great Lakes Aero Products glapinc.com 51 Turtle Pac turtlepac.com 42

Gulf Coast Avionics gca.aero/cessna 16 Univair Aircraft Corp. univair.com 12

IceShield iceshield.com 02 Washington Aviation Association washingtonaviation.org 43

Icom America Inc. icomamerica.com/avionics 25 Wentworth Aircraft Inc. wentworthaircraft.com 10

Insight Instrument Corp. insightavionics.com 67, 68 Wing-X Stol wingxstol.com 39

J.P. Instruments Inc. jpinstruments.com 19 Wipaire Inc. wipaire.com/aircraft-for-sale 07

Advertise with us and reach your target market.

Call Kent Dellenbusch (626) 844-0125.
64 • Cessna Flyer / February 2022
 Directory
Mailing and contact Information for
Cessna Flyer Association

CESSNA FLYER ASSOCIATION

1042 Mountain Ave.
Ste. B #337
Upland, CA 91786
626-844-0125

Benefits
Cessna Flyer magazine
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February 2022 / Cessna Flyer • 65
Jet Air Group
Green Bay/Austin Straubel International Airport (KGRB)
Green Bay, Wisconsin
Pilot-owned Jet Air Group was
founded over 30 years ago for the
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Partnering with Signature Flight
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Jet Air prides itself on going
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Packers fan alert!

Jet Air Group is where Green
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The Unicom frequency is 122.95.
Holiday hours will vary. Please call
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To nominate your favorite FBO to be featured in Cessna Flyer magazine, email kent@aviationgroupltd.com
with the FBO name, airport name (if different), and airport identifier. Please feel free to include a brief
description of what makes the FBO exceptional. We also welcome photos if you have them.

66 • Cessna Flyer / February 2022

Instrument Corporation
February 2022 / Cessna Flyer • 67
68 • Cessna Flyer / February 2022