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“By the time I turned 19, I was a CFI/MEI,” Thornton said. “I instructed for a short time, then got hired on as an aerial mapping pilot flying a Turbo Lance and a Cessna 401. That’s where I fell in love with the twin Cessnas.”
Like so many of his generation, Thornton had his career sights set in the left seat of a major carrier. Unfortunately, 9/11 put a stop to that. Plan B was to join the Air Force and become an air traffic controller.
“After my tour of duty, I worked for a short time at a contract control tower at Phoenix-Mesa Gateway Airport, but was quickly hired by the FAA as a tower controller at O’Hare International,” he said.
Thornton explained that one of the highlights of his time at O’Hare was the opportunity to spend three summers working as a controller during EAA’s Oshkosh AirVenture. After several years at ORD, he decided to switch things up and transferred to the Chicago TRACON (Terminal Radar Approach Control) where he and his wife Jaime are both controllers.
Four Kids and a Twin
“Early on we would rent a nice Turbo Saratoga. It had enough seats, but when we actually filled them we weren’t able to put enough fuel in the tanks to go anywhere,” he said. “Plus, we wanted to take longer flights at night, in IMC, and over water. And we really wanted the redundancy and speed of a twin.”
While he had considered both a Baron and 310, the Cessna had a lot in its favor. Thornton already had about 500 hours in twin Cessnas and he really loved the sleek twin’s looks.
“The 310 would be the first airplane I ever owned – go big or go home, right? I knew I wanted a Q model because it had the larger cabin, but shorter nose so it would fit into our hangar,” he said. “I also wanted the Continental IO-470 en- gines. I had learned that they typically have longer/healthier lives than the -520’s and would be a bonus to our budget.”
“The only downside was the owner hadn’t flown much,” he added. “Fortunately, the thorough pre-buy came back real clean and not long after 771BC was ours.”
The 310’s “hangar queen” status meant there was a list of items that needed attention in short order. Among them were overhauling both propellers, rebuilding two of the three landing gear struts, rebuilding two of the four engine exhaust stacks, doing 500-hour overhauls of two of the four magnetos, overhauling a fuel divider (spider) and replacing an alternator.
A thorough researcher, Thornton made accommoda- tions for these projects and their costs in his final offer, so it wasn’t as financially “painful” as you might think. Light twins require you to stay well ahead of their needs, even when they’re in the maintenance shop. With that said, the work is never really done.
A Top-Shelf Panel Upgrade
“Right after acquiring her, I decided to take advantage of the new digital PFDs on the market to increase safety and redundancy. While large glass displays would be nice, I didn’t
A recent upgrade to Avidyne displays.
like any of the options that were available then,” Thornton explained. “So, I started with a pair of Garmin G5 displays.”
Next, came the replacement of the legacy Cessna 400 autopilot. Thornton researched every available option and decided on the new-generation Genesys Aerosystems S- TEC 3100.
“In my opinion, with features like altitude pre-select, envelop protection, GPS steering, auto-trim, and straight- and-level recovery, the 3100 digital autopilot is of the best upgrades an owner can make for flying single-pilot, instru- ment conditions,” he explained. “I’ve flown a lot with it and I still can’t stop smiling every time I use the 3100. Jaime calls it my happy face.”
Most recently, the Thornton’s upgraded their 20-year old Garmin 530w/430 GPS navigators with an all-Avidyne stack. Starting at the top, 771BC’s full Avidyne upgrade includes an AMX240 audio panel, IFD550 and IFD540 touchscreen FMS/GPS navigators, FlightMax EX500 MFD, APX322 ADS- B Out remote transponder, and the SkyTrax 605A ADS-B capable Active Traffic Advisory System. They also added an Insight Digital Engine Monitor and integrated the 310’s active weather radar with the Avidyne displays.
All Dressed Up
“When we bought it, 771BC had a nice ‘100-foot paint job.’ It was a cheap spray over, and since it wasn’t stripped down properly, it was flaking off at a pretty rapid rate,” he said. “So, it really needed to be done right.”
After doing a lot of research and getting the opinions of other twin Cessna owners, the Thornton’s contracted Hawk Aircraft Services in Zephyrhills, Florida.
After stripping it to bare metal, the airframe was in- spected and some minor airframe work was repaired as necessary. At the same time, the flight controls were re- moved and rebalanced. When it was all done, pretty much everything was brought up to better-than-factory condition by Hawk Aircraft’s craftsmen.
“The entire airframe was fully alodined to prevent cor- rosion,” Thornton added. “Jaime and I had sketched out the
July 2020 / TWIN & TURBINE • 7