November 2017 Volume XLIX Number 11

The consumer resource for pilots and aircraft owners

NavWorx ADS-B AD Update Page 23 Pitts Special: Guidance for buying and owning these competition-worthy aerobats... page 24

Portable satellite weather… page 4 A program that prepares for this… page 9 Is this a losing proposition? ... page 15 4 PORTABLE SXM RECEIVERS 12 REMOTE HEAT CONTROL 18 TAMING HOT STARTS New receivers pump some life Products for controlling the Ignition boosting helps, but into subscription-based WX engine heater from afar proper technique is better

9 AEPC ENGINE PROGRAMS 15 HANGAR RESCUE BUYS 21 GARMIN VIRB360 CAM Is prepaying maintenance by Tips for getting a neglected It’s a niche product in the the hour for everyone? bird back in the air crowded action cam market FIRST WORD

EDITOR Larry Anglisano GARMIN’S NEW DISPLAYS: A TEST IN PRICE TOLERANCE No matter how you feel about Garmin’s market domination, you can’t argue SENIOR EDITOR that the company maintains the poll position by enthusiastically pumping out Rick Durden a steady stream of fresh products almost on a monthly basis. But EDITORIAL DIRECTOR Garmin also knows how to get Paul Bertorelli the most mileage from its major systems and the G600/500 retro- CONTRIBUTING EDITOR fit PFD/MFD was getting stale. Peter Kuhns So when Garmin’s director of SUBSCRIPTION DEPARTMENT aftermarket sales, Jim Alpiser, in- P.O. Box 8535 troduced the company’s TXi series Big Sandy, TX 75755-8535 next-generation retrofit cockpit 800-829-9081 displays this past October, there www.aviationconsumer.com/cs was an obvious and genuine en- thusiasm in his delivery. Rightful- FOR CANADA ly so. These new TXi displays are a big deal. They pave a new road for Garmin for Subscription Services the next 10 years, replacing the aging G600/G500—the company’s first certified Box 7820 STN Main retrofit PFD released nearly nine years ago. The flagship TXi line isn’t a tweaked London, ON 5W1 version of the old hardware and software, and it wasn’t born from other existing Canada products; it’s a ground-up redesign. Smartly, and unlike the G500 and G600, the new TXi hardware closely resembles the GTN750/650 navigators and finally has a touchscreen interface, has optional engine monitoring, is available in multiple REPRINTS: Aviation Consumer can provide you or your organization sizes and configurations and is compatible with G600/500 wiring. with reprints. Minimum order is 1000 Based on the presentation and a close look at the interface potential (I haven’t copies. Contact Jennifer Jimolka, 203-857-3144 flown with the TXi yet—that’s in the works for an upcoming full report)—from a design standpoint I think the TXi line is positioned to be one of Garmin’s best- executed aviation products since the GNS430. But there’s one potential show- AVIATION CONSUMER stealing elephant in the room, in my estimation: the price. (ISSN #0147-9911) is There have been rumors about a new display line from Garmin for some time published monthly by and with high expectations. Moreover, the recent trend of cheaper displays (and Belvoir Aviation Group autopilots) that trickle down from the experimental and LSA world had the mar- LLC, an affiliate of Bel- ket assuming Garmin would sell its new displays at, well, experimental prices. It voir Media Group, 535 Connecticut Avenue, got a taste of that with the G5 EFIS and GFC500 autopilot—two products with roots deep in the LSA and experimental market, but with an STC for installation Norwalk, CT 06854-1713. Robert Eng- in certified airplanes. The G5 is under $5000 and the GFC500 under $10,000. lander, Chairman and CEO; Timothy H. My eyes and ears told me the market was expecting these new displays to be a Cole, Executive Vice President, Editorial derivative of the experimental GX3 Touch, but with a wide-reaching AML-STC. Director; Philip L. Penny, Chief Operating Not so. The TXi line is fully FAA-certified to a high standard. In fact, the new Officer; Greg King, Executive Vice Presi- G700 TXi variant that’s intended for Part 23 applications (that’s the jet market) dent, Marketing Director; Ron Goldberg, supports Level A software—the highest certification standard. My sense is the Chief Financial Officer; Tom Canfield, Vice TXi’s certification effort (which commenced long before the FAA relaxed equip- President, Circulation. ment standards for displays and autopilots) has a lot to do with its selling price. The entry-level G500 TXi system with a 7-inch display has a list price of $12,000 Periodicals postage paid at Norwalk, CT, and options (including the $4000 engine display system) quickly drive the price and at additional mailing offices. Rev- northbound. The 10-inch display you see in the Baron pictured above starts at enue Canada GST Account #128044658. $15,000. I may be wrong, but I suspect some buyers expected pricing that’s at Subscriptions: $84 annually. Bulk rate sub- least one-third of this. I asked Alpiser why Garmin didn’t bring a lower-priced scriptions for organizations are available. solution to market, as Dynon is doing with its experimental SkyView. While he Copyright © 2017 Belvoir Aviation Group didn’t dismiss the idea of such a product down the road, he suggested buyers will LLC. All rights reserved. Reproduction in accept the price for a higher level of confidence in the TXi’s design standards. I’m not so sure, but I agree with Alpiser who pointed out there’s no compar- whole or in part is prohibited. Printed in ing the TXi’s design characteristics with non-certified products when it comes to the USA. materials, electrical shielding, lightning testing and a lot of other stuff that tags along with a stringent certification process. As Alpiser put it, “In avionics product Postmaster: Send address corrections to development, the last 5 percent of effort to achieve the highest certification level AVIATION CONSUMER, P.O. Box 8535, Big is what costs the most money.” Many customers will moan and pay these costs, Sandy, TX 75755-8535. In Canada, P.O. Box of course, and an aggressive dealer network will push the product hard, but the 39 Norwich, ON NOJ1PO, Canada. Publish- real test for Garmin will be the TXi’s sales volume in a shrinking retrofit market ing Agreement Number #40016479 just getting used to lower prices and rising competition.—Larry Anglisano

2 • The Aviation Consumer www.aviationconsumer.com November 2017 LETTERS

CIRRUS VISION JET TRAINING recognize a new device until you clear We know enough about that old Co- Kudos to your coverage of the Cirrus out the old device signatures. This manche’s landing gear system to suggest Vision Jet in the October 2017 issue clearing process is buried deep in the following the maintenance manual to of Aviation Consumer. Out of all the A20 owner’s manual, but I think it’s the letter. While it isn’t a complicated magazines that covered it, I thought poorly explained. There is no refer- system, it’s a source of trouble when you guys were the most thorough. ence to filling up the Bluetooth pair- neglected or maintained by techs who One thing you didn’t mention was ing queue—which is the reason for aren’t familiar with the problem areas. the cost for insur- the clearing process For starters, this includes replacing the ance. I’m a 3000- in the first place. bungees on a regular basis and ensuring hour piston pilot To clear the that every bushing in the system has no currently flying a queue, you simul- play. As for those cables, there should be pressurized Baron taneously hold the a slight amount of pressure on the over- and my insurance Bluetooth button center arms that hold the gear in the full agent wasn’t sure I and the minus down-and-locked position. This prevents could get coverage volume control for 7 the arms from moving up and out of the without doing the seconds. After doing downlock position. If not, it’s a $60K Cirrus training. Is that, my Samsung slide waiting to happen. it a prerequisite, as smartphone paired far as you know? flawlessly. SHOP LABOR RATES Thanks for your hard work and for I thought a note in Aviation Consum- You guys should do a story on shop delivering a useful publication month er may help some other pilots in the labor rates. I recently got some avion- after month. future when pairing a Bose and per- ics quotes and it was difficult to figure haps even other Bluetooth headsets. out what was being charged. Turns out Ramone Correia it was around $90 per hour. via email Bob Reed via email Steve Brechtel We appreciate your words, Ramone. As via email we mentioned in the article, you’ll need THE $60K SLIDE a type rating to fly the SF50 Vision Jet After reading the landing gear mishap You didn’t say which region you’re shop- and for now the only place to earn it is at article in the October 2017 Aviation ping, but $90 per hour for specialty work Cirrus. Consumer I was disappointed in your like avionics seems a bit low. For typical As for insurance, as long as you have lack of understanding of the Piper Co- pistons and light turbines, $100 to as the SF50 type rating and have a current manche landing gear system. Since the Find muchus on Facebook as Badge $150 per hour seems to be CtheMYK / .ai policy with your Baron, our sources tell us Comanche was the only Piper model current typical labor rate. Flat-rate pack- you’d have no problem getting coverage. used for comparison in your article, I age pricing is actually in your favor as Still, we couldn’t guess at what price. assume that is what you were referring long as you have a written contract. to when you wrote that “airplanes that BOSE HEADSET BUGABOO use electric/hydraulic systems seem to My guess is that many pilots like me be the most susceptible to gear exten- are over 40 years of age (I’m 62) and sion failures. That would be Cessna may not be completely familiar with and Piper and larger twins.” newer wireless Bluetooth technology Please be advised that the Piper Co- CONTACT US and its limitations. manche landing gear uses an electric After a radio failure on a recent motor driving cables to retract and Editorial Office flight, I tried to pair my newer Bose extend the landing gear. No hydraulic 860-614-1987 (EDITORIAL ONLY) A20 Bluetooth headset with my new fluid is involved, except for the brakes. Email: [email protected] Samsung Galaxy S8 smartphone I I did enjoy the article and thought bought to replace my aging iPhone 4, it was very informative. I have flown Subscription Department which would connect to my A20. The for the U.S. Air Force as well as the P.O. Box 8535 local ATC tower has a recorded phone airlines and have never made fun of Big Sandy, TX 75755-8535 line where they can issue control anyone who had the misfortune to 800-829-9081 instructions in a pinch. land sans wheels. I still fly my 1961 Online Customer Service: However, my phone did not recog- Comanche and a 1944 SNJ, and I’ll www.aviationconsumer.com/cs nize the Bose A20 headset as an avail- be 80 years of age next year. When I able device or add it to the Bluetooth retire from flying I hope to be able Used Aircraft Guides: list—at a time when I needed it the to say that I always landed on the 203-857-3100 most. wheels. Keep the shiny side up. Email: [email protected] I called Bose and learned that the Bluetooth module fills up with only Marty Case For weekly aviation news a few device connections and can’t via email updates, see www.avweb.com

November 2017 www.aviationconsumer.com The Aviation Consumer • 3 AVIONICS FLIGHT TEST CHECKLIST

The GDL51 and SXAR-1 Portable SXM Receivers: are well matched in performance and portability. Separated By Apps The GDL52 does ADS-B traffic, SXM weather and For Garmin Pilot, the twin receiver GDL52 has SXM, attitude in one device. ADS-B weather and traffic, plus attitude data. For The WxWorx WR-10BT/ ForeFlight, the utilitarian SXAR-1 is a solid performer. Mobile Link is a good performer, but it has dated, wired hardware. by Larry Anglisano

t wasn’t long ago that subscription- suggest reading the SiriusXM analy- ing is that vintage receivers includ- based satellite broadcast weather sis article in the August 2017 issue ing Garmin’s GPSMap396/496 and Isystems lost traction in a market of Aviation Consumer. In a nutshell, earlier aera 500-series portable GPS flooded with ADS-B weather receiv- the confusing part of the satellite systems still work with the older XM ers. WSI is canceling its InFlight data datalink weather market is multiple WX data stream. The same is true for service at the end of this year and Avi- broadcasts by SiriusXM, plus the dif- the first-gen Garmin GDL69 and also dyne discontinued the MLB700 Sirius ferent bundles of weather products the HeadsUp Technologies XMD76 weather receiver. This leaves Garmin for vintage and current receivers. We permanent-mount receivers. as the dominant supplier of SiriusXM re-ran the current SXM subscription (SXM) weather receivers. chart for quick reference on page 6. GARMIN GDL51 AND GDL52 While SXM’s longevity is anyone’s For the purposes of this receiver Some buyers balked when Garmin guess, Garmin finally brought the hardware article (we’ll cover three released the aera660 portable GPS anticipated GDL51 and GDL52 to the standalone receivers), consider that without a satellite weather interface. market this past summer. There’s also Garmin’s new GDL51/GDL52 and Logically, an SXM receiver interface the SiriusXM Aviation SXAR-1 (which the SXAR-1 for ForeFlight receive the was expected because a handful of is sold by Sporty’s and directly from latest SiriusXM Aviation data, while previous Garmin portables (going SiriusXM), plus the WR-10BT WxWorx the Baron WxWorx receiver works back several generations, starting receiver that’s sold by Baron Weather. with the older data stream known as with the GPS396) were so equipped, In this article we’ll take a look at XM WX. including the current production how they compare in performance, Additionally, SiriusXM entertain- aera796. It uses the wired GXM42 portability and display compatibility. ment programming is available with remote SXM antenna/receiver that both data streams. Worth mention- plugs in via USB. SXM VERSUS XM But given the aera660’s wireless For a refresher on the history of feature set (it connects via Bluetooth XM-delivered satellite weather, we with Garmin’s GDL39-series ADS- B receiver and other accessories), a wired SXM interface would seem out of place. Plus, who wants wires these days? Not us. The solution is the GDL51 portable SiriusXM weather and music receiver. Priced at $699, the GDL51 is one of several versions of the device. Considered entry-level, the GDL51 has a built-in WAAS GPS for sending position, speed and backup attitude data to the 660 and 796 portables The Garmin GDL51, left inset photo, is designed to sit on top of the glareshield. It has Bluetooth connectivity with tablets and smartphones running the Garmin Pilot app and the aera660 portable GPS shown in the main photo.

4 • The Aviation Consumer www.aviationconsumer.com November 2017 GARMIN PILOT OR FOREFLIGHT MOBILE?

Before deciding on a re- ceiver, consider your tablet app of choice. To the left, Garmin’s GDL51 works only with the Pilot app for both Apple and Android. To the right, the SiriusXM Aviation SXAR-1 works with Fore- Flight (shown) and the WSI Pilotbrief. Baron’s WxWorx WR-10BT, middle, works with Garmin Pilot and ForeFlight.

and to the Garmin Pilot tablet and its portables because if you’re like smartphone app, which has SVX us, the goal is to reduce the number synthetic vision and a full set of of cables you have to bring along electronic flight instruments. and not add to the mess. We have The $1199 GDL52 is a step up and a few Garmin VIRB action cameras includes an integral dual-channel that use a Mini-B cable for charging ADS-B In traffic and weather receiv- and the D2 Titanium aviator watch er, in addition to the SXM weather that uses a charging cradle. We favor and entertainment receiver, plus Mini-B for everything. WAAS GPS. Both models interface dow—again, not the best in a crash The controls on the GDL51 and with tablets, smartphones and select situation, but better than not being GDL52 are minimal and limited to Garmin portable GPS navigators via secured. a power button on the left side of Garmin’s Connext Bluetooth. The GDL runs on a lithium-ion the case. There is also an input for At first blush, the devices resemble battery that Garmin says should an optional SXM antenna, but in a small digital alarm clock and at last for around seven hours on a our trials the GDL51 had flawless 4.9 by 1.3 by 3.4 inches, they are the full charge. Based on our use, that’s reception without it. Whether on top right size for stashing on top of the about right, although like most of the glareshield in a Mooney or glareshield. Weighing .75 pounds, cockpit portable electronics we sug- even sitting on the seat, we never lost the receivers have an anti-slip mat gest plugging it in using the supplied the signal. The mounting plate can on the bottom of the case to keep Micro-B USB cable. The GDL has be used to mount the GDL outside them from moving around. Still, a battery saver feature that turns of the cockpit, but in remote loca- since the unsecured receivers can the unit off when external power is tions you might have to use external be dangerous projectiles in a crash removed and when it senses that the antennas. or even in turbulence, we think the groundspeed is less than 20 knots, The right side of the case has an $25 base mounting bracket is a good there’s no GPS fix and when there is input for an external GPS antenna investment. Garmin also sells a $50 no Connext wireless connection. and an audio output port for piping mounting bracket with suction cup We wonder when the heck Garmin SXM entertainment into a headset for hanging the device from a win- will standardize the power cables for that doesn’t have Bluetooth, for ex-

November 2017 www.aviationconsumer.com The Aviation Consumer • 5 SIRIUSXM AVIATION SERVICE LEVELS (LATEST-GEN RECEIVERS, WSI DATA)

PACKAGE Pilot Express Pilot Preferred Pilot Pro SiriusXM Pilot for ForeFlight app CONTENTS $34.99 month $54.99 month $99.99 month $39.99 NEXRAD radar ✔ ✔ ✔ ✔ NEXRAD storm cell attributes ✔ ✔ ✔ ✔ Radar coverage/site status ✔ ✔ ✔ ✔ Lightning cloud-to-cloud, cloud-to-ground ✔ ✔ ✔ ✔ Temporary flight restrictions (TFRs) ✔ ✔ ✔ ✔ Winds aloft (including graphical depiction) ✔ ✔ ✔ ✔ AIRMETs/SIGMETs/PIREPs ✔ ✔ ✔ ✔ Temperatures aloft ✔ ✔ ✔ ✔ Standard forecast winds 0 hours 0-24 hours 0-48 hours 0 hours High resolution forecast winds 0 hours 0-3 hours 0-24 hours 0 hours METARs, TAFs CONUS ✔ ✔ ✔ ✔ METARs, TAFs non-CONUS ✔ ✔ ✔ Tropical storm tracks ✔ ✔ ✔ Cloud top imaging ✔ ✔ ✔ Surface visibility forecast 0-1 hours 0-3 hours Graphical turbulence guidance ✔ Freezing level/forecasting time 0-1 hours 0-3 hours Icing NOWcast ✔ Convective outlook ✔ SiriusXM Radio programming Optional Optional Optional Optional ample. A power/data port is used for applied or the battery level is greater aera660 have a full display interface. hardwired connections with aircraft than 20 percent. The dual-channel ADS-B receiver power and Garmin’s portable GPS The Connext (Bluetooth) annun- in the GDL52 is similar in capabili- when using the optional power/data ciator is blue when there is an active ties to Garmin’s GDL39 series receiv- interface cable. A wired connection Bluetooth connection and flashes ers. The device queues both ADS-B substantially expands the interface. when the pairing list on the host and SXM weather while it’s turned For example, if you had two mobile device is cleared. When the internal off or in sleep mode and automati- devices running Garmin Pilot and GPS receiver is locked on, the GPS cally updates when the connected connected to the GDL51/52, you annunciator is green and off when display comes back on. could hardwire two more devices to there’s no signal. The SXM annuncia- As for ADS-B traffic display, the the GDL and stream data to all four tor works the same way. GDL52 uses Garmin’s TargetTrend simultaneously. You connect the GDL to the and TerminalTraffic technology—a The front of the GDL case houses Garmin Pilot app (after successful feature that’s standard on current- a smart battery life annunciator. It Bluetooth pairing with the phone or production panel-mount displays. In turns red when the device is charg- tablet) by accessing the Connext tab a nutshell, rather than showing traf- ing and flashes if there’s a fault. in the app and selecting SiriusXM. fic in a fixed snapshot, TargetTrend When the battery is less than 20 per- From there you can see signal quality is velocity-based and uses relative cent of its capacity, the light is orange for both weather and audio datalink, motion to help you better determine and it’s green when there is power plus the availability of SiriusXM which traffic threats are a priority. weather products. The GDL The GDL52 isn’t yet available receives all of the products as as we go to press, so we didn’t fly shown in the chart above, with it. Garmin says it should begin and the Garmin Pilot app and shipping early next year. Worth mentioning is the remote version of the GDL51/52, designated as the The Garmin GDL51R, left, GDL51R and GDL52R. These are is a remote version that remote-box solutions for connecting wires up to the G3X Touch to Garmin’s G3X Touch integrated avionics system for LSA and experi- displays and also has mental aircraft. The remote version Bluetooth for connecting supports up to two wired displays to portables. and two Connext Bluetooth connec-

6 • The Aviation Consumer www.aviationconsumer.com November 2017 tions (a tablet and a portable GPS, for example). The GDL51R/52R uses a 15-pin serial connector for power and data, plus it requires external antennas for GPS and SXM. The remote versions are priced the same as the standard ones and there’s currently a $200 SiriusXM rebate for all models when signing on with a data subscription. SIRIUSXM SXAR-1 SiriusXM Aviation released the SXAR-1 portable receiver a couple of years ago with a partnership with WSI and the Pilotbrief Optima for iPad app. We think the app stifled the SXAR-1’s growth given its lack of popularity, plus it lacked the utility app users were accustomed to with other full-featured navigation apps. But an interface with the hugely popular ForeFlight app gave the That’s the Baron SXAR-1 a new lease on life. The WxWorx setup on device is slightly smaller than Gar- min’s GDL51/52 and at 5.0 by 2.7 our test bench, top by 1.2 inches, the SXAR-1 receiver is photo. Compared roughly the size of a fat smartphone to the Garmin and weighs roughly one pound. It has a nonskid base for resting on GDL51/52 and the glareshield and is powered by a SXM’s SXAR-1, it’s USB-rechargeable battery that runs not exactly portable for roughly seven hours—the same as the Garmin. with all those wires. It’s equipped, but we didn’t need The WR-10BT re- to use the ports for external SXM ceiver, bottom, has and GPS antennas. The SXAR-1 even a rugged chassis worked well when stashed in our flight bag on the back seat. The device and connectors. As you see in the weather product couldn’t get simpler and the controls chart on page 6, SiriusXM developed are refreshingly few. There’s a power a new weather package for ForeFlight button, plus four status annunciators If you already connect an ADS-B and the SXAR-1. New to the Fore- on the top of the case. They show the receiver to ForeFlight, you’ll still be Flight interface is SiriusXM radio status of power, satellite reception and able to use the SXAR-1 because it streaming. If you have a Bluetooth Bluetooth connectivity. We really like connects to the app through Blue- headset, you can wirelessly stream that the ForeFlight app controls the tooth and the Stratus connects via the audio while tuning the channels brightness of the SXAR-1’s annuncia- Wi-Fi. You won’t, however, be able to through the ForeFlight app. But, you tors for preserving night vision. display weather data from both at the won’t be able to receive audio alerts same time. Since SXM weather radar from the ForeFlight app while con- is higher resolution than ADS-B FIS- nected to the SXAR-1 for music. B radar (plus there are more weather Sporty’s (www.sportys.com) sells CONTACTS... products, including cloud tops and the SXAR-1 for $699 and SiriusXM Garmin better lightning data), our suggestion is offering a $200 rebate, for a final 800-800-1020 is to use SXM for weather and the cost of $499. The SiriusXM Aviation www.garmin.com Stratus for ADS-B traffic, AHRS flight subscription is $39.99 per month. instruments, GPS position and pres- SiriusXM Aviation 855-796-9847 sure altitude. WXWORX WR-10BT www.siriusxm.com/sxmaviation Since Garmin’s GTX345 ADS- Huntsville, Alabama-based Baron B transponder is compatible with Weather was the first provider of WxWorx ForeFlight, you can use it (for traffic) weather data for XM Satellite Radio 251-881-8811 and the SXAR-1 (for weather) at the through its WxWorx division. Pro- www.wxworx.com same time. viding weather hardware and software

November 2017 www.aviationconsumer.com The Aviation Consumer • 7 PCs, MFDs and also The WR-10BT (yes, BT stands for mobile devices over Bluetooth) can connect to a portable a wired, Bluetooth device through Bluetooth, but the or Wi-Fi connection. WxWorx external Mobile Link Wi-Fi More on that. device is the preferred method of con- Measuring 2.25 by necting smartphones and tablets. 5.25 by 5.25 inches The portable antenna-equipped and weighing 1.3 Mobile Link device is 4.4 by 6.4 by pounds, the WR-10BT 1.2 inches, weighs 0.4 pounds and is larger than the Gar- requires power input plus a USB con- min GDL51/52 and nection to the WR-10BT receiver. With the SiriusXM SXAR-1. all of this hardware to mount in the The polycarbonate/ space-challenged Mooney, plus all of ABS enclosure is de- the required wiring harnesses, we just signed for unsecured can’t see the system competing with surface mounting (we the other totally portable solutions. wouldn’t do that given But, you could do a semi-portable its bulk) and WxWorx has an installation (the Mobile Link network optional mounting bracket has a 98-foot reception range) and for kit. The receiver works with those who fly with a PC, the WxWorx XM Satellite Radio with an on Wings software is full-featured active audio subscription. with decent radar graphics, winds Equipped with an internal aloft data, echo tops and lightning WAAS GPS receiver for weather data, to name a few features. The pro- display position accuracy, the gram has a unique feature called Au- WR-10BT has four connection toTrak, which uses the GPS position types, including USB, wireless from the WR-10BT receiver to monitor Bluetooth, RS232 serial and the country for severe weather activity. also 10/100 BaseT Ethernet. Addi- You can also overlay TFRs, airports, tionally, the device requires separate navaids and your own GPS position antenna inputs for both XM and GPS. on the map. The WR-10BT doesn’t have a built-in A WX10-BT/Mobile Link bundle is Unlike the Garmin and SXM battery, so external voltage is required $1125. XM WX data subscriptions for receivers, the WxWorx receiver either through a DC power accessory, the WxWorx system start at $34.99 an AC socket or through a connec- per month (Aviator LT) with high-res- can stream data to a PC and EFB. tion with the Mobile Link wireless olution Nexrad radar, TFRs, METARs That’s the WxWorx on Wings pro- transmitter, which sends input voltage and TAFs being the primary products. gram in the screenshot at the top. to the receiver over the data port. The The Aviator subscription ($54.99) WR-10BT can also be powered by offers Canadian radar, lightning, The Mobile Link, bottom, creates USB, but you’ll need the specific Wx- AIRMETs, SIGMETS, freezing levels a wireless network for displaying Worx USB cable for connecting to the and echo tops, to name a few prod- weather on multiple devices. device’s power port, which is a round ucts. Go to the subscription page on screw-in keyed connector. www.wxworx.com for a full list. We think the device’s five input for aviation, ground and marine mar- connectors (including the two SMA IT COMES DOWN TO APPS kets, Baron coexists with The Weather antenna ports) are rugged, but unlike We give Garmin’s GDL52 an edge Company (previously WSI) streaming familiar Mini/Micro-B USB connec- over SiriusXM’s SXAR-1 simply be- its data over the SiriusXM broadcast tors, the ones on the WR-10BT aren’t cause it combines an ADS-B receiver on 2332.5 and 2345 MHz. Baron what most users have in the drawer. and an SXM receiver. We think there’s provides the data for first-generation There are five status annunciators a certain utility there for Garmin Pilot weather receivers including the Gar- on the upper portion of the case that users who need better radar resolution min GDL69 and vintage portable GPS show valid XM audio signal, weather than FIS-B provides, plus weather that units including the GPS396/496. The data signal, GPS antenna signal, Blue- works reliably on the ground, and stream also works with the HeadsUp tooth connection and power input. also want to see enhanced ADS-B traf- Technologies XMD76 series receiver. In our trials, the WR-10BT acquired fic. For ForeFlight users, the SXAR-1 WxWorx provided its own receivers both GPS and XM signals quickly is worthy, but it doesn’t do traffic. Se- over the years and the third-genera- and reception was solid. We tried the lecting the base GDL51 or the SXAR-1 tion portable is the WR-10BT weather system with the Garmin Pilot app, will come down to whether you use data receiver. but it’s compatible with a variety of ForeFlight or Garmin Pilot. The WR-10BT has an advantage third-party apps including ForeFlight, As for the WxWorx system, we like over the other portable datalink re- GlobalNavSource EFB and WingX that it works with multiple third-party ceivers because it can stream data to Pro. That’s a good thing. We couldn’t apps, PCs and has Wi-Fi, but we think a wider variety of displays, including believe it worked with Garmin. it’s time for a hardware refresh.

8 • The Aviation Consumer www.aviationconsumer.com November 2017 AIRCRAFT MAINTENANCE CHECKLIST

This concept has been the AEPC Service Program: gold standard in the jet world. The piston market is Fixed Fee MX for Pistons recognizing an increased resale value of pro- Born in the jet world, the AEPC Piston Engine Service grammed aircraft. If you fly a low-end aircraft Program isn’t an extended warranty. Instead, it follows less than 50 hours per the power-by-the-hour approach to reserves. year, a buy-in likely isn’t for you. by Larry Anglisano private piston-powered aircraft don’t company called AeroEngine become one of the largest indepen- have a chief pilot and a director of Protection Corp. has been dent providers of hourly-cost mainte- maintenance to look after the air- Aaggressively marketing a range nance programs for turbine engines, craft. One of Zilberbrand’s goals is to of scheduled and unscheduled main- before selling the company in 2008. instill a discipline in piston aircraft tenance programs for piston engines. Believing there’s a need for programs owners that simply doesn’t exist to While the concept is new in the in the piston market, he recently the extent it does in the jet world. piston aircraft market, similar pro- launched AEPC. We agree that the mindset needs to grams have been the norm in the jet In the turbine aircraft world, the change. A lot of owners simply aren’t aircraft world for years, and aircraft first question that comes up during a prepared for major unscheduled OEMs, used aircraft dealers, engine jet’s resale is whether or not the air- maintenance. AEPC doesn’t claim to overhaulers and fleet operators are craft is on a maintenance program, lower your maintenance costs. signing on with AEPC’s programs which includes programs for engines, for pistons in impressive numbers. airframes, landing gear, avionics and PISTON ENGINE Aircraft Bluebook has even recognized even APUs so the entire aircraft can SERVICE PROGRAMS the program when publishing typical be operated on a fixed-rate basis. An important aspect to remember is resale costs. AEPC deals strictly with programs that AEPC isn’t offering a warranty For this article, we took a closer for piston engines—no airframe program or insurance—far from it. look at AEPC’s programs to see just or avionics coverage—but that will Zilberbrand reinforces that none of how it works. Here’s a rundown. likely expand as it works with OEMs these programs should be consid- and fleet operators. ered a warranty. That’s because the POWER-BY-THE-HOUR Zilberbrand realizes that unlike technical definition of a warranty is That phrase is a Rolls-Royce trade- in the jet world, operators of typical a guarantee made by the manufac- mark invented way back in 1962 to support the grenade-like Viper engine on the de Havilland/Hawker Siddeley 125 business jet. Because of the unreliable nature of the engine, the idea was to build confidence by offering a complete engine and accessory replacement and service program offered for a fixed cost per flying hour. The concept was eventu- ally copied by others, making its way to a wide variety of turbofan and turboprop applications. In 1989, AEPC’s founder, Ron Zilberbrand, started Jet Support Ser- vices Inc. (JSSI), which went on to

The engine doesn’t have to be new to get on a PESP program. The 1400- hour Lycoming on the Cardinal pic- tured here is fair game as long as it passes a stringent initial inspection.

November 2017 www.aviationconsumer.com The Aviation Consumer • 9 PISTON ENGINE SERVICE PROGRAM FEATURES

INCLUDED PROGRAM FEATURES PESP PESP PLUS PESP CARE Coverage for engine components, includes 100 percent of parts and labor ✔ ✔ ✔ Eligible for open enrollment any time during engine’s life ✔ ✔ ✔ Loaner engine components offered when available and applicable ✔ ✔ ✔ Loaner engine accessories offered when available and applicable ✔ ✔ ✔ Ground freight charges included with component replacement effort ✔ ✔ ✔ Loss of use reimbursement for components covered ✔ ✔ ✔ Trip interruption reimbursement for components covered ✔ ✔ ✔ Renewable agreement ✔ ✔ ✔ Agreement duration of three years minimum ✔ ✔ ✔ Coverage for engine accessories, which includes 100 percent of parts and labor ✔ ✔ Contract agreement required for a minimum of five years ✔ Coverage for scheduled service (annual inspection and overhauls) ✔ Fixed budget for scheduled service ✔ Fixed budget for unscheduled service ✔ ✔ ✔ turer of a product that it will operate in the jet world. Aircraft Bluebook says along with that comes scheduled as it was intended for set amount of to add $65,000 to a used SR22 with maintenance,” Zilberbrand told us. time after you acquire it. Moreover, an AEPC program in place. If you sell the airplane, the program AEPC doesn’t maintain anything. There are three programs for can stay in place as long as someone While it does have on-staff advisors buy-in, starting with unscheduled keeps paying the hourly rate. These who work with the aircraft owners coverage only for engine compo- rates vary by aircraft, but for the Cir- to help troubleshoot problems and nents (PESP), unscheduled coverage rus SR22, the enrollment fee for the coordinate FAA-approved shops and for engine components and also its base PESP program is $7725, which mechanics, you are free to bring accessories (PESP Plus) and a pro- covers unscheduled component your aircraft to any qualified facility gram that covers engine components, replacement for 600 hours of flight of your choice. The chart above is a accessories, plus annual inspections time, or for three years and up to quick reference guide for standard and engine overhauls (PESP Care). 200 flight hours per year. benefits under a given service plan. Let’s consider an existing second- The PESP Plus (for a $13,334 In summary, there are three generation Cirrus SR22 with a mid- enrollment fee) is a similar program, segments to this family of engine time engine. You’re new to the air- but it also includes accessory replace- programs (contracts) termed PESP, craft and concerned about the engine ment. Sticking with the Cirrus SR22 for Piston Engine Service Program. unexpectedly needing a top overhaul as an example, what’s covered here AEPC says one of the benefits of and other unscheduled work. Maybe is components like the starter, the signing on to even the most basic it eats a cylinder or two—not uncom- starter adapter, magnetos, engine maintenance program is minimiz- mon. Lurking in the back of your fuel pump and both alternators. ing the risk of pricey unscheduled mind is the day your shop tells you The flagship program is the PESP service (think real-money stuff like it’s time for an overhaul. Under the Care. The Cirrus has a $7725 enroll- all new cylinders), while stabilizing base PESP program, what’s covered is ment fee and uses a fixed budget the overall scheduled service budget. the unscheduled failure of major en- formula for scheduled and unsched- Unless you are seriously structured gine components. This includes the uled service. You have to sign on to about putting money aside for all case, crankshaft, camshaft, lifters, PESP Care through a five-year renew- maintenance events—and some cylinders, intake valves, rocker arms, able agreement, as opposed to three owners are not—this could lessen rod bearings, intake springs, exhaust years for the PESP Plus program. For the blow. There might be payback valves, rings, gasket sets, tappets the Cirrus on a PESP Care program, when you sell the aircraft because all and even an oil pump housing. For you pay $63.04 per hour for 100 maintenance programs are trans- the Continental IO-550 series in the percent coverage of parts and labor, ferable upon the sale or trade of a Cirrus, the PESP program also covers for both scheduled (100 hour/annual covered aircraft in good standing. the exhaust system components. inspections, mag replacement and Plus, it shows a buyer you were seri- “Using the age-old jet program overhauls) and unscheduled service, ous about maintaining the engine. philosophy, by paying by the hour including removal and replacement Our research shows the industry is what you’re doing is ultimately zero- of the engine and shipping. You’ll indeed putting a premium on air- timing the engine by prepaying for pay $22.95 up front for each hour craft that are programmed, like it is scheduled engine maintenance and already flown off the engine.

10 • The Aviation Consumer www.aviationconsumer.com November 2017 You don’t pay the hourly rate in Cylinder replace- advance. Instead, pay as you fly. On ment, among a monthly basis you’ll go to the com- other major engine pany’s website and log in to enter the ending time and starting flight times components, top for the month flown to determine photo, is included how much you need to pay into the in the base PESP program. Pretty simple—if you flew 10 hours for the month, simply mul- program, while tiply it by the $63.04 hourly rate and the PESP Care is mail AEPC a check for $630.04. the flagship hourly That money goes into a reserve ac- count for future maintenance. AEPC rate program that pays the shop directly. If you’re over reserves for inspec- 30 days late with payment, you can tions and over- get hit with an 18 percent fee per hauls at the shop monthly invoice and dropped from the program. of your choice, including the fac- GETTING STARTED tory, bottom. The program covers a wide vari- ety of Lycoming and Continental engines. To qualify for the program, inspection, depending on the the aircraft engine must undergo overall condition of the engine an initial inspection at an FAA- and the compression check approved shop or by a certificated readings. A&P of your choice. This is called a AEPC requires that you pre-enrollment engine review, which send the engine and flight data is assigned to a legal contract. One of that’s recorded by an onboard the first things that is verified is the trend monitoring system, if engine serial number (on a warm en- equipped. Also, you’ll have to gine), which must match the aircraft do your part in protecting the logbooks. The inspection is fairly engine during storage. In the involved. contract, deal-breaking abuse It includes a ground run to warm specifically includes exposing the engine for a differential com- the airframe or engine to the pression check. If it’s a Continental damaging effects of corrosion. engine, a master orifice reading is Under the contract, Illinois is obtained before the compression the state of governing law. check. During the ground run, the We didn’t see any red flags in the old aircraft with high-time engines engine idle speed and oil pressure is agreement, but we did spot a state- because it’s looking at it carefully recorded, as is the RPM drop of each ment that said replacement compo- during the pre-enrollment inspec- magneto. The engine is uncowled nents will not necessarily be new un- tion. What we’re getting at is if you and inspected for oil leaks, a mag less specifically approved by AEPC. try to enroll knowing the engine timing check is accomplished and Additionally, the coverage of some needs a top overhaul, so will AEPC. the engine case and cylinders are in- troubleshooting efforts is capped at During our research we learned spected for cracks in prone locations two hours. All non-consumable com- that some large respected aircraft and around spark plug bosses. ponents removed from the aircraft dealers and high-volume engine The inspection also includes an become the property of AEPC. overhaulers are adopting AEPC pro- oil change, where the oil filter is Under the unscheduled service grams as standard. Poplar Grove Air- cut open and inspected for metal contract, there’s an AOG benefit that motive includes an AEPC program and other contaminants, and an oil pays you $100 per day (up to five with 700 hours of coverage on every sample is sent to Blackstone Labs business days) if a covered compo- engine it sends out the door. for analysis. AEPC says it may also nent isn’t available after six days. OEMs are getting on board, too. request a cylinder borescope in- American Champion is delivering spection and possibly a valve guide THIS ISN’T FOR EVERYONE its new models with a program at- “The owner who needs this program tached, AEPC is working with Piper the most might be the one who flies to program the Malibu/Matrix and CONTACT... a $30,000 aircraft less than 50 hours Seneca and Zilberbrand hinted at per year, but he’s probably not going plans for new Cirrus models. We’ll AeroEngine Protection Corp. to pay 15 percent of the aircraft’s revisit the program in a year to see 888-449-7775 value for PESP Care,” Zilberbrand how it’s going. If you have experience www.aepc.aero admits. AEPC has no problem with with it, we want to hear about it.

November 2017 www.aviationconsumer.com The Aviation Consumer • 11 HANGAR ACCESSORIES CHECKLIST

For around $50, Wi-Fi- based Wemo Smart Plugs Remote Heat Switching: are convenient and cheap. Cellphone-linked units Wemo Smart Plugs Win can switch two indepen- dent lines. Control your engine heater remotely with cellphone- Repeatedly turning the heat on without flying activated switching from FST or SwitchBox. When can lead to corrosion. Wi-Fi is available, Wemo Smart Plugs are a bargain. factor, which is irrelevant to OAT by Rick Durden and metal objects—and think it’s time they correct that error. omeone just flipped the switch engine heater. Then we’ll look at the and shut off summer. Aircraft products available to remotely switch PLUGGED IN CONTINUALLY? Sowners who live in the tem- heaters on and off if a pilot doesn’t The question that we hear is whether perate climes are preparing their want to leave the heater plugged in leaving an electric engine heater machines for the demands of winter. full time and have to drive out to the plugged in continually will cause Unless those owners have been airport to plug it in prior to a flight. corrosion in the engine. While we living under a rock, they know that The bottom line? We like the remote will be doing an in-depth piece on part of that preparation involves switches sold by SwitchBox Con- engine heaters in a future article, the figuring out a way to start the engine trol, FST LLC and Belkin—and their simple answer is that if the heater when the frost is on the pumpkin prices. keeps the temperature of the entire because they know that firing it up engine above the dew point there in very cold weather, without some YA GOTTA PREHEAT will be no place for the moisture in form of preheat, can do a lot of dam- In their service instructions—SIL the engine to condense—and poten- age to the engine. 03-1 for Continental and Lycoming’s tially cause corrosion. We’re going to talk first about number 1505—the engine manufac- We believe that a heater manu- why preheating an engine is impor- turers make it clear that their engines facturer should be able to provide tant and the concerns about engine should be preheated when the OAT data to demonstrate to a prospective corrosion due to moisture that can falls below 20 degrees F. We can’t buyer that it will keep the overall accumulate in the engine due to im- resist pulling Continental’s chain engine temperature above the dew proper preheating with an electrical because its letter refers to wind chill point in prolonged use—if it will. The downside to using a heater for only a few hours prior to an intended flight is that if you don’t fly and have to shut the heater off you have just created conditions conducive to wa- ter vapor condensing in the engine. While a few times probably isn’t a big deal, doing so repeatedly starts push- ing the level of risk up there. In addition, we do not recom- mend using a timer that turns your heater on and off if you aren’t going to go flying at the end of each cycle. While researching this article we spoke with a number of mechan- An electric engine heater is an ideal way to get the engine ready for a cold-weather start. What are your options for turn- ing it on and off if you don’t want to leave it plugged in all winter?

12 • The Aviation Consumer www.aviationconsumer.com November 2017 The SwitchBox controls two in- dependent lines with up to 1800 watts and 15 amps. ics who referred to seeing water when first starting to drain the oil during winter oil changes on heater-equipped customer aircraft, corrosion in various locations of the engines as well as looking through a borescope and seeing liquid water inside cylinders. If you are not able to ensure your heater will keep the entire engine above dew point, we recommend turning on the heater the number of hours prior to your flight recom- mended by the manufacturer. The good news is that there are good remote switching devices on the market and most will run two separate electrical lines—something device with internet access. The unit that is handy if you are also running may be activated via a phone call— a cabin and/or avionics heater, which the call goes to voicemail and power may draw more power than the line 1 activates. Calling the unit engine heater, and you want to turn again will cause outlet 1 to turn off. them on and off separately. When using a text message, the user enters a code to turn on either outlet SWITCHBOX CONTROL 1 or outlet 2; however, the unit can Two versions of the 4G SwitchBox be programed via text message to from SwitchBox Control are offered: turn on both outlets via text mes- the $349.99 SwitchBox and the sage. When the unit is turned on or $364.99 SwitchBox with LED plugs off via text message, the unit replies Apt who has been using his Switch- (they light up to show the circuit is with a text confirming the action has Box since 2012 to ask him how it had active). The units are otherwise iden- taken place. Signal strength to the been working over the last five years. tical, with two independent outlets unit may also be monitored via text He told us that he’d had no trouble able to handle 120 volts, 15 amps messaging or the app. with it, but that he’d found it was and 1800 watts. Each comes with There is a 10-foot remote antenna simpler to operate the device with an activated T-Mobile account with available for $20 to get the best cell- text messages rather than the app. $3 credit that expires after 30 days phone reception. The signal quality When we spoke with him in early when a $10 credit must be added by should be checked with the hangar September he said that the preheater the user. door closed. The SwitchBox comes season had started where he lives in The unit has a custom timer that with a 12-month warranty and 30- western Pennsylvania and he had can be programmed for up to 18 day money-back guarantee. just added $20 to his T-Mobile ac- hours. The user establishes a secu- SwitchBox Control still offers a count, which should run his Switch- rity list of telephone numbers from 2G version of the SwitchBox with Box for the season. We note that not which it will accept calls. Calls to the same features as the 4G ver- keeping the account current can re- the unit are free and do not subtract sion. Prices are $299.99 for the unit sult in losing the cellphone number from the balance in the cellphone and $314.99 for the unit with LED and a hassle in obtaining a new sim account. Texts from the unit cost 10 plugs. According to the website, the card and re-establishing service. cents for T-Mobile, 20 cents for AT&T. 4G device has 30-40 percent better Dr. Apt said that he was glad The manufacturer’s instruction cell reception than the 2G model. As to have the antenna extension as manual indicates the unit can be op- SwitchBox only pairs with T-Mobile cellphone reception varied within erated for $30 per year in cellphone service, we note that while T-Mobile his hangar. He also said that the cord fees. has said it will continue 2G service from the SwitchBox to the wall plug According to SwitchBox Control, until 2020, it also appears that it is is fairly short so he tie-wrapped the the preferred method of operation is suspending it in some areas already. unit to a spot adjacent to the power via the free app for iPhone, iPad or Because of the upcoming phase out plug in the hangar. Android device. The website provides of 2G service, we do not recommend a video explaining the operation of buying a 2G unit. FST LLC the apps. There is also an app for any We contacted former astronaut Jay Offering three remote switching

November 2017 www.aviationconsumer.com The Aviation Consumer • 13 FST’s line, left, includes the Regal Pro-Max, U-Phone-iT 4G and Regal Pro. Belkin’s Smart Plugs, below left, require a Wi-Fi connection but are attrac- tively priced.

reception, there are a series of Wemo “Smart Plugs” available from Belkin. While they are advertised for house- interrogated as to status, responding hold use, they will handle 1800 by text message. watts and 15 amps. The box itself is made of ABS plas- Prices range from $29.99 to tic with dimensions of 4.75 by 5 by $49.99. Each is controlled by an 8.5 inches and weighs 2.5 pounds. app for Android and iOS operat- It has a carrying handle and non- ing systems—and they monitor the marring feet. Neon lamps illuminate energy use of the heater plugged into to show when the outlets are active. the unit. If the user wants to control The U-Phone-iT 4G comes with a a second power line, it’s just a matter 12-month warranty and 80 days of of buying another Smart Plug and paid AT&T cell service. FST says that programming it. the user-managed cell service costs as little as $4 per month. CONCLUSION For $375, FST’s Regal Pro has all We like both the SwitchBox Con- of features of the U-Phone-iT 4G trol and FST LLC lines of remote and a maximum switching power of switches, but lean toward the FST 1700 watts, a 15-amp capacity and a entry-level box because it is the clock-based activation program that cheapest on the cellphone-controlled can turn on its outlets at a specific market for those whose heaters don’t time of day and leave them on for draw more than 10 amps and 1000 periods selected by the owner. watts. However, if you want to use an Contained in an aluminum case, app to control the heater and have the dimensions of the Regal Pro are an Android device, it’s a SwitchBox 5.4 by 6 by 10 inches. It weighs 3.2 Controls unit only. We like that both pounds. manufacturers’ units can be interro- At $395, the top-of-the-line Regal gated as to their status. Pro-Max 4G has a 20-amp capac- We’re learning that an increasing units, FST differentiates them pri- ity and one outlet with a 2400-watt number of owners have Wi-Fi service marily by the switching capacity. capacity and the second with a 1400- in their hangars. In that case, we The basic unit, U-Phone-iT 4G, is watt capacity. FST says that it will think the under-$50 Wemo Smart marketed through Aircraft Spruce handle the highest-power aircraft Plugs are the way to go. for $292 and has two independently engine heaters on the market and controlled 120 VAC outlets with a that it can service two single-engine 10-amp overall capacity. It can be or two twin-engine aircraft simulta- controlled by a telephone call, text neously and separately. CONTACTS message or iPhone (no Android) app The Regal Pro-Max has an alu- Belkin provided with the unit. For security, minum case with dimensions of you select the phone numbers from 5.4 by 6 by 10 inches and weighs 5 800-223-5546 which the device will accept calls as pounds. The operating temperature www.belkin.com well as set a password. The call or range for all of the FST devices is -10 text turns the selected line on or off to 120 degrees F, which may not be or activates a programed cycle—it adequate for the coldest sections of FST LLC can be remotely programed. the country. 262-412-7580 Max switching power of the U- FST offers a cell management www.fstllc.com Phone-iT 4G is 1000 watts and 10 subscription service that will make amps. The device monitors cellphone sure your switch’s service continues strength at its location—a remote an- to operate for $80 per year. SwitchBox Control tenna is available for $48.50. It sends No phone number provided automatic notifications of power BELKIN www.switchboxcontrol.com outages and restoration and it can be If your hangar has decent Wi-Fi

14 • The Aviation Consumer www.aviationconsumer.com November 2017 Just because it’s hangared doesn’t mean it’s preserved. The Grum- man Lynx in the main photo is covered with bird droppings and might also be infested with mice. It also looks to have surface rust.

in Utah was recently purchased from an eBay listing. Two weeks later it departed, presumably for the first time (based on ATC communica- tions), crashed a quarter mile from the departure end of the runway onto a city street and hit a car before catch- ing fire. Thankfully no one was hurt and while the NTSB hasn’t released AIRCRAFT OWNERSHIP its final report (the preliminary is at tinyurl.com/ybvm8mls), the chatter in Beech type club communities prior to the sale was ripe with the unfortunate Rescue Buys: history of this airplane (none of which appeared in the eBay listing). There were some warnings of rotted fuel Think Salvage Value lines. But it isn’t all grim in the world of aircraft rescues. We heard plenty of success stories during our research. Getting a slumbering aircraft back in the air means IT CAN BE DONE accepting that you’ll go over budget on repairs and No matter how upside down and restoration. Type organizations are a good starting point. jaded you become as a new owner of a neglected aircraft, there do seem to be some worthwhile takeaways from by Peter Kuhns those who have succeeded in rescu- ing forlorn birds. t nearly every airport you’ll long-term storage in a dry environ- “It can be done. We did it 15 years find aircraft that haven’t flown ment helps preserve the airframe and ago with a Grumman Tiger,” says Ain years. Some are hidden in avionics, but even when impeccably John Sjaardema, of Excel-Air Services private hangars, some are stashed in preserved, don’t think you can fly the in Rensselaer, Indiana. The shop the corners of maintenance shop han- airplane out without careful inspec- bought the Tiger sight unseen in Ari- gars and some are ramp derelicts that tion. Legally, you’ll need a ferry per- zona after the aircraft hadn’t flown are begging for rescue from the harsh mit. See the November 2016 Aviation in 15 years. Sjaardema concedes he elements. Is it worth getting involved Consumer on the permit process. didn’t make much money on the air- with these neglected birds given the “If it’s hangared in a dry environ- plane—maybe $5000 profit—but it number of airworthy ones on the ment, you’ll still need to borescope kept his staff busy during a slow win- current market? The short answer is the engine,” advises Robert McGuire, ter. “Yes, we rescued it, but would I maybe, but only with the right ap- an A&P/IA with Mooney expertise. do it again today? For a Tiger, maybe, proach and a healthy dose of realism. In the Mooney world, McGuire cau- but I wouldn’t attempt that kind of Hint: Seldom is there a great deal. tioned that it seldom makes sense to restoration on a lower-end Traveler For this field report, we talked with think you’ll save money with hangar or AA-1, for example, because we’d owners who have endured the realities rescues because you’ll likely spend never recoup the costs,” he told us. of rescuing a neglected aircraft and de- up to $60,000 for even an older one That’s the common thread we heard scribe why it might and might not be with aging avionics. In general, he from nearly every expert we spoke worth the effort and investment risk. thinks you’ll end up spending tens with because for the most part, the of thousands of dollars to update the serious restoration effort (and the ex- STORAGE MATTERS panel and maybe as much for air- pense) that’s often required of rescue While it’s more common to find air- frame work only to find the engine aircraft might only make sense for craft that haven’t moved in years sit- needs to be rebuilt. “I’d say no, don’t planes with decent market value. ting on outdoor tiedowns, you might do it,” he told us. But aside from inherent value, stumble upon some hidden gems. Accident reports may drive his perhaps the aircraft you have your Like classic car barn finds, it’s all counterpoint home. A Beechcraft eye on is uniquely configured. Some- about the preservation. Done right, Sierra that sat for 12 years on a ramp times it’s a pretty good score as it was

November 2017 www.aviationconsumer.com The Aviation Consumer • 15 Larry Crowl managed to rescue a 1975 Cessna 177RG Cardinal, but only be- cause it was given to him. The asking price wasn’t due to penny-pinching neglect. Crowl’s friend bought the Cardinal in 2003 and then he went through a string of serious health is- sues, which kept him and the airplane grounded for 10 years. “I told him I’d love to buy the airplane and convinced him not to part it out. He said he’d give it to me on one condition: I send the engine to The rescue a reputable shop for rebuild, so that’s attempt of what I did,” Crowl told us. It wasn’t all roses, however. The Cardinal sat the Beech Si- for two years outside and required the erra in the top re-skinning of the tail because of bird photo didn’t infestation. Crowl’s advice to the hopeful: “You end nearly as have to find a trusted mechanic to well as Tommy join you in any aircraft rescue process, Kreuter’s vintage and add nearly 15 percent more than Beech Bonanza, you’d like to spend on restoring it,” he said. You’ll also need patience because middle, which— as Crowl noted, there will be times other than needing a that you need a replacement part and battery—turned out to be it won’t be readily available. Of course, the flip side of an amaz- squawk-free after sitting ingly low acquisition price (as in free) in a hangar for 14 years. is paying full price. Why in the world Consider investing in cyl- would you do that? In some cases, the forgotten plane that sits rotting in a inder borescoping, bottom, hangar or a tiedown might be the only on any engine that’s been plane you can fly. That was the case sitting—indoors or out. for Brian Estes, who rescued a 1978 Cardinal RG five years ago. The mostly all-original airplane sat Yan Aero. Lindauer—an A&P (hangared) for three years and Estes with IA—did what every buyer told the seller he would pay the asking should and asked the broker price if he would fly the airplane to Es- for the aircraft and engine tes’ own mechanic for an inspection. logbooks, plus detailed photos “I bought it and completely rebuilt of the aircraft. it, including the interior, engine, “We shot the broker a low- avionics and paint. It’s essentially a ball offer that wouldn’t end up new plane,” said Estes. But why so killing us financially if there much love after paying full price for for Curt Lindauer. But you have to be were surprises later on, and the seller something that’s been sitting for so smart about it. accepted it,” Lindauer told us. He long and needed so much work? “I’m “My son was trying to finish ended up having the airplane ferried paralyzed from the legs down and the the training for his private pilot’s to his location so he could perform Cardinal RG is the only airplane I can certificate and asked if I wanted to the annual inspection, which ended fly independently due to its enormous get back into flying (after a 13-year up costing $2000. The father and son doors and high wing,” he told us. hiatus) and partner in an airplane. team ended up with a decent four- Our budget was small and require- seat retrac with only 400 hours on THERE’S SOME LUCK ments were light, so we searched and the engine for around $40,000. That’s INVOLVED searched,” Lindauer told us. Finally rare, though. How seminal is luck in this process? a 1975 Beech B24R Sierra that had “I was definitely lucky,” says Tommy a landing gear incident popped up WHAT SHOULD YOU PAY? Kreuter, about his 1947 Bonanza he on an internet search. The airplane Paying the right price for a rescue rescued from 14 years of slumber. had flown very little following the aircraft is definitely part of the equa- Kreuter had just earned his private prop and engine overhaul, which tion. And for some planes, that price pilot’s certificate in 2010 and the was performed by the respected Penn might be—or might need to be—zero. wife of his father’s business associate

16 • The Aviation Consumer www.aviationconsumer.com November 2017 TYPE CLUBS: WORTH IT FOR TECH DATA The aviation equivalent of free actu- able from the Grumman type club. conventions and (time permitting) ally exists and it’s called the type Another bacon-saving benefit to actively participate, answering ques- club. The low cost of joining one type clubs is the enduring relation- tions from members on the type club for full benefits, including access to ships these clubs have with mechan- web forums. Type organizations can technical resources—often around ics who specialize in the type. Not also be a good source for training. $50—could be your best invest- only might these shops be higher The American Bonanza Society ment before even embarking on a offers its Beechcraft Pilot Proficiency rescue project. How is this possible? Program (BPPP) free to all ABS mem- Longtime pilots of a certain aircraft bers, although complimentary tempo- type—many of them A&Ps—know rary memberships must be converted a thing or two about their planes to a paid membership to participate. and generally love to share experi- The BPPP has one of the better online ence and knowledge. The internet training centers we’ve seen. For in- makes for easy access. In addition, stance, the BPPP initial course focuses type clubs have prebuy inspection on aircraft systems and techniques for lists that uncover relatively obscure proper engine operation. The systems, things to look for during an inspec- procedures and techniques course tion. And no, some critical ones consists of 13 go-at-your-own-pace aren’t always covered in an airwor- training modules and includes short thiness directive or service bulletin. quizzes at the end of a module. Two of As one example, some late-model the programs that focus on fuel sys- Grumman Tigers (this is the AG-5B) tems and engine failures have versions have dissimilar metal corrosion rear- dedicated to certain models, including ing its ugly head through blistering the Baron/Travel Air and Bonanza/ rivets around the middle of the wing Debonair. You can expand the online flaps. The metal strap that holds the training to real-world flight instruc- flap was made of steel and the flap tion. ABS also offers type-specific is made of aluminum. Over the years training for experienced A&P mechan- the two dissimilar metals react and caliber (not always the cheapest, ics in its ABS Maintenance Academy. start to corrode the flap. You would however), many are partners with Last, use caution while using free think there is a service bulletin or the type club members. This means type-club internet forums. They can even an AD for this, but there isn’t. many are welcoming to owner- be good resources for getting an- However, this issue does appear on assisted annual inspections, they swers to lots of questions, but some the pre-inspection checklist avail- might host events at type club technical content can be dated. was selling a hangar. The gentleman tarp was a 1947 Bonanza. I bought ADs. It just needed a new battery and had dementia and thought he was the hangar and then had the plane a double oil change,” Kreuter told us. still flying, but actually hadn’t flown ferried 60 miles to my mechanic. It It’s an interesting story. The engine in 14 years. turns out the airplane was squawk had been overhauled in 1968 and “I went to see what was in the free and after sitting all that time received chrome cylinders. In addi- hangar and in the back under a there were no rat’s nests and no tion, the remote oil tank check valve failed, allowing oil to flood the case, essentially pickling it. This Bonanza TIPS FOR RESCUE BUYERS was owned by the same pilot since 1952 and lived in the same hangar ✔ Start by joining a type club and get an inspection checklist. all that time. We asked Kreuter if he would res- ✔ Consider the hidden damage caused by outdoor storage. cue another plane, even though the next time he might not be so lucky. ✔ Lobby the help of a mechanic experienced with the model. “Yeah, now that I know what to look for. It’s all random though and you ✔ Plan on borescopic imaging of engine cylinders. really can’t be looking for a particu- lar type,” he said. ✔ Don’t think about flying the aircraft without a detailed inspection. THE TAKEAWAYS ✔ Plan on going over budget on restoration projects. What are the takeaways from these successful rescues? Partner with an ✔ Some neglected aircraft aren’t even worth salvage value. A&P if you aren’t one because you’ll be relying on him or her a lot. Type ✔ Neglected complex models might not be worth chasing. continued on page 32

November 2017 www.aviationconsumer.com The Aviation Consumer • 17 TECHNIQUE The classic “it won’t run” situation occurs on a warm or hot day, some 15-45 minutes after landing. The pilot tries to start the engine. It will Hot Starting: catch, run briefly and then quit. Fur- ther attempts may or may not result in the engine firing at all. If it does, it Science and Art will usually only run a few seconds before reciprocation ceases. The underlying reason is that the Hot starting problems can be minimized by fuel lines downstream of the fuel control unit through the distributor monitoring ignition system health and controlling valve and to the individual cylinders vapor in fuel lines. Aftermarket devices can help. are positioned so that they absorb the heat after engine shutdown. The fuel in the lines vaporizes—so liquid by Rick Durden fuel is not getting to the fuel injector nozzles and the cylinder doesn’t get t’s long been recognized that an dations for maintenance and operat- the appropriate fuel mixture for igni- effective way of staring a fight in a ing technique that can minimize the tion. The problem is made worse by Ibar catering to pilots is to inno- problem and see if there are aftermar- unresolved maintenance issues in the cently ask about procedures for hot ket devices that can help. We did, we ignition system. starting big-bore Lycoming or Con- did and there are. tinental engines and then step back. IGNITION The chairs will start flying. THE PROBLEM Hot start issues boil down to two: That’s about what happened when Hot starting difficulties for piston-en- inadequately robust spark from the we started the research for this piece. gine general aviation airplanes tend ignition system and fuel vapor that We heard it all. Being either foolish to be limited to fuel-injected engines prevents liquid fuel from reaching the or fearless, we immersed ourselves in that do not have some sort of com- injector nozzles. the subject to see if we could come puter-controlled ignition and/or fuel According to Mike Busch, founder up with information as to why hot injection system. That means almost of Savvy Aircraft Maintenance Man- starting is a problem, find recommen- all higher-horsepower engines. agement, during a hot start, the mags, impulse coupling(s), ignition wiring harness and spark plugs have to be in good condition to generate adequate spark because the fuel mixture in the cylinders may be less than ideal. Busch told us that while the mag- neto manufacturers’ recommended 500-hour interval for inspection and replacement of components as needed (IRAN) is not required for a Part 91 operator, he strongly recom- mends it. We agree. In our May 2016 issue, we looked at magnetos in detail and found that within 500 hours of operation it’s not unusual for plastic components to wear or fail and for carbon tracking to induce arcing, throwing off mag timing and/or internal E-gap timing, leading to hard starting issues. As would be expected, dirty or improperly gapped spark plugs will cause hard starting in general. Another cause of weak spark is high resistance in the spark plugs. Each plug has a resistor that reduces

While this is one way of deal- ing with hot starting issues, we don’t recommend it.

18 • The Aviation Consumer www.aviationconsumer.com November 2017 On most fuel-injected engines such as this Continental IO- 550, the fuel lines (curving silver tubes) to the cylinders run directly over the top of the engine itself—in the ideal location to become heat soaked following shutdown. the voltage from the magneto to an appropriate value for the spark that ignites the fuel/air mixture. Normal resistance for a new plug is 1000 to 2000 ohms. Plug manufacturers state that resistance may climb in service. The question is how much is too much. Tempest publishes guidelines recommending replacement once resistance exceeds 5000 ohms. Our injector nozzles. The sour spot for a Lycomings hot start more easily than research did not elicit consistent rec- hot start attempt is 15 to 45 minutes Continentals—their fuel injection ommendations on the subject. Never- after engine shutdown. George Braly systems are not the same—and that theless, it’s our opinion that if you’re and his team at General Aviation there is an aftermarket product that having starting issues, check plug Modifications Inc. (GAMI) instru- looks promising. resistance and replace any that are mented some airplanes with big-bore, iStart (www.istartair.com) is a com- showing a level above 5000 ohms. fuel-injected Continental engines to puterized priming assist system with Many Continental engines are track post-shutdown temperatures a secondary fuel injection system that equipped with a “shower of sparks” in the cowling. What they found was samples the engine temperature and system to multiply the number of that in addition to vaporizing the fuel injects the appropriate amount of fuel sparks from each plug per activation in the lines above the engine itself, for priming, cranking and starting. of a magneto’s impulse coupling. much of the residual heat was con- The additional plumbing is indepen- The system has been around since centrated in the engine-driven fuel dent of portions of the engine’s fuel the Ford Model T because it works. pump. The fuel vaporizes in it and system. It’s only used for starting (not A vibrator switch triggers a rapid fir- the pump won’t pump. in flight) and cannot operate when ing sequence that causes there to be During a starting attempt, the pilot the engine is running. nine to 12 sparks from the impulse runs the boost (primer) pump to During start, the mixture control is coupling rather than one—creating a prime the engine and then hits the left at idle cutoff while iStart adjusts longer spark sequence that helps ease starter. The engine starts on the fuel the fuel delivery through its fuel hot (and cold) starting. from the primer, uses it up and quits lines. Once the engine is running, We have gotten good feedback because all the cylinders then receive you advance the mixture control and from users on Champion’s SlickStart, nothing but vapor. set the throttle for 1000 RPM. Once an aftermarket ignition enhancer that There are a number of prophylactic 10 seconds have elapsed and RPM can be thought of as a computerized steps that can be taken, including has stabilized, iStart shuts down. approach to the shower of sparks heat shielding the fuel lines, which— The price is $995 plus specific fuel concept. The $829 box was designed according to Mike Busch—pays big lines and fittings for the type aircraft for Slick magnetos, but versions are dividends. In addition, on airplanes (it’s STC’d on Beech singles and the available for some Bendix mags. It with an oil access door on top of the Bellanca Viking thus far)—installa- creates a long, powerful voltage for cowling, opening it after shutdown tion is estimated at a day. iStart has low-speed starting, increasing the allows much of the heat that would proven popular on experimental air- length of the starter sequence and be trapped above the engine to craft over the past six years. STCs are increasing the electrical energy to the escape. If the airplane has cowl flaps, expected for Cessna singles followed plugs by up to 340 times that of an parking it facing downwind, with the by Piper and Diamond aircraft. impulse-coupled spark. cowl flaps open, helps drive the heat out of the front of the cowling. TECHNIQUE FUEL VAPOR The solution for fuel-vapor induced We think we’ve heard every hot start- The more common cause of hot start- hot starting problems is to get rid of ing technique known to pilots includ- ing woes is that following shutdown the vapor in the engine-driven fuel ing “go to McDonald’s, get a burger the heat of the engine rises and is pump and the fuel lines above the en- and by the time you get back it’ll start trapped right where the fuel lines to gine. Our research indicated this can right up.” the cylinders live. The fuel vaporizes, be accomplished by following what is We do not recommend the tech- blocking the flow of liquid fuel to the in most POHs for the airplanes, that nique of intentionally flooding the

November 2017 www.aviationconsumer.com The Aviation Consumer • 19 iStart adds additional fuel lines (red hoses) through a computer- controlled secondary fuel injec- tor (black cylinder between red hoses in center of photo), left. The SlickStart module usually mounts on the firewall and con- nects with the impulse-coupled magneto(s), lower left.

be ready with the boost pump if the engine stumbles or quits. STARTERS In researching this article we heard from an Aerostar owner who said he’d solved his hot start problems by replacing the slow-turning factory advancing the throttle to the stop and starters on his engines with much running the boost pump on high for faster turning Sky-Tec starters. a minimum of 45 seconds. With the Of course, that got our attention, mixture at idle cutoff, no fuel will get so we followed up and learned that past the fuel control unit—unless it is while a faster turn rate is beneficial improperly adjusted, a problem in its because there is prop momentum car- own right. Relatively cool fuel from rying the crankshaft through uneven the wing tank is circulated through cylinder firing, there is a point of di- the lines, to the FCU, driving the hot minishing returns. Magneto impulse fuel back to the fuel tank and cooling couplings disengage at an RPM as low down the fuel lines upstream of the as 180 and Sky-Tec’s starters will turn FCU. The only hot fuel is between it up at about 120-140 RPM—so there’s and the cylinders. not a lot of room for improvement. Once the boost pump is shut off, A faster turning starter may help, but engine by running the boost pump the mixture is set at full rich, the it’s not a panacea. with the throttle wide open and the throttle for slightly over 1200 RPM We also learned that one of the mixture rich and then attempting a and the boost pump used briefly to unsung victims of difficult hot start- start with the mixture at idle cutoff prime the engine. Immediately en- ing is starters. Virtually every aircraft while moving the throttle slowly gage the starter. The engine may turn starter has a cranking limitation and until the correct mixture is reached, several blades before firing. Be ready cool down requirement. The rule of and enrichening the mixture when with the boost pump when it fires as thumb is that for every 30 seconds of the engine fires. the engine is likely to quit once the cranking, the starter must cool down Intentionally flooding the engine small amount of vapor in the lines for 90 seconds. means running fuel onto the ground between the FCU and cylinders gets under the engine—creating a very to the injector nozzles. If the engine CONCLUSION real fire risk. When the engine is stumbles or quits, turn the boost Hot starting challenges can be mini- overprimed, it’s not unusual to get a pump to high until it starts running mized by assuring that all compo- long gout of flame out of the exhaust again. It may be necessary to do that nents of the ignition system are in stack when the engine fires. It usu- a second or third time. Once the good operating order and following ally, but not always, wraps upwards RPM settles down—it may take 30 a starting technique that recognizes around the cowling and happens so seconds—slowly reduce power to the and deals with fuel vapor in the fuel fast that the pilot doesn’t notice it desired idle RPM. lines above the engine. We also like during daylight hours. That can—and For Lycoming engines the solution the available aftermarket products has—ignited a puddle of fuel under is similar. Do the forced purge. Then SlickStart for spark enhancement and the engine. go to full rich and prime the engine iStart to meter the fuel appropriately We recommend following the air- with the boost pump for two to four during the start sequence. craft manufacturer’s technique in the seconds. Pull the mixture to idle We also urge pilots to remember POH. For most Continental engines cutoff and set the throttle about one that if a hot start attempt is not going it involves what Mike Busch refers inch above idle. Engage the starter. well, they may be frying an expensive to as a forced purge. That starts with When the engine fires, slide the mix- starter. Maybe it is time to go to Mc- pulling the mixture to idle cutoff, ture to rich over a few seconds and Donald’s and let things cool off.

20 20• The • Aviation The Aviation Consumer Consumer www.aviationconsumer.comwww.aviationconsumer.com November 2017 COCKPIT ACCESSORIES CHECKLIST

The VIRB 360 is easy to use, but works best with Garmin VIRB 360: the wireless app. While 360 footage is VR for Aviation sharp, we don’t think it The 360 is easy to use and produces in-camera bests flat cameras. Good as it is, at $800, it’s stitched footage. But at $800, it’s a niche product hard to justify this that doesn’t beat the VIRB Ultra 30. camera as a first pur- chase POV. by Paul Bertorelli

f point-of-view or action cams are tooth headsets. And since Garmin is ain’t a cheap date. You’ll need a high- as common as iPads in the mod- primarily a GPS company, the track- capacity Micro SD card and although Iern cockpit, buyers may be getting ing features built into the VIRB 360 Garmin says a 32GB will work, we a little bored with the ordinary flat are well suited for aviation and for would recommend a 128GB U3 card, footage they produce. Enter the 360 any kind of action sports. which will cost about $60. A small camera, a gadget that literally has card will fill up pretty quickly. eyes in the back of its head. The 360 TWO INTO ONE The card snaps into a slot in a pan- market hasn’t exactly exploded, but The VIRB 360 follows the VIRB Ultra el that has the USB/charging port and there are a half dozen to pick from, 30 we reviewed in the November a video output port for viewing the with more on the way. 2016 issue of Aviation Consumer. It’s camera’s output. Once fully charged, What do they do? They produce also a bit of throwback to the previ- battery life is good. We attached the footage commonly called VR or vir- ous VIRB series, the VIRB XE and camera in the cockpit of the B-29 tual reality. This allows the viewer to it has similar form factor. In fact, Doc at AirVenture last July and it ran use a cursor to scroll around the im- physically, the 360 looks like a pair continuously for about 90 minutes, agery 360 degrees horizontally and, of XEs sawed in half and melded with battery and card space to spare. depending the camera, up to 360 back together, even though it’s a new Battery storage time appears to be degrees vertically. It’s supposed to be platform. excellent. We left the camera unused like actually being there but, trust us, The 360 has wide-angle lenses for two months and the battery was you’d rather be there than sitting in on the front and the back and these still at about half capacity. your den scroll- are protected by a removable (and ing around replaceable) plastic cover. And OLD SCHOOL INTERFACE a YouTube that’s a good thing, because While the VIRB Ultra 30 sports a video. those lenses are right out there touchscreen control interface that’s For this and no matter how careful you effortless to use, the 360 reverts back review, are, you’ll scratch them. to the old button-and-menu design. we’re While most action cams use We’re not fans, although there are so examining the GoPro standard finger- few settings that it’s not excruciating the Garmin type mount as part of the case, to use. It’s just slow. To avoid that, we VIRB 360 the 360 is self-contained in its recommend controlling the camera simply because own case and the mounts are with the free wireless app Garmin Garmin is an avia- two snap-on accessories, one for the offers. tion company so, GoPro style and the other a standard We’ve found wireless apps for cam- not surprisingly, ¼-20 mount. This is a plus because eras to be notoriously unreliable and its camera it’s thus easy to mount the camera frustratingly tender. Both the Garmin works with on a tripod and—bonus—the and GoPro apps tend to lose connec- aviation camera is shipped with a small tions with the camera when you least accesso- handle that opens up into a expect it and when the camera is ries like miniature tripod. That’s one where you can’t get at it, like on a Blue- less piece you have to carry and if there’s any down- The VIRB 360, left, is shipped side to POV cameras, it’s with a handle that opens up into a all the junk you have small tripod. The slider on the side to carry to mount and support them. of the camera turns on the record- Speaking of sup- ing function even if the camera port, this camera isn’t powered up.

November 2017 www.aviationconsumer.com The Aviation Consumer • 21 GOPRO 6, FUSION 360 As the world of action cams gets more competitive, at press time GoPro an- nounced a follow-on product to the GoPro 5 introduced a year ago. The GoPro 6’s main claim is that it shoots 4K footage at 60 frames per second, making razor sharp slow-motion foot- age possible with action cams. Thanks to a new processor, it can also shoot 240 FPS in 1080p, which ought to yield impressive slo-mo in much better resolution than the GoPro 5 can do. GoPro also claims the GoPro 6 has improved image stabili- zation, perhaps comparable to that compete with others already on the If the camera mount isn’t stable, found in the VIRB 360. Retail for the market. At $599, the Fusion has a vibration and shake can be elimi- GoPro 6 is $499, while the 5 remains similar featureset as the VIRB 360. on sale for $399. Also announced in nated by stabilizing the footage We’re gonna guess Garmin will drop late September was the long-rumored the price on the 360 to match. Watch with VIRB Edit. Fusion VR, a 360-degree camera to for it. is where you can’t get at it, like on a handy. The 360 has no viewer, so However…combining it with wing mount. The VIRB app seems to aim the shots, the apps playback traditional flat footage is difficult at the better of the two, but it’s far from function is helpful. On the other best. We combined 360 footage with bulletproof. hand, the lens views are so wide that flat footage from the VIRB Ultra 30 The app allows you to easily set if you point the camera in the general in Adobe’s Premier Pro and found things like photo mode, timers, ex- direction, you’ll get usable footage. the combination unworkable. As we posure compensation and two things As with all of the VIRBs, the 360 go to press this month, Garmin has unique to 360 cameras: Stitch distance has a sliding switch on the side of the just announced an upgrade to its free and lens control. If the 360 has one camera to activate the record func- editing program, VIRB Edit, that it killer feature, it’s that it stitches the tion. This works whether the camera says allows combining the two types footage inside the camera rather than is powered up or not, a feature we of footage. We haven’t had time to try requiring post production work to find indispensable. For audio input, the feature so we’ll report on it later. do this. Stitching combines the two the camera will pair with Bluetooth In our view, being able to combine images into a seamless whole. You headsets, but it will not accept a the footage is a must because most of can select a near or far distance stitch, hardwired external microphone, as us won’t shoot everything in 360. depending on what you’re shooting. will the other VIRB models. Another powerful feature the VIRB When the footage is played, you’ll It does have four onboard mics 360 has is post-production stabiliza- barely notice the stitch line. which produce what Garmin calls tion. Using the gyro data contained The camera also allows you to set spatial audio. In other words, the in the footage, VIRB edit can remove 360 mode or use the front or rear audio is picked up from multiple shake and wobble from footage pro- lens only or shoot RAW footage on directions. None of this helps with ducing gimble-like smoothness. Even both and then stitch it yourself or in-cockpit recording, however, if if you don’t shoot much 360, having use it as you please. RAW footage will that’s your thing. that capability can turn average foot- appear as extreme wide angle from When positioning the camera, age in extraordinary footage. either lens. Selecting either the front it helps to think ahead about what or the rear lens will yield flat foot- the camera will see in the 360-de- BUY IT? age similar to other POV cameras. gree sphere. If you had it on the In our view, at $799 ($749 discount- The 360 has a range of resolution and glareshield looking forward, it will ed), the VIRB 360 is too expensive to frame choices, but isn’t as flexible as see over the nose and the rear lens be other than a specialty camera for the VIRB Ultra 30. For stitched foot- will see you in the cockpit. The view- limited kinds of shooting. If you al- age, it’s up to 4K or 3840 by 2160 at er has the choice of scrolling around ready have an action cam or two and 30 frames. For unstitched images, the to see either view. have money to burn for another one, camera will yield 5.7K (2880 square) Video streamers such as YouTube the 360 may be the best, easiest-to- and it will shoot traditional flat foot- and Vimeo now process the 360 use choice for aviation purposes. age at 1080 and up to 120 FPS. metadata necessary to make the foot- The in-camera stitching works well age viewable in 360. You don’t have and reduces the hassle factor of using SHOOTING to process or edit it in any special it. Still, the 360 is just not a must- This is where the app comes in way. have.

22 • The Aviation Consumer www.aviationconsumer.com November 2017 REGULATORY UPDATE other options), the current NavWorx ADS600-B 2.0 or even older sys- tems that have been upgraded to 2.0 status. By the time you read this, the NavWorx ADS600-B 2.0: Sept. 17, 2017, deadline for submit- ting a new rebate reservation will have passed. Resolving The FAA’s AD The NavWorx upgrade won’t come without a cost, which will depend on the serial number of the ADS600-B/ NavWorx has a second-generation version of the AD- EX product. NavWorx told us that basically any system sold prior to stricken ADS600-B transceiver, plus an upgrade path for 2016 will cost $500 to upgrade to existing grounded systems. an ADS600-B 2.0 version and the upgrade for ones that were sold during 2016 are priced at $399. The transceiv- by Larry Anglisano er will need to go back to NavWorx and a replacement WAAS receiver will s we reported in the January exclusion capability. According to the be installed. 2017 Aviation Consumer, the AD, this is significant in the event of Dallas Avionics is the primary Amodel ADS600-B ADS-B In/ “signal-in-space error or satellite signal NavWorx sales distributor and has a Out transceiver from NavWorx was hit failure.” Incorrectly reporting its own procedure in place for sending systems with an AD (airworthiness directive) position by 0.2 nautical miles or more in for upgrade. NavWorx CEO Bill and an unapproved parts notifica- can result in incorrect ATC separation Moffitt told us new ADS600-B 2.0 tion that forced owners to have their instructions and traffic advisories. systems aren’t yet approved for instal- systems removed, and shops and Incidentally, 0.2 nautical miles is lation in certified aircraft because the distributors to shelve the products in the minimum integrity containment FAA hasn’t issued a TSO or approved their inventory. Affecting nearly 600 radius around the aircraft’s reported the STC manual. Moffitt said the com- systems in the field, it was the first position that’s required in FAR 91.227 pany has applied for a global AMOC ADS-B product hit with an AD. ADS-B position reporting criteria. (alternate method of compliance) for If you own one of these ADS600- Worth mentioning is that there the AD and the ADS600-B 2.0 uses B/EXP-series systems (part numbers have been no reported cases of a colli- the same proven WAAS GPS module 200-0012, 200-0013 and 200-8013), sion or safety incident resulting from that has been flying in over 1000 NavWorx has a solution with the an incorrect ADS-B transmission from experimental aircraft. second-gen ADS600-B 2.0 product. ADS600-B-equipped aircraft. And, Contact the company at www. But as we go to press, the new 2.0 flight tests have been made with the navworx.com and 888-628-9679. transceiver isn’t approved for installa- system resulting in satisfactory ADS-B tion in certified aircraft. performance monitor reports from the The $2020 NavWorx ADS600-B FAA. NEW GPS REQUIRED Real-world technical matters aside, 2.0 UAT transceiver shown below The good news is that existing the FAA refused to process all of the is plug-and-play with first-gen ADS600-B systems might not forever $500 rebate reservations submitted transceivers hit with the AD and remain proverbial paperweights. by ADS600-B customers and issued has internal Wi-Fi for connect- To recap, the FAA AD (link to it at a strong warning saying in part that tinyurl.com/ydgbopxm) for these “you may be subject to civil or crimi- ing with multiple displays. first-gen systems centers around the nal penalties for any knowing transceiver’s internal WAAS GPS re- and willful mis- ceiver, which the agency determined representation in wasn’t certified per the governing the reservation TSO C-154c specification. Moreover, request, or in it declared that NavWorx made an any other matter unapproved software revision to or representa- some units (altering the system in- tion related to tegrity level, or SIL) that could com- the reservation,” municate unreliable position data to in an email cor- other aircraft and to ADS-B radar. respondence sent to With pressure from AOPA and some customers. The consumers to further explain its agency did go on to say claims, the FAA said in the AD that it would extend the rebate it is concerned with the transceiver’s reservation for those who SiRF IV GPS receiver’s integrity— plan to buy a qualifying system. rather than its accuracy—because The replacement system can be it doesn’t have fault detection and other brands (there are plenty of

November 2017 www.aviationconsumer.com The Aviation Consumer • 23 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE Pitts Special These competition-worthy aerobats demand pilot proficiency and skill. Thorough inspections are a must.

CHECKLIST

For serious aerobatics, the Pitts is a good choice that shouldn’t break the bank.

f you’re looking for an airborne Practitioners pirouetted under the As airplanes go, a Pitts has toy, something to both challenge stern God of Energy Management— simple systems. Owners Iand perfect your skills, you’ve gravity and drag meant vertical report good factory and come to the right place in a Pitts. maneuvers were brief events. field support. Straight up, if you’re looking for a A small, clean biplane taking ad- one- or two-seat cruiser, we suggest vantage of progressively more power- Bring your A-game when looking elsewhere. ful—and lighter—opposed engines flying a Pitts. Runway The used Pitts market can be being developed took akro through daunting. Many different variants the roof. wrecks rule the accident have evolved over the years, includ- First flown in 1944 (or 1945— reports. ing factory-built and experimental sources vary) as a single-seat home- versions, but there remain two main built with only a 55-HP engine, types: a single-seater and a two- the type has developed into today’s ational and aerobatic training air- holer. highly refined and FAA-certified, craft, and still can be seen strutting Today, you can buy a new, factory- two-seat, 300-HP aerial hot rod used its stuff at airshows, fly-ins, pancake built machine from certificate holder for advanced training and—at least breakfasts and in private hangars Aviat Aircraft, or get the plans and in lower categories—competitive throughout the world. components for a single-seat version aerobatics and racing. It’s not for every pilot, of course. (S1-C or S1-SS) from Steen Aero Lab. Dominant in aerobatic competi- Its small stature, dictated by the We’ll concentrate mainly on the cer- tion during the 1960s and 1970s, the need to keep things light and strong, tificated Pitts Special for this market Pitts Special eventually ceded that overview article, but we’ll also touch position to more modern monoplane That’s reader Chris Schaich on experimentals. designs from Extra and Sukhoi. Even Pitts himself saw the monoplane throwing around his 1969 Pitts HISTORY LESSON light: Before his death in 2005 at S-1C (rebuilt in 1980) in the Until the advent of the Pitts Special, age 89, he designed but never built lead photo. He says that overall, aerobatics was a horizontal affair, the Model 13, an enclosed coupe. even in the hairy-chested, fuel- But the basic biplane design of the learning to fly a Pitts will make sucking, 450-HP Boeings and Wacos. Special remains popular as a recre- you a better pilot.

24 • The Aviation Consumer www.aviationconsumer.com November 2017 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE PITTS SPECIAL

15 ft. 6 in. 6 ft. 7 in. drawings courtesy 20 ft. 0 in. www.schemedesigners.com PITTS SPECIAL MODEL HISTORY (CERTIFICATED) MODEL ENGINE TBO OVERHAUL FUEL MAXIMUM WEIGHT Va Vne S-1S 180-HP LYCOMING IO-360-B4A 2000 $28,500 20 1150 LBS 134 KCAS 176 KCAS S-1T 200-HP LYCOMING AEIO-360-A1D/E 1400 $29,000 20 1150 LBS 134 KCAS 176 KCAS S-2 180 HP LYCOMING IO-360-B4A 2000 $28,500 24 1500 LBS 134 KCAS 176 KCAS S-2A 200-HP LYCOMING AEI0-360-A1A/E 1400 $29,000 24 1575 LBS 134 KCAS 176 KCAS S-2S 260-HP LYCOMING AEIO-540-D4A5 1400 $38,700 35 1575 LBS 134 KCAS 176 KCAS S-2B 260-HP LYCOMING AEIO-540-D4A5 1400 $38,700 29 1700 LBS 134 KCAS 184 KCAS S-2C 260-HP LYCOMING AEIO-540-D4A5 1400 $38,700 29 1700 LBS 134 KCAS 184 KCAS

means a short fuselage and stubby, aileron capability in most variants— with supplemental wing plan op- relatively highly loaded wings when offered the greatest strength and lift tions,” according to the company. compared to most other personal in a smaller package. Soon, variants began coming airplanes. All of this results in an out of Pitts’ shop, with differences airplane responsive to the slightest EARLY CHAMPIONSHIPS mainly resulting from tinkering with control input, whether on or off a The first Pitts Special to achieve horsepower, fixed or constant-speed runway. notoriety was L’il Stinker, flown props, and flat-bottom or symmetri- The S-1 (single-seat) and S-2 (tan- by aerobatics legend Betty Skelton cal wings. Homebuilders also incor- dem seating for two) Pitts Special to three consecutive U.S. Female porated their own changes, resulting is the brainchild of Curtis Pitts, a Aerobatic Championships in 1948, in a wide range of versions—and designer and cropduster, who envi- 1949 and 1950. At the time, all Pitts disagreements between aficionados sioned the airplane as the first one Specials were built by Pitts. It wasn’t as to which is which. specifically designed for aerobatics, until 1960 that plans were offered. These include the S-1D (S-1C with according to the International Coun- The first Pitts Special one could a slightly stretched fuselage and cil of Air Shows Foundation. From build in a garage or hangar was four ailerons), S-1E (a homebuilt), the start, Pitts focused on keeping the S-1C, characteristics of which the S-1S (commonly known as the his creation small and light, some- included a flat-bottom wing, bungee- “roundwing” Pitts, it was certified thing distinctly at odds with the cord landing gear, two ailerons and a in 1973 and features symmetrical much larger, radial-engined biplanes single seat. It was powered by pretty airfoils, four ailerons and a different then popular. much anything its builder wanted upper-wing design enabling it to stall By keeping things smaller than the to hang on the front, from 85-HP first) and the follow-on S-1SS. norm, Pitts could incorporate a rela- Continentals to 200-HP Lycomings. tively underpowered flat engine and According to Steen Aero Lab, which FOLLOW-ON DESIGNS still obtain excellent performance. also markets S-1 plans and compo- One result of Pitts’ refusal to leave Despite the Special’s endur- nents, the S-1C is the “benchmark” well enough alone was the S-1-11B, ing popularity, Pitts also designed version. or Model 11, also known as the several monoplane types. But the “Nearly all homebuilt S-1s used Super Stinker. Still a single-seater, biplane design—affording double the S-1C plans for the fuselage and tail, it featured a 300-plus-HP Lycom-

NovemberNovember 2010 2017 www.aviationconsumer.comwww.aviationconsumer.comwww.aviationconsumer.com The The The Aviation Aviation Aviation Consumer Consumer Consumer • • • 25 25 25 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE

The instrument panel in a Pitts is utilitarian, with radios mounted low or on the side of the cockpit, top photo. No floor, bottom, means anything dropped disappears and can potentially jam the controls.

cifically designed to use the Russian Vedeneyev M14P/PF radial engine of 360-400 HP. Plans are available from the current owner of the rights to the airplane, Jim Kimball Enterprises (www.jimkimballenterprises.com). Finally, Steen Aero Lab (www. steenaero.com) has been developing the Pitts Model 14 for some years. It was one of Curtis Pitts’ last designs and is billed by Steen Aero Lab as “a leading-edge two-place aerobatic biplane.” Like the Model 12, it’s designed around the 400-HP Vend- rons and a sym- enyev M14PF nine-cylinder radial. metrical airfoil. The company has a Model 14 project The prototype S-2 log posted on its webpage and it’s an had a 180-HP en- interesting read. gine; production airplanes, desig- HANDLING nated the S-2A, A Pitts is about as small as a biplane came with 200 can be and still carry two people, HP. Soon, the fuel and a large engine. Some own- S-2B came on the ers, however, point out that filling scene, with 260 both seats creates weight-and- HP and featuring balance problems, especially if you improved aile- intend to do aerobatics. And, cripes, rons and rudder. who the heck wouldn’t? It was followed Both basic models are exceedingly by the current clean and, to put it frankly, go like ing, four ailerons and a symmetrical production model, the S-2C, tweaked hell. It’s hard to believe that a few airfoil (better for inverted flight than by Aviat VP of Engineering and long- years ago these were considered at or the flat-bottom version), and was time aerobatic pilot Ed Saurenmann near the top in world competition, but available as either a factory-, plans- to make inside and outside aerobatic are now being used for primary train- or kit-built airplane. handling more symmetrical, increase ing for those moving up. The S-1T, a certificated, production cruise speed and improve handling The controls are well harmonized. version of the S1-S, replaced the S-1S on landing. For one who came up in acro flying an in 1981, according to Steen Aero Lab. Of all the models and variants Aerobat or Citabria, the overwhelming It came with a 200-HP Lycoming, developed over the years, many feeling is it’s only necessary to think constant-speed prop and redesigned remain available. For example, Aviat about a maneuver to fly it. Most of ailerons. Aircraft’s website shows that it cur- those pilots badly overcontrol a Pitts The S-1T, according to the Aviat rently offers plans for the S-1S for the first time out. For one accustomed website (www.aviataircraft.com), is $250. The S-2C is in production and to running out of speed in the vertical available for manufacture on de- as we noted, it will build the S-1T on almost instantaneously in a Citabria, mand. Aviat reiterates that the S-1T is demand. Aviat also provides parts the Pitts is a revelation. regularly used in all competition cat- support for versions no longer in But for all the delights it brings egories in both national and world production. once airborne, visibility on landing aerobatic contests. Despite the S-1/S-2’s popularity, is awful and the airplane is just plain additional Pitts versions were devel- hard to land compared to a Citabria NEED TWO SEATS? oped. The Model 12, the last design or Extra. We’ve seen too many NTSB Meanwhile, a two-seat Pitts model built and flown by Curtis Pitts, was statements for Pitts landing accidents was developed. It sported four aile- a slightly larger two-seat biplane spe- that bluntly say that the probable

26 • The Aviation Consumer www.aviationconsumer.com November 2017 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE

cause was “the failure of the pilot to maintain directional control during the landing rollout.” Go to the ac- cident sidebar on page 28 and you’ll see what we mean. Of course, this should surprise no one: Just take a look at the short fu- selage, small tailwheel and relatively narrow main gear. Then decide how you’ll see the runway in front of the airplane when it’s in the three-point position. It’s essential to get a good checkout before you fly the airplane home, or you run a significant risk of tearing it up on your first couple of landings. It’s also essential to leave at home any tricycle-gear habits and remember to perform S-turns while taxiing. Anyone moving up to a Pitts also should become proficient in performing forward slips because That’s Raymond it is an effective method of keeping Nickels’ 1986 S2-B the runway clearly in sight on final over the desert approach. And, although the S-2C’s published “clean” VS1 stall speed is a in the top photo. seemingly benign 56 knots, it’s a few Behind-the-head knots higher than the VS0 “dirty” storage is all a Pitts stall speed of high-performance singles such as the Bonanza and has so travel light. Cessna Centurion. Once you remove a Is the Pitts a handful? Those who lot of fasteners, the have fallen in love with it emphati- cally say, “No!” Pitts guru Budd airframe and engine Davisson, for one, says he can teach are accessible for anyone to land a Pitts. “The Pitts thorough inspec- Special’s reputation for being a hand- tions. ful on the ground is grossly exag- gerated,” he adds. Davisson offers a transition course for aspiring Pitts cut in the underside of pilots, estimating around 8-10 hours the wings, indicating stick time for someone with a tail- someone is looking at wheel endorsement, but admits the the structure. time required can “vary all over the Once the wings are block and is impossible to predict.” bolted together, the We get it. upper and lower wings form a rigid unit, so MAINTENANCE/INSPECTION an impact to the lower With fixed conventional landing wing may result in gear and refreshingly few avionics or damage to the upper. instruments, a typical Pitts Special It’s essential to inspect is about as simple as airplanes get. each wing. Look to The airframes are fabric-covered steel see if the spinner and tubing, with a plywood torque box nose bowl line up. If not, the bush- has been subjected to extremely joining the wing spars. ings on the engine mounts are worn hard aerobatics outside of its design In addition to the standard aero- and are allowing the engine to sag. envelope. The most highly stressed batic airplane prepurchase checklist, While this is initially cosmetic, it can part of the airplane is the anti-drag look for slop in the control system. result in the alternator being pushed wire inside the top wing in the first It often just requires an adjustment into the nose bowl and the exhaust bay outboard of the center section. but bearings can be worn out. Any hitting the front of the firewall as The back ends of those wires go Pitts flown regularly for aerobatics well as crushing the air box. through the rear spar and come out should be inspected frequently. Make According to Budd Davisson, inside the fabric area either side of sure the inspection holes have been “There’s an easy way to tell if a Pitts the handhold behind the rear spar.

November 2017 www.aviationconsumer.comwww.aviationconsumer.com The The Aviation Aviation Consumer Consumer • • 27 27 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE

If the airplane has been flown too PITTS WRECKS: RLOC, COLLISIONS, FUEL hard, chances are there will be dam- We admit it up front: Going through a radio call to ask him to provide age where the wire’s nut sits on top the 100 most recent accidents of more clearance, decided to barge of the block that’s glued to the rear Pitts Specials was unlike review- through the space between the face of the rear spar (just inboard of ing accidents of any other type Cherokee’s wing and a hangar. The the root rib).” The engine and prop might de- of airplane. With its reputation Pitts didn’t fit. mand some extra inspection time, as a tough airplane to control on Most of the midair events were especially if your mechanic isn’t landing, we expected nearly half in the traffic pattern—often within familiar with an aerobatic engine in- of the accidents to involve runway moments of landing. The Pitts pilots stallation. Many Pitts may come with loss of control (RLOC)—there were apparently were aware of visibility a smoke generator, another oddity 30. That’s exactly what we saw for issues as the NTSB reports indicate for the average mechanic. the Citabria/Dectahlon series—the they were making position reports Of course, the covering on any poster children for good-handling while the other airplanes were fabric airplane should be considered tailwheel airplanes. By comparison, not. We felt the pain of the Pitts suspect, especially if the example the RLOC rate for the Cessna 185 in pilot who was looking so hard for hasn’t been hangared. Any owner- our last review was 52, for the Super another airplane giving position ship budget should set aside some dollars to recover the airplane at the Cub, 40. reports in the pattern that he hit a appropriate time. What got our attention was tree on short final. Finally, and while we’re not aware the number of fuel-related ac- Four pilots tore up their biplanes of any systemic corrosion issues cidents—12; the number of colli- stalling at low altitude, mostly on with the steel tubing in a Pitts, the sions—eight in the air and six on landing. Seven decided to engage prudent purchaser is always on the the ground; and structural failures in low-altitude aerobatics and tied lookout for related issues. inflight—four. the record for low-altitude flying. Most of the Pitts series have Six pilots spun into the ground after PRICING/MODIFICATIONS limited fuel capacity—they were starting with what appeared to be The Aircraft Bluebook doesn’t track designed as aerobatic masters, not plenty of altitude. Investigations the Pitts Special, so we searched the traveling machines. Their pilots indicated that half were over gross old standby, Trade-A-Plane, as well as some aircraft sales websites. We were know this; however, every one of weight and out of CG aft. surprised at how few Pitts were on the twelve who had a fuel-related There were four structural failure the market. Want an $11,000 S-1C engine stoppage simply ran his air- events, only one of which was fa- project airplane with an IO-360 B1B plane out of gas. Most didn’t bother tal—a pilot who had bragged of his engine that last flew in 2003? There’s to check the quantity prior to disregard for airspeed and G-load one on Barnstormers.com. On the takeoff, a few got confused in their limits. A pilot who was teaching other end of the spectrum, there’s record-keeping regarding flight himself aerobatics put his left lower a pretty nice-looking 1993 S-2B in time since refueling and one landed wing into a neighbor’s tree. He Germany listed for $115,000 U.S. at an airport without fuel (it was in repaired the torn fabric with duct dollars. It even has a ferry fuel tank the NOTAM) and tried unsuccess- tape. On the next flight he proved and factory smoke system. fully to make it to the next airport. that duct tape can’t fix stupid As a pure sport airplane, Pitts modifications are usually designed We wonder about the dynamic when the left lower wing structure to improve some aspect of the type’s between the pilot fueling his Pitts failed and most of it departed the handling or maintenance. Items like and his helper at the pump who airplane. To our astonishment, the clear, Lexan floor panels, smoke gen- was asked to call out when it read pilot was able to land the airplane. erators, Haigh locking tailwheels (ad- 14 gallons. The helper confused 1.4 mired by new Pitts pilots, less so by and 14. ACCIDENT SUMMARY old sticks) and spring steel gear (to The FAA has expressed its con- replace the older bungee-cord design) RLOC (30%) cern about pilots running airplanes are popular mods. Other add-ons out of fuel—we think Pitts pilots FUEL-RELATED (12%) or replacements, depending on the should he hyper-alert to the subject. ENG/MECH (10%) aircraft’s age, include inverted fuel Visibility from a Pitts is best STALL/SPIN (10%) and oil, electrical systems, Ceconite fabric coverings, seat-bottom para- described as lousy. That is reflected OTHER (9%) chutes and new, five-point harnesses. in the six on-ground and eight in-air MIDAIR COLLISION (8%) collisions involving the marque. LOW-ALT AKRO (7%) TYPE CLUBS/SUPPORT Nevertheless, we have no sympathy GROUND COLLISION (6%) We’re not aware of a type club for the impatient Pitts pilot who saw HIT SHORT OF RNWY (4%) devoted to the Pitts Special, unless the Cherokee ahead of him in the STRUCTURAL FAILURE (4%) you count the various national and hangar alley and rather than make international organizations devoted to aerobatics. While not type clubs

28 • The Aviation Consumer www.aviationconsumer.com November 2017 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE

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TO CHANGE YOUR MAILING OR E-MAIL ADDRESS, RENEW YOUR SUBSCRIPTION OR TO CHECK PAYMENT STATUS, VISIT OUR ONLINE CUSTOMER SERVICE: Log on at: A recommended landing technique for the Pitts is to hold the air- www.aviationconsumer.com/cs To change your address by mail, plane in a forward slip, so the runway can be clearly seen on final. attach your present mailing label to The airplane is so responsive that the slip can be maintained until this form (or a copy of this form) enter well into the flare—the airplane is then straightened out, just before your new address below and mail it to: touchdown. THE AVIATION CONSUMER P.O. Box 420235 per se, they are populated with pilots living in Michigan. The aircraft had PALM COAST, FL 32142 who have flown—and may still about 350 hours on it at the time, fly—the Pitts and have a thing or and I am the third owner. I paid Name______two to share. There is a Pitts Special $77,000 for it. Since then, I have Facebook page with nearly 6000 flown the airplane 650 hours and Company______members. We do recommend joining have done at least 15 owner-assisted Address______the International Aerobatic Club for annual inspections. Address 2______information and support on Pitts—its I wanted a high-performance members were extremely helpful in two-place factory-built aerobatic City______providing information for this article, airplane at a reasonable price, and State______Zip:______as were some of our valued read- at that time the S-2B was really the E-mail______ers. The local Experimental Aircraft only choice. The S-2A is somewhat Association chapter may be another underpowered (keep in mind that To order or renew a subscription, great resource, especially for a kit- or even with 270 HP, the S-2B is a study enter your name and address above and check the subscription term you prefer: plans-built example. in parasite drag) and a new S-2C [ ] 1 year (12 issues) $69 The ultimate aficionado, however, would have been more than twice [ ] 6 months (6 issues) $34.50 is the aforementioned Budd Davis- the price. I have done some aerobatic [ ] Check enclosed [ ] AMEX son, whose website (www.airbum. competition at the Sportsman level, com) includes substantial resources but mostly I just go out and have [ ] MasterCard [ ] Visa for the pilot merely wanting to learn fun one hour at a time. I also enjoy Card #______more about Mr. Pitts’ Specials or giving rides to friends and introduc- Expiration Date______needing detailed information on ing my pilot buddies to spins and Signature______which one to choose and how to fly aerobatics. it. I have flown between Nevada YOUR RENEWAL and the Midwest three times, but IS JUST A CLICK AWAY! OWNER COMMENTS obviously this is not a cross-country www.aviationconsumer.com I bought my 1986 S-2B in 1998 while aircraft. The cockpit is cramped and

November 2017 www.aviationconsumer.comwww.aviationconsumer.com The The Aviation Aviation Consumer Consumer • • 29 29 USED AIRCRAFT GUIDE USED AIRCRAFT GUIDE

you find out why there is a $3500 deductible on the canopy), and one for wingtip damage after a bounced landing. I took the airplane to the factory for repair. If you’ve flown a Pitts for nearly 700 hours, chances are you’ve bent it at least once. Maintenance has been straight- forward, but having an A&P with knowledge and understanding of the aircraft for both prebuy and regular maintenance is essential. If you are considering a mid-1980s factory-built airplane that has original fabric, call the factory and ask if it is among those that had questionable cotton fabric. If so, you’ll probably be able to put your finger right through it. My airplane was completely rebuilt by the factory in 2003. At the time, I believe that was about $32,000. They Good forward did a great job, made several modi- visibility isn’t fications and took care of the wing exactly a Pitts’ attach point AD. Factory support has always been strong point. Keep fantastic and, all things considered, landing it with- parts prices seem quite reasonable. I out breaking it strongly suggest you take the aircraft to the factory for an annual every and you’re doing few years—they will find and fix fine. In the end, things even the best A&P will miss. you buy a Pitts The AEIO-540 is pretty bulletproof. After 1000 hours mine was show- for the inverted ing signs of cylinder scoring (prob- view while in the ably from well over 1000 starts, not air, bottom photo. to mention rapidly going from full power to idle and back again during aerobatics), so I preemptively had ibility on the ground an overhaul done by Barret Preci- with the tail down sion Engines in Tulsa, Oklahoma. for taxi, initial take- The overhaul was about $40,000 off roll and landing. and Barret is one of very few shops I’m blind in one I would trust with an aerobatic eye, so if I can do engine. it, anyone can with A big downside to a factory-built practice and instruc- Pitts is that doing a proper annual tion (of course, inspection is a nightmare. Doing it I avoid narrow right requires removing well over after 90 minutes of sitting on a para- runways and even 500 screws to take the airplane apart chute you want to either land or bail moderate crosswinds). When asked, from the rear cockpit forward. This is out. Planning is important—there I tell people that I always try to tedious and somewhat complicated, better be fuel at your destination— remember that anytime I’m within but after the first couple of times and you’re going to want a hangar for 50 feet of the ground the airplane it starts to go smoothly and a little overnight storage. wants to kill me. This concentrates faster. To save a couple days labor at My insurance carrier wanted 15 the mind, which is far more impor- typical A&P rates, I take everything hours of dual instruction before is- tant than skill level. A moment of apart and then bring in my mechan- suing coverage, which I got from the complacency and you will end up in ic for the inspections, adjustments late Bill Thomas in Florida. Previ- the weeds. and any procedures. After cleaning ous tailwheel experience was nearly Insurance runs about $2000- everything I put it back together and useless in transitioning to the Pitts, $2500 for $1 million in liability get a final sign-off from my A&P. De- but with good instruction the “rud- and $100,000 for the aircraft. In 19 pending on how much time I have, der dance” starts to come naturally. years I’ve had two claims, one when this can take weeks or even months, There is, of course, no forward vis- a canopy latch failed (that’s when but this is an airplane that requires

30 • The Aviation Consumer www.aviationconsumer.com November 2017 USED AIRCRAFT GUIDE USEDAVweb_Vrt_BlvrAvtnAd_final_4C AIRCRAFT GUIDE 12/13/06 8:41 AM Page 1

AVweb’s TOP FIVE • Podcasts – Biweekly podcasts with aviation newsmakers • Brainteasers – Put your A 1974 S-2A. The first S-2As had an open front cockpit that could aviation knowledge to the test with these interactive quizzes be covered with an Art Scholl ATC cover to make the airplane single- place. Later, the design went to a canopy that covered both cockpits • Video of the week– but acquired a reputation for expensively departing the airplane if Some of the most interesting not carefully latched. plane and pilot videos around • Picture of the week– a very close look every year. I have ry-built monoplane. Besides, a red bi- A showcase for our readers seen many factory-built airplanes plane is just very cool, and one with keen eyes an impeccable taste that obviously have not been proper- two-place capability lets you share in aerial photography ly inspected in years. I hate to think the fun. If this is your first aerobatic about what might be hiding under airplane, get proper instruction and • The Pilot’s Lounge – those unremoved panels. don’t be an idiot with the airplane. Need we say more! Including parts and labor, annual The most impressive thing I do in inspections have been consistently my airplane is come back alive, and under $1000. I change the oil and fil- I won’t let myself or anyone else talk All this and more ter every 25 hours. I budget $200 per me out of that philosophy. hour plus fuel, and over the course For proficiency, I do three landings FREE of nearly 20 years that seems to have at the end of every flight, and I try to worked out about right. Two things fly four or more times every month. at AVweb.com I did immediately upon purchasing Based on the current market, I would the airplane were install a fuel total- suspect that a well-maintained S-2B izer (the sight gauge is completely with a low-time engine can be had useless) and a full electronic engine for $80,000 to $100,000. A well- analyzer. The engine is over half the maintained and properly repaired aircraft value, so running it with a Pitts is more important than it hav- single CHT reading is simply insane. ing no damage history. Of course, a It paid for itself almost immediately hangar is essential. when the engine developed an ex- I would strongly advise that the haust gasket leak. first annual inspection after purchase I can’t speak for the homebuilt be done at the factory—you’ll be Pitts community, but I have really amazed at what they find. enjoyed my long ownership of a factory-built S-2B. Let’s face it—this Raymond Nickels SUBSCRIBE is an expensive toy with little or no Boulder City, Nevada practical use, and it probably would TODAY! have been cheaper to rent one than I own a Pitts S-1C, built in 1969 and to own one, even for nearly 700 then rebuilt in 1980. It has a Lycom- at hours of flying. It is, however, gangs ing IO-360 with 11-1 pistons. The of fun and probably considerably Pitts is a most remarkable aircraft, AVweb.com/register cheaper to buy and operate than a but demands absolute attention similar or higher-performance facto- when flying it. To quote the well-

November 2017 www.aviationconsumer.com The Aviation Consumer • 31 FEEDBACK WANTED PIPER AZTEC

It’s time for a look at the light twin market in an upcoming Used Air- craft Guide in Aviation Consumer and we’ll start with the Piper and didn’t do a good one. I regret RESCUE BUYS Aztec. We want to know what it’s that,” he admitted. like to own these aircraft, how (continued from page 17) Contributor Peter Kuhns is a Grumman much they cost to operate, main- Cheetah owner looking for something tain and insure and what they’re clubs are a gold mine of help prior a little faster with a little better useful like to fly. If you’d like your Aztec to a purchase, particularly the prebuy load, but not necessarily a rescue project. to appear in the magazine, send checklists available to members. And us any photographs (full-size, of course there’s opportunity to ask PITTS SPECIAL high-resolution please) you’d like questions online about the condition to share to the email below. We of the plane prior to purchase—partic- (continued from page 31) welcome information on mods, ularly how much it will cost to fix X, operating expenses or any other Y and Z. A running theme on success- known Pitts instructor, Budd Davis- comments. Send correspondence ful rescues seems to be only consider son, “It puts your habits, good and planes that have been hangared 100 bad, under a magnifying glass.” The by December 1, 2017, to: percent of the time and walk away plane has a bad rap as being twitchy, from the varmints. but it only does what it is told to do by Aviation Consumer If you must have the plane that’s the pilot at the stick. Flown well, it is a Email at: melted into the ramp, don’t even dream. Fly it poorly and things might ConsumerEditor@ consider flying it—or hiring a ferry not end well. Anyone getting into a hotmail.com pilot to fly it—until it has been given Pitts—regardless of tailwheel time— an extensive annual inspection. should seek a competent Pitts instruc- how many squawks are discovered. And probably most important (for tor. Even if it’s been a few years since Sometimes it can be done in one your sanity) negotiate the price cor- you last flew one, get current first. day with about 10 hours of labor. rectly. Think salvage value because Consider that the insurance com- Until I had to recover my wings, the some planes aren’t worth the alumi- pany might ask if you received Pitts usual maintenance items included oil num they’re made of, no matter how training and from who, plus you’ll changes, brakes and tires. When the unique or rare. want to fly it frequently enough to wings came off to replace the 28-year- This is one area where you can’t stay proficient—and safe. I prefer to old fabric, things got expensive. The compromise, considering you likely land in the three-point configuration wing ribs needed some attention from don’t know the condition of the plane almost exclusively and rarely have I years of hard use. In the end it cost beyond what you can see. Chances are had a situation that required a wheel about $35,000 to recover and fix all good everything will need a thorough landing. The plane seems to like three- the minor wood work needed in the analysis, which by itself can cost points the best. wings. thousands. For operating costs, starting with These airplanes need to be inside, Mike Cagle, who has restored insurance, with hull coverage at so budget for a hangar. In my area several Bonanzas, says the price has $40,000 and $1 million in liability I hangars rent for $250 to $500 per to be right. And to make sure it is, you pay $600 per year, and that’s with an- month for the smaller ones. really need to do a thorough prebuy other aircraft on the policy. I believe Overall, learning to fly a Pitts will with an independent mechanic. when I first purchased the aircraft the make you a better pilot. “If you have “I should have done a much better insurance was $1100 with $30,000 in the means, I highly recommend pick- prebuy on my current plane. I was still hull insurance. ing one up,” to quote movie character able to buy it below market value, but Fuel burn is about 10 GPH with a Ferris Bueller. had I known how questionable a lot 200-HP IO-360 in cruise flight, going of the logbook entries were, I would 160 knots. Conditional inspections Chris Schaich have offered even less. I was rushing run $600 to $1800 depending on via email

32 • The Aviation Consumer www.aviationconsumer.com November 2017