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November 2020 / Volume 17 / Issue 11 …the heart of your aircraft®
ORDER YOUR FREE 2020-2021 CATALOG! 2 • Piper Flyer |November March 2020 2020 1000 PAGES OF PRODUCTS! …the heart of your aircraft®
ORDER YOUR FREE 2020-2021 CATALOG! 1000 PAGES OF PRODUCTS! November 2020 | Piper Flyer • 3 November 2020
What’s inside / VOLUME 17 / ISSUE 11 CONTENTS
The View from Here 8 by Jennifer Dellenbusch 8 Letters 10 Events The High and the Writey 12 by Kevin Garrison Questions & Answers 14 by Steve Ells The Speed of Flight 18 by Tom Machum Renovating an Interior Part 20 Sixteen: Installing Headliners by Dennis Wolter
Time Flies…Like an Arrow Part 3 20 26 by Robert Marks Drugs, Alcohol, and Your Medical 32 Certificate by Kristin Winter
Piper PA-23-250 Aztec 34 by Bob Davy Destination: Year-Round Family 44 Fun in Angel Fire, New Mexico by Spencer Hamons 52 Press Releases 26 34 57 Aviation Safety Alerts 64 Advertiser Index Back When: Vintage Piper 66 Advertising and Marketing
Cover: Piper PA-23-250 Aztec. 44 Photo Keith Wilson. 4 • Piper Flyer November 2020 SALE ON ANNUALS Call Tom Carlson (651) 755-1639 CAPACITY IS LIMITED CAPACITY IS LIMITED CALL SOON!
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651.451.1205 wipaire.com/super-cub South St. Paul, MN (KSGS) | 651.451.1205 | wipaire.com/freedom November 2020 | Piper Flyer • 5 Used Aircraft Marketplace
1979 CESSNA 421C • N401DL • 4MEYERS 1946 PIPER J3C-65 • N6158H • TTAF: 6223, Annual Due: TTAF: 7559, A758F Engine: 75HP August 2020, Hangared, 1966 MEYERS 200D • N2983T & 353 SMOH, Slick Mags, NEW ENGINES: LEFT - 456 SMOH & • High Quality Maintenance ( ELT, tires, tubes and bungees.) Factory Reman 2017, RIGHT - 1586 SMOH, 845 SIRAN, & and Care, TTAF: 4340 Hours, Full Skylight. Metal Spars, Sealed Struts, All AD’s complied Factory Reman 2014, PROPS: LEFT - 1854 SPOH & 1114 TCM IO-520A Engine: 1015 with, Complete Restoration in 1989. Fabric, Paint, & Since Reseal, RIGHT - 845 SPOH, Garmin GTX 345 SMOH, Prop: 1015 Hours SNEW, Garmin: GTN750, Plexiglass: Excellent Condition. Hangared since at least 1989. Transponder with ADS-B In/Out, Total Fuel: 271 GAL • GI-106A, GTX330, GDL88, ADS-B In and Out Compliance, Logs from Date of Mfg. • REDUCED PRICE: Only $27,500 • ONLY $299,000 • Healdsburg Aviation Inc • Barry @ GMA340 Audio (4 Place Intercom), KX155, Mid-Continent Forrest Sims • 206-979-1751 • [email protected] 707-433-8540 • [email protected] 4300-433 AI (PRIMARY), Vacuum AI (SECONDARY), JPI EDM700, GAMIs, ARTEX 406Mhz ELT • Hangared at 1941 PIPER J-5A CUB 4 CIRRUS KDWH in Texas • ONLY $124,900 • Mark Jensen • CRUISER • N38719 • TTAF: 281-380-7681 • [email protected] 3085, Engine: Lycoming 2011 CIRRUS SR22 G3 GTS • O-290-D2, 135 HP, TSOH: 245, Lowest Time On Market • 4 MOONEY Alternator, Starter, 720 Comm, Encoder, NEW ADS-B 440 Hours TTAF, Hartzell 3 Blade Transponder, Garmin 696, NEW 406 ELT, Cleveland Brakes, 2005 ROCKET 305 CONVERSION Composite Prop - Hot Weather Maule Tailwheel, Ceconite Fabric. Carries 3 People (One MOONEY M20K • CF-DHG • Package, FRESH ANNUAL INSPECTION! No Damage History, in Front plus Two in Back-Side by Side.) Good Short Field TTAF: 3170, Engine: 302 s/2005 Cirrus Perspective Avionics Suite by Garmin, 12 In. Screens, Airplane • Located: Fort Lauderdale,The FL • OfficialONLY $39,000 Magazine • of Rocket Conversion-1600 TBO. 596 Hrs Hobbs, Dual Garmin SVT, ADS-B Out, FLORIDA • 954-790-9030 • [email protected] Piper Flyer Association ASK: $465,000 • 561-757-9861 • [email protected] 104 Gal. Capacity, 5-hr.+ Range, Autopilot Coupled, HSI, Speed Brakes, Door Seals, Inboard Oxygen, Electric Aileron trim, Full Used Aircraft1976 PIPER Marketplace SENECA II, PA-34- 4 COMPAIR IFR, Hangared, Annual Completed: March 2019, New Prop, JPI 200T PRESIDENT• C-GRPI • TTAF: 1979 CESSNA 421C • N401DL • Engine4MEYERS Monitor, Canadian Registered, Owner Since 2007 • 4105,Continental1946 PIPERJennifer J3C-65 Dellenbusch •TSIO-360- N6158H • 2003 COMP AIR 7SLX TTAF: 6223,LIST Annual Due: YOUR$119,000 U.S.D. (Offers Welcome) AIRCRAFT • David Haines • EB-TTAF: TBO:1800 7559,[email protected] A758F Hours, Engine: 75HPLeft: TURBINE • S/N 037111SLX • 1966 MEYERS 200D • N2983T August 2020, Hangared, 450-243-6292 • [email protected] 1372 SMOH, Right: 1370 &SMOH, 353 SMOH, Hartzell Slick Props:Mags, NEW 178 N74PF • 485TT, 656hp Walter • High Quality Maintenance ENGINES: LEFT - 456 SMOH & SPOH,King KMA-20 Audio( Panel,ELT, tires,VICE King tubes PRESIDENTNav/Com, and bungees.) KMD / DIRECTOR OF SALES 601D Eng, 6-7 Place Exec 4 PIPER and Care, TTAF: 4340 Hours, Factory Reman 2017, RIGHT - 1586 SMOH, 845 SIRAN, & Full150 Skylight.GPS, Altimatic Metal Spars, IIIc Sealed Autopilot, Struts,Kent King AllDellenbusch AD’s KR-86 complied ADF, Seating, UPSTAT Apollo Audio Panel (SL15M), Tailwheel, FOR TCMSALE IO-520A Engine: 1015 Factory Reman 2014, PROPS: LEFT - 1854 SPOH & 1114 with,Exterior Complete & Interior: Restoration 9/10, ANNUAL in [email protected] Fabric,DUE: OCTOBER Paint, & 6 place Oxy, Cargo Pod, 200kts at 40gph, All Inspections SMOH, Prop: 1015 Hours1968 SNEW, PIPER Garmin: ARROW GTN750, 180 • Since Reseal, RIGHT - 845 SPOH, Garmin GTX 345 Plexiglass:2020 • Val-d’Or, Excellent QC Condition. (CANADA) Hangared • $79,900 since CAD at least or ONLY 1989. Completed. Sold with Current Annual, Factory Assist GI-106A, GTX330, GDL88, ADS-BN7418J In •and TTAF: Out 3850, Compliance, Engine: Transponder with ADS-B In/Out, Total Fuel: 271 GAL • Logs$61,500 from USD Date of Mfg. • REDUCED PRICE: Only $27,500 • Construction. Owner Lost Medical • $199,000 FIRM • GMA340 Audio (4 Place Intercom),1990 SMOH, KX155, 170 Mid-Continent Hours on New CREATIVESOLD DIRECTOR ONLY $299,000 • Healdsburg Aviation Inc • Barry @ Forrest Sims • 206-979-1751 • [email protected] ECI Cylinders, Less than 20 Mike Kline Patrick707-433-8540 Farrell • [email protected] [email protected] 4300-433 AI (PRIMARY), Vacuum AI (SECONDARY), JPI 4 STEARMAN EDM700,Hours on New GAMIs, Hartzell ARTEX Scimitar 406Mhz PROP andELT Governor,• Hangared ADS-B at 1941 PIPER J-5A CUB 4 DIAMONDCIRRUS KDWHOut Installed, in Texas Brand •New ONLY Interior, $124,900 Fresh Power • Mark Pack Jensen Overhaul, • 1941CRUISER BOEING/STEARMANGRAPHIC • N38719 DESIGNER • TTAF: PT-17 281-380-7681KLN-36 GPS, Fresh$ • [email protected] MAG Overhaul, Annual Due: May 2021 • KAYDET3085, PierreEngine: • N6348 Kotze • Lycoming530 SMOH, 2000’S ERA DIAMOND DA 20 2011 CIRRUS SR22 G3 GTS • Conveniently Located in CYPRESS, TEXAS • ONLY $48,000 • W670O-290-D2, Continental, 135 HP, TSOH: Redline 245, KATANA • DISPLAY PLANE Lowest Time On Market • 4713-408-7119 MOONEY • [email protected] Alternator, Starter, 720 Comm,Brakes, Encoder, Always Hangared. NEW ADS-B Great ONLY • Non-Flying, Non- ASSOCIATE EDITOR 440 Hours TTAF, Hartzellfor 3 Blade as low as Shape!Transponder, • $93,000 Garmin • Joe •696, 530-979-7000. NEW 406 ELT, Cleveland Brakes, Certified Display Unit • 20052002 PIPERROCKET PA-28R-201 305 CONVERSION ARROW Scott Kinney Composite Prop - Hot Weather Maule Tailwheel, Ceconite Fabric. Carries 3 People (One Was Registered, NDH. A Display Plane, complete with an MOONEY• N53580 M20K • TTAF: • CF-DHG 3947.5, • Package, FRESH ANNUAL INSPECTION! No Damage History, 4in Front STINSON plus Two in Back-Side by Side.) Good Short Field Engineered PEDESTAL! ( Black, Powder Coated 24 Inch 49 EDITORIAL AND PRODUCTION ASSISTANT TTAF:Lycoming 3170, Engine:Factory 302 Rebuilt s/2005 Cirrus Perspective Avionics Suite by Garmin, 12 In. Screens, Airplane • Located: Fort Lauderdale, FL • ONLY $39,000 • STEEL Pedestal.) Take a SUMMER TRIP to Sarnia, Ontario RocketEng.-1974.1. Conversion-1600 PROPS: 100 SNEW, TBO. 1947 STINSONDiana Hart 108-1 • ALL 596 Hrs Hobbs, Dual Garmin SVT, ADS-B Out, FLORIDA • 954-790-9030 • [email protected] inASK: CANADA, $465,000 • 561-757-9861and see firsthand • [email protected] the ALLURE of this 104Garmin Gal. Capacity,GMA-340 5-hr.+ Audio Range, Panel/Intercom, Autopilot Coupled, Garmin HSI, GNS-430 Speed METALIZED • 1460.7 TT, 150 Welcome!® DIAMOND, in the Right Setting • $7,600 USD • Brakes,Nav/Com/GPS,Used Door Seals, Garmin Inboard SL-30Aircraft Oxygen, Nav/Com, Electric Garmin Aileron GTX-327 trim, Full Since 1978, Aviator Hot Line has been a leaderFranklin CONTRIBUTING Engine, 328 SMOH. WillEDITORS in bringing aircraft buyers and sellers together.1976 PIPER SENECA II, PA-34- 519-402-21994 COMPAIR or 226-402-1881 • [email protected] IFR,Transponder, Hangared, AnnualDual PTT Completed: Switches, March Interior 2019, New & Exterior:Prop, JPI Our mission is to bring you the best selection200TTrade Mikefor• C-GRPIPiper Berry Cherokee • TTAF: of • [email protected] equalof used value. aircraft at• the Located: best market price.Fairview, Steven MI • $22,000 Ells O.B.O. • Engine8/10,Marketplace New Monitor, Starter-783.5 Canadian Hrs.,Registered, Annual Owner Due: SinceMay 20202007 •• Throughout this section, you’ll find quality4105,Continental TSIO-360- 2003 COMP AIR 7SLX Davidaircraft, Kauffman all priced to •sell. 989-848-2446 Enjoy shopping • [email protected] Garrison $119,000Romeoville, U.S.D. IL • $119,999(Offers Welcome)O.B.O. • Marilina • David Angarone Haines • Aviator Hot Line®’s Used Aircraft Marketplace!EB- TBO:1800 Hours, Left: 4HELIO TURBINE • S/N 037111SLX • 450-243-6292815-834-6311 • • [email protected] [email protected] 1372 SMOH, Right: 1370 SMOH,Michael Hartzell Leighton Props: 178 N74PF • 485TT, 656hp Walter 1934 STINSON SR-5E RELIANT SPOH,King KMA-20 Audio Panel,Tom King Machum Nav/Com, KMD 1961601D HELIO Eng, H-3956-7 Place • N4XV Exec • TT: 4 PIPER 1977 PIPER TURBO ARROW III • NC14187 • TTAF: 1578, 150 GPS, Altimatic IIIc Autopilot,John King Ruley KR-86 ADF, Seating, UPSTAT Apollo Audio4,000. Panel U10B, (SL15M), 3460 EDO Tailwheel, Floats, • PA28R-201T • N8907F • TT: LycomingJacqueline Engine: 378 Shipe SMOH, 1978 ROCKWELL / COMMANDER 690B-10 • N20MA 2005 THUNDERExterior MUSTANG • &N451KC Interior: 9/10, ANNUAL DUE: OCTOBER 6 place Oxy, Cargo Pod, 200kts700 atSMOH 40gph, & All New Inspections Prop, 19683681 Hours, PIPER TSOH: ARROW 36, Low 180 Tail, • HamiltonDale StandardSmith Prop, 2020 • Val-d’Or, QC (CANADA) • $79,900 CAD or ONLY Completed. Sold with Currentexcellent Annual, conditions, Factory Assist King N7418JWing Fairings,• TTAF: 3850, 3-Blade Engine: Appraised by Air Assets on 09/16/19--MarketKristin Winter Value: $61,500 USD AudioConstruction. panel, ADF, Owner King Lost Transponder, Medical •4-Place $199,000 Intercom, FIRM • McCauley Prop, Continental1990 TSIO-360-F SMOH, 170 Engine, Hours onGarmin New $113,500 • Exterior in Excellent Condition:Dennis Wolter OriginalSOLD 1934 Narco Nav Com Radio, Shadin Fuel Flow Meter, ECI Cylinders, Less than 20 Patrick Farrell 814-688-3668 [email protected] G5-EFIS (HSI/DG), GNS-430 WAAS GPS/Com, GNS 430 Non- 4Colors STEARMAN in a 12-Coat Stits Polyfiber • Annual is Good Until Simultaneous 6 Cylinder EGT/CHT. 1 New Fuel Bladder. Hours on New Hartzell Scimitar PROP and Governor, ADS-B WAASTTAF: Backup, 7523.3, Left S-TECEngine: 2578.0 60-2 Hrs, 2323Autopilot, Cycles SMOH, GTX33561.1 Hrs SHSI, Transponder Built by Ezell Aviation-TXFebruary • Engine: Falconer 28th, V12, 2021 TTAF and • Engine:Always 75 in aCONTRIBUTING Museum or Hangar PHOTOGRAPHERS • Right Engine: 2562.0 Hrs, 2298 Cycles SMOH, 61.1 Hrs. SHSI, Annual Due: Hours, PROP: MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/ 4 FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345 Freshly DIAMOND Waxed, Two Tone: Blue & White • $118,000 • Out Installed, Brand New Interior, Fresh Power Pack Overhaul,Com/GPS, 340 Audio ElPanel, Cajon, 327 Transponder. CA Century (KSEE) NSD360 HSI• •ONLY King1941 $99,999BOEING/STEARMANPaul Bowen • 916-532-8004 PT-17 ADS-Bw/ADS-B Out In/Out, Compliant, GTX 327, Bendix Annual KMH 820 TCAS/TAWS Due: •August Reduced Price: 2020 •KX155 Fresh, with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000 Marvin Grendahl • 907-244-8379. KLN-36Flawless$649,000 GPS, paint Fresh by “Hall MAG Aviation”. Overhaul, • AnnualKCQW (SouthDue: May Carolina) 2021 • • [email protected] • N6348 Lawrence • 530 SMOH, 2000’S ERA DIAMOND DA 20 Located: JACKSON, MS (KJAN) • [email protected] Located: Troy, Alabama (TOI) • [email protected] Conveniently• ALWAYSPaul Alexander HANGARED Located • 662-392-5034 in • CYPRESS, PRICE REDUCED: TEXAS • Only ONLY $111,111 $48,000Kenny Campbell: • 334-372-7283 or 334-566-1563 W670 KeithContinental, Wilson Redline 1966KATANA HELIO • DISPLAYSUPER COURIER PLANE 4 843-623-3200713-408-71191998 PIETENPOL • • [email protected] [email protected] GREGA GN-1 • N4FQ 1934 STINSON SR-5E VANS RELIANT • NC14187 Brakes, Always Hangared. Great H-295ONLY •• Non-Flying, N808BD • $35,000 Non- Shape! • $93,000 • Joe • 530-979-7000. SpentCertified with J.Display Metzler UnitJAARS • Used Aircraft2002 PIPER Marketplace PA-28R-201 ARROW 2003 VANSPIPER RV-6 FLYER• N822WY ASSOCIATION• 1966 PIPER TWIN 1042 Mountain Ave. Ste. B #337 Was Registered, NDH. A Displayin 2018 Plane, • TTAF: complete 4000, Lycoming with an COMANCHE• N53580 • PA30B TTAF: • 63947.5, Place, 4 STINSON Regretfully Selling my Vans 1979 CESSNA 421C • N401DL • 4MEYERS 1946 PIPER J3C-65 • N6158H • Upland, CA 91786 EngineeredGO-480 Engine: PEDESTAL! 400 SMOH, ( Black, Low Powder Time Prop: Coated 350 24SNEW, Inch WOWLycoming Cowlings Factory Wheel Rebuilt Spats, RV-6 • TTAF: 650 (App.), TTAF: 6223, Annual Due: TTAF: 7559, A758F Engine: 75HP STEELNew Battery Pedestal.) & Plugs, Take a Carburetor SUMMER TRIPTune to Up, Sarnia, No Damage Ontario Owned, Flown, and Maintained by an Eng.-1974.1.FlapA & P OwnerSeals, • TTAF: PROPS: Other576, 100 TTAF: SpeedSNEW, 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop,Lycoming1947 STINSON O-320 108-1Engine • withALL 1966 MEYERS 200D • N2983T Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Appraised by Air Assets on 09/16/19--Market Value: $113,500 • Call or Text: 626.844.0125 August 2020, Hangared, & 353 SMOH, Slick Mags,Exterior NEW in Excellent Condition: Original 1934 Colors in a 12-Coat Stits inHistory, CANADA, Garmin and 430 see Autopilot, firsthand ADS-B the In ALLURE & Out • Annualof this Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open approximately 650 Hours SMOH,METALIZED Constant • 1460.7 Speed TT, Prop, 150 ModsGarmin 3 GMA-340Axis Autopilot, Audio DME,Panel/Intercom, Sstormscope, Garmin Digital GNS-430Polyfiber ADF, • Annual is Good Until February 28th, 2021 • Always in a • High Quality Maintenance Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. Museum or Hangar • ONLY $99,999 ENGINES: LEFT - 456 SMOH & DIAMOND,Due: January in the2021 Right • WEST Setting COAST • $7,600 Location USD • ( ELT, tires, tubes and bungees.) Apollo GX 650 GPS/COM, AutopilotFranklinwww.piperflyer.org Engine,with Altitude 328 SMOH. Hold/G5 Will 170B/Nav/Com/GPS,MONTANA Glide Slope, Location Garmin 70 (MT53) withSL-30 V/OR, Nav/Com, IFR, Elec.Garmin Trim, GTX-327El Cajon,Dual CA (KSEE) Factory Reman 2017, RIGHT - 1586 SMOH, 845 SIRAN, & and Care, TTAF: 4340 Hours, Full Skylight.406-499-2756 Metal • [email protected] Spars, Sealed Struts, All AD’s complied916-532-8004 • [email protected] $169,500519-402-2199 O.B.O. or 226-402-1881 • 541-840-8949 • [email protected] • [email protected] ArtificialTransponder, Horizon, Dual RamPTT HornSwitches, Control, Interior 4 Strobes, & Exterior:RETT 402 PFD, First Flight in 2003, CurrentTrade Ownerfor Piper Bought Cherokee in 2007 of • Factory Reman 2014, PROPS: LEFT - 1854 SPOH & 1114 TCM IO-520A Engine: 1015 with, Complete Restoration in 1989. Fabric, Paint, & • [email protected] hrs,8/10, LETT 1969New PIPER1512 Starter-783.5 CHEROKEEhrs, Props 6/300 Hrs.,TT • 0N8950N hours,Annual New Due: Fuel May Bladders1946 2020 PIPER • J-3 Ralston,equalCUB/PA-11 value. • N71081WY • Located:• PRICE Fairview,REDUCED:Piper MI •FlyerOnly $22,000 is the$59,999 O.B.O. official • publication of the Piper Flyer Association. Since Reseal, RIGHT - 845 SPOH, Garmin GTX 345 SMOH, Prop: 1015 Hours SNEW, Garmin: GTN750, Plexiglass: Excellent Condition. Hangared since at least 1989. Aux.Romeoville, Extensive IL • Annual $119,999 June O.B.O. 2018. • Marilina75 lb Wing Angarone Lockers • MikeDavid D.Kauffman Martin •• 989-848-2446307-899-5528 • [email protected] 307-754-4705.Piper Flyer is published monthly by Aviation Group Limited, 1042 Transponder with ADS-B In/Out, Total Fuel: 271 GAL • GI-106A,4HELIO GTX330, GDL88, ADS-B In and Out Compliance, Logs from Date of Mfg. • REDUCED PRICE: Only $27,500 • Mountain Ave. Ste. B #337, Upland, CA 91786. POSTMASTER: $70,000815-834-6311 • Call • [email protected] Johnson • 469-323-1159. ONLY $299,000 • Healdsburg Aviation Inc • Barry @ GMA340 Audio (4 Place Intercom), KX155, Mid-Continent Forrest Sims • 206-979-1751 • [email protected] 1934 STINSONSend address SR-5E changes RELIANT to Piper Flyer, 1042 Mountain Ave. Ste. B 1961 HELIO H-395 • N4XV • TT: #337, Upland, CA 91786. Subscriptions, advertising orders, and 707-433-8540 • [email protected] 4300-433 AI (PRIMARY), Vacuum AI (SECONDARY), JPI 1977 PIPER TURBO ARROW III • NC14187correspondence • TTAF: should 1578, be addressed to 1042 Mountain Ave. 4,000. U10B, 3460 EDO Floats, EDM700, GAMIs, ARTEX 406Mhz ELT • Hangared at TTAF: 3297 Hours, Engine-SMOH: 10971941 Hours, 3 BladePIPER PROP, Garmin J-5A TOTALLY CUB Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90Lycoming Ste. Engine:B #337, Upland,378 SMOH, CA 91786. Annual dues: $44.00 in the U.S.; GNS 430, Dynon Avionics: EFIS-D100, 6 •Place PA28R-201T Stereo & Intercom System, • N8907F HP with• TT:New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of 4 CIRRUS KDWH in Texas • ONLY 700$124,900 SMOH • Mark& New Jensen Prop, • No autopilot, New Paint, Excellent Interior,CRUISER Hangared in Saint Augustine,• N38719 FL, •Carbon TTAF: Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located Canada and Mexico add $15.00 per year; all others add $25.00 Annual Due: December 2020 • ONLY $83,9003681 O.B.O. Hours, for this Fabulous TSOH: Piper 36, Lowat: Big Tail,Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location Hamilton• Standard Prop, $109,500 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is excellent conditions, King Cherokee 6/300 3085, Engine: Lycoming 281-380-7681 • [email protected] Convenient FLORIDA LocationWing Fairings, 3-BladeLocation in AlaskaAppraised • [email protected] by Air Assets on 09/16/19--Market Value: 2011 CIRRUS SR22 G3 GTS • designated for your magazine subscriptions. Audio panel, ADF, King Transponder, 4-Place Intercom, McCauley612-387-2486 Prop, • Continental [email protected], TSIO-360-F 135 Engine,HP, TSOH: 907-315-6006Garmin 245, (Chuck)$113,500 • 907-354-6203 • Exterior (Nick) in Excellent Condition: Original 1934 Lowest Time On Market • 4 MOONEY www.aircraftforsale.com 15 Narco Nav Com Radio, Shadin Fuel Flow Meter, Alternator,G5-EFIS (HSI/DG), Starter, GNS-430 720 Comm, WAAS GPS/Com,Encoder, GNSNEW 430 ADS-B Non- Colors in a 12-Coat Stits PolyfiberThe • Annualinformation is Good presented Until in Piper Flyer is from many sources 440 Hours TTAF, Hartzell 3 Blade for this reason there can be no warranty or responsibility by Simultaneouswww.aircraftforsale.com 6 Cylinder EGT/CHT. 1 New Fuel Bladder. Transponder,WAAS Backup, Garmin S-TEC 696, 60-2 NEW Autopilot, 406 ELT, GTX335 Cleveland Transponder Brakes, February 28th, 2021 • Always in a Museum or Hangar21 • Composite Prop - Hot Weather 2005 ROCKET 305 CONVERSION the publisher as to accuracy, originality, or completeness. The Freshly Waxed, Two Tone: Blue & White • $118,000 • MauleADS-B Tailwheel,Out Compliant, Ceconite Annual Fabric. Due: Carries August 3 2020People • Fresh, (One El Cajon, CA (KSEE) • ONLY $99,999magazine • 916-532-8004is sold with the understanding that the publisher is Package, FRESH ANNUAL INSPECTION! No Damage History, MOONEY M20K • CF-DHG • Marvin Grendahl • 907-244-8379. inFlawless Front plus paint Two by “Hallin Back-Side Aviation”. by • Side.)KCQW Good (South Short Carolina) Field • [email protected] not engaged in rendering product endorsements or providing Cirrus Perspective Avionics Suite by Garmin, 12 In. Screens, TTAF: 3170, Engine: 302 s/2005 instruction as a substitute for appropriate training by qualified Airplane• ALWAYS • HANGAREDLocated: Fort • PRICELauderdale, REDUCED: FL • ONLYOnly $111,111 $39,000 • 596 Hrs Hobbs, Dual Garmin SVT, ADS-B Out, FLORIDA • Rocket1966 HELIO Conversion-1600 SUPER COURIER TBO. sources. Piper Flyer and Aviation Group Limited will not assume 954-790-9030843-623-3200 • [email protected]@gmail.com 4 VANS responsibility for any actions arising from any information ASK: $465,000 • 561-757-9861 • [email protected] 104 Gal. Capacity, 5-hr.+ Range,H-295 Autopilot • N808BD Coupled, HSI,• $35,000 Speed published in Piper Flyer. We invite comments and welcome any Brakes, Door Seals, Inboard Oxygen, Electric Aileron trim, Full report of inferior products obtained through our advertising, so Spent with J. Metzler JAARS 19761966 PIPER PIPER SENECA II,TWIN PA-34- 2003 VANS RV-6 • N822WY • 4 COMPAIR IFR, Hangared, Annual Completed: March 2019, New Prop, JPI corrective action may be taken. in 2018 • TTAF: 4000, LycomingAll our aircraft listings are also200TCOMANCHE included • C-GRPI PA30B on • 6 TTAF:Place, Regretfully Selling my Vans EngineGO-480 Monitor, Engine: Canadian400 SMOH, Registered, Low Time Owner Prop: Since 350 SNEW, 2007 • 4105,Continental TSIO-360- RV-6 • TTAF: 650 (App.), 2003 COMP AIR 7SLX WOW Cowlings Wheel Spats, $119,000New Battery U.S.D. & Plugs, (Offers Carburetor Welcome) Tune • DavidUp, No Haines Damage • EB- TBO:1800 Hours, Left: Lycoming O-320 Engine with TURBINE • S/N 037111SLX • Flap Seals, Other Speed 450-243-6292History, Garmin • [email protected] 430 Autopilot, ADS-B In & Out • Annual 1372 SMOH, Right: 1370 SMOH, Hartzell Props: 178 approximately 650 Hours SMOH, 6Constant • Piper SpeedFlyer | Prop,November 2020 N74PF • 485TT, 656hp Walter Mods 3 Axis Autopilot, DME, Sstormscope, Digital ADF, Due: January 2021 • WEST COAST Location • SPOH,King KMA-20 Audio Panel, King Nav/Com, KMD Apollo GX 650 GPS/COM, Autopilot with Altitude Hold/G5 601D Eng, 6-7 Place Exec 4 PIPER 170B/ Glide Slope, 70 with V/OR, IFR, Elec. Trim, Dual $169,500 O.B.O. • 541-840-8949 • [email protected] 150 GPS, Altimatic IIIc Autopilot, King KR-86 ADF, PFD, First Flight in 2003, Current Owner Bought in 2007 • Seating, UPSTAT Apollo Audio Panel (SL15M), Tailwheel, Artificial Horizon, Ram Horn Control, 4 Strobes, RETT 402 Exterior & Interior: 9/10, ANNUAL DUE: OCTOBER Ralston, WY • PRICE REDUCED: Only $59,999 • 6 place Oxy, Cargo Pod, 200kts at 40gph, All Inspections 1968 PIPER ARROW 180 • hrs, LETT 1512 hrs, Props TT 0 hours, New Fuel Bladders 2020 • Val-d’Or, QC (CANADA) • $79,900 CAD or ONLY Mike D. Martin • 307-899-5528 or 307-754-4705. Completed. Sold with Current Annual, Factory Assist N7418J • TTAF: 3850, Engine: Aux. Extensive Annual June 2018. 75 lb Wing Lockers • $61,500 USD Construction. Owner Lost Medical • $199,000 FIRM • 1990 SMOH, 170 Hours on New $70,000 • Call Charles Johnson • 469-323-1159.SOLD ECI Cylinders, Less than 20 Patrick Farrell 814-688-3668 [email protected] 4 STEARMAN Hours on New Hartzell Scimitar PROP and Governor, ADS-B 4 DIAMOND Out Installed, Brand New Interior, Fresh Power Pack Overhaul, 1941 BOEING/STEARMAN PT-17 KLN-36 GPS, Fresh MAG Overhaul, Annual Due: May 2021 • KAYDET • N6348 • 530 SMOH, 2000’S ERA DIAMOND DA 20 Conveniently Located in CYPRESS, TEXAS • ONLY $48,000 • W670 Continental, Redline KATANA • DISPLAY PLANE 713-408-7119 • [email protected] Brakes, Always Hangared. Great ONLY • Non-Flying, Non- Shape! • $93,000 • Joe • 530-979-7000. Certified Display Unit • www.aircraftforsale.com2002 PIPER PA-28R-201 ARROW 21 Was Registered, NDH. A Display Plane, complete with an • N53580 • TTAF: 3947.5, 4 STINSON Engineered PEDESTAL! ( Black, Powder Coated 24 Inch Lycoming Factory Rebuilt STEEL Pedestal.) Take a SUMMER TRIP to Sarnia, Ontario Eng.-1974.1. PROPS: 100 SNEW, 1947 STINSON 108-1 • ALL in CANADA, and see firsthand the ALLURE of this Garmin GMA-340 Audio Panel/Intercom, Garmin GNS-430 METALIZED • 1460.7 TT, 150 DIAMOND, in the Right Setting • $7,600 USD • Nav/Com/GPS, Garmin SL-30 Nav/Com, Garmin GTX-327 Franklin Engine, 328 SMOH. Will 519-402-2199 or 226-402-1881 • [email protected] Transponder, Dual PTT Switches, Interior & Exterior: Trade for Piper Cherokee of • [email protected] 8/10, New Starter-783.5 Hrs., Annual Due: May 2020 • equal value. • Located: Fairview, MI • $22,000 O.B.O. • Romeoville, IL • $119,999 O.B.O. • Marilina Angarone • David Kauffman • 989-848-2446 • [email protected] 4HELIO 815-834-6311 • [email protected] 1934 STINSON SR-5E RELIANT 1961 HELIO H-395 • N4XV • TT: 1977 PIPER TURBO ARROW III • NC14187 • TTAF: 1578, 4,000. U10B, 3460 EDO Floats, • PA28R-201T • N8907F • TT: Lycoming Engine: 378 SMOH, 700 SMOH & New Prop, 3681 Hours, TSOH: 36, Low Tail, Hamilton Standard Prop, excellent conditions, King Wing Fairings, 3-Blade Appraised by Air Assets on 09/16/19--Market Value: Audio panel, ADF, King Transponder, 4-Place Intercom, McCauley Prop, Continental TSIO-360-F Engine, Garmin $113,500 • Exterior in Excellent Condition: Original 1934 Narco Nav Com Radio, Shadin Fuel Flow Meter, G5-EFIS (HSI/DG), GNS-430 WAAS GPS/Com, GNS 430 Non- Colors in a 12-Coat Stits Polyfiber • Annual is Good Until Simultaneous 6 Cylinder EGT/CHT. 1 New Fuel Bladder. WAAS Backup, S-TEC 60-2 Autopilot, GTX335 Transponder February 28th, 2021 • Always in a Museum or Hangar • Freshly Waxed, Two Tone: Blue & White • $118,000 • ADS-B Out Compliant, Annual Due: August 2020 • Fresh, El Cajon, CA (KSEE) • ONLY $99,999 • 916-532-8004 Marvin Grendahl • 907-244-8379. Flawless paint by “Hall Aviation”. • KCQW (South Carolina) • [email protected] • ALWAYS HANGARED • PRICE REDUCED: Only $111,111 • 1966 HELIO SUPER COURIER 843-623-3200 • [email protected] 4 VANS H-295 • N808BD • $35,000 Spent with J. Metzler JAARS 1966 PIPER TWIN 2003 VANS RV-6 • N822WY • in 2018 • TTAF: 4000, Lycoming COMANCHE PA30B • 6 Place, Regretfully Selling my Vans GO-480 Engine: 400 SMOH, Low Time Prop: 350 SNEW, WOW Cowlings Wheel Spats, RV-6 • TTAF: 650 (App.), New Battery & Plugs, Carburetor Tune Up, No Damage Flap Seals, Other Speed Lycoming O-320 Engine with History, Garmin 430 Autopilot, ADS-B In & Out • Annual Mods 3 Axis Autopilot, DME, Sstormscope, Digital ADF, approximately 650 Hours SMOH, Constant Speed Prop, Due: January 2021 • WEST COAST Location • 170B/ Glide Slope, 70 with V/OR, IFR, Elec. Trim, Dual Apollo GX 650 GPS/COM, Autopilot with Altitude Hold/G5 $169,500 O.B.O. • 541-840-8949 • [email protected] Artificial Horizon, Ram Horn Control, 4 Strobes, RETT 402 PFD, First Flight in 2003, Current Owner Bought in 2007 • hrs, LETT 1512 hrs, Props TT 0 hours, New Fuel Bladders Ralston, WY • PRICE REDUCED: Only $59,999 • Aux. Extensive Annual June 2018. 75 lb Wing Lockers • Mike D. Martin • 307-899-5528 or 307-754-4705. $70,000 • Call Charles Johnson • 469-323-1159.
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November 2020 | Piper Flyer • 7 The View from Here Letters to Jennifer Dellenbusch the Editor Send your letters to [email protected]
Airports and Cookies “Piper PA-46 Turboprops” You might think, upon reading the title of this column, that I’m going to talk about improving the by Kristin Winter snack offering in our local FBOs. While I am all in favor of having cookies (freshly baked, please) October 2020 available in every FBO, that’s not what this is about. Plus, update on
Airports AirVenture dates I connect to my neighbors through a neighborhood app. Posts there mostly consist of safety warnings, things for sale, and recommendations for plumbers. Lately, folks have been discussing the Dear Editor, mayoral campaign and if we want an Amazon hub built in our small city. One of the mayoral candi- Hope all is well with you! Re- dates was on the app discussing the Amazon building and mentioned that if the city gets “rid of the ceived the October 2020 edition airport” we’d have all this space to build a hotel/restaurant/retail “destination.” This seemed strange of Piper Flyer. Enjoyed the issue, to me, as there is no reason to believe that the area needs or wants this mega-plex. including the Piper PA-46 tur- I was irate with his suggestion to close the airport and responded that I opposed that idea. I boprop story. Gives me another mentioned the value of Cable Airport (KCCB) to the community. One other woman chimed in to airplane to dream about owning. agree with me, but there were more people who agreed with him. They lived near the airport and One little item I wanted complained about the “little airplanes making all that noise at all times of the day and night.” They to mention: On Page 10, it were somehow shocked by this activity. mentioned EAA AirVenture General Aviation is constantly fighting this battle of the uninformed. Many people don’t know Oshkosh 2021 as running from or don’t care about General Aviation’s contribution to communities and to public safety. Nor do July 22-Aug. 1 next year. The they understand the impact that losing the freedom of flight would have on our overall freedom. correct dates should be July I’ve been spending some time on AOPA’s Airport Support Network pages, honing my arguments 26-Aug. 1. I believe the NOTAM for the next round. is in effect from July 22, but the I’m curious about what you are doing to help support and protect your local airport. Please drop show doesn’t open until July me a line and let me know: [email protected]. 26. We love people showing up early, but then we’d put them to Cookies work as volunteers. So, what about those cookies? If you’ve visited our website lately, you’ll notice a small pop- Just a clarification for future up warning that our site uses cookies. Some members have been alarmed by this, not wanting to issues. be chased around the web by ads for toenail fungus cures. The Piper Flyer Association takes your Take care! privacy seriously. The cookies on our site are used to maintain login sessions, for analytics, and to Thanks, improve your experience on our website. I’ve included a couple of links with more information on —Dick Knapinski cookies and how you can manage them through your browser. Director of Communica- Next time you head out to the airport, take some cookies and start a conversation with your bud- tions, EAA dies about securing your airport’s future. I’ll be there in spirit. Blue skies,
Piper Flyer Association Privacy Policy RESOURCES https://www.piperflyer.org/privacy-policy.html
AOPA Airport Support Network Understanding Cookies tinyurl.com/AOPANovView “Why do websites use cookies?” tinyurl.com/CookiesNovView EAA Chapters “Why do so many websites warn me about cookies?” https://eaa.org/eaa/eaa-chapters tinyurl.com/CookiesNovView2
8 • Piper Flyer November 2020 November 2020 | Piper Flyer • 9 FLYER EVENTS November 2020 Quality, Innovation and Performance from the Brands you Trust. PFA EVENTS FEATURED EVENTS
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November 2020 | Piper Flyer • 11 The High and The Writey / Kevin Garrison
Giving Thanks Thanksgiving is not just a holiday; it is also a state of mind we should have every time we fly.
used to ask for airplane toys for my birth- about my flying life than just the people. those skills. Climbing from 6,000 to 10,000 day and Christmas when I was young. I The circumstances that had to align for feet means nothing to a lizard or frog, but to Istill do. No ball or bat or “Dream Date” my ascent into the skies in that Piper you, it makes perfect sense. board game could (or ever will) compare to Cherokee back in 1968 are almost too We may be the only animals on this a model of a Supermarine Spitfire or a fancy impossible to calculate. planet, other than birds, that think about new handheld GPS. Holiday presents for this The same impossible odds existed flying at all. I doubt that fish or turtles kid always included at least a mention of my for you, and it will mess up your mind to ever think about flying. Humans were born interest in aviation. think about it because, basically, the entire with the need to explore and find things Gratitude was always my attitude when universe conspired to make you the aviation out. People throughout history scoffed at it came to getting airplane gifts. It still is, creature you are today. strange notions like flight, but you are not although thanking myself, since I am now You were in the right place at the right one of them. Admit it, from a very early the person buying me these gifts, seems a time more than once, or your journey in fly- age you were always the one in the family bit strange. ing would have never started. Think for just that looked up in the sky when a plane My siblings and I were taught to be a a few seconds about those weird coincidenc- flew over. little overeffusive with our thanks. This may es and I think you might realize, like I did, be due to our parents’ Depression-era up- that you were absolutely meant to be here, in Flying time bringing or it might be from the realization aviation, right now. Powered flight has existed for 117 years. that my mom and dad had to give up things I have been around for over half of that time for themselves in order for me to get that toy Begin with the basics and have been flying for almost half of that airplane. You need air to fly an aircraft. We happen time. The time of my birth and subsequent to live on one of the few planets life enabled me to be able to take part in the (that we know about) that is just aviation world that we know today. the right distance from its star I would not venture to guess your age, …basically, the entire to allow for it to have a gaseous but I have to assume that you are in the atmosphere that can sustain same life span ballpark as me. The planet universe conspired to flight. Consider for a moment has been here for almost 5 billion years. that most life on our planet exists Humanity has been here for an estimated make you the aviation in the oceans; a place with no air 200,000 years. What are the odds that you for airplanes. Yet you beat the and I would be born in the sliver of time creature you are today. odds, and were born on land and between the invention of powered flight and breathe air. its takeover by artificial intelligence? You have hands and feet to Many wonderful people helped me operate aircraft controls and a brain that Just glad to be here become the old and experienced pilot I am was capable of being trained to know the Had I been born a few hundred years today. Nobody is truly a self-made person. difference between true and indicated air- ago, dreams of flight would have no doubt The group of aviation angels in human form speed. Flippers or tentacles might have been entered my mind, but my brain would not that helped this errant transport pilot along used to operate the controls, but they would have been able to invent the airplane, air his way are almost too numerous to men- never have been able to put quarters into the traffic control, airliners, or the Piper Flyer tion and I sincerely doubt that I remember FBO’s coffee machine or sign a logbook. Association. I would have passed my days all of them. Your eyes and ears provide a system of dreaming about birds while I either shoveled orientation in space, giving you the ability to horse poop or prepared to die on the battle- Do the math know up from down and left from right. You field for my liege. There is way more to this thanksgiving simply cannot enter left downwind without The making of thankfulness lists this
12 • Piper Flyer November 2020 time of year is de rigueur; this seasonal talk of hungry Pilgrims and helpful Native Americans lends itself to just that kind of mental exercise. If you and I accept the premise that we were destined by some sort of universal fate to be aviators, we might decide that being thankful for what was going to happen anyway is pointless. I reject this notion. Thankfulness is what I feel, and it is a feeling that has to be expressed.
A checklist of thanks Here is a partial list of what I am thankful for: • The Universe for all of the reasons I mentioned earlier. • My parents who did not understand me, but never blocked my flying mojo. • My environment. It would have been possible to fly in other countries but not as easy. I live in a country in which you can build your own airplane or fly others, almost unimpeded. • Where I was placed in history. If I were born a hundred years either direction of when I was, this flying thing would never have happened for me. • Dead dinosaurs. Had they not given up their lives and laid down in the mud we might not have Avgas now. So, how do I express my amazing grat- itude for my flying life? By trying to live it fully and well, while helping others achieve their life’s dream. When I fly, I occasionally silently voice a “thank you” to the universe and the power that put me up there. Usually, a look at a passing cloud will evoke these BEST PROPELLER FOR PIPER AIRCRAFT thanks from me. Believe what you like, but I hope you Engineered to be the best overall propeller selection for Piper piston aircraft, realize how amazing and rare a thing this Hartzell’s Top Prop performance conversions not only offer better performance flying life is. When I am 120 years old and but also smoother and quieter operation. my robot helicopter comes to pick me up to take me to the casino, I hope its artificial The modern swept scimitar blades enhance the ramp appeal of your aircraft while intelligence will put up with me blathering reducing blade erosion and providing peak performance. on about how humans, not computers, used From Apaches, Comanches, Saratogas and Seminoles to Aztecs, Lances and to fly airplanes, and how lucky I was to be high-performance Cherokees, check out our entire there to experience that. selection of Top Prop performance conversions.
Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, re- tired as a 767 captain in 2006, and retired from instructing airline pilots in 2017. Built on Honor for over 100 years, Garrison’s professional writing career has Hartzell propellers are backed by our HartzellProp.com/TopProp spanned three decades. Send questions industry-leading, 6-year/2,400 hr. warranty. Contact us at 800-942-7767 or comments to [email protected].
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November 2020 | Piper Flyer • 13 QUESTIONS & ANSWERS / Steve Ells
Repairs to Flight Control Surfaces, Goop on Prop Brushes, Door Handle Orientation
I have a 1964 PA-28-235 Cherokee 235 B which, according to the aircraft maintenance log, had a skin doubler installed on Q the right-hand aileron in 1976 and left-hand flap in 1977. The repair is noted in the logs stating that it was all done according to FAR 43.13.1 (no Form 337 was filed). I had the plane inspected recently and the IA said that repair is il- legal, and the surfaces need to be reskinned according to the current Piper Service manual. What I’m struggling to understand is how this repair has passed 43 annuals without issue and has suddenly become an airworthiness issue. Clearly the repair has held up over time and I have had no issues with the plane in the time I have owned it. So, my question is this, if the repair has been this way and log entries are present, could one get a field approval via 337 for the repairs, based on 43 years of performance data? Or am I just out of luck now and have to bite the bullet and get it done? access holes are permitted in any control surfaces. The use of patch plates or repairs of all movable tail surfaces is prohibited. The use To my knowledge, there’s nothing in the Type Certificate of any filler material normally used for repair of minor dents and Data Sheet (TCDS) that prohibits repairs as described. materials used for filling the inside of surfaces is also prohibited on all A The Piper service manual for your airplane—at the date movable tail surfaces. Never make a skin replacement or patch plate the airplane was manufactured—did not prohibit this type of patch from materials other than the type used on original skin. The repair repair. Here’s the relevant section: must be as strong as the original skin and flexibility must be retained so 4-57. STRUCTURAL REPAIRS. Structural repair methods used the surrounding areas will not receive extra stress. may be made in accordance with the regulations set forth in Federal Note there is no prohibition against patch repairs on ailerons Aeronautics Manual 18 or FAA Advisory Circular 43.13-1A. To assist or flaps. This is the wording from the latest PA-28 service manual in making repairs, Figure 4-10 identifies the type and thickness of information and should be enough for your IA to sign off the patch skin structure used. Never make a skin replacement or patch from a repairs. material thinner than the original skin. Original material and thickness If it’s suggested that these are major repairs, here are the defini- is recommended and must result in a surface which is as strong as, or tions of major repairs, from FAR 43 Appendix A: stronger than, the original skin. However, flexibility must be retained so 1. Airframe major alterations. Alterations of the following parts and that the surrounding areas will not receive extra stress. When making alterations of the following types, when not listed in the aircraft specifi- major structural repairs, other than using factory manufactured parts, cations issued by the FAA, are airframe major alterations: it is recommended to contact the manufacturer. i. Wings. It’s only the newer Piper service manuals that address re- ii. Tail surfaces. pairs on tail flight surfaces. Here’s an example from a PA-28-236 iii. Fuselage. service manual: iv. Engine mounts. STRUCTURAL REPAIRS Structural repairs must be made in accor- v. Control system. dance with the regulations set forth in FAA Advisory Circular 43- 13-lA. vi. Landing gear. To assist in making repairs or replacements, figure 51-1 identifies the vii. Hull or floats. type and thickness of various skin materials used. —WARNING— No viii. Elements of an airframe including spars, ribs, fittings, shock
14 • Piper Flyer November 2020 QUESTIONS & ANSWERS
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November 2020 | Piper Flyer • 15
20-SA_022-2_Millenium_Ad_CFA_PFA_FINAL.indd 2 10/9/20 11:35 AM QUESTIONS & ANSWERS absorbers, bracing, cowling, fairings, and balance weights. ix. Hydraulic and electrical actuating system of components. x. Rotor blades. xi. Changes to the empty weight or empty balance which result in an increase in the maximum certificated weight or center of gravity limits of the aircraft. xii. Changes to the basic design of the fuel, oil, cooling, heating, cabin pres- surization, electrical, hydraulic, de-icing, or exhaust systems. xiii. Changes to the wing or to fixed or movable control surfaces which affect flutter and vibration characteristics. As long as the aileron is within the balance limits, the patch should not affect either the flutter or vibrations characteristics (see xiii). If there’s any doubt, check to see that the aileron with the patch is within the balance limits as specified in the service manual. According to Table IV-II “Balancing Specifications” in the PA-28 service manual, the static balance of an aileron on your PA-28-235 is +2-inch pounds forward and -20-inch pounds aft. Happy flying, Steve
I have a Piper PA-34-220T Seneca III Turbo. One of the hot prop brushes was worn out and was replaced 10 months ago. After a new Q brush was installed, it started making some sort of goop around the brush and then throwing it onto the front cowling. It was cleaned and checked three times, and all looked good including the adjustment.
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ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 09-01-20 16 • Piper Flyer November 2020 My tech then replaced the bottom brush. The same thing hap- also works. pened. We then replaced both again and adjusted. The same issue Happy flying, continued. We’ve been in contact with the brush manufacturer Steve and our local engine shop. No one seems to have seen or heard of this issue. Follow-up: After months of going through this, I believe it is happening while I checked with Todd, the prop guy at American Propeller, and he going through rain. The other engine does not have any issues. It has told me that there’s oil leaking, probably from the engine crankshaft been cleaned and adjusted many times, and the new brushes, which prop seal, but it could be from another spot since, hard as it may be now have about 150 hours in service, still look new. to believe, airflow in the engine cowling does swirl despite the speed James of the airplane. Todd said that the oil will bond with dirt and dust to turn into an My troubleshooting brain, plus the troubleshooting you’ve abrasive mixture that will quickly wear the copper band on the slip already done, leads me suspect that you have an oil leak past ring. Cleaning the brushes and brush area with contact cleaner or A the crankshaft seal. Nothing else accounts for this. You’ve electrical cleaner should be done before flight to make sure that the changed brushes, and it only happens on one side so, it has to be slip ring is not worn excessively by the abrasive oil/dust/dirt combo. something else. The sources of oil up there are the crankshaft oil seal Happy flying, or the prop. Steve Are you seeing any evidence of oil leakage from the prop? One simple oil leakage detection method is to clean the front of I have a 1965 Piper PA-28 Cherokee. I am trying to find out the engine around the crankshaft as well as possible. Then spray dye what the orientation of the inside door handle is supposed to leak-check detection spray—it’s a white powder—over the area. Fly Q be when the door is shut and in the locked position. the airplane and then check for the presence of oil in the area cover- A photo would be most helpful. ing the area. It’s easy to see due to contrast with the white spray. Thanks in advance, For what it’s worth, I’ve heard that spray athlete’s foot powder Lee Continued on Page 62
November 2020 | Piper Flyer • 17 THE SPEED OF FLIGHT / Tom Machum Happy Landings Whether you’re flying the biggest Boeing or smallest Piper, good landings are the product of speed control and understanding when your aircraft will touch down. ur hangar sits in perfect view of one of the runway thresh- wheel” comes into consideration. olds at Greater Moncton Roméo LeBlanc International Referring to the Boeing “Flight Crew Training Manual” for the OAirport (CYQM). We have spent a fair bit of time over 767, eye-to-wheel height on a normal approach is about 24 feet, so the warmer months sitting in lawn chairs, maybe with an adult not hugely different from on the ground. I remember my first few beverage, while we watch takeoffs and landings. And we’ve seen landings in the beast. I felt like I was sitting on a bar stool on the a few landings that follow the old adage of “a good landing is one peak of the roof of my house when we were coming in to land! It you can walk away from; a great landing is one where you can use appeared as though we were going to land dangerously long, but I the airplane again!” trusted the needles, and the wheels touched as they should, where Thankfully, all the landings we’ve witnessed appear to be of the they should, and we didn’t go anywhere near off the end. great variety. However, I suppose you could argue that there are Using the information above and looking at the accompanying varying degrees of great. graphics, a 767 on glideslope normally crosses the threshold with roughly 30 feet of clearance, but the pilot’s eye crosses at about 55 One runway for everyone feet. The FedEx 757 pictured below shows this in action. The runway at CYQM is an 8,000-foot long, ILS-equipped run- way, and we can see the ILS glideslope transmitter from our lawn chair perches. Glideslopes shoot a beam out at 3 degrees (nom- inally) up into space, and they are installed based on the sorts of airplanes that will use the runway. In the case of our runway, it’s a fairly busy cargo airport with Boeing 757s and 767s coming in, and (as the ILS design speci- fications dictate) we observe that their main wheels cross the threshold with roughly 30 feet to spare, and they touch down in the landing zone. Eye-to-wheel example for a Boeing 767-300. We also see other smaller turboprops come in. Some cross at what appears to be “on slope,” and others; well, they seem a fair bit lower. Interestingly, they always seem to touch down around the same place. The airport is also home to a busy flying school. We observe a fair bit of “variation in technique” across their fleet of singles and twins. Some touch down awfully close to the threshold, and others float well past the area where the big boys turn rubber into smoke.
Eye-to-wheel and eye-to-ground distance With regard to technique, that is of course based on the pilot. A major part of that technique is based on what we see with our own two eyes. In the big plane world, we consider how far our eyes are from the ground when sitting in the cockpit. A pilot’s eyes in a 767 are just over 20 feet above the ground when parked; a 747 is just over 36 feet! I’d bet my eyeballs in my Piper PA-28-236 Dakota are about 6 feet above the ground when parked. Now consider a jet coming in for landing. You’ve probably noted that they tend to be a bit nose-up on final. The main wheels Looks like about 50 feet to me. are also a fair bit behind the pilot too. In a 767-300, the wheels are over 80 feet behind! So, this is where something called “eye-to-
18 • Piper Flyer November 2020 Speed matters Something else to consider is speed. Aero Design AircrAft services Most little airplanes have vague guidance the restorAtion experts with regard to speed on approach. And www.AeroDesignconcepts.com speaking of eyeballs, I am currently up to my eyeballs studying for transition train- You Don’t hAve to buY A new plAne to flY one ing to switch to the Boeing 787-9. Target mAintenAnce | interiors | refinishing speed for a very heavy landing weight of cAll the restorAtion experts 420,000 pounds in the 787 is 153 knots with full landing flaps. In my Piper PA-28- 413-568-7300 236 Dakota, full-flap maximum landing 112 Airport roAD, bArnes Airport, westfielD, mA 01085 weight target speed is 72 knots. Often, I suspect you (like me), add speed “for Mom,” or more accurately for gusts, etc. If we add 10 knots in each case, its works out to about a 6% additive to the 787 and a whopping 14% to the Dakota.
I felt like I was sitting on a bar stool on the peak of the roof of my house when we were coming in to land!
Float or flat; neither is good Being fast means you will either float prior to touching down, or you will touch down fast and use more braking energy to get stopped if runway length is a factor. Without getting too heavy into the physics (I know, too late), kinetic energy is affected by the square of speed (technically groundspeed in this dis- cussion), so even a small speed increase has a significant effect on the amount of stopping energy necessary. Back into the books, according to the 787 manual, that bad boy can stop at the landing weight of 420,000 pounds in no wind, on a dry runway in about 5,000 feet. Every 5 knots above target and that distance increases by incre- ments of 210 feet.
Continued on Page 63
November 2020 | Piper Flyer • 19 RENOVATING AN INTERIOR PART SIXTEEN
Installing Headliners
The difficulty of replacing Piper headliners varies depending on the headliner mounting arrangement. Each design presents challenges, but following the practices outlined by DENNIS WOLTER will ensure a clean, wrinkle-free installation.
our new headliner is laid out the edges of the aft side windows is a little on the bench, and it’s now tricky. Here, the headliner is simply tucked finally time to install it. As into the inner edge of the window frame mentioned in last month’s channel. Piper relied on a snug fit between article, early Piper tube-and- the Plexiglas and the window frame itself Yfabric airplane headliners are the most to hold the headliner material in place. Be difficult to install. This month I will also prepared to practice a bit as you tuck the discuss specifics of installing single-piece material into the window frame, eliminat- headliners, multi-piece headliners, and ing wrinkles as you go. headliners held up by Velcro. If you’re installing a vinyl headliner, heat is your best friend. Even in summer, Tube-and fabric airplane headliners we put two cube electric heaters in the Before beginning the headliner instal- cabin with plastic painter’s tarps covering lation process, have your maintenance the door openings in order to keep the technician inspect and repair any struc- vinyl as warm as possible. tural or mechanical issues that may have Begin by installing half-screwed-in been hidden behind the 50- to 60-year-old mounting screws for the overhead console, headliner. Of particular concern are old coat hooks, etc. These screws will allow trim cables and corroded tubing. you to accurately locate the mounting One-piece stretched headliner, held in place with exposed Also, verify that AD 74-17-04, which hardware for these upper cabin compo- spanwise trim strips. requires inspection of the security of the nents when the new headliner is installed. fuselage fabric where it meets the upper With the screws in place, slide the cleaned edge of the windshield, has been complet- and primed mounting bows into the can- headliner support bow. Moving aft, repeat ed. It’s also important to realize that the vas loops sewn to the headliner. this process for each mounting bow until edges of a new headliner need to be bonded Keeping the headliner centered in all the bows are secured to their mount- to cleaned and primed structural tubing in the cabin, start at the forward end, hold ing points and the headliner is loosely several places during installation. So, don’t the headliner bows and mounting loops hanging on the bows. forget to clean and prime those often-rust- in position adjacent to each mounting To reduce the potential for wrinkles ed, tempered-steel headliner support bows. point, and cut a 1-inch slit in the cloth developing as the stretched headliner is In some of the older airframes, the mounting loop. Next, secure the bow to being installed, we follow a very precise way the headliner material is secured to the mounting point of the first spanwise sequence of steps as shown in the head-
20 • Piper Flyer November 2020 Extruded aluminum angle and Vintage tube-and-fabric headliner. Note the rough edge half-round tubing used to create at the cabin window edge that will be neatly finished out headliner edge trim pieces. with the installation of a painted aluminum trim strip.
November 2020 | Piper Flyer • 21 The wrinkle-eliminating stretching procedure depicted in this diagram works for all stretched headliners.
liner stretching sequence drawing above. ing sequence drawing). where it’s secured to the round span- The first step is to stretch the headliner Following this stretching and bonding wise tube (where the upper edge of the from front to back. Begin by pulling and sequence will reduce the possibility of windshield meets the forward edge of the securing about 4 inches of the headliner to wrinkles forming as the headliner is in- headliner), we cut an appropriately sized the center of the structural spanwise tube stalled. Do not begin securing a headliner half-round aluminum tube equal in length where the aft edge of the windshield is at the corners first. Starting at the corners to the width and diameter of the spanwise secured to the airframe. and working your way to the centers will tube, painted to match the color of the Then, do the same thing at the aft make it impossible to eliminate wrinkles headliner. cabin spanwise tube (see call-out No. 1 on where the mounting points meet at a cen- We then secure it to the structural the stretching sequence drawing). Move tral point along the edge of the headliner. tube with four #4 countersunk sheet metal on to the center of the cabin and stretch If minor wrinkles do develop after care- upholstery screws; it looks great and it’s the headliner spanwise and bond it to the fully following this stretching and bonding easy to implement. For the door jambs, upper aft corner of the cabin door frame process, careful use of a heat gun on vinyl, we install 1/2-inch by 3/8-inch aluminum and the same location on the pilot upper or steam on cloth, should eliminate the extruded angles mounted with #4 coun- aft window frame (call-out No. 2 on the wrinkles. Vinyl headliners will tighten tersunk screws, also painted to match the stretching sequence drawing). up even more when the cube heaters are headliner. Next, it’s time to begin progressively removed, and the vinyl shrinks slightly as stretching and bonding the edge of the it cools. Single-piece headliners headliner to the upper cabin structure, Now, it’s time to detail the unsightly Now, let’s discuss installing sin- progressively working about 4 inches at a edges of the headliner material where it’s gle-piece vinyl headliners found in early time from the center points to the corners bonded to the airframe. In order to neatly Piper aluminum airplanes. The headliners of the cabin (call-out No. 3 on the stretch- finish out the forward edge of the material are held in place by exposed aluminum
22 • Piper Flyer November 2020 retaining strips secured to the upper cabin structure when the exposed aluminum If a wrinkle develops, simply pull the bulkheads. With the upper cabin inspect- strips are installed. material loose at the edge of the headliner ed, cleaned, and chromated, start the Starting at the lateral and longitudinal next to the wrinkle and re-stretch and re- headliner installation process by installing center of the headliner, gently push the bond the edge of the headliner, eliminating 1/2-inch long, #4 countersunk upholstery headliner material up until you can feel the the wrinkle. Again, I would suggest the use screws screwed halfway into every hole cabin center bulkhead. Move your finger of cube heaters to keep the vinyl headliner that secures the spanwise exposed alumi- spanwise along the bulkhead until you feel as warm as possible. If a fabric headliner num strips to the cabin top bulkheads. the center half-installed headliner support is being installed, steam can help with the As described earlier, this enables you strip mounting screw. elimination of wrinkles. to accurately locate holes for the screws With this screw accurately located, that secure the retainer bows in place once make a very small cut with a sharp razor Multi-piece headliners the outer edges of the new headliner are knife and remove the screw. Next place the Now let’s discuss long, multi-panel, bonded in place. headliner support strip center hole right sewn-together headliners installed in Using contact cement, and with the over the center mounting hole and rein- later production Piper airplanes. These help of a second person, secure the outer stall the screw. The other mounting screws long headliners are held in place by either edges of the new headliner to the airframe will be located under each respective hole cabin-length steel rods secured to the as it was originally installed. Begin bond- in the support strip. headliner double seams with full-length ing the outer edge of loosely stretched new Working your way out from the center, canvas loops, or by sewn-in-place Velcro material, starting at the centers and work- continue to cut a small slit big enough strips located at each full-length panel ing your way to the corners as described to remove each screw and permanently seam, secured to long parallel aluminum above in the tube-and-fabric headliner screw the headliner securing strip. The strips with mating Velcro bonded to them. installation section. Do not overly stretch headliner will conform to the contour of Piper PA-23 Aztecs and PA-24 Coman- the material since it needs to conform the cabin top once all the support strips ches have headliners that are supported to the curved contour of the upper cabin are installed. with the long steel rods. Again, begin by
November 2020 | Piper Flyer • 23 In some of the older airframes, the way the headliner material is secured to the edges of the aft side windows is a little tricky. Typical Piper late-style, full-length seamed headliner.
Double-edge seam headliner held in place by a full-length steel rod secured to the cabin top by the rod passing Hanging a Velcro through the cabin top bulkhead. mounted headliner.
Stretching and bonding the headliner to the cabin top structure, beginning at the center point of the cabin.
Bonding the aft end of the headliner to the upper aft bulkhead after progressively stretching and bonding the outer edges of the headliner from the center to the aft Stretching and bonding the outer edge of the headliner to bulkhead, working out any wrinkles as you go. the outer edge of the center cabin structure.
24 • Piper Flyer November 2020 installing partially screwed-in mounting man nuts onto the rod ends. Once the information in this article and no doubt screws for all the headliner vents, lights, headliner is loosely hanging on all the some of it can be a bit confusing. So, here and overhead consoles. The second step in support rods, it’s time to stretch and bond is one final bit of headliner advice. Pho- the process of hanging this type of headlin- it to the upper cabin structure. For this tographing the process of removing the er is to install the rods in full-length canvas process, we also start at the longitudinal old headliner can bring some clarity to loops and locating 1-inch slits where the center of the cabin and progressively work the task at hand. It’s really not as difficult rods pass through the upper cabin bulk- toward the corners. as you might be thinking as you read heads. Once all the properly located slits Velcro-mounted headliners are a lot through this! are made, remove the long rods. easier to install. Again, start at the center With the help of an assistant, and of the cabin and progressively press the At this point, we’ve pretty much cov- working from the aft cabin first, run the Velcro in place along the long mating, Vel- ered the subject of headliners. Next month, support rod through the mounting hole in cro-covered headliner support strips. The we’ll move on to carpet installation and the aft bulkhead, then progressively feed beauty of this mounting system is that the floor issues. Until then, fly safe! the rod through the long canvas loop and Velcro allows for a little lateral adjustment through each mounting hole where the slit should a wrinkle develop. Industrial designer and aviation enthusiast in the canvas mounting loop was made. Now, it’s time to turn on the cube Dennis Wolter is well-known for giving Be sure to secure both ends of the rod with heaters and stretch, bond, and trim the countless seminars and contributing his 6-32 machine screws if the rod ends were vinyl headliner to the upper outer cabin expertise about all phases of aircraft threaded at the factory. structure as described earlier. With the renovation in various publications. Wolter For headliner rods that were secured headliner completely wrinkle-free, we founded AirMod in 1973 to offer private with push-on fasteners, we use flat Tin- use the half-installed headliner accessory aircraft owners the same professional, nerman nuts to secure the rods at each mounting screws to locate and install the high-quality work then only offered to end. A socket wrench or nut driver will vents, lights, and overhead console. corporate jet operators. Send questions or make easy work of pushing the Tinner- I have presented a lot of technical comments to [email protected].
November 2020 | Piper Flyer • 25 Time Flies…Like an Arrow Part 3 In Part 3 of a multi-part series, Piper Flyer Association member ROBERT MARKS describes the challenges of avionics installation, and the rewards of the first test flight with an all-new avionics suite.
(“Time Flies…Like an Arrow, Part 1 and about what they had chosen and why. We First power Part 2 appeared in the September and Octo- looked at light, dark, smooth, and textured. After the ordeal just to get to this point, ber 2020 issues of Piper Flyer. —Ed.) And one camouflage...didn’t like that one. you will not want to miss first power. That We went with a basic battleship gray is when most or all the components are s I mentioned last month, any matte finish. It seemed to be a good com- hooked up together and to power for the major work on your airplane is promise for glare and reflection, and also first time. Agoing to be a rollercoaster, and seemed to give a better contrast to the new A million thoughts run through my this little project is no different. We locked avionics displays. head. The worst of which involved applying in the new avionics we wanted, including Because we selected a shop relatively power and, poof! a cloud of smoke would the not-as-of-yet certified autopilot. We close to us, we could pop in from time to rise and my installer would turn to me and were then able to begin working on the time. Sometimes, it was just a check-in to say, “Well, the good news is your panel piece that would hold our new avionics, see how things were coming along. Some- elected a pope...” the panel. times, there was an unveiling. Power switch to on. Now, an unveiling is a term of art for Click, whir, blink, blink, beep, beep. The Panel design and construction me. It is something I see for the first time Garmin logo appears on the G3x…the G5 In Pipers, the panel is actually part of that reassures me this is really happen- illuminates, avionics on, and one by one the structure, so there are requirements as ing. We got the call the panel was done, our very expensive string of holiday lights to thickness and type of material that must powder coating and all. I was amazed. go on. GMA, GNX, GNC, GFC. I give myself be used. Panel design is just like a home C-clamped into the airplane in front of a moment to celebrate. Top Ramen with remodel. Get it right the first time, and what looked like a pasta explosion, we freeze-dried chicken tonight! smooth sailing. Once the cutting starts, the could envision the completed project. The success of first power validates redesigns get expensive fast. We now had the holder for all our boxed the panel wiring and power connec- We spent hours looking at the layout, electronic miracles. tions. I felt as if a huge hurdle had been making adjustments on the computer, Time dragged on from here, mostly overcome and it was all downhill from and enlisting the help of a couple of pilots due to the fallout from the continuing here. We could now focus on getting the with Turbo Arrows who had redone their COVID-19 health crisis. Work contin- panel fine-tuned, and each component panels. We stole, shamelessly, their ideas ued, though. The rewiring process was working in perfect harmony. How long and concepts. One idea was for a glove- fascinating to me. An entire new “spinal could that take? I learned that with panel box on the right-hand side since we were cord” was constructed in the airplane upgrades, rhetorical questions like that opening up what seemed to be a half-acre to connect all the new fun components only brought depression. of panel space. to each other. This included the magne- Today’s modern avionics are a miracle. Once locked in, our chosen shop, tometer on the wing, the servos for the We can customize literally thousands of Instrument Overhaul, created a plastic autopilot, lights, strobes, and all the rest configurations with our new equipment. version to ensure layout and fit inside the of our new devices. The old brain-bags deserved their own airplane. Slight adjustments were made, The panel avionics were wired by weight and balance calculations, but a tweak here and there, and it was time to themselves; basically the brain was devel- with modern technology, all that weight create what would become the new home oping on its own. Weeks passed. It looked was now electrons. A fully synthesized for our Garmin family. like nothing was happening. But then, world would be before me, warning eyes We reviewed samples of powder coat- another unveiling. The panel held each and ears of dangers that just 20 years ago ing and finish, to compare in all kinds of of the components, and was ready to be would be invisible to the average General lighting conditions, and talked to others bench-tested. Aviation pilot.
26 • Piper Flyer November 2020 Troubleshooting and testing something like this happens. Instrument Another setback But in addition to being miracles, they Overhaul was able to find someone they With everything hooked up, the G3x can be divas. As we “introduced” each had worked with before at Garmin that configured and all up to date, it was time component to one another, we found helped pinpoint the issue: a setting on the to remind ourselves what the engine some of them were downright rude. G3x that has to be manually changed to sounded like. “Dah-ling,” said the GNC255 navcom recognize a setup like ours. We looked everything over, topped to the G3x, “What is the facility for this Click, whir, blink, blink, beep, beep. off the fluids, kicked the tires, and pulled frequency at this location?” “Hello there gorgeous, come here of- her out to let the uncowled engine roar “Talk to the buffer, and you can just ten?” whispered GNC 255 navcom No. 1 to to life. Prime! (Where is the fuel pres- suffer,” replied the haughty G3x. the purring inquiry of the G3x Touch. sure on the G3x anyway?) Clear prop! “Well, I’ll be! I’ll just ignore you.” To quote Forrest Gump; and just like Wuhwuhwuhwuhwuhwuh vrooooooom! And we’re off…to the dysfunctional that, the panel worked. This illustrates Sputter, sputter…silence. We tried again, cyber-races. why the panel is tested before going into same result. “Maybe more prime?” asked While I’m not naïve enough to believe the airplane. my installer. Same thing. that everything would be plug and play The time in the shop was approaching It is important to have a spotter out- from here, I was quite surprised that we six months. That is a long time not to side the airplane. They have the big picture were now embarking on what was going have this lady out on the dance floor. The of what is going on. And our spotter was to be the most frustrating, difficult part of panel went in, mercifully covering what Christine, who asked if we knew that some the upgrade. Several of our new compo- to me was a sausage grinder of wiring liquid was pouring out of the engine and nents were not recognizing each other. and magic boxes. on to the ground. That drew an immediate Hours became days. Days turned into We calibrated the CiES digital fuel “Let’s investigate!” That sounds so much almost two weeks. Numerous calls to senders, 2 gallons at a time. The new cooler than “Let’s evacuate!” installation support were fruitless. Garmin AeroRockers switches from 21st Century This engine had a critical service bul- was affected by the health crisis, and then Aviation each tested perfectly, and the full letin for the fuel diverter, and now I knew also got hit by a ransomware attack. suite of AeroLEDs LED lights came on with why. The diverter was leaking badly and This is where professional experience their magnificent brilliance, even in broad concentrating fuel flow to the outside of and connections come in handy. They are daylight. We may have vaporized an air- the cylinders. That is frowned upon by Con- an underappreciated commodity until port golf cart with them, but I’m denying it. tinental, the General Aviation community,
November 2020 | Piper Flyer • 27 28 • Piper Flyer November 2020 and Airport Fire/Rescue. Back into the shop wouldn’t even do the high-speed taxi. Next Clear prop! Start. Wow! All good across we went for another repair and delay. step, take off, leave the gear down, and the board. It seemed interminable, but I found a make one circuit. The pretty Piper accepted the invitation secret that worked for me. When hitting Due to the presence of a large hill to dance. Slowly, I escorted her out onto the a delay in a long and complex project like just northeast of the field, we would get floor. The runup showed us what to expect this, start working on the next step. It approval to fly 400 feet above pattern from the new panel, like premature alerts. helped me overcome the sense of help- altitude, facilitating a safe return in the Good to know that in advance. High-speed lessness and hopelessness that wanted to event of a problem at any point. After that, taxi showed she wanted to fly. Taxi back. overwhelm me. So, after the fuel setback, I if all gave the thumbs-up, it was off to our Time for the lap around the patch. found my enthusiasm returning by focus- shakedown flight. Power set, brake release. All good. 70 ing on what we would be doing once that The big day arrived. As I climbed in, an knots, rotate. For the first time in over six hurdle had been overcome. incredible rush of emotion climbed in with months, our graceful bird took to the beau- me, as did excitement, apprehension, relief, tiful blue dance floor that had been teasing Test flying and anticipation. One thing I had already her all this time. It was like she never left. Using the Garmin installation manuals, noticed was that although the G3x was Around the pattern we twirled, the faithful I started to draw up a real live test flight. giving me the same amount of information Continental turbocharged engine getting I’ve never been a test pilot, except for the I was getting from my old panel, it was all us to 2,000 feet in no time, even with the time I modified an aircraft by trying to crunched into that 10.6-inch screen. That gear down. depart with the pitot cover on. Many of the made it feel overwhelming. Flying with it Everything in the green, slightly high tasks to be performed for all the new com- would only make it more intense. It was CHT on No. 1, throttle back, and landing ponents were well-organized and spelled going to take some getting used to, but checklist. All good. A quick conference of out in a checklist format, which I took right having the experienced installer/pilot next the dance judges determined we had made out of the manuals. to me was a huge help. the semifinals. On to the flight test. In addition, we outlined the flight Master switch on. Click, whir, blink, Off we went to an isolated area out profile. Thorough runup, and if I or the blink, beep, beep. The mating ritual of of the way of most traffic. We went up to installer didn’t feel confident, then we the Garmin component species. Prime. 10,500 feet msl while talking to ATC. We
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November 2020 | Piper Flyer • 29 PCA-PiperFlyer-7.125x4.9375.indd 1 6/1/20 10:10 AM Client: Pacific Coast Avionics Ad Title: We know avionics inside and out. Publication: Piper Flyer Trim: 7.125 x 4.9375 also had Christine in the back as extra eyes approach procedure; we’re done. Back to a retired air traffic controller, and currently and ears. Out came the checklists and we the earth we go, with the late afternoon works as a writer, producer, and director for wrung our dance partner out. For over two thermals trying to keep her aerial home- King Schools. His home airport is Mont- hours, we did some of the most boring, coming party going as long as possible. gomery-Gibbs Executive Airport (KMYF), in yet rewarding, flying I’ve ever done. It was Touchdown at Gillespie Field (KSEE), and San Diego, California. Send questions and a reintroduction of pilot to aircraft; the our Arrow again belonged to us. comments to [email protected] same, yet different. After offloading my passengers, I One task was autopilot tuning; took off solo for home base at Montgom- RESOURCES making sure the GFC500 knows flight ery-Gibbs Executive Airport (KMYF). I director bars are usually not something was so excited on this very short flight PFA SUPPORTERS to fly away from, and that the maneuvers that I decided to leave the gear down, not aren’t so aggressive that the airplane wanting to be distracted by the new panel AeroLEDs constantly oscillates. Upset the airplane, to the point I would do an unapproved aeroleds.com push the magic blue button on the short-field landing. control head of the autopilot and smack! I taxied to the hangar and shut the CiES (Fuel Senders) The airplane heels to level flight. (The engine down. I couldn’t bring myself to ciescorp.net autopilot was approved for the PA-28RT- shut the master switch off. I had to just sit 201T Turbo Arrow IV toward the end there and look at this avionics symphony Garmin Ltd. of March, so our timing was perfect by orchestra in front of me. garmin.com accident. Garmin wouldn’t ship compo- nents to the shop until it was certified. Oh, the places we’ll go and the things OTHER RESOURCES So by keeping the plane opened up we we’ll see…thank you, my dear, for the dance! ran the risk of delay in our project but Coming next month, putting the panel 21st Century Aviation (Lighted Rocker it paid off when we saved lots of money through its paces on a longer flight. Switches) with the timely certification.) 21stcentury-usa.com Radios, transponder, audio panel, the Robert Marks has been a pilot for over G3x; all were working perfectly. A couple 40 years and holds a commercial multi-en- Instrument Overhaul of San Diego approaches on the autopilot and a missed gine certificate and instrument rating. He is instrumentoverhaul.com
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30 • Piper Flyer November 2020 BecaBecauseu ysoeu y deous deervsee rtvhee tbehes bet...st... Because you derserve the best... FBecaUFEUuseLE y oLuP deUPseMUrveM PtheSP be Sst.. . FUELOVERHAULS OVERHAULSPUMPS OVERHAULS BETB TEETR TER FUEL P UMPS 33959-2 No SNerov Sicee r vBiucellet Biunlslet ins 763-518 OVERHAULS 33959-3 1-1-YearYe1a-r YWe aWarranty r rWana tryr aonrt yor or 8120-G 5217-00-1 SR20 5217-00-1 150150 150H oHoursu rHs oMu raMaxsx .Max. A10014-D40SR20 42113-5 BET TER 5217-00-3 A10014-D44SR22 5217-00-342113-6 NSTo SReSTONr vRicGONeE BRGulEletRins SR22 Quick Turn Around 5217-00-9461-7585217-00-9 Re1de-RYseeigdanere s Wdig Mna er ordta oMnr to yt oorr A10014-DSR22TSR22T No AOG Charges TighterTolerances B8001-G 5217-00-1481-760 Tigh150terTo Hleorauncrs eMs ax. SR20
481-780 FASTF AESTR ER B8001-H 5217-00-3 STRON GER SR22 53050-2 QuickQuick Turn Turn Around Around B8120-G 5217-00-9 Redesigne d Motor SR22T No ANOoG ACOhGa rCgheas rges C8100-J TighterTolerances INQUIREINQUIRE ABOUT ABOUT EXCHANGES EXCHANGES INQUIRE ABOUTFAST E XECRHANGES Order online or call: OrdeQuickOrderr onli online nTurne o ror calAround call:l: CJCJAVIATION.COMACVJIAAVTIOATNI.OCNNOo. MACOO G•M C 8• h•0 a 0r800-227-57728g-e02s02 -72-2577-752772 2 • Cessna Flyer / November 2020 INQUIRE ABOUT EXCHANGESNovember 2020 | Piper Flyer • 31 CJA_ad_fullpage.indd 2 Order online or call: 10/9/20 1:49 PM CJAVIATION.COM • 800-227-5772 eaders of this magazine are almost as being sufficiently under the influence universally aware that having where physical injury is a possibility. Rany type of documented drug or A public history of abuse or a finding of alcohol incident in their life can bite them dependency will generally require a period when it comes to obtaining an FAA med- of two years of proven abstinence before ical certificate. The FAA treats any such being eligible for a Special Issuance Med- record of substance abuse on a continuum, ical Certificate. Proving that you are not with prerequisites for a special issuance chemically dependent and/or not likely to certificate ranging from relatively mild to abuse in the future can involve tests, rehab amazingly draconian. classes, random drug or alcohol tests, etc. In some circumstances, complete a bit of extra paperwork and the Aviation Med- Proving a negative ical Examiner (AME) will issue a medical The internet is rife with horror stories of certificate, and all is right with the world. people taking years and spending vast sums In other situations, the FAA will have the of money to get the FAA to issue a medical applicant spending north of $15,000 and certificate. And even then, there are often taking years to receive clearance. expensive strings attached requiring annual In this article, we will attempt to help evaluations and testing. It is always difficult anyone with a public history of drug or to prove a negative. alcohol incidents to navigate the minefield If the facts of the case do not trigger any of medical certification. of the factors that the FAA thinks might be a sign of dependency, the process can be Reporting is required by law straightforward, in the absence of abuse. There are two requirements for Essentially, the type of case that will not reporting drug or alcohol-related history likely trigger the rehabilitation protocol is a to the FAA. One is on the application for single alcohol-related event, like a DUI. An a medical certificate, and the other is the example might be that one had too much requirement in FAR 61.15 for current med- to drink at their daughter’s wedding seven ical certificate holders to report any motor years ago and was barely over the line of Pilots with a public record vehicle action involving drugs or alcohol, legal intoxication. for alcohol or drug inci- (i.e., a DUI or suspension of license due A record of a DUI or another document- to refusal to test, etc.) The application for ed incident showing serious alcohol intoxi- dents can be prevented a medical certificate asks for much more cation, or any amount of another controlled from securing their re- than just vehicle actions. substance, will require a special issuance It should be noted that the FAA pro- medical certificate, which will take time, quired FAA medical certif- vides some easy pathways for people with a money, and effort. icate. DUIs, DWIs, arrests, history of alcohol-related incidents to have Depending on the class of medical the AME issue a medical certificate. There is certificate involved, either FAR 67.107, citations, or any other no such pathway for a history of other drug 67.207, or 67.307 apply, but they are all official record of intoxi- use. All those requests must go through state the same standard. They all require: the FAA. For those in that category, you “No established medical history or clinical cation can lead to severe can skip down to the bottom of this article diagnosis of any of the following: . . . (4) consequences for pilots. where we discuss contacting a specialized Substance dependence, except where there AME for a consultation. is established clinical evidence, satisfactory What should you do to the Federal Air Surgeon, of recovery, in- if you find yourself in Dependency versus abuse cluding sustained total abstinence from the In general terms, the FARs state that substance(s) for not less than the preceding this situation? KRISTIN one does not qualify for a medical certif- two years.” WINTER explains the FAA’s icate if one is chemically dependent, has The regulations go on to say: “(i) abused a substance in the last two years, “Substance” includes: Alcohol; other sed- protocol for dealing with or has failed a U.S. Department of Trans- atives and hypnotics; anxiolytics; opioids; these issues and offers portation (DOT) drug or alcohol test in the central nervous system stimulants such last two years. Dependency and abuse are as cocaine, amphetamines, and similarly a clear path down the considered by the FAA to be separate issues. acting sympathomimetics; hallucinogens; bumpy road to obtaining Dependency is fairly self-explanatory, phencyclidine or similarly acting arylcyclo- though the bar for being considered depen- hexylamines; cannabis; inhalants; and other your medical certificate. dent is set low. Abuse is essentially defined psychoactive drugs and chemicals.”
32 • Piper Flyer November 2020 32 • Piper Flyer | November 2020 Four factors of dependency triggering the FAA’s protocol for chemical Once the circumstances trigger a The regulations then go on in the dependency. Basically, if you have had a determination of abuse or possible de- next paragraph to set a pretty low bar for one-off alcohol incident where you can pendency, it requires someone higher up dependence. The FAA considers four factors document that your blood alcohol was less than the AME to decide on your fitness as indicative of dependence: increased than 0.15, you can avoid the FAA’s recovery to fly. It will require a special issuance tolerance, manifestation of withdrawal and treatment regime. medical certificate. symptoms, impaired control of use, or If your single DUI or other alcohol-re- The FAA will seek to determine continued use despite damage to physical lated incident (such as a public intoxication whether you are dependent and, as the health or impairment of social, personal, or citation) with a BAC of less than 0.15 is bar is low, that is probable. Someone occupational functioning. more than five years in the past, you can who is dependent is not qualified for a The key point with this is the “estab- get your medical certificate, but will have medical certificate, period. lished medical history or clinical diagno- to submit an Airman Drug and Alcohol In most respects, the protocol will be sis...” This lets a lot of folks off the hook Personal Statement form to the AME. very similar in each case. It will likely be who drank too much in college but grew If the incident was less than five years required that one can document a two- up thereafter and never had a problem, ago, then you will need to obtain all the year period of abstinence and likely need assuming one did not come to the atten- court, police, and medical records, in an evaluation by a Certified Drug and tion of the medical or law enforcement addition to the above form, and bring all Alcohol Counselor or a HIMS psychia- community related to drinking or drug that with you to the AME, who will fill out trist. A period of special, random drug use, thus establishing a medical history a separate Alcohol Event Status Report and alcohol testing may be required, that must be reported on the application form and submit to the FAA. If you meet particularly if the history is recent. for a medical certificate. all the criteria in the form, the AME can Substance abusers who have gotten so- There is one more requirement, which issue the medical. ber in the past, and continue to be so, may is that there be, “No substance abuse within There is one more path to potentially be able to satisfy these requirements based the preceding two years.” Substance abuse getting your medical certificate issued by on statements and records from group is defined as use of a substance more than the AME, and that is when the single inci- therapy participation, such as Alcoholics once in a lifetime where the use might be dent was over 10 years ago, and when there Anonymous, other treatment records, physically hazardous. are no records available of the BAC level, or letters from counselors, and even peers you refused a test, or the BAC was over 0.15. who can attest to the fact that you are now Medical and public records The AME may review all the records reformed and sober. This is where the limit on blood alcohol and be able to convince the Regional Flight The first step for someone seeking a comes into play, or other unfortunately Surgeon or someone at the Aeromedical medical certificate who has a history of sub- common scenarios like a domestic violence Certification Branch to let the AME issue stance abuse, more serious than one mild charge, where alcohol was noted as being the medical. But first, you will have to alcohol incident, is to contact a HIMS AME involved. Another example is falling and convince the AME that you really don’t have for a consultation. Be completely honest, hurting yourself such that you end up in the a problem with alcohol as he/she will be and then follow their advice. Likely, this will emergency room, and it being noted that essentially vouching for you. require a period of documented abstinence you had been drinking. The internet pilot It is important to note that even a sin- as nothing proves that one is not depen- forums are full of stories of unsuspecting gle incident can put you in the category dent better than total abstinence. pilots being unable to renew their medical of a substance abuser, or of someone who certificates because their use of a substance is chemically dependent, just by having a Obviously, if you genuinely have a was documented in law enforcement or documented incident with a BAC of 0.15 problem with drugs or alcohol, getting help health records. or higher. should be done for your own sake, never Being popped on a DOT drug or alcohol Unless the blemish on one’s record fits mind the FAA. Once you truly have yourself screening showing more than 0.04 blood the easy category of less than 0.15 BAC back, then the FAA will be manageable. alcohol content (BAC) in the last two years and more than five years ago, it is highly is considered substance abuse. Also, the recommended to seek out an AME with Kristin Winter has been an airport rat for Federal Air Surgeon can decide that, in his experience in these types of cases. over four decades. She holds an ATP-SE/ or her judgment, you have a problem that ME rating and is a CFIAIM, AGI, IGI. In addi- affects your ability to fly, based on their Special Issuance tion, Winter is an A&P/IA and reformed avi- review of your file. Medical Certificate ation defense attorney. She has over 9,000 The FAA has created a special class hours in various GA aircraft. She owns and What are your chances? of AME’s called HIMS AME. HIMS stands flies her Twin Comanche, “Maggie.” She So, what does this all mean? It means for Human Intervention Motivational flies professionally, instructs, and provides that if one has a documented history of Study and is a result of protocols set up to purchasing and operations consulting. drug or alcohol issues, there is only a limit- deal with professional pilots to provide a She is currently based in Minnesota, which ed set of situations where you can show up pathway to continued employment after is where it all started. Send questions or at the AME’s office and sail through without completing the rehabilitation process. comments to [email protected].
November 2020 | Piper Flyer • 33 34 • Piper Flyer November 2020 The Aztec’s good speed, good payload, and good range make it a compelling option for those looking for a six-seat piston twin. As a bonus, the Aztec is docile on the ground and in the air, as BOB DAVY finds on his flight test. By Bob Davy Images by Keith Wilson
n the world of book-writing, the and the Apache production line was sequel is usually more successful closed just four years later. than the first book and so it was What is so special about the with the PA-23 series of aircraft. Aztec? Like a London bus, a Land The Piper PA-23-250 Aztec ad- Rover, or a Willys Jeep, the Aztec is Idressed all the underpowered PA-23- an entirely honest design that (cliche 160 Apache’s shortcomings: speed, alert) does what it says on the box. It payload, and more. has six seats that can all be occupied The Aztec is a true six-seater at the same time, it has controls that which was derived from the Apache, work, windows that you can see out but with larger engines (2 x 250 hp of, and has a respectable speed and engines replacing 2 x 160 hp) and range, even when heavily loaded. a bigger tail; with an all-moving The Aztec isn’t the lightest or fastest stabilator replacing the Apache ele- piston twin, but it isn’t designed to vator. The tube-frame fuselage and be. Like a trusted friend and a Toyota standard Piper wing was retained. Land Cruiser, the Aztec is reliable Aztec sales were brisk from the start, and dependable.
November 2020 | Piper Flyer • 35 …the Aztec is an
Walkaround entirely honest fact. With 137 gallons in the tanks, that’s This 1972 test example for today’s flight 904 pounds of fuel, leaving 1,254 pounds is an E model—Piper stopped at F—and design that for the passengers and baggage. In other is painted in Kermit green, a bit like the words, you can take full fuel and six adults. second Aztec prototype back in 1958. It’s (cliche alert) Baggage is catered for by a forward and a “one owner from new” aircraft, owned rear hatch. The forward one was fitted with and operated all these years by the lead does what it says an extra safety catch which drops over the singer of 1970s band The Rubettes (Sugar opening lever after a few accidentally came Baby Love was their biggest hit). As such, on the box. open in flight, taking out the starboard it should have a longer nose than the orig- prop and engine. Range with reserves is inal, officially 1 foot less than the longest F between 820 and 1,100 nm, depending on model, except that this one looks to have the power setting. been retrofitted with an F-model nose after albeit robbing a significant number of The wings and tail are also fitted with a nosewheel accident. knots from the cruise speed (a lot more on de-icing boots, originally a non-Piper (Incidentally, the green prototype was that later). retrofit option but eventually available sold to CSE Aviation in England in the Let’s have a look around. External- at the factory, such was their popularity. early 1960s and flew here as G-ASND. Ac- ly, Kermit is in very good condition for Cruise speed is advertised as 210 mph, cording to the records, it’s still in existence the year, with no obvious corrosion and just over 180 knots, but that’s at some and back in the USA.) the paint in good order, due in part to humongous altitude rarely achievable Aztec variants came with Lycoming it recently being retouched/resprayed in Europe while VFR. Don’t expect any O-540, IO-540, or TIO-540 engines; the ex- where necessary. You can see part of the more than 145 kias showing on the air- tra T standing for turbo of course. Kermit tube-frame fuselage structure behind the speed indicator down low. had turbo engines originally, long since front windscreen. replaced with more rugged and reliable With a 37-foot span, the wings are Stepping back in time non-turbo examples. beefy in section, having the good old I climb up on the starboard wing Only the F model had any significant Clark Y airfoil as on everything else Piper and open the single cockpit door. At this aerodynamic changes, specifically a designed from the 1930s Cubs until the moment, there should be a slight whirring redesigned stabilator which addressed laminar PA-24 Comanche. It means high sound as my wristwatch winds itself back perceived shortcomings in pitch control, lift and a big load haul—2,158 pounds in 48 years. This cockpit is a time capsule,
36 • Piper Flyer November 2020 November 2020 | Piper Flyer • 37 38 • Piper Flyer November 2020 seemingly unchanged since new, apart ery, airliner-style. fuel pump until a fuel pressure indicator from the 8.33 kHz radio and Mode S tran- In an Aztec, only the rudder and eleva- shows pressure. Then, it’s throttle back sponder on the center stack. With ghostly tor trim knob and lever is mounted in the to 1 inch open, mixture cut off, mags on, echoes of “Sugar Baby Love” swirling ceiling like an early Cherokee. The elevator starter on until engine fires, and mixture around in my head, I climb in and drift trim lever works in the correct sense, but again to rich. Repeat for engine No. 2. After backward in time to 1972. What was life the rudder knob is confusing. start, it’s a very simple procedure to bring like back then? The seats are large and comfortable; a everything online. The answer is surprisingly ergonomic. true six-seater an Aztec certainly is, albeit There is just one hydraulic pump—on It’s a functional and businesslike cockpit, the rearmost seats have slightly reduced the left engine—and backup hydraulics with pretty much everything where you elbow room due to being located at the are provided by “Armstrong;” a mechanical would expect it to be at an age when flat start of the taper of the rear fuselage. lever with a big red knob which telescopes screens were only being imagined by Engine starting is completely straight- out from under the center panel between Stanley Kubrick with his sci-fi film “2001: forward for a fuel-injected Lycoming the gear and flap levers. Select the service A Space Odyssey”. (earlier models had carbs). First, select required and then start pumping! With a With two engines to control and a fuel levers ON between the seats—airline little temperature showing on the oil, it’s full IFR panel (it’s got boots, remember), pilot and co-owner Tim leaves them off, time to taxi. Piper ran out of room with just the main and expects you to have the logic and Today, it’s just Tim and me plus half panel. Hence the mags and start toggle professionalism to turn them on before tanks, so Kermit doesn’t require much switch on the left cockpit wall, and fuel start. Best to start on the 36-gallon outer throttle to get going. Steering on the tank selectors and crossfeeds between the tanks, switch to the 36-gallon inners for pedals is surprisingly light—some lighter front seats on their own console, with the runup, takeoff, and climb, then back to twins feel heavier—and turns can be cowl flap levers at the front. Piper revised outers for cruise. tightened with asymmetric thrust if this design logic with the later Navajo, Switch the battery on, mixture lever required. The runup and pre-takeoff vital instead using the ceiling for some switch- forward on the center console, and hit the actions are also straightforward; except I
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November 2020 | Piper Flyer • 39
2020 Cessna Flyer Piper Flyer2 Wednesday, December 11, 2019 8:46:27 AM Overall though, the controls feel, well, fantastic actually.
40 • Piper Flyer November 2020 leave the feather check of the rpm on the single-engine speed). without delay. left engine too long and end up stop- • Identify failed engine. We leave the runway and I reach ping the engine. And then we can’t get it • Decide what to do. If we continue on down, swipe away the safety latch with my restarted. Tim is not happy. Sorry. We taxi single engine, then: thumb, and raise the gear. It comes up in back on one engine, have a cup of tea, and - Open up live engine. three seconds and then the lever springs wait for it to cool down. - Feather dead engine with throttle, back to neutral, one white light above prop to feather, and mixture to cutoff. replacing three greens. The ASI pegs at Takeoff and climb - Fuel: consider crossfeed if an extend- nearly 2,000 fpm, albeit we would see 500 Half an hour later, we are lining up ed flight required. fpm less at max weight. on the grass at White Waltham Airfield There’s more, but those are the The ailerons feel light and strong, the (EGLM); I take a moment to remember important items. Even if we get it right, engine mass on the wings resulting in a what to do ‘if and when’ in a light twin. we’ll only get a couple of hundred feet per much higher roll inertia—called hyster- What we won’t do is to try and climb out minute of climb. esis—than single-engine pilots normally on one engine if the other one fails before With Tim looking on, I open the experience. This usually results in a bit of rotation. It’s not an airliner and doesn’t throttles to about half power to check both seesawing in roll until they settle down. have the performance. engines are accelerating, then stable, to Overall though, the controls feel, If, however, we get away from the prevent a swing. Then I go to full throttle well, fantastic actually. I know when an ground to a reasonable height, we can con- and check two sets of temperatures and aircraft has great flying controls if it’s sider continuing on one engine, providing pressures, as we accelerate briskly. difficult to write anything down specific everything can be put in the right place It’s always an occasion to fly a twin and about it afterward. fairly promptly. I remember the acronym the Aztec doesn’t disappoint; it’s a total I pull the power back to 25 square; PAID OFF: of 500 hp whisking us down the runway. that’s 25 inches map and 2,500 rpm. We • Prevent yaw with rudder. At 80 mph, I start to rotate. The elevator level off at 2,000 feet and I let the speed • Attain blue line speed (101 mph, best is medium-heavy, but the nose comes up build up, catching the out-of-trim forces
November 2020 | Piper Flyer • 41 DIMENSIONS Length: 31feet, 3 inches Height: 10 feet, 4 inches Wingspan: 37 feet, 2 inches
WEIGHTS AND LOADINGS with the electric trim on the column. Empty weight: 3,042 pounds prototype crashed during flutter tests in We are motoring now, with the airspeed Max gross weight/AUW: 5,200 1959, taking test pilot Robert Piggott with needle at 160 mph. The controls remain pounds it. Piper engineers redesigned its all-flying harmonized and the stabilator feels com- Useful load: 2,158 pounds tailplane with mass balances and tabs pletely normal. Power loading: 10.4 pounds per hp and strengthened the tail structure. Fuel capacity: 144 U.S. gallons That solved the problem, although it Maneuvering Baggage capacity: 250 pounds still wasn’t perfect, and Piper eventually That is, everything is normal until redesigned and enlarged the tail on the we home in on the camera ship. After 15 PERFORMANCE F model. This gave increased stability in minutes of orbits, breaks, and position Vne: 216 mph pitch but robbed 10 mph from the cruise changes, I can feel a few beads of sweat Cruise: 210 mph speed. Using the published cruise figures rolling down my neck. I wonder why I Stall (gear, flaps down): 65 mph for the E model, that’s the equivalent of seem to be working so hard, and then Climb rate: 1,490 fpm losing 80 hp of thrust! Give me the smaller finally notice that I seem to be constant- Service ceiling: 21,000 feet tail any day. ly trimming and/or holding out-of-trim Takeoff over 50-foot obstacle: In normal flight, the pitch/power forces in pitch. 1,250 feet change is absolutely not a problem, and in The pitch trim is changing with every Landing over 50-foot obstacle: fact the aircraft is easy to fly. Tim also flies speed change (to be expected) but also 1,250 feet a Piper PA-28R Arrow but says that the with power changes (not necessarily ex- Aztec is even easier to fly than that. It cer- pected). It means that doing the pictures ENGINES tainly makes an excellent instrument plat- is the hardest part of the flight, and that (2) Lycoming IO-540-C4B5 pro- form and IFR flying is an easy task, even includes single-engine work! ducing 250hp and driving Hartzell on one engine once you have trimmed If there’s any criticism of the Aztec, it’s metal two-blade constant-speed out the rudder. The loyal following for this going to be with the tail. In fact, the first propellers aircraft is not without reason. The biggest
42 • Piper Flyer November 2020 drawback of operating an Aztec is its fuel the stall with flaps extended is 65 mph, so from Spain to Germany. It was good to see consumption: 27 gph at 70% power is this represents just north of 1.2 Vso. Kermit again and I looked forward to tak- normal, but Tim gets it down to 22 gph by On final, I am surprised how little pow- ing the controls, but within minutes I fell flying a bit slower. er I need to hold the descent rate and ini- asleep and only woke up on the approach! tially I fly too fast until I nail it. Conversely, That usually only happens when I’m in the Pattern work I flare about 3 feet too high and the speed back of an airliner. It’s time to take Kermit home. I point gets too low before we touch down. I feel the nose down and let the speed build up a little buffet in the nanosecond before we Bob Davy is a commercial pilot and to Vne just to experience flight at the top land. It’s a 6 out of 10, so I stand the throt- aviation journalist from London, England. end of the envelope while getting down to tles up while Tim retracts the flaps and He spends most of his time flying around 1,250 feet for an overhead pattern entry then do another lap around the pattern. Europe in Avro RJs for airlines and private at White Waltham. The aircraft remains This time it’s a bit better, and the clients. He has 15,000 flying hours in near- super-stable at high speed, and with the landing normal, but the approach a little ly 300 different fixed-wing aircraft. Davy aircraft level, the speed washes off at a too steep and with not as much power knows he is lucky because he regularly manageable rate as we join the pattern. on as would be ideal—in case I want to flies three of his five favorite aircraft: the At the beginning of downwind, I am go around and the engines don’t spool up P-51, the Nanchang CJ-6 and the Pitts below 160 mph and select half flap, which symmetrically. Oh well, at least the landing Special. (His other two favorites are the gives a big pitch up, but I was expecting it is half-decent, a 7.5/10 maybe. The truth is Hawk and Spitfire). In addition to writing and catch it easily, then trim out the force. this aircraft is delightful to fly. hundreds of flight tests, he has also writ- I put the gear down at 150 mph in four Later on in the month, I had the ten a novel, “In Case of War Break Glass,” seconds, then full flap (not so much pitch opportunity to do a longer flight as my which takes place in World War II and is up this time), turning base at 120 mph. friend took the Aztec on a trip to Vienna loosely based on the life of Robin Olds. On final I come back to 100 mph, short and picked a couple of us up on the way The sequel is underway. Send questions or final at 90 mph, over the fence at 80 mph— home after we had ferried a Sukhoi Su-29 comments to [email protected].
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November 2020 | Piper Flyer • 43 44 • Piper Flyer November 2020 One of the highest airports in the country serves this bustling Rocky Mountain resort destination.
By Spencer Hamons
November 2020 | Piper Flyer • 45 46 • Piper Flyer November 2020 e all know that we tend to look for excus- es to fly, and some of those excuses are better than others. The Rocky Mountains can be one of those destinations that Weither excite or terrify a pilot. Many of the prime mountain destinations lose their allure once you begin planning your trip. The airport may be dozens of miles from the actual destination, or alternates may not be viable for your type of flying. Perhaps the variety of activities is limited at the destination. This month’s destination is one of those better excuses to fly, and one where everyone in the family can find something of interest to do, even in this time of COVID-19. Winter in Angel Fire, New Mexico, is punctuated by downhill and cross-country skiing, but there are options for other winter activities like snowmobiling, snowtubing, and the ever-popular Après-ski activities. During summer, Angel Fire transforms into a golf and mountain biking resort, complete with an 18-hole moun- tain golf course and what has been named the “Best in the Southwest” bike park with over 60 miles of lift-served mountain bike trails. An advantage for those flying in that want to participate in the various sports: equipment rentals are available in case you don’t have room to bring your bike, clubs, or skis. For those not interested in golf or mountain biking, there is ziplining, disc golf, hiking, horseback riding, and trout fishing. If you are looking for a bit more culture, Music from Angel Fire offers impressive chamber music for two weeks each August, although that was canceled this year due to COVID-19. For military history buffs, one of the first Vietnam Veterans Memorials in the country, created in 1971, is located within a mile of the airport and features a chapel, sculptures, static displays, a museum, and a research library.
November 2020 | Piper Flyer • 47 Coming to the area by air does require drive from Albuquerque, and the Angel some planning. Angel Fire Airport (KAXX) Fire Airport is located approximately 2 is the highest airport in New Mexico, and miles from the majority of housing and the fourth-highest airport in the country. activities in the area. Most visitors to Angel Fire come by car, The Angel Fire Airport is served by an either directly or using a rental car after a 8,900-foot by 100-foot asphalt runway, commercial flight into Albuquerque, 160 oriented north/south in the middle of the miles away. The convenience of coming Moreno Valley. Don’t let the size of the to Angel Fire via General Aviation can’t runway reduce your attention to detail in be beat as it eliminates the three-hour preflight planning. Field elevation is 8,380
48 • Piper Flyer November 2020 Angel Fire Airport (KAXX) is the high- est airport in New Mexico, and the fourth-highest airport in the country.
feet msl with predominant westerly winds, feet, so pilots need to break out their so the local joke is that “every landing in performance charts and closely watch Angel Fire is a crosswind landing.” The the weight and balance and perfor- airport has one RNAV GPS instrument mance characteristics of their airplane. approach to Runway 17 available. The Fuel is relatively inexpensive at Angel approach (and missed procedure, which Fire ($4.50 per gallon for 100LL at the requires a climb to 14,000 feet msl) are not time of writing). for the faint of heart; see plate on Page 51. There is no landing fee for piston-pow- During the summer, it is common ered General Aviation aircraft in Angel for density altitudes to exceed 10,000 Fire, and there is plenty of ramp space
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50 • Piper Flyer November 2020 Engine Monitoring & Flight Instruments SW-1, 10 SEP 2020 to 08 OCT ANR Headsets
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Garmin Avionics - In Stock available for tiedowns. There is only one If you have an appropriate aircraft and GPS NAV/ large community hangar owned by Colfax are comfortable with mountain flying, GNX NAV County on the airfield, so heated hangar Angel Fire is worth the visit year-round! w/ADS-B space is offered on a space-available basis. GTX335 The county-owned FBO is attended Spencer Hamons owns a 1981 Piper ADS-B during daylight hours most days of the Turbo Saratoga with his wife Coryee. They GPS week, but as is the case in many small are based out of the fourth-highest airport Hear Them communities, there may be times where in the country; Angel Fire, New Mexico Clearly... the FBO is unattended, so if you require (KAXX), at 8,380 feet msl. Spencer serves First Time, services, you may want to contact the in the Taos Squadron of Civil Air Patrol, Every Time FBO prior to your arrival. and loves living in the mountains where he The Parts to Start For those unaccustomed to mountain and his family can enjoy skiing in the win- Everytime In Stock flying, there is a video available on You- ter, golfing in the summer, Jeeping, and of Tube summarizing some of the critical course, flying all year long. Send questions planning aspects of flying into Angel Fire or comments to [email protected]. (The video is linked on the right in Resourc- es.—Ed.). RESOURCES Because mountain conditions can be unpredictable, there are nearby airfields in Angel Fire Airport (KAXX) Taos, Raton, and Las Vegas, New Mexico, co.colfax.nm.us/government/colfax_ as well as Alamosa, Colorado, that can be county_airport.php FREE Shipping on Most used as alternates if conditions necessi- facebook.com/AngelFireAir tate. There are some mountain instructors https://youtu.be/AmrAX7tSvvQ Orders Over $350 available in Taos, Santa Fe, and Albuquer- TOLL FREE ORDERS que for those wanting some formal moun- Angel Fire Resort tain flying training while in the area. angelfireresort.com 1-800-447-3408 WWW.CHIEFAIRCRAFT.COM November 2020 | Piper Flyer • 51 PRESS RELEASES November 2020 *Compiled from press releases
D2 AIR AVIATOR SMARTWATCH DELIVERS POWERFUL FLIGHT FUNCTIONALITY WITH A VIBRANT AMOLED DISPLAY All-in-one GPS smartwatch for pilots and aviation enthusiasts offers exclusive aviator tools in a stylish and slim form factor at an attractive price
and animated workouts. “The D2 Air is an exciting option for current and aspiring pilots, as well as the aviation enthusiast,” said Carl Wolf, vice president of aviation sales and marketing. “The D2 Air offers a bright and striking dis- play with valuable capabilities that benefit pilots in the air while offering advanced smartwatch features on the ground, placing the D2 Air aviator smartwatch in a category of its own.”
A dedicated in-flight navigator on OLATHE, Kan., Sept. 30, 2020—Garmin of flight, including weather, direct-to your wrist International, Inc. recently announced navigation, airport information, flight The D2 Air includes several pre-flight the D2 Air, its latest GPS smartwatch for logging, Pulse Ox1, and much more. To features and tools, with the ability to the modern pilot with powerful aviation keep up with life on the go, the D2 Air in- display multiple time zones including capabilities and a sleek, new touchscreen corporates connected features like smart Zulu time, and METAR and TAF aviation design that can be worn 24/7. The newest notifications2, Garmin Pay contactless weather reports and forecasts, to name a addition in the D2 aviator watch series, payment solution3 and phone-free music, few. Additionally, airport information such the D2 Air offers tools for all phases along with enhanced health monitoring as runway orientation with wind compo-
GARMIN DIRECTOR OF FLIGHT OPERATIONS AWARDED FLIGHT TEST PILOT HONOR FOR CERTIFICATION OF AUTOLAND
OLATHE, Kan., Sept. 29, 2020— Garmin International, Inc. recently announced its Director of Flight Operations and Chief Test Pilot, Tom Carr, has received the prestigious Society of Experimental Test Pilots’ (SETP) 2020 Iven C. Kincheloe Award for his outstand- ing professional accomplishment in the conduct of flight testing. SETP presented the award to Carr Tom Carr (above) was recently honored with the prestigious 2020 Iven C. Kincheloe Award in recently during a virtual awards recognition of his achievements as an experimental test pilot during the industry-first Garmin ceremony that was held in place of Autoland flight test program (right). its annual gala. The Iven C. Kincheloe Award was established in 1958 in memory of the veteran flight test pilot and U.S. Air Force Korean war ace. The Kincheloe Award honors test pilots who have made exceptional contributions to an aerospace program and is the most honorable recognition among the society.
52 • Piper Flyer November 2020 nents, runway lengths, airport frequencies, Pay, pilots can make contactless payments Corning Gorilla Glass 3 for durability, al- and traffic pattern altitudes are easily right from their wrist3. lowing pilots the freedom to use the watch accessible for each airport. as it was designed in a demanding flight Preloaded with a worldwide navigation Health, wellness, and sports environment. Also included with the D2 database containing NAVAIDs and Inter- As a multifunctional smartwatch, the Air is a sporty silicone quick-release watch sections, a waypoint info page, direct-to D2 Air offers a broad range of health and band, allowing for a seamless transition navigation, a three-axis compass with a wellness features, including advanced between exercise or a round of golf, to a horizontal situation indicator (HSI), and sleep monitoring, respiration tracking, more formal leather strap better suited for an altimeter with adjustable barometric stress tracking, hydration tracking, the business environments or a night out, with setting, the D2 Air is packed with features Body Battery energy monitor enabling additional band options available and sold to assist aviators in navigation and en- pilots to track energy levels all-day, Pulse separately. hance situational awareness. Ox that gauges blood oxygen saturation The D2 Air boasts a battery life of up The D2 Air utilizes Garmin Pilot flight levels for reference when flying at altitude, to 5 days while using smart notifications plan transfer4, allowing for an easy way to and more1. With GPS, Elevate wrist-based and pre-flight planning tools, and up to access flight plan information by seam- heart rate7, and over 20 built-in indoor and 10 hours of battery life when continuously lessly transferring flight plans into the outdoor sports apps including walking, using GPS and Pulse Ox while flying. Pilots watch. Aviation alerts such as speed, time, running, cycling, pool swimming, golf, and can utilize the D2 Air’s always-on mode to distance, elevation, and a fuel timer are more, the D2 Air is packed with features to ensure all their information is right at hand available on the D2 Air watch during flight. keep up with an active lifestyle. when they need it. The D2 Air is available For post-flight ease, the D2 Air integrates The D2 Air’s AMOLED screen brings now for a suggested retail price of $499. with flyGarmin.com logbook5 to sync workouts to life with an additional 40-plus For more information about Garmin’s post-flight data such as date, duration, and on-device animated workouts for strength full line of avionics, go to garmin.com/ route of flight. training, cardio, yoga, and Pilates. Easy-to- aviation. follow workouts demonstrate proper form 1 This is not a medical device and is not intended Smart features for life on the go and technique right on the user’s wrist and for use in the diagnosis or monitoring of any medical condition; see Garmin.com/ataccuracy. The D2 Air provides all-day connection can be downloaded at no charge from the Pulse Ox not available in all countries. and convenience for life on the go. When Garmin Connect app5. 2 When paired with a compatible smartphone; see paired with a compatible device, users can Garmin.com/ble. 3 View current supported country, payment network receive smart notifications for incoming Designed for flying in style and issuing bank information at Garmin.com/ calls, text messages, calendar reminders, The design of the D2 Air features an GarminPay/banks. 4 When paired with a compatible smart device and more on the vivid 1.2” AMOLED touch- aviation-themed watch face, stylish stain- downloaded with the Garmin Pilot app. screen display. Users can also download less-steel finish on a 43.2mm bezel, and an 5 When paired with a compatible smart device 6 downloaded with the Garmin Connect app. songs or playlists , including those from elegant premium black leather strap with 6 May require premium subscription by a third-par- third-party music services like Spotify, Am- yellow accents. The D2 Air boasts a rugged ty music provider. azon Music, and Deezer6. And with Garmin scratch- and damage-resistant lens with 7 See Garmin.com/ataccuracy.
“From the day Tom started at Garmin, he has dedicated himself to growing our single-engine and multi-engine airplanes, seaplanes, and gliders. His flight expe- business and developing a team of passionate and talented flight test profession- rience spans 192 different aircraft types ranging from gliders to four-engine jets. als, and in doing so, he has built a world-class flight department,” said Phil Straub, Carr has more than 12,000 hours as Pilot-in-Command (PIC), including more than executive vice president and managing director of aviation. “His dedication to the 5,000 hours in the conduct of experimental flight tests. At Garmin, Carr oversees advancement of flight testing, along with his perseverance and pioneering vision, flight operations in Olathe, Kansas, and Salem, Oregon, and has flown numerous have played a vital role in bringing innovative Garmin products to market and into avionics development and certification programs, including the G1000 and G5000 the hands of our customers, all of which further illustrates why he is extremely integrated flight decks, GFC 700 autopilot, Synthetic Vision Technology (SVT), and deserving of the Iven C. Kincheloe Award.” Garmin Electronic Stability and Protection (ESP). Carr was honored with the Kincheloe Award in recognition of his achieve- Carr graduated from the University of Kansas with a bachelor’s degree in ments as an experimental test pilot during the industry-first Garmin Autoland Aerospace Engineering. He also has a master’s degree in Aviation Human Factors flight test program. He has flown Autoland development flights on the Columbia and a law degree. Prior to Garmin, Carr was a senior engineering test pilot at 400, Piper M600, and the Cirrus SF50 Vision Jet, and flew as test pilot in hun- Beech Aircraft and Raytheon Aircraft in Wichita. At Raytheon, he flew research and dreds of approaches and fully-automated landings. These tests were conducted development, as well as certification flight tests, specializing in aircraft stability as part of the FAA certification of Garmin Autoland, which was achieved on and control, envelope expansion, high angle of attack, and spin testing, finishing May 18, 2020. The award-winning Autoland system has since received FAA his career there as Hawker Horizon chief test pilot. and European Aviation Safety Agency (EASA) certification on several additional Previous Iven C. Kincheloe Award recipients include some of the aerospace and aircraft types. aviation industry’s most accomplished and recognized individuals in experimental Serving as director of flight operations and chief test pilot at Garmin for 17 and exploration flight testing, including those who contributed to the NASA Space years, Carr has over 42 years of experience in experimental flight test. He holds Shuttle and Apollo space programs. an Airline Transport Pilot (ATP) certificate with 14 type ratings and is rated for For more information about Garmin’s full line of avionics, go to garmin.com/aviation.
November 2020 | Piper Flyer • 53 PRESS RELEASES PACIFIC COAST AVIONICS RECEIVES THE PRESTIGIOUS 2019 GARMIN PLATINUM AWARD FOR ELITE PERFORMANCE
This award marks 25 consecu- tive years that the Aurora, Ore- gon-based company has been named a global Platinum Award for Elite Performance winner for Garmin aviation products.
PORTLAND, Ore., Sept. 22, 2020—Dewey Conroy, vice president and COO, Pacific Coast Avionics, recently announced that the com- pany had received Garmin’s 2019 Platinum Award for Elite Performance for the 25th consecutive year. “Even though we have received this prestigious award each of the past 25 years, every time we receive the plaque, it becomes an even more special reason to celebrate the achievement,” Conroy said. “Knowing that we are among the very top sales performers out of Garmin’s 1,000-plus global dealers, makes receiving the award that much more special.” Conroy said that Garmin’s wide array of products is one of the main reasons Pacific Coast Avionics continues to hold its place as a sales leader among all of Garmin’s global dealers. “With products ranging from smartwatches to a broad selection of advanced avionics for experimental and certified aircraft, Garmin’s product line continues to be the preferred solution for so many of our customers,” he said. “When you put Garmin’s array of products in the hands of our talented installers and fabricators, the combination helps to make Pa- cific Coast Avionics the go-to shop for so many pilots, aircraft owners, and builders.” “Garmin takes great pride in its products, Performance and everyone here at Pacific Coast Avionics Promised; takes equal pride in representing these out- Delivered! standing products to our wide customer base,” Performance he added. “With the way Garmin product line • Smoother engine operation • Increases power continues to set the standard for avionics per- • Better fuel efficiency • Reduces maintenance costs formance, capabilities, and value, we’re well on our way to making it 26 wins in a row.” Factory Support: 248-674-3433 For more information about Pacific Coast electroair.net | Sales 281-728-8732 Avionics, visit pca.aero.
54 • Piper Flyer November 2020 MCFARLANE AVIATION Mention Code PF2020 PRODUCTS AND TEM- for 5% off PEST AERO GROUP EX- PAND DISTRIBUTION AGREEMENT
McFarlane will now carry a broader depth of Tempest Aero Group products BALDWIN CITY, Kan., Sept. 22, 2020—Mc- Farlane Aviation, Inc. recently announced an expanded distribution agreement with Tempest Aero Group LLC. The expanded product lines allow McFarlane to increase their product offerings to the full line of Tempest products; Marvel Schebler, Precision Airmotive, Alcor, and Tempest Plus, providing their valued customers a smoother all-encompassing shopping experience for their General Aviation needs. “Tempest Aero Group is excited to expand our partnership with McFarlane Aviation,” said Vince Bechtel, director of aftermarket sales for Tempest Aero Group. “For the past several years, McFarlane has represented our Alcor brand of sensors and probes with a high level of service, and we feel they will have the same success with our other affiliated brands. We look forward to a long and prosperous relationship.” SUPER CAPACITY The expansion brings additional spark plugs, Gill LT 12V Sealed VRLA Aircraft battery* vacuum pumps, carburetors, oil filters, sensors, and more to the McFarlane storefront. For more GetG MMaximumi RReserve CCapacityi to HHandledl information about Tempest Aero Group’s product Increased Aviation Electronics. lines or McFarlane’s FAA-PMA Products, please 7025-24 7035-34 visit McFarlane’s website mcfarlaneaviation.com Available Now, Available Now, at Distributors or call (866) 920-2741. at Distributors
EAA YOUNG EAGLES WORKSHOPS BRINGS AVIATION DISCOVERY TO LOCAL YOUTH
EAA chapters to host sessions FAA-PMA Approved FAA-PMA Approved For Over 162 For Over 242 as ‘next step’ after Young Aircraft Models Aircraft Models Eagles flights OSHKOSH, Sept. 17, 2020—EAA chapters now have an additional “next step” activity following Young Eagles flights, as EAA is introducing a Young Eagles Workshops program Celebrating 100 Years of Battery Innovation *For aapprovedd applicatioons; See GGillbattteries.comm foor a full list of airrcraft models sservicced by tthis battery available to all chapters as a follow-on way to engage young people. | 909.793.3131 | GILLBATTERIES.COM
November 2020 | Piper Flyer • 55 PRESS RELEASES
The Young Eagles Workshops program offers youth, generally 11 to 17 years old, the opportu- nity to discover more about aviation in a social setting at a local airport. These sessions, either single-day or multiple-day, are geared toward in- troducing kids to the basic elements of airplanes and aviation. “EAA continues to build its offerings for young people as ways to introduce and engage them in aviation, as there are so many possi- bilities for discovery and achievement through the world of flight,” said Rick Larsen, EAA’s vice president of communities and member program- ming, which includes the organization‘s youth initiatives. “Our chapters have been asking for additional resources to build on the Young Eagles flight experience, which has already con- nected with more than 2.2 million young people over the past 28 years.” The Young Eagles Workshops will provide chapters with content, materials, and guidance for conducting the local workshops. Through various classroom and hands-on activities, the workshops focus on specialized aviation content that provides opportunities for youth to embrace aviation as a potential recreation or (239) 405-6117 career path in their futures. Chapter members will serve as instructors and mentors for the young people involved as they discover the various elements of aviation. “There are opportunities here to reach young people who typically don’t have the connections to the local airport or aviation, and help them discover a world of possibilities,” Larsen said. “Thanks to the Sporty’s Foundation, Young Eagles Workshops bring together many ideas our chapters have developed through the years and present them in an organized, standard manner to benefit youth.” Sporty’s has long supported EAA aviation education initiatives, highlighted by its offer of the Sporty’s Learn to Fly course at no charge to all participants in the EAA Young Eagles program. More than 75,000 young people have taken the next step in their aviation journeys by enrolling in the online course following their EAA Young Eagles flights. To find out more, EAA chapters can contact the EAA Chapter Office at [email protected] or visit eaa.org/YEWorkshops. The EAA Young Eagles Workshops join a growing number of next step opportunities that build on Young Eagles flights. Those programs include the Sporty’s online Learn To Fly course and fun aviation reading through the Aviore comic book series, made possible through the Stan Lee Foundation. For more information about EAA, visit eaa.org.
56 • Piper Flyer November 2020 ASAAIRCRAFT SAFETY ALERTS
PART 39–AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): 2020-19-06 McCauley Propeller Systems: Amendment 39-21248; Docket No. FAA-2020- 0320; Project Identifier 2019-CE-011-AD.
(a) Effective Date This AD is effective November 3, 2020.
(b) Affected ADs None.
(c) Applicability This AD applies to the McCauley Propeller Systems (McCauley) governors specified in paragraph (c)(1) or (2) of this AD and installed on airplanes, certificated in any category. (1) Models listed in table 2 of McCauley Alert Service Bulletin No. ASB273C, dated January 30, 2019 (McCauley ASB273C) with a serial number from 170061 through 180501, excluding the serial numbers listed in table 1 of McCauley ASB273C; or (2) Models listed in table 2 of McCauley ASB273C, with any serial number, that have an installation date after January 31, 2017, or an installation date that cannot be determined.
(d) Subject Joint Aircraft System Component (JASC)/ Air Transport Association (ATA) of America Code 61, Propellers.
(e) Unsafe Condition This AD was prompted by reports of an unapproved variant idler gear bearing, McCauley part number (P/N) A-20028, installed on governors. All models of McCauley governors have a bearing with P/N A-20028 installed; however, the unapproved variant can be identified with the part marking “BA 59.” The FAA is issuing this AD to prevent failure of the idler gear bearing.
November 2020 | Piper Flyer • 57 AIRCRAFT SAFETY ALERTS
This failure could result in failure of the A governor, loss of propeller pitch control, engine and propeller over speed, engine oil T BO contamination, and loss of control of the S ST S . airplane.
(f) Compliance We Will elp ou Trou leshoo our Sys em Unless already done, within 50 hours time- Teaching Su ec A FAA ndorsed ven s in-service after the effective date of this AD or within 24 months after the effective date T BO A S P SS F A S of this AD, whichever occurs first, replace the governor with a governor eligible for O A - A WAST AT S T BO A S installation. BA A O T O S W B O S AT OP AT O A SP S O O Note 1 to paragraph (f) of this AD: Any S T ST A model McCauley governor that is stamped with the letter B, as specified in the isi Our We Si e o See he S n Ac ion Accomplishment Instructions in McCauley “ A family operated business since 1988, including a ASB273C, has already complied with the licensed A & P mechanic and commercial pilot” requirements of this AD.
(g) Definition 1-8 -84 -8815 559-635-33 For the purposes of this AD, a governor Fa 559-6 -196 A A eligible for installation is defined as a “Sensitive to your needs” governor that does not have an idler 6am 6pm PST on Fri www.mainturbo.com gear bearing with a part marking “BA 59” “Sensitive to your needs” [email protected] installed.
(h) Parts Installation Prohibition As of the effective date of this AD, do not install on any airplane a McCauley governor unless it is a governor eligible for installation.
30,000+ FAA-PMA products, with over 30 quality brands (i) Alternative Methods of Compliance (AMOCs) (1) The Manager, Wichita ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal High Quality FAA-PMA Approved inspector or local Flight Standards District Flight Control Cables Push-pull Controls Office, as appropriate. If sending information • 4,500 cables & chains • Low-friction conduit directly to the manager of the certification • Stainless steel or galvanized available! • Lifetime lubrication • Sold in kits or separately • Solid metal construction office, send it to the attention of the person SAVE HUNDREDS $$$ identified in paragraph (j) of this AD. (2) Before using any approved AMOC, notify Our Vernier-Assist™ is FAA-PMA approved! your appropriate principal inspector, or • Jam-proof safety lacking a principal inspector, the manager • Precision power adjustments of the local flight standards district office/ • Smooth friction control certificate holding district office. Custom We build custom door and flight control cables, Solutions: push-pull controls, cargo and seat rails, and many more! (j) Related Information For more information about this AD, contact Thomas Teplik, Aerospace Engineer, Wichita ACO Branch, 1801 Airport Road, Room 100, Wichita, Kansas 67209; telephone: (316) 946-4196; fax: www.McFarlaneAviation.com 866-988-4994 58 • Piper Flyer November 2020 (316) 946-4107; email: [email protected] or [email protected].
(k) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference (IBR) of the service information listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this service information as applicable to do the actions required by this AD, unless the AD specifies otherwise. (i) McCauley Alert Service Bulletin No. ASB273C, dated January 30, 2019. (ii) [Reserved] (3) For McCauley Propeller Systems service information identified in this AD, contact McCauley Propeller Systems, One Cessna Boulevard, P.O. Box 7704, Wichita, Kansas 67277; telephone: (800) 621-7767 or (316) 831-4021; email: [email protected]; internet: https://mccauley.txtav.com. (4) You may view this service information at FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329-4148. (5) You may view this service information that is incorporated by reference at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, email [email protected], or go to: https:// www.archives.gov/federal-register/cfr/ibr- locations.html.
Issued on September 4, 2020. Lance T. Gant, Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2020-21440 Filed 9-28-20; 8:45 am]
PART 39–AIRWORTHINESS DIRECTIVES 1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13 [Amended] 2. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): 2020-18-51 Sandia Attitude Indicator: Amendment 39-21249; Docket No. FAA-2020- 0794; Project Identifier AD-2020-01232-Q.
November 2020 | Piper Flyer • 59 AIRCRAFT SAFETY ALERTS
PIPER FLYER ASSOCIATION (a) Effective Date This AD is effective September 28, 2020 2020 MONTHLY WEBINAR SCHEDULE to all persons except those persons to whom it was made immediately effective Presenter: Bill Ross, VP Product Support, by Emergency AD 2020-18-51, issued on August, 28, 2020, which contains the Superior Air Parts requirements of this AD.
Sponsored by Aircraft Spruce & Specialty (b) Affected ADs and Superior Air Parts None.
Webinars qualify for one-hour of I/A renewal credit* (c) Applicability This AD applies to Sandia attitude indicator 11/18/2020, 4 p.m. PDT (attitude indicator) part number 306171-10 and 306171-20. These attitude indicators Watch this before your aircraft’s next oil change may be marked as BendixKing Model KI- 300 or Sandia Model SAI-340A. They may Register: https://tinyurl.com/OilChangewebinar be installed on airplanes certificated in any category. 12/16/2020, 4 p.m. PDT What every aircraft owner should know about (d) Subject Joint Airplane Service Component (JASC) cylinder compression testing Code: 3420, Attitude and Direction Data Register: https://tinyurl.com/Compressionwebinar System. (e) Unsafe Condition *Must be present for one-hour. Attendance is verified. This AD was prompted by reports of 54 failed attitude indicators, which produced erroneous attitude data to the pilot and autopilot, if equipped. The FAA is issuing this AD to prevent aeronautical decision- making based on erroneous attitude information, which may result in loss of PJ2 control of the airplane. COM RADIO (f) Compliance Backup radio with Comply with this AD within the compliance COMPOSITE PIPER FAIRINGS built-in headset jacks times specified, unless already done. Wing Tips • Fin Tips (g) Required Actions Stabilator Tips • Dorsal Fins (1) Before further flight, revise the limitations section of the existing Airplane NEW PRODUCTS Flight Manual for your airplane by inserting • Standard GA a copy of this AD or by making pen and ink headset jacks changes to add: • Oversized screen (i) “Operation under Instrument Flight • Large keypad Rules or night Visual Flight Rules is • Last frequency prohibited.” button (ii) “Coupling the autopilot with Sandia • 20 scannable attitude indicator part number 306171-10 memory channels PA-24, PA-28, PA-28R, or 306171-20 is prohibited. These attitude PA-32, PA32R Series #1812A $199.00 indicators may be marked as BendixKing FAA PMA APPROVED Model KI 300 or Sandia Model SAI 340A.” (2) The action required by paragraph (g)(1) of this AD may be performed by the owner/ 800.597.1911 operator (pilot) holding at least a private STENEAVIATION.COM SPORTYS.COM pilot certificate and must be entered into
60 • Piper Flyer November 2020
Cessna Flyer Classified_PJ2.indd 1 1/3/20 10:23 AM the aircraft records showing compliance with this AD in accordance with 14 CFR 43.9(a)(1) through (4) and 14 CFR 91.417(a) (2)(v). The record must be maintained as required by 14 CFR 91.417. This authority is not applicable to aircraft being operated under 14 CFR part 119.
(h) Special Flight Permits Special flight permits are prohibited.
(i) Alternative Methods of Compliance (AMOCs) (1) The Manager, Fort Worth ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (j) of this AD. Information may be emailed to: 9- [email protected]. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/certificate holding district office. When buying
from one of our B.A.S. Inc. (j) Related Information P.O. Box 190 For further information about this AD, advertisers, tell Eatonville, WA 98328 contact: John Felton, Aerospace Engineer, ATTENTION pIpER Fort Worth ACO Branch, Compliance them you saw pA-28, -32 & -34 OWNERS & Airworthiness Division, FAA, 10101 Hillwood Pkwy., Fort Worth, TX 76177; their ad in Piper RESTRAINT WITHOUT telephone 817-222-5171; email john.felton@ RESTRICTION faa.gov. Flyer magazine. A four-point inertia reel shoulder harness / lap belt system that is FAA-STC and PMA approved. Issued on September 4, 2020. Gaetano A. Sciortino, Deputy Director for Strategic Initiatives, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2020-20049 Filed 9-10-20; 8:45 am]
Visit our website for a complete listing of available aircraft models and pricing for Find More Aircraft Cessna, Piper, Beechcraft & Luscombe. Safety Alerts online www.basinc-aeromod.com Go to Aviation Alerts under the Toll Free 1-888-255-6566 (Pacific Time) Knowledge Base tab at piperflyer.org (360) 832-6566 • Fax (360) 832-6466
November 2020 | Piper Flyer • 61 Q&A Piper Tomahawk Owners Continued from Page 17 FAA/PMA Approved
Wing Life Extension (EASA approved) ...... $4,300 Nose Gear Fork Assembly – 5.00 x 5 Wheel .....$2,300 FS 221.42 Aft Bulkhead ...... $1,200. Aft Fuselage Fin Plate (EASA approved) ...... $130.
Anti-Shimmy NLG Link ...... $700. EASA approved Upper Cabin Door Loop ...... $80. Wing Fatigue Life Extension — Steel Tail Skid ...... $125. Add a minimum of 7,650 hours to your wing life Sun Visor (set of 2) ...... $425. STERLING AVIATION Phone 623-925-8205 Fax 623-925-2881 TECHNOLOGIES, INC. Web sterlingaviationtech.com the tomahawk experts TAKE A SEAT
According to a picture in the parts book, it looks like the end of the handle should point down to between the 3:30 Impeccable, Innovative Designs A and 4 o’clock position. www.AviationsCreations.com Having said that, I went out to my local 480-998-1752 mobile 480-980-0639 airport and took a picture of a Cherokee that has its door handle oriented so that the end of the handle points down to between the 5:30 and 6 o’clock position. seat cylinder I’ve installed lot of these handles. There is “av-lok” no locating key or spline, so the handle can be installed in any orientation. I recommend you direct replacement install it in the position that works best; one that allows the travel needed, won’t get acciden- for piper cylinder tally pulled somehow during normal operations, at a substantial discount and doesn’t hit vents or armrests. off of factory list price Happy flying, Steve
IMPORTANT This article describes work that may need to be performed/supervised by a certificated aviation maintenance FAA/PMA Approved Part technician. Know your FAR/AIM and Applicable to check with your mechanic before starting any work. PA-28, PA-32 & PA-34 Models
25 Years of aviation Passion Seating Solutions | Cabin Upgrades Steve Ells has been an A&P/IA for 45 years Storage Upgrades | Component Repair and is a commercial pilot with instrument and Stretchers | Exterior Solutions multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and the proud owner of a 1960 Piper Comanche. Call Chuck at (660) 885-8317 He lives in Templeton, California. Send questions or e-mail [email protected] and comments to [email protected].
62 • Piper Flyer November 2020 THE SPEED OF FLIGHT Parts Continued from Page 19 avionics The Dakota can stop in about 900 EnginEs feet at 3,000 pounds. I’ve yet to see that. ProPs Why? I’m too fast. I’m working on it, but I’m generally too fast. I also rarely #1 for Aircraft Parts Support use full flaps (40 degrees), but rather 25 Since 1984 degrees, and I resist using the brakes Same-Day Worldwide OverOver 55 MilliMilliOOnn aggressively. Shipping A lot of us are spoiled in our little air- We Price Match! iin-Stn-StOOckck PartPartSS!! plane operations as we use big airplane Search our Parts runways. We get a little complacent and for Free 24/7 come in a bit fast and see nowhere near DoDSon.coM cAll uS toDAy At 785-878-8000 book maximum performance. I’m not suggesting that we aim for maximum performance on every landing and try to tear the tires off the rims; nevertheless, When buying from one of our it should be something we can work toward on our approaches. advertisers, tell them you saw their I’d also suggest that a flat approach isn’t wise for a lot of reasons. If the en- ad in Piper Flyer magazine. gine quits, you certainly won’t make it to the runway. From our lawn chair peanut gallery, rarely does the “worm-burner arrival” result in a touchdown closer to the threshold. I’d suggest a normal 3-degree path with an aiming point at the threshold would work better. Give it a try, it’ll make you sharper, and slower touchdowns will save on some wear and tear on your machine. Piper made it Get in the books and see what speed you should be flying on approach at varying MANDATORY... weights and flap settings. Let me know how it goes! AirWard made it EASY! For more on fine-tuning your ap- proach speeds, refer to the May 2020 issue of Piper Flyer. Steve Ells’ Q&A on Page 14 and “Watch Your Speeds” on Page 59 ex- plain how to calculate V-speeds, including Vref (approach speed), for any aircraft at any weight. Mandatory Service Bulletin 1006 Tom Machum is a 767-300 captain with Wing/Fuel Tank Corrosion Inspection required every seven years just over 20,000 hours in his logbook. He lives with his wife, Jennifer and his two Mandatory Service Bulletin 1244B daughters, Emily and Bridget, in Moncton, Aft Wing Attach Fitting Inspection New Brunswick, Canada, where he is also required every seven years and/or 2,000 hours a partner in a Piper Dakota. When Ma- chum isn’t flying or writing about flying, he reads, tinkers in the workshop, rides his bi- For All PA-28s and PA-32s cycle, volunteers with local organizations, ~ HUNDREDS of kits sold since 1997 ~ and teaches a business class at a nearby university. Send questions or comments See and order kits at to [email protected]. airward.com 1.800.524.3264 MC • VISA • AMEX • DISC • PayPal
November 2020 | Piper Flyer • 63 ADVERTISER INDEX Advertise with Piper Flyer Call Kent Dellenbusch 626.844.0125
Acorn Welding Ltd. acornwelding.com 56 Insight Instrument Corp. insightavionics.com 67, 68
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Aerox aerox.com 56 Knots 2U knots2u.com 59
Air Mod airmod.com 10 Main Turbo Systems mainturbo.com 58
Aircraft Door Seals aircraftdoorseals.com 59 McFarlane Aviation mcfarlane-aviation.com 58
Aircraft Spruce & Specialty aircraftspruce.com 03 Micro AeroDynamics microaero.com 57
Airmark Overhaul Inc. airmarkoverhaul.com 30 MH Oxygen Systems mhoxygen.com 54
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Aviation Creations aviationscreations.com 62 Parker Hannifin Corp. parker.com 19
Aviation Fabricators avfab.com 62 Preferred Airparts preferredairparts.com 49
Aviators Hot Line aircraftforsale.com 06 SCS Interiors scs-interiors.com 39
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Bruce’s Custom Covers aircraftcovers.com 25 Stene Aviation steneaviation.com 60
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Chief Aircraft chiefaircraft.com 51 Strutwipe strutwipe.com 13
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Concorde Battery Corporation concordebattery.com 50 Teledyne Battery Products gillbatteries.com 55
Desser desser.com 41 Tempest Aero Group tempestaero.com 11
Dodson International dodson.com 63 TKM Avionics tkmavionics.com 57
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Electroair electroair.net 54 Vantage Plane Plastics planeplastics.com 23
Garmin garmin.com/GFC500 09 Wentworth Aircraft wentworthaircraft.com 43
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Advertise with us and reach your target market. Call Kent Dellenbusch (626) 844-0125.
64 • Piper Flyer November 2020 Piper Flyer Association 1042 Mountain Ave. Ste. B #337 DIRECTORY Upland, CA 91786 626-844-0125 Mailing and contact Information for Piper Flyer Association
Piper Flyer Association Benefits member event Piper Flyer magazine Email [email protected] Email [email protected] with questions, Register: thegatheringatwaupaca.simpletix.com/ comments, or concerns about the content of the magazine. Piper Flyer and Cessna Flyer Association members fly in to beautiful Waupaca (KPCZ) for Email [email protected] for damaged a Saturday night cocktail reception, full slate of or missing issues. informative seminars on Sunday and Sunday evening banquet at the Waupaca Ale House, and Website – piperflyer.org then enjoy the air-conditioned motor coach to AirVenture on Monday, Tuesday, and Wednesday Email [email protected] for concerns regarding with an optional night bus on Wednesday to the website or with problems logging in. accommodate viewing the night airshow . Fabulous raffle prizes at our Sunday drawing! PiperFlyer.org contains an archive of our magazine articles, a listing of Service Bulletins, Parts Locating, Technical Airworthiness Directives, and safety alerts, a Support & Vendor Discounts product directory called the Piper Yellow Pages, plus an events calendar, knowledge base, our Email [email protected] library of member photographs and videos—and our forums (see next item). We have contacts everywhere in the industry and we’ll assist in finding you that part or getting an Online Forums answer to your question. That’s what we’re here for. piperflyer.org/forum Many vendors offer discounts to members. Call Our online forum, located or email Kent for more within the association information or ask our website, is a great source vendors when contacting for question-and-answer them directly. Remember interaction and an excellent to tell them you are a Piper way to converse with other Flyer Association member. members, the PFA staff, and Piper Flyer’s contributing editor, longtime A&P/IA, Steve Ells.
November 2020 | Piper Flyer • 65 Vintage Piper Advertising BACK WHEN and Marketing
The “Flightmatic 150” electronic instrument and navigation procedures simulator. Ad from 1968, when everything was “matic.”
66 • Piper Flyer November 2020 Instrument Corporation November 2020 | Piper Flyer • 67 68 • Piper Flyer November 2020