Wing Spar Inspection AD 32 by Steve Ells the Piper L-4 Grasshopper and 34 the Arsenal of Democracy by Joseph Corrao

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January 2021 / Volume 18 / Issue 1 …the heart of your aircraft®

ORDER YOUR FREE 2020-2021 CATALOG! 2 • Piper Flyer |January March 20202021 1000 PAGES OF PRODUCTS! …the heart of your aircraft®

ORDER YOUR FREE 2020-2021 CATALOG! 1000 PAGES OF PRODUCTS! January 2021 | Piper Flyer • 3 January 2021

What’s inside / VOLUME 18 / ISSUE 1 CONTENTS

The View from Here 8 by Jennifer Dellenbusch Letters 8 Events 12 The High and the Writey 14 by Kevin Garrison Questions & Answers 16 by Steve Ells The Speed of Flight 20 by Tom Machum Regulatory Civics 24 by Joseph Corrao 26 Renovating an Interior, Part 26 Eighteen: In-Flight Fires by Dennis Wolter

Wing Spar Inspection AD 32 by Steve Ells The Piper L-4 Grasshopper and 34 the Arsenal of Democracy by Joseph Corrao

Time Flies…Like an Arrow Part 4 44 by Robert Marks Press Releases 52 34 Aircraft Safety Alerts 56 Advertiser Index 64 Back When: Vintage Piper 66 Advertising and Marketing

Cover: Chuck Tippett’s 1945 Piper L-4. 44 Photo by Vernon Wells. 4 • Piper Flyer January 2021 CAPACITY IS LIMITED CALL SOON!

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January 2021 | 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, Quality, Innovation and Performance 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 596 Hrs Hobbs, Dual Garmin SVT, ADS-B Out, FLORIDA • Rocket Conversion-1600 TBO. from the Brands you Trust. 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, Complete Restoration in 1989. Fabric, Paint, & 1968 PIPER ARROW 180 • Exterior & Interior: 9/10, [email protected] DUE: OCTOBER 6Since place Reseal, Oxy, Cargo RIGHT Pod, -200kts 845 SPOH, at 40gph, Garmin All Inspections GTX 345 SMOH, Prop: 1015 Hours SNEW, Garmin: GTN750, Plexiglass: Excellent Condition. Hangared since at least 1989. N7418J • TTAF: 3850, Engine: 2020 • Val-d’Or, QC (CANADA) • $79,900 CAD or ONLY Completed.Transponder Sold with with ADS-B Current In/Out, Annual, Total Fuel: Factory 271 AssistGAL • GI-106A, GTX330, GDL88, ADS-B In and Out Compliance, Logs from Date of Mfg. • REDUCED PRICE: Only $27,500 • 1990 SMOH, 170 Hours on New $61,500 USD CREATIVE DIRECTOR Construction.ONLY $299,000 Owner • Healdsburg Lost Medical Aviation • $199,000 Inc • Barry FIRM @ • GMA340 Audio (4 Place Intercom), KX155, Mid-Continent Forrest Sims • 206-979-1751 • [email protected] • Spark Plugs Patrick Farrell 814-688-3668 [email protected] 4300-433 AI (PRIMARY), VacuumECI Cylinders, AI (SECONDARY), Less than JPI 20 Mike Kline • Temperature Probes 707-433-8540 • [email protected] 4 STEARMAN • Oil Filters EDM700,Hours on New GAMIs, Hartzell ARTEX Scimitar 406Mhz PROP andELT Governor,• Hangared ADS-B at 1941 PIPER J-5A CUB • Instruments 4 DIAMONDCIRRUS KDWHOut Installed, in Texas Brand •New ONLY Interior, $124,900 Fresh Power • Mark Pack Jensen Overhaul, • 1941CRUISER BOEING/STEARMANGRAPHIC • N38719 DESIGNER • TTAF: PT-17 • Dry Air Pumps 281-380-7681KLN-36 GPS, Fresh$ • [email protected] MAG Overhaul, Annual Due: May 2021 • KAYDET3085, PierreEngine: • N6348 Kotze • Lycoming530 SMOH, • Test Equipment 2000’S ERA DIAMOND DA 20 • Regulators and 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 Manifold Valves 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 • Pneumatic Filters 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, • and Fittings 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 • NC14187John Ruley• TTAF: 1578, 150 GPS, Altimatic IIIc Autopilot, King 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/ • RSA Fuel Injection Systems 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 $649,000 • Replacement Components Marvin Grendahl • 907-244-8379. KLN-36Flawless 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] • Carburetors 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 • Replacement 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. Components 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. www.tempestaero.com 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, 800.822.3200 $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, 6ADS-B • Piper In Flyer& Out January • Annual 2021 1372 SMOH, Right: 1370 SMOH, Hartzell Props: 178 approximately 650 Hours SMOH, 6Constant • Piper SpeedFlyer | Prop,January 2021 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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January 2021 | Piper Flyer • 7 The View from Here Letters to the Editor Jennifer Dellenbusch

Send your letters to [email protected]

The View from Here: Recombobulation Airports and Cookies By Jennifer Dellenbusch, November 2020

John Moeckel has asked me to send This sign, in General Mitchell International Airport (KMKE) in Milwaukee, along some of our lessons learned from Wisconsin, marks the area just after the security checkpoint. It’s the area our efforts to save the Venice Municipal where travelers put their shoes back on, stuff their belongings back into their Airport (KVNC) in Venice, Florida, from bags, gather their companions, and get themselves together before continuing closure or significant degradation of their journey. its utility. Our circumstances appear to be different from yours, but you may find something useful in what I have attached (An abridged version is included below. For the complete documents, please visit tinyurl.com/ savingourairports — Ed.). AOPA was some help primarily by providing information, and we had access to some high-level retired FAA folks that gave us some advice also. We visited and engaged with every level in the system, including lining up a consultant in D.C. to help with the FAA as needed. While AOPA was not much help at the local Apparently, some A&Ps could benefit from a recombobulation area, too. In level, they provided some key help in our latest “One-Question Survey” we asked, “Have you ever found a left-behind D.C. that was absolutely timely. John tool or other foreign objects when disassembling your aircraft for maintenance?” Collins at AOPA (he has a different Almost 70% of respondents replied that they had, with multiple comments de- job now) was extremely helpful with tailing the types of tools and miscellaneous items left behind. technical information. These shops need to initiate a better system for tracking tools. Perhaps they In addition to the efforts of Venice should also install loudspeaker systems for announcements similar to what you Aviation Society Inc. (VASI), the airport hear in airports. “Mechanic Mike, please return to the Piper Seneca to retrieve an businesses formed a group called VABA, item you left behind.” the Venice Airport Business Associa- Recombobulation is such an apt term for what happens post-security-check- tion, to get the businesses to speak with point, and it fits other aspects of our lives as well. Especially after leaving the one voice on the issue of saving the year 2020 behind us, it’s a good idea to make sure we are squared away and airport. They gathered economic data have what we need to continue on our journey. Let’s gather our companions, get and made presentations. The organiza- our stuff together, and set off into a new and, hopefully, better year. tion sunsetted but played an important Blue skies, role. It took some effort to get them to all join as they didn’t always get along on some issues. Paul H

PS: The One-Question Survey is sent every month with our enewslet- What follows are some of our les- ter. If you are not receiving the newsletter and would like to, please email sons learned. [email protected]. Continued on Page 10

8 • Piper Flyer January 2021 WHAT’S RIDING ON YOUR CYLINDERS?

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January 2021 | Piper Flyer • 9

20-SA_022-2_Millenium_Ad_CFA_PFA_FINAL.indd 2 10/9/20 11:35 AM Letters to the Editor continued from Page 8

Lessons Learned least in outside dealings or with those that threaten the airport). Be careful what you say to anyone. No innuendo and attempts at Build a strong airport support team character assassination. Leave that to the other side. Get involved. Recognize that a few people do the work, but they have to be Go to local government meetings, get to know the players. Under- recognized as speaking for more. Be prepared to be involved. Be stand the politics and the politicians. committed. It is rarely an overnight struggle. Locally: Identify community groups, reach out to communi- Know your airport ty groups, get the facts out, address falsehoods, misstatements, Research, research, research. Who owns your airport? Under misleading and incorrect information (whether offered acciden- what legal authority is the airport operated? tally or on purpose). Reach out to the community at large. Join the What laws, rules, regulations govern airport operations? Learn Chamber of Commerce. Join, join, join. Hold airport open houses the regulations, circulars, and laws on airport operations. Know and other events. who controls the airspace, who controls the ground space. Are State: Contact your state aviation office. Meet local, state, there state laws? What are the local zoning requirements? federal politicians, and find out where they stand. Is the airport a federally-obligated airport? This is most Reach out – get to know the politicians. important. Support candidates and leaders that support the airport. Are there any airport deed restrictions or grant obligations? Federal/national organizations to contact: Gather all the relevant documents (laws, regulations, airport FAA/DC/Region/ADO history, and background), local, state, federal. Create a database. AOPA We have a database of discs, and many boxes of letters, reports, EAA records, maps, etc. Does the airport have a master plan? Get it. NATA What are the airport economics? How is the airport operated financially? Get the airport budget and understand it. Get smart What is the financial benefit to the community and local area? Get the facts, stick to the facts, know the facts. Get the maps, airport layout plans, various deeds, etc. Be professional, don’t get personal, and don’t get emotional (at

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10 • Piper Flyer January 2021 January 2021 | Piper Flyer • 11 FLYER EVENTS January 2021

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12 • Piper Flyer January 2021 FORUMS •Log in and participate •Share your knowledge •Get recommendations •Meet fellow Piper Flyer members

RECENT POSTS: Saving our Airports Carbon Monoxide Garmin Webinar Wing Spar Inspection AD AV-30 Installation Cost PA-34 Electric Trim Master Switch PIPERFLYER.ORG/FORUM January 2021 | Piper Flyer • 13 The High and The Writey / Kevin Garrison

Is Flying a Vocation or an Avocation? No matter what kind of airplane you’re flying, and how you’re flying it, remember to live in the moment and enjoy the blessings of time in the air.

But music was his life, it was not his Plane envy waiting for the right and then left seat of livelihood Happiness is where we find it, but very that airliner. And it made him feel so happy, and it rarely where we seek it. I had quite a bit of fun as an engineer, made him feel so good J. Petit Senn but I don’t think I really appreciated and And he sang from his heart, and he sang fully enjoyed where I was. Now that I am from his soul There are so many different kinds and old enough to have escaped the prison of He did not know how well he sang; it just types of airplanes and I wanted to fly them high expectations, I think I would enjoy made him whole all. I missed my chance at flying fighters sitting back in my seat with my leg slung From the song, “Mr. Tanner,” by Harry in the military, but other than that, I have over the engineer’s table sipping on some Chapin piloted or flown in everything I wanted to, coffee while I listen to the other two pilots with the exception of spacecraft. tell their war stories. Do you fly for love or a living? I have The quest to fly all those aircraft done both, but usually write about my was not an easy one, and it came with An airplane is an airplane decadeslong piloting and instructing the burden of being too anxious and Here is something I have learned career as if that is the epitome of what it greedy. When I was flying forestry in a about professional piloting and I apolo- means to be an aviator. You have prob- single-engine utility aircraft, I was con- gize if it sounds cynical. It does not mat- ably noticed that the proclivity to write stantly dreaming about flying a heavier ter what you are flying. What matters is articles and columns about professional twin. Reciprocating-engine aircraft the kind of money you can make while flying is a very common thing in aviation were great, but turboprops and turbo- flying it. media. People like a good professional jets looked really cool, and I could not I could be just as happy flying a Piper flying article. wait to fly them. Cherokee 140 as a Boeing 767 if the pay This is a problem, because piloting This led to a sort of burn-out when I was the same. Both aircraft are great to an aircraft is so much more than making finally got to the major airlines at the ripe fly, but the real reason that professional money while securing health insurance old age of 23. I had been hustling my entire pilots want to fly the bigger ones is that and a retirement fund. While it may be flying life, and now, hustle did not matter. I they pay more. In other words, an air- true that you are vitally interested in me had to wait for the long process of gaining plane is an airplane. describing what it is like to fly a Boeing seniority to unfold before I could move up The skills needed to land in a stiff 777 down to minimums in London, it is into other aircraft and jobs. You can’t move crosswind are the same for both aircraft. also true that reading about the proce- up from co-pilot to captain unless you Their basic structure and the way they dure does not show the love I experi- have the seniority to hold it and you can’t work are also very similar. The pilot flying enced in spending my life preparing to move up from a Boeing 727 to a 777 if you the 767 is not better than the one flying do that approach. aren’t senior enough. the 140. They just have different pay grades My love of flying has been expressed I had to learn to relax, and I never and passenger loads. Some days I spent flyover the years through being a professional quite got the knack for relaxation. This ing charters in single-engine aircraft were pilot, but I have also articulated it via fly- meant that I spent way too much time much more demanding than ones spent ins, taking the kids for a ride, and spending yearning for the next airplane with no jetting to Europe. days in my hangar waxing my wings or just way of achieving it except by waiting, Professional flying is about making noodling around. One method is not better and did not spend enough time enjoying money and a living as a pilot. You can love than the other, and this is a hard fact that where I was. it as I did, but the fact remains that there may be holding some people back from The five years I spent as a flight en- are tough days when a flying job really is enjoying aviation as much as they could. gineer seemed then to be an eternity of work and it is hard to feel the “love.”

14 • Piper Flyer January 2021 You don’t have to be Rodin to a demonstration of this method: https:// long love of aviation. sculpt or Lady Gaga to sing youtu.be/V0j40gNxsik. —Ed.) There is a tendency for us to look The focus for most may be on the pro- His gyrocopters were the only aircraft up into the sky at the latest gee-whiz fessional side of flying, but the non-pro- that I had absolutely no desire to go flying airplane and wish we were flying it for a fessional, avocational side of flying is in. They were scary. Still, he loved them. He living, but you can and should love flying much larger and more interesting. Many did not want to make money making flying what you are, where you are. It took me a more people fly for the fun of it than do his gyros. He just loved them. long time to get here, but to paraphrase for the paycheck they might get from it. I have a warbird buddy who lets me fly Harry Chapin, a man who always wanted There are many examples, but here are a along with him from time to time. He has to be a pilot: few I have seen: never made a penny flying airplanes, yet he Smokey was the name of a guy at the is one of the best pilots I know. You could Flying is my life, it is not my livelihood first ramp I ever tramped in Lakeland, learn a lot from this guy—I know I have. He And it makes me feel so happy Florida. I never got to know him very well, has no desire to enter his plane in contests It makes me feel so good but his avocation was home-building and or to show it off in any way. We don’t even And I fly with my heart flying gyrocopters. do aerobatics in it. He just loves working And I fly with my soul You may remember that many years on it and flying it on perfect weather days. I do not know how well I fly ago you could order a gyrocopter kit Finally, there is an aged and retired It just makes me whole from the Sears catalog. Smokey thought doctor at our airport. I see him and his that was cheating. He designed and wife almost every day. He is long past be- Kevin Garrison’s aviation career began at built his own flying machines in his ing able to fly, but he is out there sitting age 15 as a lineboy in Lakeland, Florida. garage and then brought them out to the on the seat of his walker watching the He came up through General Aviation, re- airport. Some had engines but most had traffic pattern almost every afternoon. tired as a 767 captain in 2006, and retired to be towed by a pickup truck to achieve He never worked as an aviation profes- from instructing airline pilots in 2017. (brief) flight. This pimply line boy got sional. He was a doctor, but you won’t Garrison’s professional writing career has to be the tow truck driver on more than find him hanging around the clinic. He is spanned three decades. Send questions or one occasion. (Check out this video for at the airport because he has had a life- comments to [email protected].

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Rigging controls, secondary vacuum operation, oil analysis, oxygen bottles

I’m looking for a shop that is good at rigging PA-28s; in I just recently took possession of my “new” 1965 PA-24-260 particular, my PA-28-181 Archer II. I’m based at York Airport Comanche 260. A few questions have popped up during my Q(KTHV) in York, Pennsylvania. Qtransition. My aircraft has a secondary/backup vacuum. You Thanks for any assistance you can offer, pull a silver knob to engage it. Bruce Do you know what powers that second vacuum? We can see that it’s working properly, but not sure if that’s electric or The rigging procedure involves adjusting the nosewheel engine driven. alignment and rudder pedal position in accordance with Gary Athe service manual. Then, the rudder trim control is set to neutral. All control surfaces travels (flaps, ailerons, stabilator, and Congratulations on becoming a Comanche owner. You pitch trim tab) and cable tensions should be checked and set to won’t be sorry. book values. A It sounds like your backup vacuum system is the SVS II After everything is set to book values, then the aircraft that was developed by Precise Flight and is now marketed by The should be flown with its normal load at the most common Vacuum Source. This simple system taps into the intake manifold power settings. on your engine for vacuum. It should be pretty close at that point. If one wing is heavy, then It works, and requires little maintenance, but as I understand it, the book suggestion is to lower the flap on the heavy wing a few the gotcha is that if you are using this system during a landing, and degrees until straight and level flight is obtained. for some reason you decide to/are forced to go around, you will lose the vacuum as you power up the engine. When you increase power, you will decrease the differential If one wing is heavy, then the between the pressure (vacuum) in the manifold and atmospheric pressure. book suggestion is to lower As I understand it, it’s the differential between atmospheric pressure and the pressure inside the manifold that is the vacuum the flap on the heavy wing used to drive your gyros in this system. Is this loss of vacuum during high engine power operations a few degrees until straight enough to lose the stabilization in the gyros to the point they are and level flight is obtained. tricking you instead of giving you reliable information? My opinion is probably not, if your gyros are in good shape and spin freely. Listen to them by putting one end of a dowel, A competent independent shop should be able to do these or a screwdriver, against the face of the instrument(s) and the inspections and adjustments. The most common rigging problem I other end against your head, just forward of one ear after you see occurs when a shop doesn’t take the time to rig all the systems, shut down the engine. You’ll be able to hear the bearings. They but does a quickie job, which can consist of drooping an aileron or, should smoothly spin down. If they spin down quickly, that’s an in some cases, fabricating and installing a fixed trim tab on one of indication that they provide a stable reference after the vacuum the ailerons. differential is lost. All the procedures and information are in the service manual Of course, the other factor is how soon the power is reduced. for your airplane. Pull back to 23 or 24 inches and you will restore the differential Unfortunately, I can’t track all the good shops across the coun- required to drive your gyros. try, so I can’t point you at a shop in your area that I know is good I know this is a far-fetched scenario, but theoretically, it could at rigging. happen. Let me know what you come up with and if I can help further. Happy flying, Happy flying, Steve Steve

16 • Piper Flyer January 2021 QUESTIONS & ANSWERS Still Time to Teat Yoself this Holiday Season

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January 2021 | Piper Flyer • 17 QUESTIONS & ANSWERS

I just wanted to update you on the results my latest oil Oil analysis, a good engine monitor, data recording, always analysis on the low-time Lycoming O-360 in my PA-24-180 cutting open the oil filter and inspecting the media at each change, QComanche 180. compression checks, and inspecting the exhaust valves with a bore- Since we are only two hangars away, I called you last month scope at each annual provide a clear-cut story on how your engine to tell you that the latest oil sample showed iron levels that were is doing. higher than past samples. Ideally, you would always like oil and fuel usage, and CHT and I remember asking you to take a look and you calmed me by EGT numbers, to be stable. Any change, such as the one you found saying “Don’t pull your hair out yet; the high iron on the Oct. 21 in your oil analysis reading, is an early warning that your operating sample is 60 parts per million.” conditions need changing, as yours did. Or that there’s something You told me to pull and check the suction screen and remove else that needs attention. and cut open the oil filter. I did that, and didn’t find any crud or That O-360 is one of best engines Lycoming ever built. Keep do- metal in the filter. ing what you’re doing, and I’ll guarantee you’ll be flying it for many You also told me that the additive package in modern oils years to come. gets “used up” at around 30 hours and told me to shorten my oil Happy flying, change interval. Steve I just got my latest sample back and, you’re right. Changing the oil at 30 hours instead of 50 hours made a huge difference in the What’s the story on oxygen bottles? I have one behind the iron levels. back bulkhead in my PA-32R Saratoga, and my mechanic Thanks for that hint, Qtells me it has to be taken out and tested every five years. Dave This seems like a pretty short interval, especially since this bottle has always had some dry oxygen in it. Larry

Thanks for sending me a copy of your latest oil analysis. As Oxygen bottle maintenance is dictated by the Department I know you realize, all oil analysis companies provide a run- of Transportation, not the FAA. These mandates are in the Aning record of the metals and contaminants is each sample. Aservice manual for your Saratoga. Aviation oil analysis by ALS Tribology, the oil analysis company Oxygen cylinders are identified by ICC or DOT identification you’re using, also provided you with a graphical depiction of all the stamped on cylinder. The standard-weight ICC or DOT 3AA1800 wear metals (see image above). Across the board, the levels of every (steel) and 3AL1800 (aluminum) bottles must be hydrostatic tested important metal—aluminum, iron, copper, nickel, chromium, and every five year. As long as they can pass the hydro test, they have no silicon—went down. life limit. I want to commend you for not only flying often (140 hours this Lightweight cylinders (ICC or DOT 3HT1850) must be tested year) but for using all the tools available to monitor the health of every three years. After 4,380 refills, or 15 years, whichever comes your engine. I know you have a JPI EDM 930 engine monitor that first, they must be replaced. you use to record engine data. The month and year of the last test is stamped on the cylinder

18 • Piper Flyer January 2021 beneath the ICC DOT identification. Steve Ells has been an A&P/IA for 45 years and is a commercial There’s also a chart with guidance in the Saratoga service pilot with instrument and multi-engine ratings. Ells also loves manual: utility and bush-style airplanes and operations. He served as OXYGEN SYSTEM COMPONENT LIMITS PIPER AIRCRAFT associate editor for AOPA Pilot until 2008. Ells is the owner of Ells PA-32R-301/301T MAINTENANCE MANUAL 35-10-00 Page 35-17 Aviation (EllsAviation.com) and the proud owner of a 1960 Piper Reissued: July 1, 1993 3G2 Comanche. He lives in Templeton, California. Send questions and Parts Inspection: comments to [email protected]. Overhaul a) Regulator 300 Flight Hrs. 5 yrs. RESOURCES b) Pressure Gauge 300 Flight Hrs. 5 yrs. c) Outlets 300 Flight Hrs. 5 yrs. PFA SUPPORTERS d) Recharge Valve Each Use Replace every 5 years The DOT regulations are mandatory; the other time and use J.P. Instruments limits are suggested by Piper. jpinstruments.com I had a DOT 3AL-2216 bottle hydro tested in September 2019 by Compressed Gas Systems. The cost was around $200. OTHER Happy flying, Steve ALS Global (Aviation Oil Analysis) tinyurl.com/ALSGlobal IMPORTANT This article describes work that may need to be Compressed Gas Systems performed/supervised by a certificated aviation cgs.aero maintenance technician. Know your FAR/AIM and check with your mechanic before starting any work. The Vacuum Source thevacsource.com

January 2021 | Piper Flyer • 19 THE SPEED OF FLIGHT / Tom Machum Gravity Waves or Isotherms? A surprise set of airspeed oscillations at cruise altitude are explained after some detective work.

ne of things we use our airplane for is what I call “time compression.” As you can see with the Oimage at right, flying from Moncton (CYQM) to Yarmouth (CYQI) in the Maritime Provinces of Canada is significantly quicker than driving. At Piper Dakota speeds, it’s quicker by about four and a half hours.

A routine flight The image at right depicts a flight my wife, Jenni- fer, and I did on the morning of Sept. 20, 2020. That was about two days before Hurricane Teddy arrived in the Maritimes. It was a stunning late summer day. The aviation charts were pretty blasé, and the flight was filed and flown entirely in VFR conditions; nary a cloud in the sky. Figure 1 Surface winds were light and variable in Moncton and maybe 20 knots out of the north-north- east in Yarmouth. attention from the view outside to There was a little bit of mechanical Figure 2 the instrument panel. While we were turbulence during the climb out of still maintaining level flight, I could Moncton, and the wind vector on the see that our indicated airspeed was airplane’s panel didn’t indicate anything dropping. It dropped from about substantial. We leveled at 8,500 feet and 115-120 knots to 90-95 knots in about settled into cruise with an indicated three minutes. airspeed of around 115-120 knots and a Note the profile view in Figure 2. true airspeed of 135 knots or so. At that moment, about 20 minutes In Figure 2, at right, note we’re level into the flight and about three min- at 8,100 feet pressure altitude (8,500 utes after we leveled off, our ground- feet indicated) and our groundspeed speed dropped from 141 knots to 110 was 141 knots, which was probably 5-6 knots in about three minutes; and knots above our TAS at the moment. four minutes after that, we sped up to Jennifer and I were enjoying the scenic 147 knots (second peak). Then, a little views of the New Brunswick and Nova more than four minutes later, it was Scotia coast along the Bay of Fundy. Life down to 124 knots. We accelerated yet was good. again, the oscillations eased out, and And then it got interesting. we went back to normal. At no point did I need to take con- Unexpected oscillations trol of the airplane. The autopilot was My first inclination that something engaged in altitude hold, and we were was awry was that I sensed we were never in an unsafe condition. But I climbing. The engine sound became was ready and watching closely, partly what I’ll call “labored,” and our pitch out of curiosity and mostly to ensure attitude increased. I diverted my we stayed safe.

20 • Piper Flyer January 2021 Figure 3

I have seen similar sorts of speed oscillation events in the past, but I don’t recall ever seeing this at low altitude and in a small airplane. The previous oscillation events have been in large jets at high altitude: sometimes in a mountain wave, sometimes maneuvering downwind of large thunderstorms, sometimes near a fast jet stream. So, this was, well, weird. What could it be?

Possible culprits There was virtually no wind present, and the terrain isn’t particularly moun- tainous (ridges along the shoreline for the most part rise to less than 1,500 feet msl), so a low-level mountain wave seemed out. The previous day did feature the passage of a front, with significant wind and rain. There was, however, a hurricane, Teddy to be precise, that was south- east of Bermuda at the time, whose eye was roughly 1,000 nm to the south, but satellite shots of our flight path area do not show anything remarkable. In Figure 3, at right, you can see the retreating front to the east and Teddy to the south, in the area where it transitioned from a Category 3 to 2. So, I say again, what was this phenomenon? I have a friend, Boeing 787 Capt. Doug Morris, who is also a freelance writer and, on top of that, has a degree in meteorology. A real trifecta! I reached out to Doug to get his perspective. We had a couple telephone chats, and he asked questions you might expect. Doug mentioned two things. The isotherms were close together, and perhaps Teddy or the receding front emitted a gravity wave. What? What is that all about?

January 2021 | Piper Flyer • 21 level of the inversion and then propagates outward, often forming clouds that look like the ridges on a sandy beach when the tide is out. When this inversion layer is farther up in the atmosphere, clear air turbulence can occur, and when it’s downstream of mountain ranges, we refer to it as a mountain wave. Gravity waves can also form downwind of large thunderstorms, or above them in the rapidly rising air they generate, and in squall lines. Figure 4 Another way to look at it is that when air rises toward the barrier created by the inversion, it expands and cools, and that causes it to sink, which will heat it up due to compression, and then it rises, and it tells two friends, and so on, and so on! This creates an oscillation. Aha! We are getting somewhere.

Gathering evidence Doug also suggested I contact his meteorology colleague, Richard Harvey. Richard and I had some animated conversations. He agreed with Doug’s assess- ments and also asked about outside temperature during the event. I again had to bashfully reply that I did not pay Admittedly, my depth of weather knowledge is pretty shallow. much attention to temperature at the time. But then, in a moment It is more of a practical knowledge that also contains local of brilliance (yeah, right!), I recalled that our engine gauge records knowledge of weather behavior in my sphere of operation. I an excess of data, including outside air temperature. Off to the remember from my private and commercial ground school that hangar to download the intel! isobars are lines of equal pressure, and that isotherms are lines I shared two images with Richard. Figure 5, below, shows the of equal temperature. full timeline of the flight based on percent horsepower (yellow) Doug sent me a picture (Figure 4, above) that depicts the and OAT (red). You can see the runup spike around eight minutes isobars as blue lines and the isotherms as green, dashed lines. He after engine start and full power applied on takeoff. The gently also added the red dashed line depicting the upper trough, and sloping part of the curve shows how horsepower dropped off as that is reinforced by the cloud in the satellite shot seen in Figure 3. we climbed. The little dip around 29 minutes is when I would have The idea we discussed was that perhaps the temperature was set cruise power. changing relatively rapidly as we passed through the event area, Now, look at the temperature curve. We see a couple of things, and that, of course, would affect the density of the air; warmer air albeit subtle. First, you can see that the surface temperature is less dense and the airplane would labor to compensate, and was around 10 C, and then after takeoff, it gently drops off until conversely, denser air would create a performance increase. about the 20-minute mark, where temperature remains stable Doug asked if I noted the temperature during the episode. even though we were still climbing. It then continues to drop and Usually, this is something I would be watching, certainly in my jet- settles in around 0 C and remains relatively stable until about 34 liner, but I was fixated on airspeed, and brief glances at the wind minutes in when it rises 3 degrees in three minutes, stays there vector, which I again mentioned to Doug, didn’t indicate much. for a couple of minutes, and then drops 3 degrees in another three More chin-scratching ensued. And…this gravity wave thing, minutes or so, rises again, and then sort of stabilizes into a gentle I don’t remember that from weather class! Without getting too rise until the descent is initiated about one hour and five minutes technical (I know, once again, too late, Machum!), think of a stone into the flight. Temperature resolution is 1 degree C. tossed into a calm pond and watch the ripples it creates on the Finally, note that I have also superimposed the speed/alti- surface and—voilà, those are gravity waves! tude plot onto the temperature/horsepower curves. As the OAT To apply this theory to weather, Figure 5 the phenomenon generally requires a deep, low-level inversion that makes the air stable. Rising air beneath the inversion will only rise to the

22 • Piper Flyer January 2021 The idea we discussed was that perhaps the temperature was changing relatively rapidly as we passed through the event area, and that of course would affect the density of the air. rose, the groundspeed dropped off, and then, as the temperature tee that an airplane passing through 10 minutes on either side of dropped, the groundspeed rose. I think we’re onto something! us would have experienced the same conditions. There have been Richard also did some investigation and was able to access many times when I’ve heard a pirep indicating misery ahead, and weather balloon data from Yarmouth that was sent out that when I got there, not much happened. And vice versa. morning. He deciphered a radiosonde report that was depict- The learning never ends, and if you’re interested in learned as a tephigram, which is similar to a Skew-T diagram. Be ing more about weather, check out Capt. Doug’s books at the grateful that I’ll spare you from further explanation of that! link below. However, I will share that Richard discovered there was an Next month I’ll try to be less technical, I promise! Fly safe. inversion over Yarmouth that morning at the 9,000- to 10,000- foot msl level. Tom Machum is a 767-300 captain with just over 20,000 hours in his logbook. He lives with his wife, Jennifer and his two Our conclusion daughters, Emily and Bridget, in Moncton, New Brunswick, Cana- What did we determine? We believe that the speed changed da, where he is also a partner in a Piper Dakota. When Machum due to the temperature change. We also believe that the tempera- isn’t flying or writing about flying, he reads, tinkers in the work- ture change was probably a symptom of the inversion present, and shop, rides his bicycle, volunteers with local organizations, and the recently passed front just to the east of our track may have teaches a business class at a nearby university. Send questions emitted a gravity wave. We didn’t want to leave Teddy out, howev- or comments to [email protected]. er, and it may have had an influence, even though it was still more than two days away. RESOURCES So, like most things in weather, there were lots of factors, one of which was that we happened to be there at the right moment. Threshold Aviation (Books by Capt. Doug Morris) Weather is an ever-changing phenomenon, and there’s no guaran- thresholdaviation.com/captain-doug-morris/

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January 2021 | Piper Flyer • 23

2020 Cessna Flyer Piper Flyer2 Wednesday, December 11, 2019 8:46:27 AM REGULATORY CIVICS / Joseph Corrao

An Introduction In order to effect change in civil aviation regulations, it is important to know what agencies are in charge of making rules, and how they solicit input from stakeholders, including pilots like yourself.

rom President Trump’s inaugura- FAA or TSA regulatory requirements, im- use and enjoyment of flight and perhaps tion on Jan. 20, 2017, to the end of plementation, or plans. And no one needs your livelihood; and (b) you are well-qual- FOctober 2020, the Federal Aviation to wait for an invitation! Opportunities ified both to influence regulatory matters Administration and the Transportation Se- to influence regulations that apply to you that affect you, and to serve on advisory curity Administration collectively invited are limited only by one’s imagination and bodies that influence the behaviors of public input on regulatory matters more knowledge of how the system works. (Some your regulators. than 3,000 times. advisory groups require specific participant This is the first in a series of Piper Some of these opportunities to com- qualifications, e.g., industry experience or Flyer articles that discuss how you can ment focused on matters of local impor- academic research background; others are participate in your own regulation. We tance, such as removal of restrictions on open to all interested parties. —Ed.) will consider how you can impact the the use of grant-funded airport properties content and requirements of civil aviation or changes in approach or departure regulations, helping to assure they are procedures, while others implicated the The Mount reasonable, fairly applied, fairly enforced, interests of broad swaths of the civil avia- and that they provide more benefit in tion community, such as Type Certification Everest of terms of safety and security than they standards and Airworthiness Directives. cost in terms of compliance expense and Some might be considered of minor im- civil aviation operational burden. portance, such as opportunities to critique This column will be called “Regulatory government forms; others were potentially regulation is the Civics” because it aims to help you, the matters of life and death. International citizen of the air, work, and thrive in the During the same time period, the FAA aviation nation. and TSA invited interested members of Civil Aviation We’ll start with a sectional-chart-level the public to volunteer for service on view of civil aviation regulatory topogra- several advisory groups, including both Organization phy, scanning from international peaks issue-specific entities such as the Na- to local valleys today. Future columns will tional Parks Overflights Advisory Group (ICAO), an agency focus on national laws and regulations, re- and the Youth Access to American Jobs maining mindful of international and local in Aviation Task Force, and more broadly of the United factors when they can help us get where focused groups such as the Drone Advi- Nations… we need to go. sory Committee, the Women in Aviation Advisory Board, and the Transportation International Civil Aviation Security Advisory Committee. Advisory Shaping the course of Organization (ICAO) groups influence both the development aviation regulation The Mount Everest of civil aviation of future regulations and how current Civil aviation is one of the most regu- regulation is the International Civil regulations are implemented, and lated activities on (or near) Planet Earth. Aviation Organization (ICAO), an agency provide members with access to agency If you do anything related to aircraft, in of the United Nations created at the end decision-makers. any part of the world, two things are true: of World War II. ICAO is a forum for the Each of these committee invitations— (a) you are enmeshed in a web of interna- aviating nations of the world to agree on approximately 800 in total, or more than tional, national, and local laws and regu- rules for civilian flight operations across three every working day, on average—rep- lations that promise to keep you safe and international borders. There are currently resented opportunities for you to influence secure, while constantly threatening your 195 sovereign countries recognized in the

24 • Piper Flyer January 2021 world; 193 are ICAO members. comply; no country complies completely. National governing bodies The two outliers are the Holy See, Countries comply by enacting and laws which the U.S. State Department defines as domestic laws or regulations that are In the United States, aviation safety is “the universal government of the Catholic consistent with the SARPS and enforc- the domain of the FAA and aviation secu- Church [that] operates from Vatican City ing them as domestic legislation. Some rity belongs mostly to the TSA. In Canada, State, a sovereign, independent territory,” countries may enact SARPS verbatim aviation safety belongs to Transport Can- and the nascent state of Palestine, which into their domestic law, but this does ada and aviation security to the Canadian the United States and 53 other countries not equal complete compliance in the Air Transport Security Authority. In Eu- do not recognize, while the United Nations absence of adequate enforcement. rope, aviation safety is the province of the and 141 of its member countries do. Countries should file “differences” European Aviation Safety Agency (EASA) Like any bureaucracy, ICAO’s mission with ICAO to notify the world of domestic in partnership with the national civil has crept significantly from its initial focus requirements and practices that are not aviation authority of each EASA-member on cross-border air traffic procedures consistent with SARPS. Sometimes they country, while aviation security is the to embrace most of its member nations’ do, and sometimes they don’t. domain of the European Commission, “the aviation safety and security rules. English is the international language [European Union’s] politically independent ICAO produces Standards and of aviation—ICAO says so—but the United executive arm [that] is alone responsible Recommended Practices (SARPS), along Nations generally, and ICAO in particular, for drawing up proposals for new Euro- with many other technical and adviso- conduct their official business in English pean legislation, and…implements the ry documents. SARPS are not laws or and five other languages: Arabic, Chinese, decisions of the European Parliament and regulations; they are strong recommen- French, Russian, and Spanish. the Council of the EU.” dations from ICAO addressed to the ICAO is essential to modern civil In the post-Brexit United Kingdom, as countries that are ICAO members. ICAO aviation. Even so, as an aviator or provider in the rest of the world outside of the EU, has no authority to force countries, of aviation products or services, your avi- aviation is controlled by the countries’ companies, or individuals to comply ation activities are governed by applicable aviation authorities and conducted largely with SARPS. Most countries mostly do national laws and regulations. Continued on Page 63

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January 2021 | Piper Flyer • 25 RENOVATING AN INTERIOR PART EIGHTEEN In-Flight Fires

Aircraft interiors expert DENNIS WOLTER describes the most common causes of in-flight cabin fires, and the best strategies and materials to use in your interior renovation to reduce the chance of encountering this dangerous situation.

t this point in our journey able landing gear will often have flammable through renovating your 5606 hydraulic fluid pooling in their bellies. Piper interior, I think we are It is important to clean the bellies of these at a good place for a discus- now not-so-young airplanes and check the sion on the important safety condition and age of the actuator seals, Aissue of in-flight cabin fires. Fabricating and fittings, and old hoses. installing a new interior presents a great Years of avionics installations can result opportunity to make your aircraft’s interior in old, abandoned wiring being left in the part of the fire suppression system. rather airplane. Add excessively long harnesses than the fire support system. and old circuit breakers and you have a This month, we will discuss ways to wiring mess that can be a troubleshooting identify and correct some possible contrib- nightmare, as well as a potential electrical uting causes of a cabin fire; and methods to fire starter. It’s not uncommon to find an increase the ability of the pilot to manage unprotected connector that is still connect- the threat so that the event will have a good ed to an avionics buss. outcome. The specific examples included in The fix is to dive into this mess of aban- this article are conditions that we frequent- doned wiring. The photo on Page 28, mid- ly discover while going through the process dle, shows what is often removed during The flammable tar and liquid of renovating and modifying Piper interiors this cleanup process. It’s also not uncom- petroleum slurry often found below the floors of 40-plus- and instrument panels. mon to find live wires tie-wrapped to oil or year-old Piper airplanes. fuel lines. This condition clearly led to one Threat reduction of our customers having an in-flight fire. Let’s get started with reducing the An A+ live-feed wire was tie-wrapped to Should you ever face a similar situation, threat of fire. Since most Pipers are 40-plus the aluminum fuel-flow-gauge line. Years of at the first indication of smoke in the cabin, years old, it’s quite possible to have an ac- vibration finally wore through the insula- shut off the master switch immediately and cumulation of dirt mixed with combustible tion on the wire, and the resulting arcing initiate a plan to get the airplane safely on oil or hydraulic fluid on the belly skins, just burned through the aluminum tubing that the ground ASAP, even if an airport is not waiting for an ignition source. was supplying fuel under pressure to a fuel a realistic option. I have read many reports This hazardous stuff is below the floors flow gauge. The event ended when the pilot where the length of time from when a pilot where a fire extinguisher will have little ef- landed on a road where he and his wife calls ATC to report smoke in the cabin to fect. Pipers equipped with hydraulic retract- exited the airplane. when communication with the airplane

26 • Piper Flyer January 2021 ends is only a matter of a few minutes. Circuit protection tion-methods list is the use of inline fuses Call me crazy, but whether I fly IFR Now, let’s talk about electrical circuit hidden under the panel. We often find un- or VFR, I keep a paper sectional with my protection. Years of equipment changes, labeled fuse holders hidden behind a panel route highlighted. Whether it’s oil on the and the fact that Piper installed non-pul- which will make it difficult or impossible windshield, a rough engine, non-running lable circuit breakers in all their singles, to correct an in-flight component failure. engine, or smoke in the cabin, flat ground is means that the pilot has fewer options We once found a fuse holder stuffed full of your best friend, and a sectional is the best when dealing with an electrical fire or aluminum foil. Go figure! low-tech and immediately available source smoke in the cabin. It’s also rather common to find a circuit of that vital information. At the top of my bad-circuit-protec- breaker that is protecting more than the

January 2021 | Piper Flyer • 27 It’s important to clean the bellies of these now not-so- young airplanes and check the condition and age of the actuator seals, fittings, and Messy wiring, along with abandoned wiring, unprotected connectors, and old hoses. unidentified inline fuses. original component it was placarded to protect. When additional equipment is installed over the years, the installing technician doesn’t want to add another circuit breaker, for whatever reason. They simply connect the A+ wire for the new device to an existing breaker. This can potentially create electrical load issues, as well as confusion for a pilot when a device fails and the breaker that opens is labeled for something different. I am a big believer in pullable circuit breakers. Pullable breakers allow the pilot to better manage electrical and avionics equipment. The best way to illustrate the advantages of pullable circuit breakers is to tell a story. Years ago, I installed pullable circuit Abandoned wiring we discovered and removed when going through the process of disassembling, painting, breakers for every circuit in my airplane. and placarding a 40-year-old instrument panel. Leaving Oshkosh on an instrument flight plan, I was in the clouds when we sudden- ly had electrical-smelling smoke in the cabin. I immediately shut off the master switch, then pulled every circuit breaker in the airplane. I next turned the battery switch on; no smoke came back, and no unusual load appeared on the amp meter. This indicated to me that all was well from the alternator through the battery to the main buss. I then turned on the radio master switch and reset the breaker for my navcom radio and my transponder, leaving all other breakers pulled off. I called ATC, told them of my problem, and asked to be vectored to the nearest VFR airport. Once on the ground, I pulled every radio out of its dust cover and found that the No.2 com radio had severe scorch marks The four most common circuit protection devices used in light aircraft. on the bottom of the dust cover. With the issue identified, we flew home VFR with a

28 • Piper Flyer January 2021 functioning No.1 navcom and a transponder. Having pullable breakers allowed me to shut off all electrical circuits, confirm that power was getting to the main and avionics busses, and reset the two breakers to com- municate and safely land the airplane. I sent out the offending radio to Narco for repair, and all was good. The next time your airplane is in the avionics shop, ask them to evaluate the integrity of your circuit breakers and the wiring behind your instrument and circuit breaker panels. Pay attention to the service life of hoses. I replaced every timed-out hose in You might be surprised at what they find. I my personal airplane with an orange, fire-sleeved, extended-life hose shown in definitely like my pullable breakers. this photo. “Extra life, extra safety.”

Pressure hoses One often-overlooked fire safety issue is old, long-outdated pressure hoses. Keep critical systems clean. Every flex hose that carries fuel, hydrau- Dirt can hide a serious problem. lic fluid, and oil has an in-service life limit. Being in the business of renovating airplanes, I’ve had the opportunity to fly many different makes and models of customers’ airplanes. Cool deal…well, sort of. Flying an airplane that you know little about can have its downside, and that leads me to my next story. About 10 years ago, I was bringing a customer’s freshly painted airplane to Air Mod from the paint shop in Cadiz, Ohio. While on letdown into Clermont County Airport (I69), my home field, I began to smell fuel. I quickly noticed fuel dripping from under the right side of the instrument panel and right on to, you guessed it, the circuit breakers. I instantly shut off the battery switch, put the fire bottle on the co-pilot seat, and A corrosion-induced hole found in an aluminum fuel line located deep in the manually extended the landing gear before I filthy complexity of fuel lines seen in the previous photo. got into the pattern at Clermont County. When the airplane was safely in our hangar, I removed the glareshield and easily found the problem. A rubber fuel pressure hose that ran from the firewall to the fuel flow gauge on the panel looked to be quite old. I turned on the fuel boost pump with the mixture in the full rich position, and the hose began to swell slightly. Fuel was passing right through the old rubber. I then looked at the date on the man- ufacturer’s certification tag on the hose. It said 1956; the hose was 50-plus years old at the time. I said a little prayer of thanks and installed a new hose. As soon as you think you’ve seen it all, something comes along

January 2021 | Piper Flyer • 29 that makes you realize that you’re just getting started! Now, when we get behind an instrument panel, I always check the condition and age of hoses, including pitot-static system components. Lots of potentially critical stuff behind old instrument panels falls victim to the old out-of-sight, out-of- mind syndrome. 1956…really? Sometimes a serious in-flight fire can be Combustible foam and cardboard side panels, covered due to dirt that hides the deterioration of with non-flame-retardant vinyl, used in the first 30- an important component. A clean airplane plus years of Cherokee through Seneca production. is a safer airplane.

Self-extinguishing interior materials Let’s move on to interior safety enhancements, with respect to self-extinguishing modern aircraft interior materials. Foam, insulation, leather, fabric, and even vinyl are manufactured to pass FAR Part 25.853a, Appendix F, Part 1(a),(1),(i). What conformity to that long Fed- eral Aviation Regulation means is that a material has been tested and passes the standards of this FAR; it can be relied on to self-extinguish if exposed to a flame source as specified in the regulation. Interiors properly fabricated using approved materials will be a major part of fire FAA-approved flame- retardant insulation will suppression, instead of fire support. These not support the ignition Part 25-approved materials will not burn, or spread of a cabin fire. and will greatly inhibit the spread of a cabin fire. This is of particular benefit when a fire is located behind a side panel or below a floorboard where a fire extinguisher will have little or no effect. Household water heater wrapping used as insulation. Over the years, I’ve known two of our A picture is worth a thousand words. customers who experienced an in-flight cabin fire. Both customers called me after- ward and stated that they believe that the approved materials we used were a major reason that their frightening experience had a safe outcome. Double-check logbook entries describing any previous interior installations. If you are purchasing an airplane, give serious consideration to verifying that all interior components comply with FAR 25.853a. You can’t write the check on the way down. For the first 30-plus years of Cherokee through Seneca production, Piper fabricated side panels using combustible foam and cardboard, covered with combustible vinyl

30 • Piper Flyer January 2021 Aero Design AircrAft services the restorAtion experts and fabric. Replace these side panels with www.AeroDesignconcepts.com ones fabricated using 0.020-inch aircraft aluminum, upholstered with approved You Don’t hAve to buY A new plAne to flY one flame-retardant foam and finish materials. mAintenAnce | interiors | refinishing They will fit much better, are more durable, cAll the restorAtion experts and, most importantly, will not burn. 413-568-7300 Fire extinguishers and 112 Airport roAD, bArnes Airport, westfielD, mA 01085 smoke hoods No in-flight cabin fire discussion would be complete without talking about fire extinguishers. Here’s a low-cost, effective preventive item that we still find either missing or outdated in too many of the airplanes we work on. If yours is an old dry-chemical fire bottle, consider replacing it with a modern Halon bottle. Those old dry-chemical extinguishers present two problems. First, when discharged in an airplane cabin, the dry chemical creates a cloud of vision-limit- ing, hard-to-breathe stuff. Second, the dry chemical material will cause corrosion on electrical parts, electronic components, and instruments. Buying a Halon bottle is one of the most cost-effective safety enhancements you can invest in. One final note, for those who operate a pressurized airplane. Because you are flying at high altitudes and it will take more time to get the airplane on the ground, consider the purchase of a smoke hood, sold under the trade name of iEvac. When minutes count, this hood can make all the difference. Until next time, fly safe!

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

RESOURCESRESOURCES

Smoke Hoods Elmridge Protection Products LLC elmridgeprotection.com

January 2021 | Piper Flyer • 31 Wing Spar Inspection AD Airworthiness Directive 2020-24-05 requires corrosion inspections of Piper PA-28 and PA-32 inner wing spar areas. By Steve Ells

new Airworthiness Directive (AD), 2020-24-05, was pub- An online search shows that Piper Part No. 765-106V kits are lished and distributed on Nov. 22, 2020. available. Cost for the kit, which includes parts to install these A The AD applies to Piper PA-28 and PA-32 series sin- inspection panels in both wings, is just over $200. gle-engine aircraft and mandates a visual inspection for corrosion Note: The AD does not mandate the installation of the 765- in the wing root area of the left and right wing spars between wing 106V inspection panel kit. station (WS) 24.24 and 49.25. Piper Flyer contributing editor Scott Kinney described install- The AD becomes effective Dec. 28, 2020. ing the 765-106V kit and SB 1304 compliance in “Checking for The AD must be complied within the next 100 hours time-in- Main Wing Spar Corrosion in Cherokees,” linked in Resources. I’ve service (TIS) or within 12 months after Dec. 28, 2020, whichever also linked a video that can help readers see where the inspection occurs first. The inspection must also be conducted thereafter at panels in SB 1304A are installed, as well as showing the area that intervals not exceeding seven years. the new AD applies to. After the inspection is complete, apply corrosion-preventive Inspection procedure compounds by following the steps in Part III of Piper SB 1304A. Clean the area prior to the inspection. Here is the inspection If corrosion is found, it must be removed, then the affected procedure as outlined in the AD: component must be measured to determine if there is sufficient (1) Gain visual access to the inspection area by complying with structure to continue airworthiness. either paragraph (g)(1)(i), (ii), (iii), or (iv) of this AD. (i) Remove existing wing inspection access panels and fairings. IMPORTANT (ii) Install Inspection Access Hole Kit part number 765-106V, and This article describes work that may need to be then remove the wing inspection access panels and fairings. performed/supervised by a certificated aviation (iii) Access the inspection area during concurrent maintenance maintenance technician. Know your FAR/AIM and check with your mechanic before starting any work. such as a wing tank removal, wing removal, or wing skin repair. (iv) Use a lighted borescope capable of 10X or higher power magnification display through existing access points (e.g., wing root Steve Ells has been an A&P/IA for 45 years and is a commercial fairing, landing gear panels, internal lightening holes, or other access pilot with instrument and multi-engine ratings. Ells also loves points depending on model). utility and bush-style airplanes and operations. He served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells (2) Identify the wing spar configuration for your airplane in Aviation (EllsAviation.com) and the proud owner of a 1960 Piper accordance with table 1 and figure 2 (sheets 1 and 2) in Part I Wing Comanche. He lives in Templeton, California. Send questions Spar Inspection of Piper SB No. 1304A. Visually inspect each spar and comments to [email protected]. component for evidence of corrosion, including irregularities such as blisters, flakes, chips, lumps, bulging skin, and missing rivets. RESOURCESRESOURCES

Piper Service Bulletin 1304A “Checking for Main Wing Spar Corrosion in Cherokees” This service bulletin is titled “Main Wing Spar Inspection,” and by Scott Kinney provides guidance on the inspection details and instructions on tinyurl.com/SB1304 installing an access panel if there is not one in the bottom wing panel located aft of the main spar, to provide access to the aft Piper Wing Spar Video inboard section of the left and right main wing spars. tinyurl.com/SB1304Video

32 • Piper Flyer January 2021 January 2021 | Piper Flyer • 33 Chuck Tippett and his Piper L-4. Chuck’s airshow boots honor Army aviation’s cavalry heritage.

34 • Piper Flyer January 2021 A military derivative of the Piper Cub, more than 5,000 Piper L-4 Grasshoppers were produced. Several surviving L-4s were set to participate in a flyover of Washington D.C. in late 2020, but the weather had other plans.

By Joseph Corrao (text and photos unless otherwise noted)

January 2021 | Piper Flyer • 35 Lead pilot Chuck Tippett, left, briefs wingmen Joe Bender, center, and Jeremy De Bona on the day’s warbird practice sortie. All three are airshow performers. The mission is formation and route practice; no hammerheads or lomcevaks today.

The L-4’s wing struts cannot be used to aid entry.

36 • Piper Flyer January 2021 he storm of war broke quickly over Europe in 1940. On Dec. 29 of that year, President Franklin Delano Roosevelt appealed to TAmericans, many wary of involvement in “Europe’s war.” Roosevelt implored the American people to produce “planes and ships and guns and shells” to aid Great Brit- ain against ferocious Nazi attacks, and to Joel Denning prepares to prop-start Chuck prepare for the defense of America’s shores Tippett’s L-4 while Chuck maintains eye con- should Great Britain fall. tact, heels on brakes, left hand on the throttle, In FDR’s words, “We must be the great and right hand on the magneto switch. arsenal of democracy. For us, this is an emergency as serious as war itself. We must apply ourselves to our task with the same resolution, the same sense of urgency, the same spirit of patriotism and sacrifice as we Rolling on Runway 4 at Culpeper. would show were we at war.” Chuck hugs the right to make way for Piper Aircraft Corp., formed in 1937 two trailing L-4s in the formation. after W.T. Piper’s buyout and reorganiza- tion of the Taylor Aircraft Co., responded soon after FDR’s speech when the U.S. Army sought an aerial observation plane with STOL capabilities. Piper fielded four J-3 Cubs with enlarged greenhouses as YO-59 test and evaluation units. The Army liked them, purchasing an initial lot of 40, operation- ally designated as the O-59. The O-59 was soon upgraded to the more capable O-59A, and shortly thereafter, it was redesignated the L-4 in respect of its battlefield liaison role. Piper eventually manufactured over 5,000 L-4 Grasshoppers.

The Arsenal of Democracy L-4 Serial No. 14028 was produced L-4 and pilot are happy in the air, by Piper in 1945. Today, Virginia-based where there’s work to be done. airshow performer and CFI, Chuck Tippett owns 14028. Together with wingmen and fellow L-4 pilots Joe Bender and Jeremy De Bona, Chuck puts the Grasshopper through its paces with The Flying Circus of Bealeton, Virginia, every decent-weather Sunday from the beginning of May through the end of October. Chuck, Joe, and Jeremy were tapped to lead the Arsenal of Democracy formation of World War II warbirds flying over Wash- ington D.C., in late September 2020. The flyover, to commemorate the 75th anniversary of the end of WWII, was scrubbed at the last minute due to low ceilings, but not

January 2021 | Piper Flyer • 37 What’s in a Name, Grasshopper?

After his split with W.T. Piper—noncompete agreements not having been then what they are now—C.G. Taylor formed another Taylor Aircraft Co. In 1939, this company, by then known as the Taylorcraft Aviation Corp., before the trio flew one last practice sortie out offered its own plane, the YO-57, to the Army. The Army liked it, too, initial- of northern Virginia’s Culpeper Regional Airport ly designating it O-57 and subsequently L-2. (KCJR). Piper Flyer got to ride along. The Taylorcraft L-2 is quite similar to the Piper L-4; no surprise inasmuch The Arsenal of Democracy Flyover flight as both were derived from Taylor designs. The Army assured confusion by plan called for warbirds to launch from both naming them both Grasshopper. The accompanying table shows that, while Culpeper and Manassas Regional Airport the two types’ specifications are slightly different, in appearance the two (KHEF), also in northern Virginia. Larger planes are easily mistaken for one another. The easy distinction is the L-4’s warbirds, such as the B-17 Sentimental Jour- characteristically notched Piper Cub rudder. ney and the B-29s Doc and FIFI, would use 6,200-foot-long Runway 16L/34R in Manassas Comparing the Piper L-4 Grasshopper and Taylorcraft L-2 Grasshopper with smaller craft, including the L-4s, operating from Culpeper’s 5,000-foot Runway 4/22. In the Piper L-4 Taylorcraft L-2 flyover, 70 warbirds representing 26 different Powerplant Continental O-170-3 Continental O-170-3 types were to take off from the two airports in a flat-four 65 hp flat-four 65 hp specific sequence by type, hold in type-specific formations over visual reference points, and Length 22.01 feet 22.75 feet then proceed en route at timed intervals and low altitudes to overfly the National Mall in the Height 6.66 feet 6.6 feet heart of Washington. Wingspan 35.25 feet 35.45 feet Airborne in the L-4 Sizing me up, Chuck directs me to take Empty Weight 730 pounds 875 pounds the L-4’s rear seat. He assures me I’ll be more comfortable there than in the lesser confines of Max Gross Weight 1,219 pounds 1,300 pounds the front. Chuck has instructed over 100 L-4 students from the front, so he’s quite at home there. Useful Load 489 pounds 425 pounds As anyone who has ever climbed into the back seat of a Cub knows—and those over 18 Airfoil U.S.A. 35B NACA 23012 appreciate—the opportunity rewards flexibil- (upper ordinates ity. Entry is not eased by the fact that the L-4’s increased by 4%) wing struts are not to be used as steps. Chuck throws a leg over the cockpit rim and slides Max Cruise 85 mph 92 mph in as nimbly as a cavalry officer mounting a favorite horse. It takes me a little longer. I’m Stall 38 mph 45 mph power-off sure it’s the boots. 43 mph power-on Once inside, the space is snug but not uncomfortable for a 6-footer of moderate Service Ceiling 9,301 feet 12,000 feet girth. Chuck, a man constantly in motion, has preflighted the L-4 at least three times that I’ve Armament None None seen so far today, most recently while I negotiat- ed my way in. After a fourth check of the plane’s handful of gauges and switches, Chuck asks fellow L-4 owner Joel Denning to pull the prop through. Then, with coordinated communication and grace born of practice, Chuck snaps the mags on, Joel pulls the prop one more time, and the L-4 comes to life. Chuck likes to fly his L-4 with the door and windows open. Prop wash sets up a surprising buffet in the back seat, a touch more noticeable Piper L-4 Grasshopper. Taylorcraft L-2 Grasshopper. when the L-4 is idling than on a naked motorcy- Photo by Jakub Hałun Photo by RBaldwi3 via commons.wikimedia.org via commons.wikimedia.org cle I once rode at 100 mph. As on the bike, the buffet eases when the Grasshopper accelerates. I am happy for my flight jacket.

38 • Piper Flyer January 2021 Piper L-4s in formation over northern Virginia.

January 2021 | Piper Flyer • 39 Flight lead Chuck Tippett directs his two wingmen to take up positions on his right.

Chuck taxies out, followed by Joe at positions of his two wingmen. From the panoramic the controls of Joel’s plane and Jeremy Like its progenitor the Piper Cub, piloting the third L-4, Ta-Chingo, owned the standard L-4 offered the power of 65 L-4 greenhouses, by airshow performer and Harrier jump- horses channeled through a Continental jet pilot Art Nalls. After a brief, uneventful O-170 flat-four engine. (Continental used more communication runup, the flight of three L-4s, callsign the O-170 designation for military aircraft takes place among Patrol 1, takes Culpeper’s Runway 4 for a engines. The corresponding civilian model formation departure. was the A65. —Ed.) Chuck’s has been these seasoned Breaking ground brings a change of elevated to 85 hp; he holds the throttle visage. Chuck’s head is on a constant swiv- back a bit because his wingmen’s L-4s airshow pilots using el, looking for traffic and monitoring the are stock. gestures than speech, although all three planes are fitted with portable radios.

The L-4 was delivered with a standard Cub panel, exactly a fistful of gauges if you count the oil temperature and oil pressure indicators in a single socket as one gauge. Equipped with tachometer, airspeed • Third Largest US Fly-In & Expo • Aviation Education & Forums indicator, whiskey compass, altimeter, • 30K+ Attendees • Ultralight Landing Strip plus the aforementioned oil temp and pressure, L-4s are meant to be flown with • Aviation Vendor Focus • Aircraft Rides eyes outside. •Sponsorship Opportunities • Youth Activities Our flight plan calls for transiting at •12k sq ft Indoor Exhibit • Aviation Scholarship Opportunities 2,000 feet msl. Chuck says he feels out of place that high in the L-4, about 1,500 feet • Large Outdoor Exhibit Area • Personal Aircraft Sales Area agl in the area around Culpeper. He once • Attractive Exhibit Pricing • RV Parking & Camping flew an L-4 from Montana to Virginia while never going above 500 feet agl. Feb 11 - Fly-in / Competition / Vendor Setup Today’s practice includes a ground Feb 12 - Fly-in / Expo / Kids’ Field Trips NEW 4 DAY stop at Warrenton-Fauquier Airport Feb 13 - Fly-in / Expo / Air Fair / Air Show Feb 14 - Fly-in / Expo / Air Fair / Air Show (KHWY) in Warrenton, Virginia. The L-4s SCHEDULE will wait here, together with separate flights of two Stinson L-5 Sentinels and For more information visit: seven Boeing Model 75 Stearmans, while www.copperstate.org larger, faster warbirds form up over visual

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January 2021 | Piper Flyer • 41 holding points in the area for practice and return to Culpeper. airspace, the Washington Special Flight photo shoots. In the lead pilot’s debrief at Culpep- Rules Area, and the no-fly zones around After about an hour, the word is given er that afternoon, air boss Mike Ginter both the U.S. Capitol and the White House. by the air boss via telephone: time to pronounces the day’s practice sortie a Complex negotiations with the FAA, Secret head home. success. Representatives of FAA’s Potomac Service, TSA, and others were necessary to From the panoramic L-4 greenhouses, TRACON are “ecstatic” at how smooth- secure permission for 70 privately owned more communication takes place among ly and professionally the 70 warbirds and operated warplanes to penetrate this these seasoned airshow pilots using operated in the densely used and uniquely highly protected airspace. gestures than speech, although all three restricted airspace around Washington. Those talks, led by Pete Bunce, presi- planes are fitted with portable radios. dent and chief executive officer of the Gen- Chuck monitors traffic and makes position Go or no-go? eral Aviation Manufacturers Association, calls on his radio while using gestures to The Arsenal of Democracy Flyover settled on Friday, Sept. 25, for the event direct his wingmen to take up positions for route penetrates the Washington Class B and Sept. 26 as the rain date.

42 • Piper Flyer January 2021 At dawn, three Piper L-4s, group callsign Patrol 1, await word to lead the Arsenal of Democracy Flyover of Washington D.C., commemorating the 75th anniversary of the end of WWII.

Sept. 25 dawned much like D-Day. Low An AIRMET for IFR conditions hung overcast blanketed the planned route over the northern Virginia area, and im- with fog and drizzle in D.C.’s northern provement was not forecast until early af- Virginia suburbs. Hopes for improvement ternoon, several hours after all the delicate were not met. The engines of more than interagency planning would evaporate. 60 warbirds were idling on the Culpeper By 7:30 a.m., Culpeper’s ceiling had and Manassas flight lines, and the Stea- lifted to near 800 feet—not enough— rman flight of seven had just launched and D.C.’s had fallen to 400. The mission when air boss Mike Ginter’s call to scrub was scrubbed. was announced. Warbirds have commitments to other Participants took the delay in stride. events, and federal agencies do not turn Pilots and crews were eager for a new on a dime. There would be no rescheduling opportunity the following day; only one this year. pilot was forced to bow out due to prior Discussions are underway for the commitments. Pete Bunce was, to use the Arsenal of Democracy 80th Anniversary Washington phrase, “cautiously optimis- Washington D.C. Flyover in 2025. As in tic,” noting that the forecast for the next 1941, Piper’s first warbird, the enduring day, while not great, called for gradual L-4, will be ready to lead once again. improvement. One pilot noted that the weather had come in earlier than expected Joseph Corrao is a country boy who Friday morning; maybe it would improve grew up wondering where the airplanes earlier than forecast on Saturday. that passed overhead came from, where At 6:45 Saturday morning, almost all they were going, and how they stayed parameters were a go for the flyover: vis- up there. In the subsequent years, he ibility was greater than 10 miles at Cul- became an aviation lawyer, aviation writ- peper and 8 miles over Ronald Reagan er and magazine editor, aviation trade Washington National Airport (KDCA) association executive, 30-year private in Washington. Winds were out of the pilot, and the owner of an excellent 1966 north at 3 to 6 knots. But low clouds, the Cherokee that just keeps getting better. remnants of Tropical Storm Beta, set the He’s still working on exactly how it stays ceiling at 600 feet in Culpeper and 700 up there. Send questions or comments feet in Washington. to [email protected].

January 2021 | Piper Flyer • 43 Time Flies…Like an Arrow Part 4 After months in the avionics shop and a few unplanned delays, ROBERT MARKS finally takes his 1979 PA-28RT-201T Turbo Arrow IV for a two-week trip around the American West.

(“Time Flies…Like an Arrow, Part 1, Part 2, and Part 3 appeared in the September, October, and November 2020 issues of Piper Flyer. —Ed.)

s any owner who has had major work done on an aircraft knows, Ait is a labor of love. And by love, I mean lots of misdirected frustration, anger, impatience, disappointment, jeal- ousy, miscommunication, assumptions, setbacks, floods, and locusts. Over the last three installments, I think I’ve covered that in enough detail to be single-handedly responsible for the Prozac shortage in this country. Part 3 ended with a successful test flight and getting the airplane back in the hangar, on time for a long-planned flying vacation from San Diego to much of the western United States. While the initial flight went well, I was a little concerned about taking our “new” airplane out on a two-week flying trip so soon after such a major upgrade. The engine was fine, as was the airframe, but all that new gee-whiz stuff that was installed…it was like starting the college semester with new room- mates. Would this work? Or am I going to end up with obscene pictures drawn on my face. (Sorry, flashback. Just ignore that last part.) John Dors, the owner of Instru- ment Overhaul, the shop I used for the upgrade, gave me his direct contact number a couple of days before we left, telling me to call him any time day or night if a problem surfaced with the panel. It’s pretty cool to have a shop that has your back like that. I

44 • Piper Flyer January 2021 thanked him, we bumped elbows, and Departure I had spent several months flight it was off to new places and people in The morning of our departure was planning the route and had a catalog our magic carpet, brought to you by classic July San Diego weather. I woke set up in ForeFlight. While waiting for Garmin and Wallet. to a marine layer about 1,500 feet thick, the skies to clear, I hooked up the GPU After listening to my sad, dreary story but forecast to burn off fairly quickly as and switched on the avionics. I began over the last few months, I owe it to you the morning wore on. We used the time manually entering flight plans into the to balance that out here with our first to pack up the plane at a leisurely pace, GNX375, when I accidentally hit the adventure installment of “Pretty Piper and pulled her out of her nest in our ForeFlight “Send” button on the Flight and the New Panel.” little-used corner of Hangarville, USA. Plan window. A button popped up that Photo courtesy IllumiGraphic-Gary Buzel Studios Buzel IllumiGraphic-Gary courtesy Photo

January 2021 | Piper Flyer • 45 Chewelah, Washington (1S9).

46 • Piper Flyer January 2021 said, “Send to Panel.” Really? I didn’t An aluminum time machine Exploring the West know Foreflight had an embassy in the As we flew up toward central Cali- Over the next few days, we flew up to 375. The message alert flashed, and fornia, somewhere along the way, the Seattle and then out to Chewelah (1S9), bingo! Flight plan sent straight into airplane became a time machine. I was north of Spokane, Washington. Coming the navigator! Oh, this trip is starting flying through the airspace I first worked into the runway through a notch in the out great! as an air traffic controller in the 1980s. forest was actually quite fun! From there, The first leg of our journey was The frequencies came back unprompted we went onward to Cody, Wyoming, San Diego to Redding, California. for L.A. Center and Bakersfield Approach, where we saw the Center of the West mu- This would be a major test of all the although unused by me for over 20 years. seums and met some wonderful people. new systems, hydration management, We continued north, passing Lemoore, We used Cody as our staging point to and bladder stretching. The weather California, where I would clear fighters do a round-robin tour of Mount Rush- opened up enough for us to make a via TIGER, HAWKK, and down to 16,000. more, the Crazy Horse Memorial, and VFR departure, and off we went. It was Devils Tower. Sites I thought I’d never a normal takeoff and climbout straight see, from a perspective most people will ahead to the coastline, 4,500 feet msl never see, were all made possible by this initial altitude. Now it was time to see magnificent flying machine. Ellsworth what else I paid for. While the initial Approach, thank you for your help and flight went well, assistance on our tour! Playing with the new toys Now, maybe I’m biased, but one thing I learned to fly back in the late 1970s. I was a little that really impressed me and reinforces Autopilots in light GA aircraft were not to my feeling that our government can do be trusted back then. I had flown a total concerned about some things much better than us individ- of about five hours on autopilot. It felt ually is ATC. like I was cheating. I wasn’t really flying if taking our “new” On the way back to Seattle from Cody I used the autopilot, right? at 10,500 feet msl, there is an extended Nevertheless, after a few minutes, airplane out on a section where VFR aircraft at that alti- I looked at the GFC500, its NAV and two-week flying tude and below are out of radar contact. VNAV buttons trying to convince me to We had filed a flight plan and had radar come over to the Dark Side. The flight trip so soon after flight following, but the controller took plan was loaded, the aircraft trimmed, down our information and gave us the and I was off course just enough to give such a major frequency about a hundred miles ahead. it a tryout. We still had a thousand feet If we didn’t pop back up on their radar to go. Maybe I should see if it can cap- upgrade. or otherwise contact them, they would ture the altitude with short notice. come looking for us. That is Service with I pushed the AP button, and let go. the capital S. (Pro tip: ATC does not have New little bars appeared on my PFD, The time warp took me back even fur- routine access to full flight plan informa- and the make-believe airplane followed ther as we flew by Sacramento and off to tion you file with Leidos.) them like a lost puppy. With 200 feet to our right was Beale Air Force Base, where The day was beautiful, clear, and the go, a reassuring “ding” sounded from the my father was stationed back in 1962. I air was still as we left Pullman, Washing- panel, and I saw the beginnings of trim was transported back to our old house in ton, for Paine Field (KPAE), in Everett, down on the wheel between the seats. Marysville, California, and remembered Washington, north of Seattle. Off to our The airplane settled in, dead on course a Christmas lost in memory when I was left was Mount Rainier, majestically and altitude. just 4 years old. I could literally smell the watching over the rest of the range and SoCal TRACON, my alma mater, tree, and vividly recalled my 23-year-old keeping an especially close eye on Seattle. cleared us through Class B, and up we uncle taking my new trike for its first ride The weather around the mountain was went to 10,500 feet. The autopilot dutiful- down the hallway. I saw the base housing calm with no reports of turbulence, so my ly kept climbing to the new altitude with- we lived in for a time, on Echo Way, a new best friend the Garmin GFC500 took out a hiccup, and with the Los Angeles street name I had forgotten until then. us there on a whim re-route, just because Class B no longer a factor, I entered direct I was unceremoniously ripped away we wanted to. to some intersection a couple of hundred from Memory Lane by ATC giving me a Flying around the shoulders of the miles away. As crisp as a recruit’s salute frequency change back to the present. white, snow-wrapped giant was breath- to an angry drill instructor, the plane Redding appeared ahead, and after the taking. We did one orbit, and off to land turned and climbed, needles centered. GFC500 logged about four hours, it was at Paine. Wow. 42 years of severe autopilot ice my airplane again to land. We took a The next day, three family passengers melted off me in about five minutes. This break, fueled up, and left for Olympia, and I took off and flew to the San Juan is choice. Washington. The airplane was flawless. Islands for a fishing charter out of Friday

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Mount Rushmore

Harbor, Washington. We flew back to saddened me. Paine with fresh fish and crab that my By now, we had flown well over passengers caught. Me? I got skunked 3,500 miles on our trip, and I had about on the fishing and my crab pot got 30 hours total with the new panel. This poached. Some days you’re the wind- immersive training (after getting the shield, some days, the bug. basics down enough to be safe) was the way for me to do it. Homeward bound We flew back the next day down the Lighting the way coast to Reid-Hillview Airport (KRHV), The last part of the upgrade to the in San Jose, California. We stayed over- plane was the addition of AeroLEDs night with a friend I met through our lighting and Knots2U wingtips. I’ll tell ownership of the finest single-engine you why I decided to add these at the airplane ever made, the T-tail PA-28RT- last minute. 201T Turbo Arrow IV. A favorite treat for me many years He mentored me on the panel back was night flying. Aside from the upgrade and was indispensably helpful normal ache-and-pain reminders of as the process dragged out. I found out aging, about 15 years ago I started to he may have to sell his Arrow with the notice while driving that the nighttime economic downturn, and that greatly world was not quite as clear as it used

January 2021 | Piper Flyer • 49 THINK Sites I thought I’d never see, from a BRIGHT. perspective most people will never WE DO. see, were all made possible by this magnificent flying machine. SunSpot™ Series to be. More carrots? Vitamin supple- gave the airframe—and me—new life. ments? Am I going blind? A quick talk So, back to the last leg of our trip. with my doctor revealed only mild A quick stop to visit family in Hemet, age-related hypochondria. California, then a short nighttime hop From about age 30-60, night back to San Diego, where Pretty Piper, vision sensitivity drops 30%-40%. bumbling pilot, and very competent It explains why food servers many passenger/first officer are based. I times carry flashlights in what, to turned final and switched the landing me, are dimly lit restaurants. lights on…burn rubber off the run- I had stopped flying at night years way…land, taxi, park. We’d arrived back before, as the illumination from in- home, squawk-free, and on schedule. candescent lights just wasn’t enough And this, to me, was the end of our that I felt comfortable. Add in the fact upgrade project. that I’ve had several just burn out on (Ooooooh, wait! Maybe there’s me without so much as a goodbye, and more! Merlyns and speed mods, and natural aging removed me from the props, oh my!) night market. I felt that after all this work on the Robert Marks has been a pilot for panel was done, the airplane’s capabil- over 40 years and holds a commercial ity would be limited by my aging eyes. multi-engine certificate and instrument For all of you out there in the category rating. He is a retired air traffic control- I’m in, I’ve found that along with the ler, and currently works as a writer, pro- • Aviation Consumer - passage of time came some dramat- ducer, and director for King Schools. His home airport is Montgomery-Gibbs TOP PICK ic improvements in the reliability, brightness, and life of aircraft landing Executive Airport (KMYF), in San Diego, • Easy drop-in replacement lights. The three AeroLEDs Sunspots California. Send questions or comment • Available with built-in pulse (WigWag) would add 33,000 lumens of eyeball to [email protected]. age reduction, avoid interfering with • 5500 – 6500 Kelvin color temperature magnetometer operation, and might RESOURCES • Optimum balance of lumens and even restore this old pilot to the night skies once more. candela for maximum performance PFA SUPPORTERS Taking my CFI with me, up we went • 30,000+ hour MTBF for our three full-stop landings. Adver- AeroLEDs • PMA and STC approved tised brightness meant nothing to me; aeroleds.com • 5-year warranty let me see it. I settled in on a quar- ter-mile final and “click.” My memory Garmin Ltd. was expecting to see a bobbing, dim garmin.com yellowish light that would at least let me see what I hit as I hit it. But I was Knots2U stunned to see an actual photon vista 208.850.3294 open underneath us; great illumination knots2u.com [email protected] at 400 yards, and near-daylight intensi- OTHER RESOURCES www.AeroLEDs.com ty for 200 yards. My confidence came back almost Instrument Overhaul of San Diego DESIGNED AND MANUFACTURED IN instantly. The new lights and wingtips instrumentoverhaul.com

50 • Piper Flyer January 2021 Mount Rainier

January 2021 | Piper Flyer • 51 PRESS RELEASES January 2021 *Compiled from press releases

EAA TEAMING WITH MICROSOFT FLIGHT SIMULATOR TO PROVIDE SCHOLARSHIPS, EDUCATION RESOURCES Students, EAA chapters to benefit with newest version of Microsoft Flight Simulator

OSHKOSH, Nov. 19, 2020—EAA and Microsoft are teaming up purchasing their own copy of the newest Microsoft Flight Simula- to provide flight training scholarships and education resources tor software.” throughout the country in conjunction with the release of the new Along with the youth outreach, Microsoft will be supplying edition of the legendary Microsoft Flight Simulator software. a limited number of Microsoft Flight Simulator copies to EAA EAA and Microsoft have committed to establishing three chapters that have facilities to use it as part of pilot training and Microsoft Flight Simulator Scholarships for each of the next three proficiency. This outreach will be administered through the EAA years, giving young aviation enthusiasts the opportunity to move chapter office. from virtual flight via simulators to the real thing. In addition, “We are very excited to partner with the EAA. Their passion for Microsoft will provide copies of the new Microsoft Flight Simula- aviation is unmatched and their focus on inspiring the next gener- tor to EAA’s current youth flight training scholarship recipients, ation of pilots via the Young Eagles program is a perfect real-world including the Ray Aviation Scholarship students, for the next three counterpart to what we hope to achieve with our new Microsoft years, as well as offer discounts on the new edition of Microsoft Flight Simulator,” said Jorg Neumann, head of Microsoft Flight Flight Simulator to all EAA members. Simulator. “The newly established Microsoft Flight Simulator “Microsoft Flight Simulator has given countless people the ex- scholarships are a great way to engage with the EAA community perience of virtual flight over the past four decades, and we know and we hope to attend Oshkosh 2021 to further show our commit- many pilots today got their starts with Microsoft Flight Simulator ment to aviation and the EAA community.” and have used it to keep their skills sharp when they can’t be in EAA and Microsoft have teamed on various projects over the the cockpit themselves,” said Rick Larsen, EAA’s vice president of past 30 years, including exclusive software that recreated the communities and member programming. “Teaming with Micro- Wright brothers’ first flights at Kitty Hawk as part of EAA’s Count- soft to provide the newest version of Microsoft Flight Simulator down to Kitty Hawk project in 2003 that celebrated the centennial to our EAA community opens wonderful possibilities, especially of powered flight. when it’s teamed with actual flight training scholarships for young For more information about EAA and its programs, call (800) people. EAA members also have a unique opportunity to save on JOIN-EAA/564-6322 or visit eaa.org.

52 • Piper Flyer January 2021 SMOOTH POWER EXPANDS TO INCLUDE LINEUP OF HARTZELL PROPELLER TOP PROP STC KITS TEXAS CITY, Texas, Nov. 19, 2020—Smooth Power LLC, master distributor for the Elec- troair line of electronic ignition products, has expanded its capabilities and recently announced it can now offer a compli- mentary lineup of Hartzell Propeller Top Prop STC kits. Darrell Pool, owner of Smooth Power, spent 35 years in the aircraft propeller overhaul and repair business before selling his shop in 2014. Not knowing exactly what he was going to do next, Pool began looking at several opportunities in multiple indus- tries when he was introduced to the folks at Electroair. An immediate relationship was formed which resulted in the creation of Smooth Power LLC. Pool admittedly did not know much about ignition systems but became a quick study and now not only supports the product—as well as having installed the product—but also uses the Electroair systems in his own leaseback aircraft. He spends a good amount of time teaching technicians about the installation of the Electroair systems, as well as troubleshooting any problems they might have either with the system or the aircraft itself. Smooth Power anticipates adding more performance-related aircraft products in the very near future. Smooth Power prides itself on being not only a distributor but also product support for the products they represent. Customers can be sure that whatever they choose to add next, they will have a solid knowledge of the product beforehand. As Pool says, “It is the way distribution used to be and the way we think it should be!” It is always nice doing business with those companies that are knowledgeable in what they represent. For more information about the company, visit smoothpowerllc.com.

AIRWARD PROVIDES KITS TO COMPLY WITH RECENT FAA WING SPAR AD

COLUMBIA, Calif., Nov. 23, 2020—The FAA recently issued take place within the next 100 hours TIS after the effective AD 2020-24-05 for Piper models PA-28-140, PA-28-150, PA- date of the AD or within the next 12 months after the ef- 28-160, PA-28-180, PA-28-235, PA-32-260, and PA-32-300 fective date of the AD, whichever occurs first. The effective airplanes. The AD was prompted by reports of corrosion date for the AD is Dec. 28, 2020. found in an area of the main wing spar not easily accessi- AirWard Inc. has specialized kits available to comply ble for inspection. It requires inspecting the left and right with this inspection. For more information about these kits, main wing spars for corrosion, and, if corrosion is found, please visit airward.com. To read the entire FAA AD, please taking all necessary corrective actions. Compliance must see the Alerts section on Page 56.

January 2021 | Piper Flyer • 53 PRESS RELEASES

Mention Code PF2021 for 5% off

AIRFORMS OFFERS GA8/GA8-TC MUD/ GRAVEL DEFLECTORS WASILLA, Alaska, Dec. 4, 2020—Air- forms has begun shipping mud and gravel deflectors for STC installation on the GippsAero GA8 and GA8-TC Airvan. Manufactured in Australia, the GA8/GA8-TC was designed to carry up to eight people into backcountry locations with minimal airstrips. Besides passenger service, they are used for a wide range of missions around the globe, including freight, sightseeing, parachuting, observation, intelligence, reconnaissance, and search and res- cue operations. Landings on dirt, gravel, or in open fields can result in FOD damage to the fuselage or empennage. Consequently, developing an STC for mudflaps made sense and Airforms went through the process. Their mudflap kits feature a high-strength steel frame for durability, powder coating to resist corrosion, mudflaps that are made from two-ply nylon-reinforced rubber for long life, and all required hardware. No drilling is required. The flaps are FAA PMA and STC approved. The STC is included free of charge with the purchase of a pair of deflectors.

54 • Piper Flyer January 2021 For information about pricing, or- dering, and shipping, visit airforms.biz, A email [email protected], or call (907) 357-8244. TUO SSTS . PIPER AIRCRAFT OPENS APPLICATION e ill elp ou Trouleshoot our Sstem! FOR 2021 APPREN- Teaching Suect At FAA ndorsed vents TICESHIP PROGRAM TUOAS PSSU F AS VERO BEACH, Dec. 4, 2020—Piper Aircraft recently announced it has OAU - A ASTATS TUOAS AAD opened the application period for the OTOS U OS AT OPATOA SPDS O OU 2021 Apprenticeship Program. The S TST A 2021 group, which will begin in August, will be the third apprenticeship class to isit Our e Site to See the S n Action begin at Piper Aircraft’s world head- “ A family operated business since 1988, including a quarters in Vero Beach. The two-year licensed A & P mechanic and commercial pilot” program includes a combination of on-the-job training as well as class- room instruction designed to qualify 1-8-84-8815 55-35-33 the participants as a Journeyman in Fa 55--1 A A Aircraft Assembly. Each apprentice is “Sensitive to your needs” a paid employee of Piper Aircraft and am pm PST on Fri www.mainturbo.com receives a full benefits package. “Sensitive to your needs” [email protected] The accredited apprenticeship program, which is conducted in coop- eration with Indian River State College, began in August 2019 and was created in response to the increasing demand for high-quality manufacturing candidates at Piper Aircraft. The first group of apprentices will graduate in the summer of 2021. The second class is currently completing their first semester of the program and are continuing to shadow skilled aircraft assembly workers and learn all aspects of fabri- cation and assembly of aircraft during the two-year initiative. Piper Aircraft will be hosting several informational sessions for prospective apprentices (parents/guardians and significant others welcome) at the Pip- er Aircraft factory in Vero Beach during the coming months. The sessions will include a brief presentation and the opportunity to meet with current apprentices as well as program coordinators. Additionally, guidance will be provided on the application process and timing. Please e-mail: apprentice@piper. com or visit piper.com for available dates and details. The 2021 application can be found on the Piper website under the Careers section.

January 2021 | Piper Flyer • 55 ASA AIRCRAFT SAFETY ALERTS

FAA Aviation Safety AIRWORTHINESS DIRECTIVE www.faa.gov/aircraft/safety/alerts/ www.gpoaccess.gov/fr/advanced.html

2020-24-05 Piper Aircraft, Inc.: Amendment 39-21335; Docket No. FAA-2017-1059; Project Identifier 2017-CE-035-AD. Performance (a) Effective Date Promised; This airworthiness directive (AD) is effective Performance Delivered! December 28, 2020. • Smoother engine operation • Increases power (b) Affected ADs • Better fuel efficiency • Reduces maintenance costs None. Factory Support: 248-674-3433 (c) Applicability This AD applies to the following Piper Aircraft, electroair.net | Sales 281-728-8732 Inc. model airplanes that are certificated in any category:

(d) Subject Joint Aircraft System Component (JASC)/Air Transport Association (ATA) of America Code 5711, Wing Spar.

(e) Unsafe Condition This AD was prompted by reports of corrosion found in an area of the main wing spar not easily accessible for inspection. The FAA is issuing this AD to detect and correct corrosion in the wing root area of the left and the right main wing spars. Corrosion of the main wing spar, if not detected and corrected, could cause the main wing spar to fail with consequent loss of control of the airplane.

(f) Compliance Comply with this AD within the compliance times specified, unless already done.

56 • Piper Flyer January 2021 (g) Inspect the Left and Right Main Wing Spars for Corrosion WhereWhere ToTo Next?Next? Within the next 100 hours time-in-service Count on Concorde Battery (TIS) after the effective date of this AD or within the next 12 months after the to get you There…and Back effective date of this AD, whichever occurs first, and thereafter at intervals not to exceed 7 years, inspect the forward and aft surfaces of the left and right main wing spars between wing station (WS) 24.24 and WS 49.25 for corrosion as follows. (1) Gain visual access to the inspection area by complying with either paragraph (g)(1) (i), (ii), (iii), or (iv) of this AD. RG24-17 (24Volt/16 Ah) RG24-11M (24Volt/11 Ah) RG-41/53 (24Volt/53 Ah) Note 1 to paragraph (g)(1) of this AD: Step 1 and figure 1 in Part I Wing Spar NEW! A higher capacity battery, RG-41/53, is Inspection of Piper Aircraft, Inc. Service now available for M500 and M600 using STC SA01050DE. Bulletin No. 1304A, August 14, 2018 (Piper Contact any worldwide Concorde Distributor. SB No. 1304A), contain instructions you may use for identifying the inspection area Premium sealed lead acid batteries built in the USA and and determining if wing access panels have respected the world over. Selected as Piper Original been installed. Equipment for superior starting and reliable performance. (i) Remove existing wing inspection access panels and fairings. (ii) Install Inspection Access Hole Kit part CONCORDEBATTERY.COM number 765-106V, and then remove the 626.813.1234 | ISO 9001 + AS9100 wing inspection access panels and fairings. (iii) Access the inspection area during concurrent maintenance such as a wing tank removal, wing removal, or wing skin repair. (iv) Use a lighted borescope capable of 10X 30,000+ FAA-PMA products, with over 30 quality brands or higher power magnification display through existing access points (e.g., wing root fairing, landing gear panels, internal lightening holes, or other access points depending on model). (2) Identify the wing spar configuration for your airplane in accordance with High Quality FAA-PMA Approved table 1 and figure 2 (sheets 1 and 2) in Flight Control Cables Push-pull Controls Part I Wing Spar Inspection of Piper SB • 4,500 cables & chains • Low-friction conduit No. 1304A. Visually inspect each spar • Stainless steel or galvanized available! • Lifetime lubrication • Sold in kits or separately • Solid metal construction component for evidence of corrosion, including irregularities such as blisters, SAVE HUNDREDS $$$ flakes, chips, lumps, bulging skin, and Our Vernier-Assist™ is FAA-PMA approved! missing rivets. • Jam-proof safety Note 2 to paragraph (g)(2) of this AD: • Precision power adjustments • Smooth friction control Paint coatings may mask the initial stages of corrosion, and faying surfaces, such as Custom We build custom door and flight control cables, riveted lap joints, may hide corrosion. Solutions: push-pull controls, cargo and seat rails, and many more!

(h) Corrective Actions (1) If any evidence of corrosion is found during any inspection required by paragraph (g) of this AD, before further www.McFarlaneAviation.com 866-988-4994 January 2021 | Piper Flyer • 57 AIRCRAFT SAFETY ALERTS

flight, remove the corrosion and determine whether the thickness of the component meets or exceeds the minimum thickness at all locations in accordance with table 2 and step 5 in Part I Wing Spar Inspection of Piper SB No. 1304A. If the thickness of the component at any location is less than the minimum thickness specified in table 2 of Part I Wing Spar Inspection of Piper SB No. 1304A, before further flight, repair the structure in accordance with a method approved by the Manager, Atlanta ACO Branch, FAA. For a repair method to be approved by the Manager, Atlanta ACO Branch, as required by this paragraph, the Manager’s approval letter must specifically refer to this AD. (2) If corrosion preventative compound was removed as part of any inspection required by paragraph (g) of this AD, before further flight, apply corrosion preventative compound by following step 1 in Part III Return to Service of Piper SB No. 1304A.

(i) Credit for Actions Done Following Previous Service Information This paragraph provides credit for the initial inspection and application of corrosion preventative compound required by paragraphs (g) and (h)(2) of this AD if you performed the inspection before the effective date of this AD using Piper Aircraft, Inc. Service Bulletin No. 1304, dated August 23, 2017, and no evidence of corrosion was found.

(j) Alternative Methods of Compliance (AMOCs) (1) The Manager, Atlanta 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 (k) of this AD. (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. (3) For service information that contains steps that are labeled as required for Compliance (RC), the following provisions (239) 405-6117 apply.

58 • Piper Flyer January 2021 (i) The steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the AD. An AMOC is required for any deviations to RC steps, including substeps and identified figures. (ii) Steps not labeled as RC may be deviated from using accepted methods in accordance with the operator’s maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition.

(k) Related Information For more information about this AD, contact Dan McCully, Aerospace Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, College Park, Georgia 30337; telephone: (404) 474-5548; fax: (404) 474-5606; email: william.mccully@ faa.gov.

(l) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference 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) Piper Aircraft, Inc. Service Bulletin No. 1304A, August 14, 2018. (ii) [Reserved] (3) For Piper Aircraft, Inc. service information identified in this AD, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; telephone: (772) 567- 4361; internet: https://www.piper.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: http://www.archives.gov/federal-register/ cfr/ibr- locations.html.

January 2021 | Piper Flyer • 59 AIRCRAFT SAFETY ALERTS seat cylinder Issued on November 13, 2020. “av-lok” Lance T. Gant, Director, Compliance & Airworthiness direct replacement Division, Aircraft Certification Service. for piper cylinder [FR Doc. 2020-25690 Filed 11-20-20; 8:45 am] at a substantial discount off of factory list price To read the entire AD, please visit tinyurl.com/PiperWingSparInspAD

FAA Aviation Safety AIRWORTHINESS DIRECTIVE www.faa.gov/aircraft/safety/alerts/ www.gpoaccess.gov/fr/advanced.html FAA/PMA Approved Part Applicable to PA-28, PA-32 & PA-34 Models 2020-24-09 Piper Aircraft, Inc.: Amendment 39-21339; Docket No. FAA- 25 Years of aviation Passion 2020-0712; Product Identifier 2019-CE- Seating Solutions | Cabin Upgrades 013-AD. Storage Upgrades | Component Repair Stretchers | Exterior Solutions (a) Effective Date This airworthiness directive (AD) is effective January 5, 2021.

(b) Affected ADs Call Chuck at (660) 885-8317 None. or e-mail [email protected] (c) Applicability This AD applies to Piper Aircraft, Inc., Model PA-34-220T airplanes, serial numbers Piper Tomahawk Owners 3449459 and 3449467 through 3449508, FAA/PMA Approved certificated in any category.

Wing Life Extension (EASA approved) ...... $4,300 (d) Subject Nose Gear Fork Assembly – 5.00 x 5 Wheel .....$2,300 FS 221.42 Aft Bulkhead ...... $1,200. Joint Aircraft System Component (JASC)/Air Aft Fuselage Fin Plate (EASA approved) ...... $130. Transport Association (ATA) of America Code

Anti-Shimmy NLG Link ...... $700. EASA approved 27. Flight Controls. Upper Cabin Door Loop ...... $80. Wing Fatigue Life Extension — Steel Tail Skid ...... $125. Add a minimum of 7,650 hours to your wing life (e) Unsafe Condition Sun Visor (set of 2) ...... $425. This AD was prompted by a report of STERLING AVIATION damage to the rudder flight control cables Phone 623-925-8205 Fax 623-925-2881 TECHNOLOGIES, INC. and the emergency power supply (EPS) Web the tomahawk experts sterlingaviationtech.com system wiring due to inadequate clearance from the EPS wiring harness. The FAA is issuing this AD to detect, correct, and SPECIALIZING IN CUSTOM INTERIORS prevent damaged rudder flight control cables and EPS system wiring. The unsafe condition, if not addressed, could result in electrical arcing between the EPS and the rudder flight control cables with consequent failure of the rudder flight control system. This failure could cause loss of yaw control and lead to loss of control of the airplane during an engine out condition/operation. IMAGINATION SEWN INTO REALITY SEATS, TRIM PANELS, CARPET, YOLKS, SEATBELTS, HARWARE, & MORE (f) Compliance Unless already done, comply with this AD WWW.AVIATIONSCREATIONS.COM 480-980-0639

60 • Piper Flyer January 2021 within 50 hours time-in-service after the effective date of this AD or within 6 months after the effective date of this AD, whichever occurs first.

(g) Inspect, Replace, and Relocate (1) Inspect the rudder flight control cables and the EPS wiring for chafing and damage by following step 3 of the Instructions in Piper Service Bulletin No. 1337, dated February 15, 2019 (Piper SB No. 1337). If there is any chafing or damage, before further flight, replace the rudder flight control cable and EPS wiring. (2) Relocate the EPS wiring harness by following steps 4 through 12 of the Instructions in Piper SB No. 1337.

(h) Alternative Methods of Compliance (AMOCs) (1) The Manager, Atlanta 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 (i) of this AD. (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. (3) For service information that contains steps that are labeled as Required for Compliance (RC), the following provisions apply. (i) The steps labeled as RC, including substeps under an RC step and any figures identified in an RC step, must be done to comply with the AD. An AMOC is required for any deviations to RC steps, including substeps and identified figures. (ii) Steps not labeled as RC may be deviated from using accepted methods in accordance with the operator’s maintenance or inspection program without obtaining approval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane can be put back in an airworthy condition.

January 2021 | Piper Flyer • 61 Parts AIRCRAFT SAFETY ALERTS avionics (i) Related Information EnginEs For more information about this AD, contact ProPs Bryan Long, Aerospace Engineer, Atlanta ACO Branch, FAA, 1701 Columbia Avenue, College #1 for Aircraft Parts Support Park, Georgia 30337; phone: (404) 474-5578; Since 1984 fax: Same-Day Worldwide OverOver 55 MilliMilliOOnn (404) 474-5606; email: [email protected]. Shipping We Price Match! iin-Stn-StOOckck PartPartSS!! ( j) Material Incorporated by Reference Search our Parts (1) The Director of the Federal Register for Free 24/7 approved the incorporation by reference DoDSon.coM cAll uS toDAy At 785-878-8000 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 When buying from one of our applicable to do the actions required by this AD, unless the AD specifies otherwise. advertisers, tell them you saw their (i) Piper Service Bulletin No. 1337, dated February 15, 2019. ad in Piper Flyer magazine. (ii) [Reserved] (3) For the service information identified in this AD, contact Piper Aircraft, Inc., 2916 Piper Drive, Vero Beach, Florida 32960; telephone: (772) 567-4361; email: customer. [email protected]; internet: https://www. piper.com. (4) You may view this service information at FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Piper made it Kansas City, Missouri 64106. For information on the availability of this material at the FAA, MANDATORY... call (816) 329-4148. (5) You may view this service information that AirWard made it is incorporated by reference at the National EASY! Archives and Records Administration (NARA). For information on the availability of this material at NARA, email: fedreg.legal@ nara.gov, or go to: https://www.archives.gov/ federal-register/cfr/ibr- locations.html.

Issued on November 17, 2020. Lance T. Gant, Mandatory Service Bulletin 1006 Director, Compliance & Airworthiness Wing/Fuel Tank Corrosion Inspection Division, Aircraft Certification Service. required every seven years [FR Doc. 2020-26473 Filed 11-30-20; 8:45 am] Mandatory Service Bulletin 1244B Aft Wing Attach Fitting Inspection To read the entire AD, please visit required every seven years and/or 2,000 hours tinyurl.com/PA-34RudderCableAD

For All PA-28s and PA-32s ~ HUNDREDS of kits sold since 1997 ~

See and order kits at Find More Aircraft airward.com Safety Alerts online 1.800.524.3264 Go to Aviation Alerts under the Knowledge Base tab at piperflyer.org MC • VISA • AMEX • DISC • PayPal

62 • Piper Flyer January 2021 REGULATORY CIVICS Continued from Page 25 Flying Magazine in conformity with ICAO SARPS. Editors’ Choice In the United States, state statutes and Award regulations, and local ordinances, also play PJ2 roles in civil aviation. For example, the COM RADIO FAA does not control land use around airports; that’s a matter of local control and Backup radio with built-in headset jacks state regulation. The FAA does not control COMPOSITE PIPER FAIRINGS the use of airport properties or funds at Wing Tips • Fin Tips airports that have never received federal Stabilator Tips • Dorsal Fins grant money, and FAA control of those things may be limited at airports that have not received federal money within the past NEW PRODUCTS 20 years. Local zoning boards, municipal • Standard GA headset jacks or county boards or commissions, and • Oversized screen state agencies or legislatures are con- • Large keypad trolling authorities in these circumstances. • Last frequency Forums, procedures, and practices button exist in every one of the bureaucracies • 20 scannable mentioned above through which ordinary PA-24, PA-28, PA-28R, memory channels aviation people can help shape the organi- PA-32, PA32R Series zation’s civil aviation regulatory require- #1812A $199.00 ments and practices. FAA PMA APPROVED Future columns in this series will discuss how to interact effectively with these 800.597.1911 agencies to influence the content or imple- STENEAVIATION.COM SPORTYS.COM mentation of regulations and requirements that apply to you. The opportunities are many, costs are only as much as you care to invest, and the rewards for you, Cessna Flyer Classified_PJ2_20.indd 1 10/8/20 6:04 PM your company, and for the industry, are When buying potentially great. from one of our B.A.S. Inc. P.O. Box 190 Joseph Corrao is an aviation attorney, advertisers, tell Eatonville, WA 98328 former aviation association VP for regula- ATTENTION pIpER tory and international affairs, and federal them you saw pA-28, -32 & -34 OWNERS agency regulatory specialist. He has represented civil aviation industry interests their ad in Piper RESTRAINT WITHOUT in, and chaired, managed or staffed, RESTRICTION many federal advisory bodies on aviation Flyer magazine. A four-point inertia reel shoulder harness / lap matters, including more than a dozen sub- belt system that is FAA-STC and PMA approved. committees and working groups of FAA’s Aviation Rulemaking Advisory Committee under the Federal Advisory Committee Act (FACA), FAA Aviation Rulemaking Commit- tees not subject to FACA, TSA’s Transpor- tation Security Advisory Committee, ICAO’s Helicopter/Tiltrotor Study Group, and FAA’s Aircraft Certification Joint Harmonization Working Group in partnership with Euro- pean civil aviation authorities. The views Visit our website for a complete listing of expressed in these “Regulatory Civics” available aircraft models and pricing for columns are Mr. Corrao’s and not neces- Cessna, Piper, Beechcraft & Luscombe. sarily those of the Piper Flyer Association www.basinc-aeromod.com or Piper Flyer magazine. Send questions Toll Free 1-888-255-6566 (Pacific Time) or comments to [email protected]. (360) 832-6566 • Fax (360) 832-6466

January 2021 | Piper Flyer • 63 ADVERTISER INDEX Advertise with Piper Flyer Call Kent Dellenbusch 626.844.0125

Acorn Welding Ltd. acornwelding.com 58 Icom America Inc. icomamerica.com/avionics 17

AeroDesign aerodesignconcepts.com 31 Insight Instrument Corp. insightavionics.com 67, 68

AeroLEDs aeroleds.com 50 J.P. Instruments Inc. jpinstruments.com 11

Aerox aerox.com 58 Knots 2U knots2u.com 61

Air Mod airmod.com 19 Main Turbo Systems mainturbo.com 55

Aircraft Door Seals aircraftdoorseals.com 61 McFarlane Aviation mcfarlaneaviation.com 57

Aircraft Spruce & Specialty aircraftspruce.com 03 Micro AeroDynamics microaero.com 59

Airmark Overhaul Inc. airmarkoverhaul.com 10 MH Oxygen Systems mhoxygen.com 56

AirWard airward.com 62 Mtn View Aviation mtnviewaviation.com 54

Alpha Aviation alphaaviation.com 60 Parker Hannifin Corp. parker.com 31

Aviation Creations aviationscreations.com 60 Preferred Airparts preferredairparts.com 49

Aviation Fabricators avfab.com 60 SCS Interiors scs-interiors.com 23

Aviators Hot Line aircraftforsale.com 06 Sporty’s sportys.com 63

B.A.S. Inc. basinc-aeromod.com 63 Stene Aviation steneaviation.com 63

Bruce’s Custom Covers aircraftcovers.com 39 Sterling Aviation Tech. Inc. sterlingaviationtech.com 60

Chief Aircraft chiefaircraft.com 48 Superior Air Parts superiorairparts.com 09

CiES ciescorp.com 55 Tempest Aero Group tempestaero.com 07

Concorde Battery Corporation concordebattery.com 57 TKM Avionics tkmavionics.com 59

Copperstate Fly-in and Expo copperstate.org 40 Univair Aircraft Corporation univair.com 15

Dodson International dodson.com 62 Vantage Plane Plastics planeplastics.com 21

Eagle Fuel Cells eaglefuelcells.com 51 Wentworth Aircraft wentworthaircraft.com 25

Electroair electroair.net 56 Wilco Inc. wilcoaircraftparts.com 62

Great Lakes Aero Products glapinc.com 54 Wipaire Inc. wipaire.com 05

IceShield iceshield.com 02

Advertise with us and reach your target market. Call Kent Dellenbusch (626) 844-0125.

64 • Piper Flyer January 2021 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.

January 2021 | Piper Flyer • 65 Vintage Piper Advertising BACK WHEN and Marketing

Front and back pages of a 1963 Piper model brochure.

66 • Piper Flyer January 2021 Instrument Corporation January 2021 | Piper Flyer • 67 68 • Piper Flyer January 2021