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August 2021 / Volume 18 / Issue 8 …the heart of your aircraft®

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Aircraft Spruce is the leading worldwide distributor of general aviation parts and supplies. Our orders ship same day, at the lowest prices, and with the support of the most helpful staff in the industry. We look forward to our next opportunity to serve you! www.aircraftspruce.com ORDER YOUR FREE 2021-2022 CATALOG! 1000 PAGES OF PRODUCTS! Call Toll Free 1-877-4-SPRUCE August 2021 | Piper Flyer • 3 August 2021

What’s inside / VOLUME 18 / ISSUE 8 CONTENTS

The View from Here 8 by Jennifer Dellenbusch Letters 8 Events 10 The High and the Writey 12 by Kevin Garrison Questions & Answers 14 by Steve Ells The Speed of Flight 18 by Tom Machum Comanche Landing Gear, Part 2 20 by Kristin Winter ATC: Unraveling the Mystery, 20 28 Part 3 by Robert Marks

So, You Want to Be a Bush 34 Pilot? Here’s What You Need to Know 34 42 by Steve Ells Transponder and Altimeter/ 42 Static System Certification by Steve Ells

Destination: 48 Minter Field by Steve Ells

Press Releases 54 Aircraft Safety Alerts 58 Advertiser Index 64 Back When: Vintage Piper 66 Advertising and Marketing

Cover: 1957 Piper PA-18 Super Cub on the beach at Hinchinbrook Island, Alaska- 2011 Valdez Fly-in, Alaska Daniel H. Bailey / Alamy Stock 48 Photo 4 • Piper Flyer August 2021 20% OFF OR B.O.G.O. WE ARE HIRING! wipaire.com/careers UP TO $2,500 HIRING BONUS | FULL BENEFITS | FIRST SHIFT

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August 2021 | Piper Flyer • 5 The Official Magazine of The Piper Flyer Association

PRESIDENT Jennifer Dellenbusch LIST YOUR AIRCRAFT [email protected]

VICE PRESIDENT / DIRECTOR OF SALES FOR SALE Kent Dellenbusch [email protected]

CREATIVE DIRECTOR Pierre Kotze

ASSOCIATE EDITORS $ Scott Kinney Troy Whistman for as low as EDITORIAL AND PRODUCTION ASSISTANT 49 Diana Hart

CONTRIBUTING EDITORS

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

CONTRIBUTING PHOTOGRAPHERS

TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI, Built by Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75 Paul Bowen 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/ FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345 Com/GPS, 340 Audio Panel, 327 Transponder. Century NSD360 HSI • King James Lawrence w/ADS-B In/Out, GTX 327, Bendix KMH 820 TCAS/TAWS • Reduced Price: KX155 with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000 $649,000 Located: JACKSON, MS (KJAN) • [email protected] Located: Troy, Alabama (TOI) • [email protected] Keith Wilson Paul Alexander • 662-392-5034 Kenny Campbell: 334-372-7283 or 334-566-1563 1998 PIETENPOL GREGA GN-1 • N4FQ 1934 STINSON SR-5E RELIANT • NC14187 PIPER FLYER ASSOCIATION 1042 Mountain Ave. Ste. B #337 Upland, CA 91786

Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop, 626.844.0125 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 • Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits Polyfiber • Annual is Good Until February 28th, 2021 • Always in a Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. Museum or Hangar • ONLY $99,999 www.piperflyer.org MONTANA Location (MT53) El Cajon, CA (KSEE) 406-499-2756 • [email protected] 916-532-8004 • [email protected]

1969 PIPER CHEROKEE 6/300 • N8950N 1946 PIPER J-3 CUB/PA-11 • N71081 Piper Flyer is the official publication of the Piper Flyer Association. Piper Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. POSTMASTER: Send address changes to Piper Flyer, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. Subscriptions, advertising orders, and correspondence should be addressed to 1042 Mountain Ave. TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90 GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System, HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of Ste. B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.; No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL, Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location • Canada and Mexico add $15.00 per year; all others add $25.00 Cherokee 6/300 $109,500 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is Convenient FLORIDA Location Location in Alaska • [email protected] designated for your magazine subscriptions. 612-387-2486 • [email protected] 907-315-6006 (Chuck) • 907-354-6203 (Nick) www.aircraftforsale.com 15 The information presented in Piper Flyer is from many sources for this reason there can be no warranty or responsibility by the publisher as to accuracy, originality, or completeness. The magazine is sold with the understanding that the publisher is not engaged in rendering product endorsements or providing instruction as a substitute for appropriate training by qualified sources. Piper Flyer and Aviation Group Limited will not assume responsibility for any actions arising from any information published in Piper Flyer. We invite comments and welcome any report of inferior products obtained through our advertising, so All our aircraft listings are also included on corrective action may be taken.

6 • Piper Flyer August 2021 August 2021 | Piper Flyer • 7 The View from Here Letters to the Editor Jennifer Dellenbusch

Send your letters to [email protected]

Service Bulletin Number Correction “Piper Issues SB 1346 to Inspect for Correct Washers Installed on Wing Bolt Stack-Up” By Steve Ells Hi Kent – Article in this month’s 17 Years and counting mag [July 2021] has Steve’s address as EllsAviation.com. That does not work. The real question I have is the This issue, August 2021, marks our 17th anniversary. When we sent out our first opening of the Piper SB 1346 articles issue in August 2004, we weren’t sure where it would take us, and here we are 205 says it applies to PA-32s, but then the issues later. We’ve produced somewhere in the neighborhood of 18,000 pages of “Applicability” section does not list PA- content in those years, and I’ve read or—in the case of photos and ads—looked at, 32s, 34s, or 46s. every one. We’ve also produced social media content, seminars, newsletters, web I am hoping Steve goes further in content, and webinars. next month’s article listing how to It’s almost hard to imagine life in 2004, without the ubiquitousness of our smart- phones, without texting, without social media. Facebook launched in 2004, but wasn’t access these fittings for inspection. the force it is now. Twitter launched in 2006 and many other social media platforms I will also go to Piper and see if I have followed. can download the SB. In 2004 there were approximately 913 million internet users worldwide. Today it’s As always, thanks much for your estimated there are 4.66 billion users. help. We were fortunate to be able to take advantage of technology from the begin- Doug Allen ning, by using digital files for magazine creation, but files were shared with our staff and printer via CDs. Now we share files easily in the cloud and can hold live (on the Follow-up from Doug Allen: screen) meetings with staff and members anywhere in the world. I searched Piper’s online database While the methods of creation and delivery have changed over the years, our mis- by aircraft model number. and came sion remains the same; to support Piper owners. up with SB 1366: “MAIN WING SPAR The 17th anniversary isn’t typically regarded as one of the milestone years, but HARDWARE INSPECTION.” It has a after surviving 2020, I think 17 years is a reason to celebrate. longer list of applicable models than what was in the article, which includes Blue skies, the PA-32-301T. Mystery solved. Maybe you need to inform the membership of the correct SB number.

Additional question from Doug Allen: New questions re: the same: What was the genesis for this SB? Have there been damage that required replacement of wing spars, or associated parts? Have there been any accidents/wing spar separations, etc., that created risks/hazards to flight? These are good things to know when approaching this, as I have been led to understand SBs are only mandatory for commercially operated Continued on Page 10

8 • Piper Flyer August 2021 August 2021 | Piper Flyer • 9 Continued from Page 8

aircraft (maybe I was misled about car show, and a major food truck that). I usually would comply with SBs FEATURED EVENTS festival. No admission fee is required but still evaluate them on a case-by- but donations are gratefully accept- case basis. September 18, 2021 ed. Car parking is $10 to benefit the Oconto, WI. Oconto Bake Municipal Boy Scouts. For full detail: simsbury- Author’s response: Airport (KOCQ). Oconto Elks Fly-in flyin.com or contact Bill Thomas at Yes, Mr. Allen is correct. The SB is SB 2021. [email protected]. 1366. Come celebrate 75 years for the Oconto J. Douglas Bake Municipal I expect the genesis is the discovery November 13, 2021 Airport from 9 a.m. to 4 p.m. Includes of improper washers or improperly Shafter, CA. Shafter Airport-Mint- flyovers, the Car and Tractor Show, installed chamfered washers by the FAA er Field (KMIT), Minter Field Air a military encampment display, and Museum. Fourth Annual Wings ‘N’ during its wide-ranging focus on Piper the Northern Aces RC group. Kids 12 wing attachment fittings. Wheels. and under are admitted free. $5 fee Come spend the day at fabulous The service manual has the correct to exhibit vehicles. Free parking. Visit Wings ‘N’ Wheels event on November part numbers and chamfered washer ocontocounty.org or call 920-373- 13. Hundreds of airplanes will be on information, but there’s no reference (at 6948 for information. display, ranging from WWI to modern least in the parts manuals I have access jets. Attendees can enjoy live big-band to) to these specialized washers in the September 26, 2021 music, food, drink, and souvenirs. parts manuals. Simsbury, CT. Simsbury Airport Open from 9 a.m. to 4 p.m., the event I apologize for not checking my (4B9). 41st Simsbury Fly-in, Car is located at 201 Aviation Street. article better. Show, and Food Truck Festival. Please visit minterfieldairmuseum. Best regards, Visit the largest fly-in in the North- com for more information. Steve eastern U.S. from 8 a.m. to 5 p.m. The event features the fly-in, a huge

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August 2021 | Piper Flyer • 11 The High and The Writey / Kevin Garrison

Living the Dream The golden era of aviation is here and now. Take advantage of it before it becomes a novelty sideshow.

e are a lucky bunch of aviators. you feel at seeing the approach lights on the actual per-flight-hour cost of owning Flight has only been around a low, snow-swept ILS approach, or on my little airplane. I never added it all up Wfor a short time in world his- seeing the faint but persistent flash of because I don’t want to get hung up on tory, and we have been flying in the very the airport beacon at your destination. costs. If I calculated my hourly cost of best part. They have never bet their life and the operation, it would make flying about You and I have seen things that lives of their passengers on their inter- money, not magic. ground-bound people have never seen. pretation of a panel full of dials and dig- From ancient, crusty airline veterans We have viewed the violent colorful fury ital displays. None of them, while riding like me, to those who have just taken of thunderstorms. We did not see them moderate or worse turbulence, have had their first flying lesson, everyone reading from the ground like the rest of human- to rely on systems knowledge, leader- this shares a common thread of life. We ity, but from alongside, or even over the ship training, not to mention decades of see the world in a different way than the top of them. experience to bring a machine safely to rest of the population. Everyone on earth has seen rain- the ground. bows, but we have flown over and A lost art? through them. Post-World War II pilots like us have How many non-pilots have seen gotten to enjoy the fun of stick and rud- lightning shoot from the boiling top of Non-pilots cannot der flying. Many of us flew basic trainers a thunderstorm while they were flying like Piper J-3 Cubs and Cessna 140s. We 15 miles to the side of the action? No fathom the relief you learned to navigate by looking out of our non-aviator has watched a morning fog aircraft at the great wide world of rail- lift slowly over the trees of an airport feel at seeing the road tracks, water towers, and rivers. with the same care and intensity as you approach lights on a Radios were nice-to-have things; and I have on many a morning. not need-to-have things. Most fields They have never fretted over ice like low, snow-swept ILS were nontowered and uncontrolled. We we have as we watched baseball-sized learned how to avoid midair collisions (and bigger) wads of the frozen stuff approach… by clearing turns and constant atten- adhere to our windshield-wiper bolts tion to the skies surrounding us, not and wings. ADS-B In readouts. Non-pilots never find their way in What it cost you to get here Winds at airports we flew to were the world by recognizing the shape of a You paid dues for these sights, smells, never announced via VHF frequencies city, like Miami, or its smell like Augusta, and memories. Do you remember that populated by weather robots. Instead, Georgia. Few have ridden a mountain flying lesson when you almost gave up? telltale signs like smoke plumes, wave and marveled at how powerful That day of horrible weather that you grazing cattle, and the way trees blew they are. They have never thought of the thought would never end? That challeng- around showed us the wind direction term “crosswind component,” and none ing checkride for a new rating? and velocity. can calculate one in their head as they Yes, you have paid your dues and con- Satellites did not talk to us or tell us approach a wind-swept runway. tinue to do so. Hangar rent is not cheap where to go. ATC could not track us via They have never seen the diamond, and could be spent on other, more mun- ADS-B, and it never occurred to us that crystal-bright spiderweb of lights a city dane things, like insurance or savings. a small glass pad would someday be able like Chicago can display when you de- You maintain your currency and try to to point out storm locations and direct scend out of the Flight Levels approach- keep up on all things aviation. us to our home airport. ing O’Hare on a cold, clear winter night. Aircraft ownership has never been a Many of us started the engines of Non-pilots cannot fathom the relief cheap endeavor. I have never calculated our aircraft by hand-propping. The only

12 • Piper Flyer August 2021 electrical system many of us had on Piper Tomahawk Owners our plane was the recently mandated battery-powered ELT. We had metal FAA/PMA Approved bars for rudder pedals, and our brakes Wing Life Extension (EASA approved) ...... $4,300 were applied by using heel pedals. Nose Gear Fork Assembly – 5.00 x 5 Wheel .....$2,300 FS 221.42 Aft Bulkhead ...... $1,200. We grew up, and our flying world Aft Fuselage Fin Plate (EASA approved) ...... $130$175. got wider, safer, and very Anti-Shimmy NLG Link ...... $700. EASA approved Upper Cabin Door Loop ...... $80. automated Wing Fatigue Life Extension — Steel Tail Skid ...... $125. Add a minimum of 7,650 hours to your wing life My airline career began with manip- Sun Visor (set of 2) ...... $425. ulating manual switches and hand-flying STERLING AVIATION entire legs through weather using fewer Phone 623-925-8205 Fax 623-925-2881 TECHNOLOGIES, INC. flight instruments than the average Web sterlingaviationtech.com the tomahawk experts 1970s Piper has today. Back then, we had two VOR-DMEs and one ADF. The autopilot worked, but we did not use it, except in cruise. When I left the airline world a few years ago, my flying consisted of pro- gramming and monitoring a plethora of computers and digital systems. We hand- flew the aircraft when we could, but were told by our company and the FAA to use the automation when the stakes were high, and the weather was low. The digital, space-based aviation world we live in today is wonderful, and I would not get rid of or change any of it. My VFR two-place “little” airplane today displays more information and has access to more information than did the Boeing 777 I last cap- tained. Getting lost in the air is more or less a thing of the past. Because battery down The airplanes of today are the means wheels down sailboats of tomorrow Drones and un-crewed aircraft are Trust the Hawker® SBS J-16 the future. We have autonomous freight- ® ers beginning to sail over our oceans. battery from EnerSys How long until it is routine for the travel- Featuring Thin Plate Pure Lead (TPPL) technology, ing public to fly on aircraft with no pilot the Hawker® SBS J-16 battery combines unmatched in the cockpit? I used to think that sort of power density with exceptionally long storage life. thing was impossible, but now it seems So even after months of sitting idle, it will start on to be just on the horizon. the first crank. FAA-PMA certified for Piper® PA-18/ I see the logic of using drones. You PA-19 models, the Hawker SBS J-16 battery is also can send a drone into the most dan- built with military-grade plate design for excellent gerous situations without fear of losing vibration resistance and high G loading. a human life. There are thousands of applications for drones and other non-piloted aircraft. Even planetary Learn more at exploration is being done using a drone www.enersys.com helicopter on Mars. A robot will do onerous, very long, and boring flights without complaint. Not so a time-building, young, and eager © 2021 EnerSys. All rights reserved. Trademarks and logos are the property of human pilot. EnerSys and its affiliates, except Piper, which is not the property of EnerSys. Continued on Page 63 Subject to revisions without prior notice. E.&O.E.

August 2021 | Piper Flyer • 13 QUESTIONS & ANSWERS / Steve Ells

High CHTs, Restoring a Neglected Cherokee

My partners and I are new owners of a 1980 Piper PA-32R- 301T Turbo Saratoga SP with the Lycoming TIO-540-S1AD Qengine and a three-bladed prop. The motor has two new cylinders, No. 3 and No. 5, and an overhauled turbo. What we’re seeing is high CHTs on cylinders No. 3 and No. 4. For example, during cruise climb, with 33 inches map and 2,600 rpm, the temps quickly climb in all cylinders to 380-390 F, while Nos. 3 and 4 are always 25-30 degrees higher. It seems odd that two cylinders would be so far off all the others. Do you have any insight into high CHTs on the middle two cylinders? I did the light-under-the-cowl test and didn’t see much in the We have GAMIjectors. I thought we would contact GAMI and way of leaks. However, visually inspecting the lower cowl baffles, I see if injector adjustment may be in order, or maybe a fresh baffle see a few spots that look questionable. I attached a couple pictures kit might help. of the baffles. These are just a couple of the many spots I see where Any insight or experience would be greatly appreciated! there are gaps between the baffle and the cowl. Might be time for a Thanks, baffle kit? Steve T. Steve T.

In spite of what you might read, the CHTs of 3 and 4 are Follow-up A: not anywhere near extremely hot. They’re higher than Yep, gaps like that, especially when the flexible baffle seal mate- A is optimum for cruise, but during climb, they shouldn’t rial is old and inflexible, will make a huge difference in the engine worry you. cooling system’s effectiveness. That said, it’s almost always worth the time and money to make Let me know what you decide to do and how it works out. sure the flexible baffle seals—the ones that close the gap between Happy flying, the metal baffles and the cowling—are in good shape. One easy way Steve to find leaks is to put a light source up the hole in the bottom of the lower cowling; then look through the two ram air openings in the Follow-up Q: front of the cowling to find any light leaks. Sorry I failed to get back to you quickly with an update, but the Obviously, this method works best with low ambient light. uneven CHTs have been resolved. After a couple of hours of trou- When you find a leak, replace the flexible seals. I like the kits from bleshooting, our mechanic found a loose fuel fitting. It seems that McFarlane Aviation; there is a link below in Resources. when the two new cylinders went on, the nut connecting the fuel The other thing that owners and mechanics can do for smaller line to the injector manifold wasn’t tightened completely. leaks is to fill them (artfully) with RTV. RTV is room-temperature It was loose to the point that fuel would come dribbling out vulcanized silicone. You can buy tubes of it at any auto parts or when the boost pump was on. hardware store. With the nut tightened, CHTs all lined up within 15 or so Happy flying, degrees. Steve Thanks for the info, Steve. New baffle seals are going on right now as well while the plane is in annual. Follow-up Q: Steve T. Thanks for the info. We aren’t too concerned about the overall CHT temps; it’s more that the two cylinders are hotter than the Follow-up A: others, and it happens to be the middle two. I’m just not sure if this Great news. Thanks for getting back to me. indicates an airflow or injector issue, or if this is normal for this Happy flying, engine/cowl configuration? Steve

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20-SA-027_SAP_Affordable_ad.indd 2 6/18/21 3:11 PM QUESTIONS & ANSWERS

I’m working on a Piper PA-28-140 Cherokee 140 that’s been new pumps to replace old ones. sitting for a while. I joined Piper Flyer Association for access Hopefully the prop will be back Thursday, and the carb soon. Qto expertise. Any tips on this restoration? The IA wants the latest AD completed, but there aren’t any David S. (A&P) inspection kits anywhere to be found. David When you say “sitting a while,” where? For how long? Why did the owner stop flying it? Follow-up A: A As I’m sure you know, letting it sit is the worst thing an I recommend spending extra to get what Michelin calls its owner can do to an airplane engine. Without regular running, the Airstop tubes. Aero Classic, another provider of premium tubes, possibility of rust in the engine goes up. And once the local birds calls theirs Leakguard. These tubes won’t leak, unlike the less (and mice) figure out that there is shelter in that airframe, they expensive ones. move in. This saves time and banged-up knees from having to refill the Engine-wise, what’s it look like? It there an oil filter on the tires every month or so. engine? Or just a screen? I’m assuming the AD you’re referring to is Piper AD 2020-24-05, What’s your overall impression of the airplane? calling for an inspection of the inner section of the left and right Happy flying, wing spars for corrosion. Steve The area can be inspected initially with a flexible borescope.

Follow-up Q: It was last flown Dec. 31, 1999, and was last started in 2003. It’s been sitting a couple of miles from Indianapolis, in a hangar. Over- all, it looks good as the previous owner took care of it. A borescope of the cylinders looked good; no corrosion at all. I don’t know the specifics, but the owner died suddenly, and this is part of his estate. I am going through the paperwork and checking ADs now. My plan is to go over it with a fine-tooth comb. The mags were dead but I didn’t troubleshoot. The new owner has agreed to replace/rebuild mags. I talked him into pulling a cylinder to look deeper inside the engine. If it looks good, we plan to replace oil/filter, check screens and filter for deposits, and run the engine. The door seal is shot. We plan on replacing it. The rubber components don’t look that bad. Engine mounts were OK, but I am thinking they should be replaced. Tires/tubes were a no-brainer. Struts show no sign of leakage. The area behind the fuel tanks should be inspected for Next step is to address the engine, and pull all the inspection corrosion in accordance with Piper Service Bulletin 1006. plates and just look and verify that it’ll fly safely. He’s taking it back to West Virginia. I think I have an IA lined up to get the annual complete, but those guys are a busy lot. That will tell you if there’s corrosion in the area. If there’s any visual David evidence of corrosion, you’ll have to wait for the inspection panel kit and do the full inspection. Follow-up A: There is a provision to do the inspection using a borescope, I like the way you’re thinking. I’m very glad the owner agreed to but I believe the AD requires the use of a 10-power magnifying remove a cylinder to check for corrosion, especially at the camshaft borescope. Those are pretty expensive, and unless there’s a shop and lifters. nearby that works on a lot of turbine engines, you won’t be able to One place corrosion is showing up is at the steel rear wing spar complete the inspection using the borescope method. fitting. Piper Service Bulletin No. 1244C addresses this. Have you taken the fuel tanks out? It’s a pretty common prac- Happy flying, tice to comply with Piper Service Bulletin No. 1006 which calls for Steve an inspection for corrosion behind each fuel tank. Removing the tanks provides a lot of access to the front side Follow-up Q: of the spar and does open up limited access to the rear spar. I’ve So far, the prop has been sent to the shop, the carb is off to attached the bulletin. be exchanged/rebuilt, new fuel drains have been installed, oil Keep on; one of these days you will be aviating. filter checked (nothing found), and I have one rebuilt mag and Happy flying, one electronic mag to install. I also have a uAvionix Tailbeacon Steve ready to install. The next step is tires and tubes, a check of the fuel system, and Continued on Page 65

16 • Piper Flyer August 2021 It raises the comfort bar for premium ANR headsets to cloud nine.

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230-38627 ONE-X Cloud 825X1075AGL.indd 1 6/18/21 11:17 AM THE SPEED OF FLIGHT / Tom Machum

Intelligence Aircraft that can fly and land autonomously are already here; how long until pilots are deemed to be optional equipment?

armin recently developed the im- omous flight. This technology was first don’t think so, Dave; at least not yet. pressive Autonomí system, which used secretly by the Royal Air Force, and Artificial intelligence is based on com- Gis now certified for the Piper was later certified for civilian operations puting power. Gordon Moore, co-founder M600, Cirrus Vision Jet, and Daher TBM in the Hawker Siddeley Trident and of Intel, proposed a “law” in 1965 where 940. Yes, Autonomí is spelled correctly; Vickers VC-10. These two aircraft would basically the number of transistors on a with the weird little accent over the “i.” prove to be the first commercial airliners microchip would double every two years When activated, it assesses the weather capable of “autolands.” or so, and along with that, the price of the and other flight parameters, broadcasts Autoland systems would later go chip would be cut in half. to ATC, and brings the airplane in for a on to be installed in Concorde, the So far, that has proven to be relatively landing, all by itself. Boeing 747, McDonnell Douglas DC-10 accurate, and we have seen some pretty FedEx Express, in conjunction with and Lockheed L-1011. Today, virtual- impressive advances. For example, there Sikorsky, is experimenting with a single-pi- ly all large jet transports and a lot of is at least 100,000 times more computing lot ATR 42 aircraft. Xwing of San Francisco business jets are equipped with auto- power and millions more times RAM and has a Cessna 208B Grand Caravan testbed land-capable autopilots. ROM in your smartphone than the Apollo that has completed several autonomous Lunar and Command Module computers! flights, albeit with a safety pilot on board. Despite that, Siri still drives me nuts! I have Various military branches utilize drones; no experience with Alexa or Bixby, and some are remotely piloted, some are We need to adapt most chatbots can’t seem to answer my autonomous, in high-risk and ultra-long- Moore’s Law for questions helpfully either. But I digress. range operations. Tesla, Google, Uber, and others have General Aviation. As developed and are refining self-driv- The history of autonomous flight ing cars. Arguably, this is in only two Aviation has been evolving since its time goes forward, dimensions, and it’s easier to pull over very inception. The aircraft of today are cost goes down, and and stop on the side of the road than to a far cry from the flying machines of the park in a cloud. Wright Brothers, Louis Blériot, Samuel fun goes up. The technology, however, is improving, Franklin Cody, or Alexander Graham Bell. and I suspect that should I live to a ripe old As early as 1914, Lawrence Sperry, age, the necessity of a driver’s license to ac- son of gyrocompass co-inventor Elmer Pilot(s) still required cess the utility of a car will be unnecessary. Sperry, is said to have developed the first The common theme with conventional Perhaps I won’t even need to be ancient to autopilot. More comically, as a result of autopilots and highly automated aircraft see that. this advance, Lawrence Sperry was able to cockpits is that there is still the need to be For aviation, it is a little different, become a founding member of the “Mile programmed by a pilot, who then monitors at least for now. While certainly many High Club” along with Dorothy Rice Sims the system to assure it does what it needs accidents and incidents in aircraft can be (who at the time was married to artist to do. largely attributed to that catch-all “pilot Waldo Pierce). Pilots have been wrecking However, the Garmin, Sikorsky, and error;” more aptly described as poor deci- marriages for over a century! Xwing systems bring a new dimension sion-making, there are still situations that In the 1950s and 1960s, the British into this as there is an intelligence piece occur where human ingenuity and creative did some impressive work with auton- added. Are pilots becoming passé? I troubleshooting save the day.

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WWW.AVIATIONSCREATIONS.COM 480-980-0639 Looking ahead Will the traveling masses accept a higher level of automation in the cockpit? Probably. The age-old debate of whether air travel is a product, service, or commodity always comes back to the acknowledge- ment that price is the primary driver for air travel, thus making it a commodity like fuel, pork bellies, and grains. Will pilots be leaving the cockpit of airliners? I think it’s probably headed that way. If the technology can prove to be reliable, trustworthy, and most impor- tantly, have the ability to think for itself, I suspect it will happen. Drone technology for reliable parcel delivery will likely lead the process. The limiting factors in my mind are the ability to adapt to weather, and society’s perception of the risk. After saying all of that, I think recreational and pleasure flying is here to stay. It’s just too much fun. Who wants a self-flying Cub? If that is to remain true, we need to find ways to make it more economical to ensure its sustainability. We need to adapt Moore’s Law for General Aviation. As time goes forward, cost goes down, and fun goes up. Lee Iacocca once said in an ad for Chrysler, “In this business, you either lead, follow, or get out of the way.” We need to decide where we sit as a group on this march of progress.

Tom Machum is a Boeing 787-9 captain with almost 20,500 hours. He and his wife, Jennifer, are recent empty-nesters living in Moncton, New Brunswick, Canada. Tom is also a partner in a Piper PA-28-236 Dakota, and his articles are inspired by his flying adventures. Drop him a note and he’d be happy to reply. Send questions or comments to [email protected].

August 2021 | Piper Flyer • 19 20 • Piper Flyer August 2021 Understanding and maintaining the unique landing gear systems of the Piper Comanche and Twin Comanche. BY KRISTIN WINTER

he heart of the Piper PA-24 The Dura transmission can be identi- to help hold in the front bearing. It did not Comanche and PA-30/PA-39 fied by three distinctive features. First, it completely solve the problem. Twin Comanche landing gear has a large bearing boss opposite the mo- As the front bearing loosens, the jack- system is the motor, brake, and tor. Second, a triangular plate covers the screw can move in and out. Piper specifies transmission assembly. front bearing and is held in with screws. that the maximum that the Dura trans- The electric motor drives a And third, the Dura transmission has five mission jackscrew can be allowed to move Tworm gear. The worm gear drives a larger screws on the rear cover. axially is 0.015 inch. If the free play exceeds spur gear that turns the jackscrew. Riding 0.015 inch, then the unit must be repaired on the jackscrew is a bearing carrier con- or replaced. This happens so frequently taining a dozen ball bearings. The carrier that some owners have contracted to have is attached to the latch mechanism that a new housing made in the newer Dukes locks onto the gear torque arm assembly. style (detailed below), thus eliminating the The carrier and latch mechanism rides You can also learn bearing problem. back and forth along the jackscrew, which in turn rotates the gear torque arms; rais- about the health of Dukes Astronautics transmissions ing or lowering the gear. the transmission Piper quietly threw in the towel with the Dura transmissions and obtained The Dura Corp. transmission and jackscrew just transmissions having the same form factor Piper originally sourced this transmis- from Dukes Astronautics. Piper gave them sion assembly from Dura Corp., a large by listening to it. the same part number, making it difficult automotive components supplier. The to tell when this changeover was made. rationale for that choice is lost to history, The Dukes transmission does not suffer but the flaw in the choice of component is from the same issues as the Dura trans- obvious. The front bearing is only swaged missions, and is much more robust. The into the front of the transmission housing Transmission issues housing design is machined steel instead by a thin layer of the pot metal of which With the Comanches barely having of cast pot metal, and the front bearing is the housing is made. entered service, Piper reported that the inside the housing and cannot come loose. The Dura transmission was clearly de- bearing was pulling out of the transmis- They are easy to tell apart when you know signed to push, not to pull. Retracting the sion in Service Letter 315, dated Feb. 4, what to look for. The Dukes transmission landing gear is a pushing operation, but 1959, blaming improper maintenance. Lat- has six screws holding on the back cover. It extending it against the airflow in flight er, Piper added a triangular retention plate also has a screw-on bearing cover opposite requires the transmission to pull. to the front of the transmission housing the motor.

August 2021 | Piper Flyer • 21 Dukes end cap

by the circuit breaker popping on the up cycle. This is also the cause of many a gear- up landing, as the pilot doesn’t notice that the UP light is not lit, and when putting the gear down, the pilot doesn’t check carefully for a green DOWN light. It can be easy to Solenoid brake see what you expect to see, especially if something else distracts you. Aside from popping the circuit breaker, the motor might give you a warning if you check occasionally to see if it has gotten warm. This is best done during the annual Rubber coupling inspection, which should include several cycles of the landing gear. If the motor gets at all warm, it would be good to send the unit out to be checked, and perhaps have Six screws the motor overhauled. You can also learn about the health of the transmission and jackscrew just by listening to it. Cycling the landing gear on Dukes transmission the jacks should give a steady whirring sound. If it sounds like someone is shaking Maintenance motor and the transmission. The purpose a paper bag filled with walnuts, the jack- Lubrication of the brake is to keep the landing gear screw and the bearing carrier probably Both transmissions have a recom- from slipping out of the full up position. need attention. Comanche Gear in Florida mended lubrication interval of 500 hours. If a pilot needs to make an emergency and Webco Aircraft in Kansas are the two This is ignored more often than followed. extension of the landing gear, it is often most prominent places for servicing the Piper recommends using Dukes Grease because the motor has become worn out. landing gear transmission assembly and Part No. 2196-74-1/Dukes Grease #4 (same Sometimes, the owner will get a warning the motors. product). Dukes used to sell a 2-ounce bot- tle for $18. That was enough for a couple of Dura transmission repackings. Now, I understand you have to buy a whole can at nearly $500. For the Dura transmission, Piper recommends MIL-G-23827 grease, which corresponds to a number of common greases, such as AeroShell 7 and 22. That is probably not a good recommendation; an extreme pressure grease such as Dukes Grease makes more sense. Dukes Grease is thinner than most extreme pressure greases. Mooney, which uses the same basic Dukes transmission, recommends diluting a grease like Aero- Shell 64 with a bit of synthetic motor oil and adding molybdenum disulfide powder Distinctive dura to bring the amount of moly to about 10%. Triangular bearing housing bearing retainer Motor and brake The motor and the brake are common to both the Dura and Dukes transmissions. They use an American Bosch motor and a spring-loaded brake that is retracted by a solenoid. The brake acts on a rubber drive coupler that is the connection between the

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Bungee cords Transmission Aside from regular lubrication of the release handle jackscrew and the 500-hour regreasing after disconnection of the transmission gears, the two most important things the owner/operator Bearing carrier can do to extend the life of the transmission assembly is to change the bungee cords annually, instead of the three years specified by AD, and slow the aircraft down a bit more before extending the landing gear. The bungee cords help the transmission retract the landing gear, which is Comma-shaped when it works the hardest. The bungees linkages lose a substantial amount of their strength in the first year or so. In the second and third year of using the same old bungees, the landing gear transmission must work much harder. The maximum speed for extending the landing gear is 150 mph. Gravity helps, but Cycling the landing gear the nosegear is subject to the forward slip- on the jacks should give a stream. Even at pretty slow speeds for an airplane, the landing gear will not extend steady whirring sound. If just by gravity alone (as it will when sitting on jacks in the shop). I try to get my plane it sounds like someone is slowed to 130 mph, or close to it, before shaking a paper bag filled extending the landing gear. Know your gear with walnuts, the jackscrew The Comanche landing gear system is and the bearing carrier one that pilots need to understand to be able to operate it in the event the system probably need attention. malfunctions. A good pilot also understands the appropriate procedures for ex-

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August 2021 | Piper Flyer • 25 tending the gear in the case of emergency maintenance technician. Know your (see sidebar on Page 27 for more). FAR/AIM and check with your me- Too many pilots fly the aircraft, chanic before starting any work. blissfully ignorant as to how the system works. In one recent YouTube video, a Kristin Winter has been an airport rat for man explained that the extension handle over four decades. She holds an ATP-SE/ The Comanche was used to pump down the landing gear, ME rating and is a CFIAIM, AGI, IGI. In addi- as though it were hydraulic. Hopefully he tion, Winter is an A&P/IA and reformed avi- landing gear either learns the system or never has to ation defense attorney. She has over 9,000 make an emergency extension of the land- hours in various GA aircraft. She owns and system is one ing gear. Sadly, there are many instances flies her Twin Comanche, “Maggie.” She that pilots need of Comanches landing on their bellies flies professionally, instructs, and provides because the pilots did not know how the purchasing and operations consulting. to understand system works and were not successful in She is currently based in Minnesota, which extending the landing gear. is where it all started. Send questions or to be able to In our next segment, we will examine comments to [email protected]. the electrical components and wiring operate it in the of the landing gear system, and discuss RESOURCES the best practices for keeping the system event the system healthy. Comanche Gear malfunctions. comanchegear.com IMPORTANT: This article describes work that may need to be performed/ Webco Aircraft Co. supervised by a certificated aviation webcoaircraft.com

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2020 Cessna Flyer Piper Flyer2 Wednesday, December 11, 2019 8:46:27 AM COMANCHE EMERGENCY GEAR EXTENSION PROCEDURES

Should an emergency extension become You can manually turn the motor coupling to necessary, the instructions are on the under- retract the jackscrew a bit to relieve the tension side of the cover on the floor next to the pilot’s and allow you to move the release handle fully seat. However, the cover must be removed to forward to disconnect the transmission. access the transmission. This is a procedure With your index or middle finger, reach down you aren’t going to be able to do while flying to the rubber coupling from the rear side. That the traffic pattern. is the only side that will give you access. Pull If the gear won’t come down, you need to first the coupler up and rotate the transmission drive break off and leave the traffic pattern, or if IFR, shaft in a clockwise direction. Do this several Push up and obtain vectors, or execute a missed approach dozen times, and then see if the handle will forward to to get to the point where you can focus on the release. Repeat as necessary. release landing gear instead of flying the plane. Once the emergency release handle moves Once you can focus on the procedure, the far enough forward, you will feel and hear it first step is to slow down the plane to 100 mph pop, and the landing gear will extend partway. or slower. Then, follow the instructions before There is where the Johnson bar gear-extension getting to the critical point, which is to move the handle comes into play. red release handle up and forward. If you’re in a 1968 or older single-engine It is normal for there to be some resistance, PA-24 Comanche, extend the handle and but don’t push so hard as to bend the two push forward until the landing gear locks down comma-shaped linkages. Bend those and the and you get a green light. In the PA-30 Twin gear won’t release, and you will be landing on Comanches and the 1969 and newer PA-39 the belly. C/R models, you have a larger compartment, Sometimes, the landing gear is adjusted too and the handle is stowed. In these aircraft, you tightly against the stops in the UP position, and remove the handle, fit it in a socket, and then Coupler the handle will not release. There is a cure. push forward to latch the gear fully down.

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August 2021 | Piper Flyer • 27 Controllers have an impressive amount of tools at their disposal to help pilots in need. Whether you have a seemingly routine question or a full-blown in-flight emergency, don’t be afraid to ask a controller for help! By Robert Marks

n the last two installments, we’ve use: train, evaluate, checkride. Like flying, er gently said, “Squawk, frequency, and covered the basics of ATC, and some there is a ton of information to assimilate, altitude.” The trainee dutifully keyed up Ihints to help you overcome any anxiety and the training program incorporates and told the airplane to “Squawk frequen- about dealing with the disembodied voices classroom work, usually followed up by a cy and altitude.” I saw you do it, Tony! coming in through your headset. simulator-based phase. • A trainee was going to work Air Force This time around, let’s look at the Upon successful completion of sim One for the first time. We were briefed, and resources ATC brings to the table as your training, the “developmental,” like a half- the supervisor was dutifully plugged into unseen, but very talkative, crewmem- baked loaf of bread, heads out to the actual our overhead console to listen in. The data ber. You may be surprised to know that control room floor. They are assigned a block showed, “A1,” and the presidential pi- most controllers are not pilots. For me, it trainer and a backup trainer. lot checked in as “Air Force One, at FL330.” helped to have some familiarity with the Hilarity ensues, at least for the trainer The radar trainee responded, “American system before becoming a controller, but and the rest of us that have already been One Heavy” to the President’s pilots. even controllers who have never been in through the wringer. Not so much for the You get the idea, some ATC types are an airplane are superbly trained to assist hapless trainee. Book knowledge does not, hardly the Oracle of Perfection, so don’t you and keep that ever-watchful eye open and never will, replace experience. be intimidated. for trouble. When you feel overwhelmed by just At L.A. Center, where I started, it took talking to ATC, just remember these two to five years to train to the lofty “Full ATC in training nuggets: Performance Level” designation. It’s called Your ground-based sidekicks go • A trainee was issuing his first clear- “Certified Professional Controller” now, through a very structured training pro- ance to a real airplane. He omitted the after the Division of Meaningless Title gram, with the same basic format pilots squawk, frequency, and altitude. The train- Changes got hold of it.

28 • Piper Flyer August 2021 that you’ve probably heard in the back- by controllers to maintain safe separation ground of radio transmissions. from terrain. Usually, it is 2,000 feet above Other safety features are as simple and mountainous terrain. In my old area, basic as handing a strip of paper sequen- Burbank, we had a waiver down to 1,000 tially around to each controller handling a feet. Either way, it keeps you out of the particular flight or flipping a light switch in hills and both of us off the “Live at Five” the TRACON that turns a light bulb on in evening news. the tower to tell the local controller to stop Having an altitude available below a a departure at 2,000 feet. These simple pro- minimum en route altitude (MEA) helps cedures have been used at little airports, tremendously in a busy mountainous area. like LAX. For example, V459 near DARTS has an From the time you start talking to MEA of 7,000 feet, but when I (working as ATC, you have a helper on the flight a controller) issued direct DARTS or “Fly deck. Unfamiliar or confused by com- heading 140,” I could instantly bring an plex taxi instructions? Ask your unseen airplane down to 6,000 feet, and in short crewmember for a progressive taxi, or order to 4,300, then 3,000. The MEA is no simply say “I’m confused, please slow longer controlling the minimum instru- down, and repeat.” ATC has no vested ment altitude. interest in having you blunder out onto So, why all this detail? To show you the an active or inactive runway or taxi hidden talents and abilities of that unseen head-on into opposite direction traffic. crewmember! Speak up. Assert yourself. When you get VFR flight following I know what you’re thinking. You’ve from an approach control, the code they done that and gotten scolded, yelled at, or give you is usually one that auto-suppress- suffered radio shaming. es the Minimum Safe Altitude Warning I can’t argue with you there; it’s hap- (MSAW) system. MSAW is designed to pened to me, too. ATC is no different from keep aircraft from hitting terrain. If you are any other career field. There are as many VFR, that is squarely your responsibility. personalities as there are stars in the sky. But what about those dark, scary nights in Some are imploded black holes…no ques- unfamiliar mountainous territory? tion. And the natural reaction is to say, “I Well, it’s still your responsibility not won’t fess up again.” to smack the ground, but you can request Do your best to look at that as the ex- “MSAW processing” that will alert the Air traffic controllers work as hard as ception; that someone was having a bad controller with an MSAW alert just like if you did to get where they are. They have a day. If there is weather or your ill-tem- you were IFR. But you have to ask for that. unique skill set that comes in handy when pered and unseen crewmember is on the Just tell ATC you want terrain alerts. the flight deck gets busy, or you are uncer- “quick turn” (off at 11 p.m., back at 7 a.m.), tain about some aspect of your flight. try to cut them some slack. Above all, Emergencies Let’s go over some tips you can use don’t continue engaging on the frequency. So far, this has been all about routine and remember that good Crew Resource Stay classy. and normal operations. But when the Management includes using your unseen solid waste material hits the prop, that is crewmember(s). Local knowledge where your ATC pal becomes your best Controllers are your on-frequency friend for life. A helper on the flight deck experts about real-time weather condi- It’s time to talk about the E-word. The ATC system has many safety fea- tions, terrain, vectoring altitudes, other One of the most frustrating things to tures designed into it through automation. area airports, ride reports, and sometimes me as a controller and a pilot is the reluc- Some are the commonly known ones like sports scores. If you are in IMC, your un- tance to, and sometimes fear of, declaring Minimum Safe Altitude Warning (MSAW), seen crewmember has the minimum vec- an emergency. I handled at least two Conflict Alert (CA), and auto warnings for toring altitudes memorized, and at radar dozen emergencies and know of about a the 7500, 7600, and 7700 codes. facilities, they have a map available that hundred more. All have indications right there in the can be brought up at a moment’s notice. It Of those, only one was ever flagged for data block, warning that you and I may looks like this example from the Van Nuys/ follow-up investigation, and that emergen- make the cover of Newsweek if we don’t Burbank area. cy was caused by an overabundance of air do something fast, as well as an aural alert Minimum vectoring altitudes are used in the fuel tanks. The pesky FAA wanted to

August 2021 | Piper Flyer • 29 Minimum vectoring altitudes near Van Nuys and Burbank.

ferry flight that lost both engines trying to get to FL410 with just the two pilots on board. The subsequent stall took them through FL380 where six airports were in gliding distance. The pilots represented to ATC that it was a single engine failure. At 13,000 feet, an APU restart was attempted, and it failed. ATC still thinks it’s a single engine failure, and there were four airports in deadstick range. By the time the pilots came clean that the CRJ had been a glider the whole time, it was too late to do anything. The aircraft crashed behind homes, killing the pilots, only 2 miles from an airport. Passengers, don’t lie to your pilot about your weight. Pilots, don’t lie to your controller about an emergency. Good CRM dictates you give us all the info. A lesser-known fact is that the controller can declare an emergency on your behalf, whether you like it or not. Now, why is that? When there is an emergency, it opens a whole brand-new controller toolbox that is named “Get Me Out of This!” Aircraft separation becomes fluid, and the controller can run you straight to the airport without A controller has access having to be worried about getting flagged to an EOVM map in the for a “deal,” or loss of separation. case of emergency. Of course, we would still be moving other aircraft out of your way, but if we had 2 miles instead of the required 3, meh, I was busy with an emergency. Here’s one example. You’re in IMC, on the downwind for the ILS 16R into Van Nuys at the MVA, 5,000 Emergency aircraft feet. Your engine starts running rough, to as viewed on a the point you’re losing airspeed to keep controller's scope. altitude. The vector is taking you away from the airport. You mention the engine to the controller but decline to declare an emergency. Your controller is stuck. They still have to keep you in the arrival know how that happened. Almost always, would be the end of this article. But it isn’t sequence, and a few minutes later, your it was just a phone call to the facility to that easy. stall horn starts to go off. Then, poof, the make sure you are OK. From my perspective, human nature engine goes quiet. Basic aerodynamics If any of you attended my tours at (especially with pilot/controller person- now takes over from ATC and assigns you SoCal TRACON, you’ll remember my ality types) resists asking for the help the ground as your altitude. You declare an definition. An emergency exists when that was needed 15 minutes earlier. Also, emergency, engine out, immediate turn to the safe outcome of the flight is in doubt. human nature tends to downplay the the airport. But you are at the MVA! In that sense, an emergency is a state of seriousness of a situation to the point of Never fear, my nascent glider student, mind. You’re scared, you’re unsure, you’re omitting critical facts. once the E-word is in play, one of the in an emergency. If it was that easy, that A case in point is the Pinnacle Airlines coolest things in the now-open controller

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32 • Piper Flyer August 2021 enforcement and fire department, plus lakes north of the field...” Bingo. That even- I hope you now have a better idea of tons of help from my colleagues with air- tually got our suffocated Cherokee into El what your chatty unseen crewmember can port info, weather, and coordinating with Monte safely. It was a textbook power-off do for you in addition to all the routine El Monte tower. landing according to the relieved El Monte ATC stuff. Go to YouTube, and look for That all happened within 90 seconds. controllers and Ice Pilot. (To hear an audio “Archie League Awards,” where you will That is not possible if you are not talking recording of this ATC interaction, please go be treated to actual voice recordings of to ATC already. The pilot had difficulty to https://youtu.be/sx_-W3Pn6UM) controllers assisting pilots in trouble. spotting El Monte’s asphalt runway in the It’s a great recognition program the Na- urban sprawl. The pilot, understandably Stay aware! tional Air Traffic Controllers Association so, was becoming more and more anxious Before I let you switch frequencies on (NATCA) started years ago and illustrates as the altimeter wound down. me for this month, the last thing I want to real-life accounts of the resource you have But I was a talking fellow human and mention is we need you all to look out for at the push of a transmit button! unseen crewmember leading him to an air- us too. A title or perceived ultimate author- port he’d never seen before. In the mean- ity does not bestow infallibility. Keep your Next time: real-life stories of the great- time, I’m holding an Eagle Flight for LAX, own awareness of the general terrain you est job in the world. and I had several others on the frequency are in, listen up for traffic calls, and if traf- that knew it was time to remain silent. fic is issued at 7,000 and you are climbed to Robert Marks has been a pilot for over 40 If, however, you ever find yourself lis- 7,000, ask for confirmation. years and holds a commercial multi-engine tening to a drama unfold like this one, and If there is adverse weather you are certificate and instrument rating. He is a you have local knowledge that can help hearing about along your route of flight, retired air traffic controller and currently someone spot an airport or an idea about ask about it. If something doesn’t sound works as a writer, producer, and director for what may be wrong, speak up. right, or you aren’t sure about a clearance, King Schools. His home airport is Mont- My near-frantic captain was descend- speak up. Check your own charts with any gomery-Gibbs Executive Airport (KMYF), ing through 2,500 and getting ready to turn route or altitude clearance, and make sure in San Diego, California. Send questions or on me when one pilot said, “Look for the both work for you. comments to [email protected].

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August 2021 | Piper Flyer • 33 34 • Piper Flyer August 2021 Design Pics Inc / Alamy Stock Photo Stock Alamy / Inc Pics Design

Before you explore landing in the backcountry, consider these important safety precautions and expert recommendations for successful bush flying. By Steve Ells

August 2021 | Piper Flyer • 35 local Piper PA-22 what you and your airplane are capable of. had an accident. He’s gone now, but his Tri-Pacer owner stopped Do these tests with the airplane loaded, words remain. me yesterday to tell me because that’s how you will be flying. Fred Potts’ book is subtitled “Concepts about his plan to convert Here’s the first test to see if you’re and Techniques for the Pro.” It’s out of his 1952 PA-22-135, with ready for backcountry (bush) flying. Dig print, although copies are offered for sale the 135 hp Lycoming out the Pilot’s Operating Handbook or on Amazon—for outrageously high prices. O-290-D2 engine, into a bush plane by Owner’s Manual for your airplane. Look Potts wrote the following on the first Achanging the aircraft to a PA-22/20 tail- up the minimum distance required to page of his book: “This book contains dragger via STC, installing big tires, and do a short field takeoff. Add in all the methods and/or flying techniques that fitting a 150 hp engine. “It’s going to be like variables—air temperature, surface type, have worked successfully for the author a Super Cub,” he said. density altitude, runway slope—to come (as well as for other professional bush After we parted, I thought to myself up with a “book” distance. pilots) for many years. However, for those that it seems as if flying airport-to-airport Then, imagine that your life depends without the required skill, experience, for the proverbial $100 hamburger has on your ability to get off a remote airstrip and judgment, these techniques (because been pushed aside in favor of exploring in the book distance. they utilize the edges of an airplane’s the backcountry in a personal airplane. Fly a series of test flights in a forgiving performance envelope, close to the stall; or It appears that everyone wants a “bush” environment to see if you can get off the require operation low to the ground) are plane these days. ground in that distance. This is the first very dangerous.” step in flying “scientifically”—gathering He advised that pilots wishing to learn The draw of unimproved airstrips data appropriate to your airplane and your the advanced techniques in the book take In 2003, a small group of Montana skill level. thorough instruction from a Certificated pilots formed the Recreational Aviation If you can’t manage that takeoff the Flight Instructor qualified in bush tech- Foundation (RAF). This group realized the first time you try, you’re not alone. Perhaps niques. threat of recreational airstrip closure was you’re just not yet ready. It’s also very likely Potts’ book is full of practical tips about of national concern. Over the last 18 years, that you don’t really know the numbers for operating a one-man air taxi in Alaska. the RAF has worked with local and region- your airplane. There are sections on Alaskan weather and al governments to make sure bush airstrips Practice flying in less-than-perfect seasons, the airplanes he used, and special are preserved for future flyers. wind conditions. Feeling you’re ready for operating techniques. And although it Facebook groups such as “Big Tire an all-out bush flying adventure because may seem like bush pilots are “seat of the Pilots, STOL Pilots, Backcountry Pilots, you’re comfortable at the home drome in pants” daredevils, Potts writes, “The most Mountain Pilots” have posted hundreds calm wind isn’t rational, nor does it predict effective way to fly an airplane in the bush of online videos about backcountry flying real-world performance. is scientifically—by the numbers.” destinations and procedures. Airplanes suitable for bush operations Reading for the fundamentals Mountain Flying Bible and Flight are available. But are you, as a pilot, capa- A wannabe bush pilot is usually just a Operations Handbook ble of operating safely “out there?” pilot without the experience and the set of Sparky Imeson was in dental school skills needed for backcountry flying. One when a ride in his father’s Piper J-3 Cub Self-testing for competency way to get one’s mind around the bush convinced him to trade a future of drilling Pilots who can’t maintain speeds pilot skill and knowledge set is by reading. teeth for one of drilling holes in the sky. within a couple of knots and aren’t Two of the best reference books on Imeson was awarded the Flight Instructor comfortable flying close to the ground bush flying in my collection are “Guide of the Year for the Northwest Region in in unwelcoming terrain have a way to to Bush Flying” by F.E. Potts and Sparky 1974, 1979, and 1995. Imeson passed, but go before they’re ready to tackle landing Imeson’s “Mountain Flying Bible and Flight like Potts, his experience and wisdom are strips that require “on-the-edge” flying. Operations Handbook.” Although I haven’t still available to seekers. On-the-edge flying means flying final at read it, I’ve heard that “Mountain Flying” Imeson’s book is titled “Mountain Fly- speeds as low as 1.1 Vso. by Geeting and Woerner is also good. ing” for a reason. Early in his flying career, An inability to accomplish this level Imeson flew out of an FBO in Jackson, of flying may be due to rusty or not-yet- Guide to Bush Flying Wyoming. He writes, “This book is an at- honed skills, but let’s also remember In 1971, Potts was one of a small tempt to collect the information necessary that manufacturer’s “book numbers” are group of Alaskan pilots to obtain an IFR to operate the airplane in the mountains, gleaned using airplanes that are in top- air taxi certificate using single-engine safely, under various conditions of flight.” notch shape with strong engines, being aircraft. Potts ran FEPCO Aviation out of Imeson goes on, “Pilots with a desire flown by professional pilots. Spruce Point, Alaska. He retired in 1984 to learn the advanced techniques, such So, rule No. 1 is to do tests to determine after 22 years and 17,000 hours. He never as the curved-path takeoff or flying in

36 • Piper Flyer August 2021 Feeling you’re ready for an all-out bush flying adventure because you’re comfortable at the home drome in calm wind isn’t rational, nor does it predict real- world performance. Daniel H. Bailey / Alamy Stock Photo Stock Alamy / Bailey H. Daniel

August 2021 | Piper Flyer • 37 Students are taught to always maintain an “I don’t have to land” mindset. Plan each flight with enough fuel, daylight, etc. to narrow canyons, should do so only with most pilots have never done an extremely the help of a knowledgeable and qualified safely return to steep, 60-degree bank. mountain instructor.” the takeoff point Bush flying, and by extension, moun- Maneuver speed and airspeed tain flying, are quite different from or another safe control everyday flying. Based on what these two landing spot. A speed Imeson calls “maneuver experts write, bush flying skills can be speed” is defined as the minimum speed learned; judgment on when and how to to fly in a canyon when a turnaround is to use those skills takes experience. enough room to turn around if you have be executed. This speed is approximately to,” she concluded. 15% greater than the stall speed adjusted Canyon flying Canyon flying tips are in Chapter 3 for configuration. According to the Pilot’s Lori MacNichol teaches mountain fly- of Imeson’s book. This chapter includes Operating Handbook for the Piper PA-28- ing at Mountain Canyon Flying in McCall, subjects such as: flying up canyons; beyond 236 Dakota, the stall speed in a 45-degree Idaho. MacNichol says she learned to fly the point of no return; pass at the head of a bank (flaps 0 degrees, max gross weight) because she wanted to be able to travel to canyon; flying up narrow canyons; subsid- is 76 kias. Add 15% (11.4) to arrive at 88 backcountry Idaho to hook the big fish. ence and downdrafts in canyons. kias—Imeson’s “maneuver speed.” She learned mountain and canyon flying There’s also a section on course rever- Imeson also stressed that the scien- in a Cessna 140. Almost any airplane can sal procedures. Imeson writes, “the safest tific method was invaluable for safe bush be flown in the backcountry provided the method to reverse course in a canyon flying. The following is Rule No. 3 in his Ten pilot factors in the (true) airplane perfor- is to trade speed in excess of best angle Commandments: mance and the dictates of weather (winds, of climb for altitude by climbing as you On a short runway, if 71% of the air temperature, etc.). make a 180-degree turn at the steepest takeoff speed is obtained by the halfway MacNichol talks about a few of the bank angle you can comfortably make.” point, the airplane will take off in the most common pilot errors she sees in the What’s the bank angle most pilots can space remaining. first days of each class. comfortably make? To use Rule No. 3, a pilot must know “Ninety percent of the people want Let’s remember that many pilots don’t the takeoff speed of the airplane with its to fly in the middle of the canyon,” she make a habit of practicing steep turns, present loading, and the prevailing wind said. “It’s not flying close to the trees and especially turns with more than 45 or 50 and density altitude. Multiply that by 0.71 the rocks that will kill you, it’s not having degrees of bank. There’s a good chance that for the 71% number. Then, pace off the

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GCA-PiperFlyer-7.125x4.9375.indd 1 August 2021 | 4/29/21Piper Flyer 3:31 • PM 39 Client: Gulf Coast Avionics Ad Title: We know avionics inside and out. Publication: Piper Flyer Trim: 7.125 x 4.9375 runway length to put a visual sign such as site before making the decision that it’s Soldotna, Alaska, for over 30 years. His a rock or a tree at the halfway point. If the safe to land. Shopping isn’t always followed opinions are based on thousands of Alaska 71% speed hasn’t been clocked by the half- by landing. flight instruction hours. He is a retired way point, abort the takeoff, and offload Students are taught to always maintain Designated Pilot Examiner (DPE). weight or wait for more favorable wind and an “I don’t have to land” mindset. Plan Eicholz says pilots that choose to go weather conditions. each flight with enough fuel, daylight, etc. into strips that require “on-the-edge” flying Regarding airspeed control, MacNichol to safely return to the takeoff point or an- must be able to execute perfectly every says that many new students in her basic other safe landing spot. Imeson writes that time. “Nine out of 10 isn’t good enough; Mountain and Canyon Flying Fundamen- this shopping trip must include observa- flying into some of these unimproved tals courses don’t know how to fly a steep tions about wind direction, runway slope, strips is like landing on an aircraft carrier,” stabilized approach, nor do they know approach path, runway surface, and an said Eicholz. how to control their airspeed to the degree estimate of runway length. He often challenged pilots during required. “Pilots have to be able to hold MacNichol said there’s one more skill examinations to make a soft-field takeoff airspeed within 2 knots to meet our class that seems to be lacking in the majority in the distance spelled out in the POH. The completion standards,” said MacNichol. of the Mountain Canyon Flying students. lesson is that the 500- to 700-foot figure Here’s why that’s important. Touching It’s an inability to move their chosen land in the book is a very short distance—and down at a speed that’s 10% higher than point. In other words, adjust the touch- that a realistic distance for the average normal will increase the landing distance down spot in the last seconds before nonprofessional pilot is book distance required by 21%. touching down. times two, or even three, especially if the MacNichol says that many pilots in her strip is rough, sloped, and/or the winds are classes are also hampered by their inability An Alaska flight instructor’s blustery. to be patient and to stay flexible. Moun- perspective Eicholz says pilots should ask them- tain Canyon Flying instructors teach their Dean Eicholz is an ex-Navy Grumman selves the following question: “If I don’t students to “shop” an off-airport landing A-6 Intruder pilot who taught flying in really have a mission, why attempt to fly

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40 • Piper Flyer August 2021 into an airstrip that puts everything I have before setting out, especially when other Steve Ells has been an A&P/IA for 45 at risk?” demands have cut back on recent stick years and is a commercial pilot with time. Get comfortable with these new instrument and multi-engine ratings. Ells Judgment and skill flying skills by first using them at strips also loves utility and bush-style airplanes Pilots wanting to learn the skills with generous margins. Develop the and operations. He served as associate required to operate out of off-airport sites diligent “scientific” approach to back- editor for AOPA Pilot until 2008. Ells is the will increase the chances of enjoying the country flying that has been proven to be owner of Ells Aviation (EllsAviation.com) experience and enhancing safety by getting the safest approach. and the proud owner of a 1960 Piper instruction, assembling a book of personal Lastly, always carry survival gear. Al- Comanche. He lives in Templeton, Cali- and airplane performance numbers, and ways tell someone where you’re going and fornia. Send questions and comments to learning how to do steep stabilized ap- when you plan to return. Install a 406 MHz [email protected]. proaches to short and soft-field landings. ELT and register it. If that’s not yet in the There’s more to being safe than just budget, at least carry a PLB. RESOURCES skillfully flying the airplane. Gathering a Fred Potts wrote, “. . . in my hum- working knowledge about local weather ble opinion flying in Alaska is no more Fred Potts’ Web Outpost patterns, wind behavior in canyons and dangerous than down in the ‘lower 48.’ fepco.com/Bush_Flying.html mountains, grasping the importance All it requires is a bit of judgment and of topographical features such as river common sense.” McCall Mountain Canyon Flying Seminars drainages (lower ground), and staying mountaincanyonflying.com physically healthy all play a part in suc- If you want to fly safely “out there,” cessful bush flying. prepare well, prepare “scientifically,” and Recreational Aviation Foundation (RAF) After the airplane is tuned and in then enjoy the wonder and fun that is only theraf.org tiptop shape, schedule a session with a available to small airplane flyers flying into good flight instructor to get up to speed the wild.

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ast week, I resurrected the Ells borhood for a shop to do the 91.413 test Aviation world cruiser. My 1960 and signoff. Piper PA-24-180 Comanche 180 My local shop was busy. But, without has been non-operable for most too much trouble, I found a shop that of last year. Part of this hiatus specializes in these certifications an revolved around my very slow in- hour away. Lstallation of SoundEx Products’ noise-re- I flew my airplane from Paso Robles ducing foam/foil packets and Airtex side Municipal Airport (KPRB), for an hour panels, headliner, and seat covers. up to Livermore Municipal Airport The other major part was the upset (KLVK), to hire Precision Static Testing of routines due to the COVID-19 “Year of to do the job. Confusion.” There, I met J.R. Rutkosky, who As most owners know, there are signaled me to shut down the engine as I Federal Aviation Regulations (FARs) taxied up to the company hangar in the that require the testing of transponders, southeast hangar rows. altimeters, and static systems every two Rutkosky is an experienced airframe years. The transponder certification is and powerplant (A&P) mechanic with mandated by FAR 91.413, and IFR certifi- years of experience. He used to work for cations are spelled out in FAR 91.411. United Airlines but got laid off during an I am a day VFR kind of pilot these economic crunch. days, so I looked around my flying neigh- I had been talking to Carolina, who

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answers the phone at Precision, about How high do you fly? 800-433-0814Toll Free, U.S. & Canada setting up the appointment and the cost As I mentioned, the altimeter, stat- Tel. 330-698-0280, FAX 330-698-3164 of the certifications. She gave me some of ic system, and transponder need to be [email protected] the history of the company. Years ago, she checked and certified every two years. 8:15am to 5:30pm EST. and J.R., through a strange twist of fate, Those tests are accurate enough to provide We Buy Worldwide had ended up taking over and buying an traffic separation for us low-altitude flyers. We buy inventories of new instrument shop at Livermore when the With the implementation of Reduced surplus parts for nearly shop’s owner abruptly moved to Texas. Vertical Separation Minima (RVSM) in the anything that flies. Also We are tired or damaged Cessna They closed the instrument shop and Western Hemisphere in 2005, operators Cash twins, Caravans, Citations, sold the equipment. In the years since, flying between Flight Level 290 (29,000 Buyers! engines & propellers. they have concentrated their business on feet) and Flight Level 410 (41,000 feet) were providing mobile air data testing for large required to install equipment that includ- Gene Hembree is our buyer. Please contact him at 330-698-0280 ext.224 and small airplanes in California. ed special altimeters, a second altimeter, [email protected]

44 • Piper Flyer August 2021 I hadn’t made it clear to J.R. that I was a day VFR kind of pilot, so he was working to make sure the static system was leak-free for an IFR certification. and altitude-sensitive autopilots. noise on the signal, and that the pulses It used to be that aircraft required are correct. 2,000 feet of vertical separation between J.R. told me that he budgets 15 minutes FL 290 and FL 410; but after the adop- for a VFR transponder check. tion of RVSM, that has been reduced According to J.R., there’s no require- to 1,000 feet. All aircraft flying at these ment in Appendix F to check for leaks in levels must have appropriate equipment a static system during a VFR transpon- installed and that equipment must be der certification. Some early airplanes, tested for accuracy. such as an Aeronca Champ, never had a Precision Static can do the RVSM-re- static system; yet the transponder still quired tests, as well as routine tests for has to be checked. small General Aviation airplanes like my Comanche. They regularly take testing IFR checks equipment on the road in California to FAR 91.411 requires any airplane that provide air data system testing for owners operates in controlled airspace under IFR and operators that aren’t near a testing to have each altimeter, static system, and company. Bjorn Anderson works with automatic pressure altitude reporting Precision Static to provide testing in the equipment tested to comply with Appendi- northernmost part of the state and at a few ces E and F of Part 43 every two years. sites in southern Oregon. Appendix E of Part 43 is titled “Altim- Before I describe the testing process eter System Test and Inspection.” This I went through with my Comanche (a appendix details the tests required for an low-altitude airplane, flown exclusively IFR certification. under VFR), it’s important to discuss The rule mandates that certain the difference between 91.413 and performance criteria of the altimeter are 91.411 checks. within limits, there’s not moisture in the system, and, if installed, the static port Transponder tests heater is functioning. FAR 91.413, “ATC Transponder Tests Most of the IFR checks revolve around and Inspections,” reads: the “health” of the altimeter. Required al- (a) No persons may use an ATC timeter tests include scale error, hysteresis, transponder that is specified in 91.215(a), after effect, friction, case leak error, and 121.345(c), or § 135.143(c) of this chapter barometric scale error. unless, within the preceding 24 calendar Is there drag in the gears? Does the months, the ATC transponder has been test- aneroid return to the same dimension ed and inspected and found to comply with after using the test set to run it up to appendix F of part 43 of this chapter. different altitudes, then changing the The transponder also must be re- pressure to simulate a descent rate of checked when it is reinstalled after remov- 5,000 feet per minute? al from an aircraft. There’s a test for scale error when the Appendix F of Part 43 is titled “ATC altimeter is taken up in altitude. For in- Transponder Tests and Inspections.” stance, when the static system pressure is The test consists of sending an inquiry reduced to 25.842 in Hg, which is the stan- to the transponder and checking to see dard pressure at 6,000 feet, the pointers on that the reply from the transponder is the face of the instrument must be within on frequency, that there’s not too much a range of +/- 40 feet of 6,000 feet.

August 2021 | Piper Flyer • 45 Most General Aviation altimeters are IFR certifications take more time. J.R. certified to 20,000 feet, although the tol- budgets a full hour for an IFR check. erance scales (Table 1) in Appendix E list tolerances up to 50,000 feet. The tolerance Testing my Comanche at 20,000 feet is +/- 130 feet. In the June 2021 article of Piper Flyer, I If your altimeter won’t pass the tests in wrote about how I had updated the pitot Appendix E, it must be removed and sent and static system plumbing in my Coman- to an instrument shop for cleaning, repair, che using modern poly tube plumbing and recalibration. The instrument shop and fittings. I had a portable machine that will typically test a light plane altimeter to can pull a vacuum; I had connected it to 20,000 feet prior to returning it for service. the systems and was pretty sure that both The automatic pressure altitude report- systems were tight. ing system must be checked, too. Appen- Yet, when J.R. connected his equipment dix E spells this out: to my airplane and checked the results The test must be conducted by an appro- of his first test, he said something that priately rated person under the conditions sounded like “huh.” I stole a glance at the specified in paragraph (a). Measure the au- display and one parameter read zero. I tomatic pressure altitude at the output of the didn’t think that was good. installed ATC transponder when interrogat- J.R. then did some more testing as he ed on Mode C at a sufficient number of test worked to determine where the problem points to ensure that the altitude reporting was. I stood and watched. Then I heard equipment, altimeters, and ATC transpon- him say, “It’s worse than I thought!” ders perform their intended functions as I asked what was wrong. He told me installed in the aircraft. The difference that most problems he encounters with between the automatic reporting output and Comanches take place in the tail section the altitude displayed at the altimeter shall with the static ports, or with the plumb- not exceed 125 feet. ing of the static ports. The ports and the

46 • Piper Flyer August 2021 small hose forward to the instrument would have passed if I had requested an panel are joined with short lengths of IFR certification. rubber tubing. The tubing degrades over time. The result is that the static pressure That’s a brief outline of the differences is sampled from inside the tailcone. The between the VFR transponder test, and an owner never knows there’s a problem; IFR static system and altimeter test. especially if the aircraft only has its transponder checked for VFR flight (where a IMPORTANT: This article describes Engine Monitoring static check is not required). work that may need to be performed/ & Flight Instruments I hadn’t made it clear to J.R. that I was a supervised by a certificated aviation ANR Headsets day VFR kind of pilot, so he was working to maintenance technician. Know your make sure the static system was leak-free FAR/AIM and check with your me- for an IFR certification. chanic before starting any work. J.R.’s experience had taught him that the most likely problem area was in the Steve Ells has been an A&P/IA for 45 aft static port plumbing, so he opened years and is a commercial pilot with Lowest Prices the removable aft wall of the baggage instrument and multi-engine ratings. Ells on Radios compartment and looked over the static also loves utility and bush-style airplanes Go LED & Be Brighter - In Stock system plumbing in the tailcone. I had and operations. He served as associate replaced all the flexible tubing less than a editor for AOPA Pilot until 2008. Ells is the week before, so he was satisfied it was in owner of Ells Aviation (EllsAviation.com) good shape. and the proud owner of a 1960 Piper Co- Before long, J.R. had a roll of safety wire manche. He lives in Templeton, California. in his hand, and he was jamming it into Send questions and comments to editor@ the static port on the right side of the tail. piperflyer.org. Stratus 3 Garmin aera 760 After a few short minutes, he said, “that ADS-B In GDL-39 In Stock side is clear,” and walked over to the port RESOURCESRESOURCES on the left side and started jamming safety wire into that port. PFA SUPPORTER It wasn’t too long before the ports were all clear. J.R. told me that it’s not unusual SOUNDEX PRODUCTS Garmin Avionics - In Stock for tiny bugs to move in and set up camp soundexproducts.com GPS NAV/ when an airplane isn’t flown regularly. GNX NAV I had seen it before when a friend with OTHER w/ADS-B a S-TEC (now Genesys) autopilot began GTX335 to experience gentle altitude oscillations Airtex Products Inc. ADS-B when the altitude hold feature was select- airtexinteriors.com GPS ed. After some throw-parts-at-it trouble- Precision Static Testing Hear Them shooting by an avionics shop that didn’t Clearly... solve the oscillation problem, we were able precisionstatictesting.com First Time, to clear the autopilot static port using a Every Time small hand-held vacuum tool I bought at The Parts to Start an auto parts store. We simply sucked the Everytime In Stock bugs out. When I asked J.R. if other airplanes had predictable faults during the 91.411 and 91.413 checks, he said single-engine Cessnas often lose a decent static port seal due to corrosion between the external and internal plates. Early Piper airplanes used AN-type aircraft fittings and aluminum tubing which FREE Shipping on Most can corrode. He’s also found leaks where maintenance (splicing, adding a T-fitting) Orders Over $350 has been done in the past. TOLL FREE ORDERS I had sent my altimeter for servicing about eight years ago, so I expect it 1-800-447-3408 WWW.CHIEFAIRCRAFT.COM August 2021 | Piper Flyer • 47 A museum operated by a dedicated group of volunteers tells the story of a massive World War II-era pilot training base in Shafter, California. By Steve Ells

48 • Piper Flyer August 2021 etween the dedication of and the North American B-25 Mitchell Minter Army Air Field on Feb. twin-engine bomber. 7, 1942, and May 3, 1945—five The B-25 was made famous in the days before VE Day, when April 1942 raid on Tokyo, Japan, led by Nazi Germany surrendered General Jimmy Doolittle when 16 B-25s to end World War II in Europe—11,265 were launched from the flight deck of U.S. pilots completed their basic flight training aircraft carrier Hornet. at a flat, hastily built airfield located a few Later, Lockheed P-38 Lightnings also miles east of Shafter, California. were based at Minter. Today, that same airport, now known as Shafter-Minter Field (KMIT), is home Training to 53 aircraft. It’s a busy airport, with Students arrived from all over the around 120 operations each day. The country for the 10- to 12-week basic flight same thing that drew the U. S. military to training at Minter Field, as part of a train- this region for flight training—330 days ing program spanning 40 weeks overall. of good VFR flying weather a year—also There were also schools at Minter for me- makes it a good airport for today’s train- chanics, parachute riggers, navigators, and ing flights. other jobs such as warehouse personnel, Shafter, a rapidly growing community military police, weathermen, finance, and of 20,000, is located 14 miles northeast of quartermaster corps. Bakersfield, California. It hardly ever rains, To accommodate the level of training snowfall is a once-a-decade event, and the activity that often included up to 200 average wind speeds peak at around 7 mph flights a day, the Army also built several between May and June. It’s nearly year- auxiliary fields located nearby: Delano, round ideal flying weather. Lost Hills, Dunlap, Pond, Wasco, Famosa, Let’s go back to the beginning of the Semi-Tropic, and Minter 1 and 2. Shafter Field story. Class sizes increased from 600 students per class in 1943 to 1,065 students per class A 945-acre cotton farm in 1944. In 1939, President Franklin D. Roos- evelt, seeing war clouds on the horizon, The Minter Field Air Museum directed General “Hap” Arnold to draw up Only students of the military history of plans for a superbase capable of training the Bakersfield-Shafter region would know 20,000 pilots a year. In November 1940, Ma- these facts if it weren’t for a “small group jor General F. E. Harms bought a 945-acre of people that like to fly out of the Kern cotton farm near Shafter as the future site County airport at Shafter,” according to “A of the superbase. By July 1942, that cotton History of the Minter Field Air Museum,” farm had been transformed into a base compiled by Bill Fant. with 66 buildings spread over 1,260 acres. The Minter Field Air Museum was Minter Field was the largest training base organized in 1977 around the purchase of of its kind on the West Coast. a B-25 Mitchell light twin-engine bomber, The Shady Lady, from what was then called Airplanes of Minter Field the Confederate Air Force (CAF). Minter Field was an Army Air Force According to Fant’s history, The Shady Basic Flying School training base. The Lady became a financial burden for the most commonly flown aircraft was the group. It was sold and after changing Vultee BT-13 Valiant, a fixed-gear, tandem hands several times is now exhibited at the two-seat taildragger powered by a 450 hp Castle Air Museum in Atwater, California. Pratt and Whitney R-985 radial engine. The next few years consisted of orga- The maximum takeoff weight (MTOW) nizing future plans and of fundraising ac- was around 2,960 pounds. The Valiant was tivities such as spot landing contests, flour quite a handful for a student pilot, espe- bombing, and ribbon-cutting. Inspired by cially compared to today’s training aircraft. the airing of the “Turkeys Away” episode Other training aircraft at Minter in- on the series “WKRP in Cincinnati,” a tur- cluded the Cessna UC-78 Bobcat (T-50), key drop fundraiser was attempted in 1980. a light twin called the “Bamboo Bomb- The group applied for and received er;” the North American AT-6 Texan; authorization to operate as a tax-exempt

August 2021 | Piper Flyer • 49 …The biggest event this year will be the Fourth Annual Wings and Wheels Tribute scheduled for Nov. 13, 2021. It will feature airplanes, cars, motorcycles, and tractors.

instrument repairman on the base. brother in the armed services. Anderson enjoyed guiding me and Pierce told me that it’s not uncommon telling of the many fascinating facts and for visitors to stop at the museum to seek artifacts housed in the small white build- information on relatives that trained there. ing, such as the museum’s working Link The museum maintains a database of over Trainer. Everything seemed intact from 11,500 cadets and staff that were based the instructor’s station to the electrical at Minter Field. A library of class books cable connections. The Link Trainer, one of contains photos of the cadets. approximately 10,000 ordered by the Army prior to World War II, was used to train WAACs and WASPs pilots in instrument flight. In addition to WAACs, there were also We walked from one end of the women pilots in the WASPs (Women Air- building to the other. Here was an original force Service Pilots) stationed at Minter. World War II Blood Chit. Originally called One of the WASPs was Pearl Brum- rescue patches, these fabric articles mett Judd, one of the 1,074 women that showed an American flag, with writing completed the seven months of WASP in Chinese. It identified the wearers as training. “Her first orders were on Octo- Americans helping China fight the Japa- ber 8, 1944, to Minter Field, California, nese and requested the Chinese people to at the advanced twin-engine school, assist them. as a Flight Test Engineer. Pearl’s job at Anderson said the writing on the chit Minter Field consisted of towing training was translated by a Chinese visitor to the targets, ferrying damaged aircraft, and museum. That visitor (and many more) test-flying repaired aircraft for return to came to the museum to learn more about combat,” according to an account on the the training base activities and about rela- FindaGrave.com website. The WASPS tives or friends that trained there. were disbanded in December 1944. nonprofit corporation from the IRS in All the historical exhibits are housed late 1981. Snap Roll in the former fire station, one of the few Today, the museum has regular hours, I thought one of the most interest- remaining original buildings from the war Friday and Saturday from 10 a.m. to 2 p.m., ing pieces of Minter Field history at the years that is still standing. and will accommodate requests by calling museum was its digital archive of a few I viewed a small World War I exhibit (661) 393-0291 and leaving a message. of the original Snap Roll newsletters. The where I saw the diary of a medic and other first issue was printed June 30, 1943, and is relics. There are also niches throughout A brief visit posted on the Minter air museum website. the building featuring little-known (to me) Early in 2021, after getting both of It included a sentence describing military information such as an exhibit about the my COVID-19 vaccinations, I visited the life 75 years ago. The lead article reads, “In “Aztec Eagles,” a group of pilots from the Minter Field Air Museum, where I was addition to the present swimming pool, Mexican Air Force that flew Republic P-47s welcomed by Ron Pierce, the Chairman of which lends a country club atmosphere in support of the allies in the Philippine the Board of Directors, and Allen Ander- to the Post, the tennis courts, basketball Islands in 1945. son, the Board Treasurer, for a tour of the courts, the spacious athletic field…are One niche tells of the mysterious disap- museum facilities. rushing to completion.” pearance of Consolidated B-24 Liberator Pierce took a few minutes during The issue had news about fighting in bomber No. 64, the Lady Be Good, on April the tour to tell the story of how the Pacific theater, a blurb about a 10% in- 4, 1943. After taking off from a base in Lib- his father, a jeweler in Shafter, was crease in the pork ration for civilians, and ya manned by a crew flying its first combat approached by the base commander one about how the Minter Field Red Cross mission, the airplane never returned to asking if he could fix clocks. After an- field officer helped a WAAC (Women’s base. It was believed lost in the Mediter- swering yes, he eventually became an Army Auxiliary Corps) member find her ranean until 1958, when it was found 440

50 • Piper Flyer August 2021 miles beyond its home base by a British Petroleum survey crew. I also learned that there was a German prisoner of war (POW) camp in Shafter and that 558 prisoners were housed there late in the war.

After the War Beginning in 1946, Transocean Airlines (which operated from 1946 to 1960) set up a training base in the U. S. at Minter Field. 60 students from Indonesia arrived at Minter Field for flight training to staff the country’s military and civilian crews. Chinese students also trained at Minter field after World War II. Pierce told me that these students were transported to the base through the “back door,” by arriving from the East Coast since it was thought that the anti-Asian sentiment on the West Coast was still strong.

Minter Field stories Don Westfahl, a then-19-year-old from Perry, Oklahoma, shared his impressions of Minter Field in a two-page publication. “It was enjoyable to be there as a cadet,” he recalled in a recent interview. “We were treated well. The food was excellent. Honey, butter, and a case of milk were always on the table.” Westfahl met his future wife, Lee, at a Junior Woman’s League dance for cadets in 1944. They married in June 1944. He went on to fly weather reconnaissance flights, supporting pilots flying cargo airplanes over “The Hump” to supply Chinese sol- diers fighting the Japanese. After the war, Westfahl came home to Bakersfield, California, and took a job at a local refinery. He retired and later joined the volunteers that support and manage the Minter Field Air Museum. Dean Craun volunteers as the museum’s public relations contact. “You never know who will pop through the doors,” said Craun. Craun tells of being contacted by a man who had been adopted and thought there might be information at the museum about his father. The staff sorted through documents including past issues of the base newspaper, The Echelon. They were able to find a picture of the man’s father. They enlarged it and sent it to him. According to an account written by Craun, “He was quite moved by the experience,” and later visited the museum.

August 2021 | Piper Flyer • 51 The Gossamer Condor and the U-2 Minter Field has been the site of other aviation firsts. The Gossamer Condor, the first human-powered airplane to fly the mile-long figure-8 course to win the £50,000 Kremer Prize, met the chal- lenge in 1977 at the Shafter airport. The record-breaking flight was flown (and powered) by bicyclist Bryan Allen and was aloft for 6 minutes, 22 seconds. As we moved through the museum, Pierce told of another fascinating, little-known fact about aviation in the Bakersfield/Shafter area when he told me that the first 55 U-2 “Dragon Lady” airplanes, the super-high-altitude spy airplane designed by famed designer Kelly Johnson at Lockheed’s “Skunk Works,” were built between 1955 and 1958 at nearby Meadows Field (KBFL). Although Meadows Field is the main airport for the Bakersfield area, it’s actually located in Oildale, California.

Events The Minter Field Air Museum no longer holds a turkey drop to raise funds, but it does ask for support by providing museum memberships and selling gifts in the gift shop. Membership sign-ups and gifts are also available on the Minter Field Air Museum website. A The museum believes that “The support of our members allows the museum TUO to preserve the rich aviation history of SYSTS, . the San Joaquin Valley and to further educate the community on the import- e ill Help You Trouleshoot Your Sstem ant role played by Minter Field during Teachin Suect At FAA ndorsed vents World War II.” The museum also has established a Memorial Plaza. Planning is underway TUOHAS PSSU F AS to offer individual bricks that will be en- OHAU - HA ASTATS TUOHAS graved with messages to commemorate a AA cadet or support the museum’s charter. OTOS UY OS AT OPATOA SPS O OU AT OPATOA SPS O OU There’s a Founder’s Day banquet in S TST AH February, but the biggest event this year isit Our e Site to See the S n Action will be the Fourth Annual Wings and Wheels Tribute scheduled for Nov. 13, “ A family operated business since 1988, including a 2021. It will feature airplanes, cars, motor- licensed A & P mechanic and commercial pilot” cycles, and tractors.

1-8-847-8815 55-35-3322 Put KMIT in your GPS or home in on Fa 55-27-1 AY A the Shafter VOR (115,4 MHz) to find the “Sensitive to your needs” Shafter-Minter airport. There are three am pm PST on Fri www.mainturbo.com runways: 12/30, 8/26, and 17/35. One will be right for your visit to the Minter Field “Sensitive to your needs” [email protected] Air Museum.

52 • Piper Flyer August 2021 Steve Ells has been an A&P/IA for 45 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation (EllsAviation. Easy to Install Multi-Function com) and the proud owner of a 1960 Piper Comanche. He lives in Templeton, DISPLAYS THAT California. Send questions and com- DON’T SUCK ments to [email protected]. Replace high-maintenance RESOURCES vacuum driven instruments with precise digital displays that add Introducing Castle Air Museum 21st-century tech for safer, more castleairmuseum.org Tempest AeroGuard™ informed flights. Minter Field Air Museum Induction Air Filters minterfieldairmuseum.com

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August 2021 | Piper Flyer • 53 PRESS RELEASES August 2021 *Compiled from press releases

GARMIN ANNOUNCES UPDATES TO THE GI 275 ELECTRONIC FLIGHT INSTRUMENT STC approval now includes transponder control, simpler GPSS mode switching, and original G500 support

OLATHE, Kan., June 15, 2021—Garmin International Inc. Transponder control recently announced that its updates for the GI 275 elec- Pilots can now control basic transponder settings tronic flight instrument have been granted STC approval including squawk code, function, IDENT, and flight ID by the FAA. These updates add several enhancements directly from the GI 275 when interfaced with a compatible and new capabilities to GI 275, including the option transponder such as the GTX 345, GTX 345R, and GTX to control basic settings of the GTX 345 or GTX 345R 45R. The touchscreen user interface offers pilots a simple transponders directly from a GI 275. Other new features and quick way to make transponder setting adjustments include easier switching between GPSS and heading and can be especially beneficial to pilots in aircraft with modes with third-party autopilots, plus the capability to transponder installations on the co-pilot side. Additionally, drive the GFC 500 autopilot while serving as a standby space-constrained cockpits can benefit from the opportu- attitude indicator interfaced with an original G500 series nity to install remote transponders and control them from flight display. the GI 275. To access these new controls, a dedicated Continued on Page 56

54 • Piper Flyer August 2021 CARPENTER AVIONICS AND PILOTS OPTING SPEED & DESIGN COLLABORATE TO FOR THE ALASKAN PROVIDE PREMIUM ADVENTURE CUSTOM AIRCRAFT BIG LAKE, Alaska, June 21, acres in size. There are 3 lots left for INTERIOR DESIGN 2021—The Cubdivision Airpark is sale and the Airpark neighborhood AND INSTALLATION a great place for pilots who want will be complete. SERVICES TO to combine summer vacations “We’ve been very successful in and flying adventures in the true attracting happy people who love PRIVATE AND wilderness. This airport community the sounds of airplanes,” said Bud- BUSINESS AIRCRAFT is built around a 1,700-foot grass de. “There’s really nothing else quite strip, designated 9AK7, next to Big like it in this part of Alaska. It’s a OWNERS Beaver Lake. great place for a summer base with Located about 15 miles west a hangar/apartment or a year-round SMYRNA, Tenn., June 21, 2021—Carpen- of Wasilla and 40 miles north of place to enjoy life with your aircraft. ter Avionics recently announced that the Anchorage, Cubdivision is situated The views are fabulous, the winds company is expanding its list of specialized well for wheel, float, and straight ski are calm, and the fishing’s great.” services to now include providing custom operations. Created by Airforms Inc. For more information about Cub- aircraft interior refurbishing and comple- President, Lee Budde, who lives on division, visit cubdivision.com or call tions by partnering with Speed & Design, the runway, the lots are one to two Lee Budde at 907-232-4879. a nationally acclaimed design, fabrication, and installation service provider for custom automobiles. The “dream team” alliance of talented avionics and airframe technicians and custom automotive interior designer/ fabricators have come together to deliver award-winning caliber refurbishing services to aircraft ranging from classics to new-generation business jets. “As we approach our 40th anniversary, we decided this was the great time to make a major step into our future by expanding our mission and introducing an array of interior upgrade services to complement our portfolio of avionics services,” said Mark Lee, CEO at Carpenter Avionics. Continued on Page 57

August 2021 | Piper Flyer • 55 PRESS RELEASES Garmin GI 275 Continued from Page 54

transponder page is available on GI 275 installations configured as an MFD, or standby attitude indicator with MFD pages.

Easier switching between GPSS and heading modes Pilots flying aircraft equipped with select third-party autopilots can benefit from easier switching between GPSS and heading modes on a GI 275 installation configured as an attitude-direction indicator (ADI). A new autopilot reference option has been added to the first menu level of the ADI, allowing pilots to switch between GPSS and heading mode without the need to access additional menu levels. Additionally, aircraft owners may now opt to add a dedicated switch on the panel to control this function1.

GFC 500 support with original G500 The GI 275 can now be used as a standby ADI interfaced with the original G500 series flight display and the GFC 500 autopilot. To simplify altimeter, heading and course bug inputs, G500 synchronizes updates to the GI 275 automatically. For added peace of mind, optional miscompare alerting is also available to notify pilots of differences in attitude or air data information between the GI 275 and G5002. This software update for the GI 275 is available immediately through a Garmin Authorized Dealer. The GI 275 is approved for installation EIS-41000 EIS-61000-1M in over 1,000 single-engine and 4 cyl. 6 cyl. multi-engine aircraft models and Lycoming Continental comes with a two-year warranty. For additional information, visit garmim. EIS-42000-D Bendix Dual Magneto Replacement com/aviation.

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56 • Piper Flyer August 2021 Carpenter Avionics and Speed & Design Continued from Page 55

“Customers have told us they want a one-stop solution for their aircraft avionics and interior needs, and they seek exceptional quality in both areas. We’ve wanted to address this need in a unique and compelling way. Now, we can. “We are so extremely fortunate to have found Gil Vigil and his talented group at Speed & Design right here in our own backyard in Middle Tennessee for this dream team collaboration,” Lee continued. “Speed & Design shares our commitment to superlative quality and customer satisfaction. One look at the kind of passion-inspiring quality and unique styling that these artists can deliver and you can be sure that you’ll never look at an aircraft interior the same way again.” “Over the past few years, we completed the design, fabrication, and installation of a few aircraft interiors for our custom car customers and others, and we really enjoyed that,” stated Gil Vigil, president, Speed & Design. “We want to do more in aviation, so we are very excited to begin this new chapter with the team at Carpenter Avionics. Together, we expect to accomplish some amazing things for customers.” The typical General Aviation or busi- master distributor for ness aviation aircraft interior is 15 or 20 years old or older, and the interiors often look like that is the case. Not just in their condition, but also their lack of styling. Carpenter’s collaboration with Speed & Electroair EA-15000 Design reflects a commitment to change this for the better. Now, aircraft owners Magneto-Magneto Ignition Switch Panel can enjoy custom-created seats and upholstery that is as functional, expertly crafted, and beautiful, as the new avionics that Carpenter Avionics has been providing for instrument panels. While the partnership is just being announced, Carpenter Avionics and Speed & Design teams have completed • Eliminates AD notes • Less than half the cost of a new and delivered their first collaborative rotary key switch aircraft avionics and interior upgrade • Certified for any piston powered project. aircraft • STC’d & FAA-PMA’d For more information, visit carpen- teravionics.com • No more keys to lose or have fall • Looks like it belongs in an aircraft out during flight www.smoothpowerllc.com | 281-728-8732 always in stock with same day shipping

August 2021 | Piper Flyer • 57 ASA AIRCRAFT SAFETY ALERTS

FAA Aviation Safety AIRWORTHINESS DIRECTIVE www.faa.gov/aircraft/safety/alerts/ www.gpoaccess.gov/fr/advanced.html 2021-11-16 Piper Aircraft, Inc.: Amendment 39-21578; Docket No. FAA- 2020-0881; Project Identifier 2018-CE- 024-AD.

a) Effective Date This airworthiness directive (AD) is effective July 15, 2021.

b) Affected ADs This AD replaces AD 79-01-03, Amendment 39-3383 (44 FR 36, January 2, 1979) (AD 79-01-03); and AD 83-20-03, Amendment 39-4739 (48 FR 45535, October 6, 1983) (AD 83-20-03).

c) Applicability This AD applies to Piper Aircraft, Inc. Models PA-36-285, PA-36-300, and PA-36- 375 airplanes, certificated in any category.

d) Subject Joint Aircraft System Component (JASC) Code 5700, Wings.

e) Unsafe Condition This AD was prompted by a review of AD 83-20-03 and AD 79-01-03 and the determination that the requirements of those ADs did not address all of the affected airplanes. The FAA is issuing this AD to prevent fatigue damage to the wing structural components. The unsafe condition, if not addressed, could result in failure of the wing structure with consequent loss of control.

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

g) Inspection of the Wing Spar Carry Through Assembly 1) For Models PA-36-285 and PA-36- 300 airplanes, serial numbers 36-7360001 (239) 405-6117 through 36- 7560003, with a wing spar

58 • Piper Flyer August 2021 carry through assembly part number (P/N) 97370-00 installed, before the airplane accumulates a total of 2,000 hours time-in- service (TIS) or within 25 hours TIS after the effective date of this AD, whichever occurs later, and thereafter at intervals not to exceed 100 hours TIS, inspect the wing ph (904) 396-6655 | [email protected] | (904) 398-3492 fax spar carry through assembly by following 4123 Muncy Rd. | Jacksonville, FL 32207 the Instructions, section 1, of Piper Service Bulletin No. 552A, dated August 3, 2018, (Piper SB No. 552A). GET THE RIGHT SEAL FOR YOUR PIPER AIRPLANE! 2) If any damage is found during any inspection required by paragraph (g)(1) of this AD, before further flight, repair or replace the wing spar carry through assembly by following the Instructions, section 2, of Piper SB No. 552A. 3) Replacing wing spar carry through assembly P/N 97370-00 with wing spar carry through assembly P/N 76824-02 DOOR SEALS WING ROOTS ENGINE BAFFLES terminates the repetitive inspections required by paragraph (g)(1) of this AD. AVAILABLE AT ONLY AVAILABLE AT BROWN AIRCRAFT SUPPLY h) Life Limit Replacement of Wing Struc- www.brownaircraft.com tural Components Remove from service the wing structural components specified in paragraphs (h)(1) through (8) of this AD before the part accumulates the life limit hours TIS set forth in table 1 to paragraph (h) of this AD. If, on the effective date of this AD, the component will reach its life limit within 100 hours TIS or has already reached its life limit, remove the part from service within 100 hours TIS after the effective date of this AD.

August 2021 | Piper Flyer • 59 AIRCRAFT SAFETY ALERTS

1) Remove from service wing attachment 30,000+ FAA-PMA products, with over 30 quality brands upper bolt P/N 77245-00 and replace with an unused (zero hours TIS) wing Fuel Quantity Transmitters 5% discount! attachment upper bolt P/N 77245-00. Stewart Warner direct replacement Promo code PFMAG3 2) Remove from service any wing carry • FAA-PMA approved transmitters, McFarlane mfg products only through spar fitting P/Ns 97713-00, 97713- gaskets, and screw-seals 02, or 97713-03 and replace with an unused • More accurate and longer life Fuel Strainer Seal Kits • Save hundreds $$$ (zero hours TIS) wing carry through spar Better seal at half the price! Available in kits or individually fitting P/N 97713-03. Also available in kits! Note 1 to paragraph (h)(2): Wing carry Upper Seal through spar fitting P/N 97713-03 is Piper Fuel Caps P/N MC757-255 (or P/N MC751-882) included as part of spar carry through Improved design & stronger materials Less swelling and bending assembly P/N 76824-02. Improved O-rings 3) Remove from service wing spar and Stat-O-Seals! fitting P/N 97712-00 and replace with an unused (zero hours TIS) wing spar fitting P/N 97712-00 by following steps D(1)(a) P/N CA16097N P/N CA17672N P/N CA21821N Lower Seal P/N MC751-898 (or P/N MC753-205) through D(1)(c) or section D(2), in Piper Aircraft PA-36, Pawnee Brave Kit 764-393, Every day low price! Left Wing Main Spar Caps Replacement, STCs for over 20 Piper models Spark plugs, oil filters,deice dated June 9, 2012 (Piper Kit 764-393), Most popular series valves, carburetors, and more! or Piper Aircraft PA-36, Pawnee Brave IN STOCK! Kit 764-394, Right Wing Main Spar Caps Replacement, dated June 9, 2012 (Piper Kit 764-394), as applicable. Note 2 to paragraphs (h)(3): This note www.McFarlaneAviation.com 866-988-4994 applies to paragraphs (h)(3) and (7) of this AD. Replacement parts for the left and right wing spar fittings P/N 97712-00 and the right, left, top, and bottom spar Flying Magazine assemblies P/Ns 97701-00 and 97701-01 Editors’ Choice are included with Piper Kit 764-393 and Award PJ2 Piper Kit 764-394. 4) Remove from service spar carry COM RADIO through assembly P/N 97370-00 or 76824- Backup radio with 02, as applicable, and replace with an built-in headset jacks unused (zero hours TIS) spar carry through assembly P/N 76824-02. 5) Remove from service spar assembly P/Ns 97701-00 and 97701-01, Revision P or later revision, and replace with an unused (zero hours TIS) spar assembly by following • Standard GA the Instructions, sections B. and C., in headset jacks Piper Kit 764-393 or Piper Kit 764-394, as • Oversized screen applicable. • Large keypad 6) Remove from service any spar carry • Last frequency button through assembly P/N 76767-00 or P/N • 20 scannable 76824-02 and replace with an unused (zero memory channels hours TIS) spar carry through assembly P/N 76824-02. #1812A $229.00 7) Remove from service spar assemblies P/Ns 97701-00 and 97701-01, Revision N or earlier revision, and replace with an unused (zero hours TIS) left spar cap SPORTYS.COM/PJ2 replacement kit P/N 764-393 and right spar cap replacement kit P/N 764-394 by

60 • Piper Flyer August 2021

Cessna Flyer Classified_PJ2_6/21.indd 1 6/11/21 11:21 AM following the Instructions, sections B. and C., in Piper Kit 764-393 or Piper Kit 764-394, as applicable. 8) Remove from service wing attachment lower bolt P/N 77245-00 and replace with an unused (zero hours TIS) P/N 77245-00 bolt. i) Credit for Previous Actions You may take credit for the actions required by paragraph (g) of this AD if you performed those actions before the effective date of this AD using Piper Aircraft Corporation Service Bulletin No. 552, dated February 3, 1978. j) Alternative Methods of Compliance (AMOCs) 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 Related Information. 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. AMOCs approved for AD 79-01-03 and AD 83-20-03 are approved as AMOCs for the corresponding provisions of this AD. k) Related Information For more information about this AD, contact Dan McCully, Aviation Safety Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, College Park, GA 30337; phone: (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.

August 2021 | Piper Flyer • 61 AIRCRAFT SAFETY ALERTS

Aero Design AircrAft services (i) Piper Service Bulletin No. 552A, dated the restorAtion experts August 3, 2018; www.AeroDesignconcepts.com (ii) Piper Aircraft PA-36, Pawnee Brave Kit 764-394, Right Wing Main Spar Caps You Don’t hAve to buY A new plAne to flY one Replacement, dated June 9, 2012; and mAintenAnce | interiors | refinishing Note 3 to paragraph (l)(2)(ii): The Kit cAll the restorAtion experts List and Sketch A for Piper Aircraft PA-36, Pawnee Brave Kit 764-394, Right Wing 413-568-7300 Main Spar Caps Replacement, dated June 112 Airport roAD, bArnes Airport, westfielD, mA 01085 9, 2012; and Piper Aircraft PA- 36, Pawnee Brave Kit 764-393, Left Wing Main Spar Caps Replacement, dated June 9, 2012, were revised and dated June 9, 2012. The Parts instructions and sketches in the rest of the avionics documents were reformatted but retain the EnginEs previous date of March 30, 1982, because ProPs the content of those pages was unchanged. (iii) Piper Aircraft PA-36, Pawnee Brave #1 for Aircraft Parts Support Kit 764-393, Left Wing Main Spar Caps Since 1984 Replacement, dated June 9, 2012. Same-Day Worldwide OverOver 55 MilliMilliOOnn 3) For service information identified in Shipping this AD, contact Piper Aircraft, Inc., 2926 We Price Match! iin-Stn-StOOckck PartPartSS!! Piper Drive, Vero Beach, FL 32960; phone: Search our Parts (772) 567-4361; website: www.piper.com. for Free 24/7 4) You may view this service information DoDSon.coM cAll uS toDAy At 785-878-8000 at FAA, Policy and Innovation Division, 901 Locust, Kansas City, MO 64106. For information on the availability of this Piper made it material at the FAA, call (816) 329-4148. 5) You may view this service information MANDATORY... that is incorporated by reference at the National Archives and Records B.A.S. Inc. AirWard made it P.O. Box 190 Administration (NARA). For information Eatonville, WA 98328 EASY! on the availability of this material at NARA, ATTENTION pIpER email: [email protected], or go to: pA-28, -32 & -34 OWNERS https://www.archives.gov/federal-register/ cfr/ibr- locations.html. RESTRAINT WITHOUT RESTRICTION Issued on May 19, 2021. A four-point inertia reel shoulder harness / lap Lance T. Gant, belt system that is FAA-STC and PMA approved. Director, Compliance & Airworthiness Mandatory Service Bulletin 1006 Division, Aircraft Certification Service. Wing/Fuel Tank Corrosion Inspection [FR Doc. 2021-12043 Filed 6-9-21; 8:45 am] required every seven years Mandatory Service Bulletin 1244B Aft Wing Attach Fitting Inspection required every seven years and/or 2,000 hours

For All PA-28s and PA-32s Find More Aircraft ~ HUNDREDS of kits sold since 1997 ~ Visit our website for a complete listing of Safety Alerts online available aircraft models and pricing for Cessna, Piper, Beechcraft & Luscombe. See and order kits at Go to Aviation Alerts under the www.basinc-aeromod.com airward.com Knowledge Base tab at piperflyer.org Toll Free 1-888-255-6566 (Pacific Time) 1.800.524.3264 (360) 832-6566 • Fax (360) 832-6466 MC • VISA • AMEX • DISC • PayPal

62 • Piper Flyer August 2021 THE HIGH AND THE WRITEY Continued from Page 13 ENGINEERED FOR STRUTS AND ALSO GREAT FOR ... Aluminum Props, Drive Chains,

TM and that aged varnish on your We can’t fight progress. These changes STRUTWIPE It’s Better Than a Rag Airbox and Engine too! will happen, and someday, people will remember a pilot flying an aircraft in the • MIL-PRF-5606-Infused 100% Cotton Wipe same way we think of an old-time seafarer • 100% Satisfaction Guaranteed • reefing a mainsail. Multiple Sizes / 3-Year Shelf Life • A&P Inspired / Family Owned We will still be around [email protected] I am sure that flying as we knew it will 520-975-7286 | www.StrutWipe.com not completely end. I will hand-fly my PROUDLY MADE IN TUCSON, AZ taildragger until the day that I can’t. Others COME VISIT US AT COPPERSTATE 2022 - BOOTH 41 will take up the art and sport of old-time flying, and even though mainstream avi- TM ation will not be recognizable to us in 50 IPE W TRUT S years, our version of it will still be here in some form, like horsecarriage driving and ag R a han T er t et B s ’ t I sailing clubs.

Nobody in the future will ever really understand aviation the way we did.

We have been a fortunate generation of pilots. Nobody in the future will ever really understand aviation the way we did. We dreamed of flying and envisioned our adventures pretty much as they happened. Flying for many of us has been a romantic, gritty adventure, and we are proud of the hard-earned skills that made our flying dreams come true. Drones can’t dream, robots do not know romance, and those beautiful and frightening experiences I mentioned earlier will be lost on a drone. Flying for most people will be a sanitary, robotic, non-human experience.

I am grateful I got to live and fly in this early hands-on era of aviation history. We will never see the likes of it again.

Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006, and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to [email protected].

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64 • Piper Flyer August 2021 QUESTIONS & ANSWERS Continued from Page 16

IMPORTANT: This article describes work that may need to be performed/ Mailing and contact Information for supervised by a certificated aviation Piper Flyer Association maintenance technician. Know your FAR/AIM and check with your me- Piper Flyer Association chanic before starting any work. 1042 Mountain Ave. Ste. B #337 Upland, CA 91786 Steve Ells has been an A&P/IA for 45 626-844-0125 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style Benefits airplanes and operations. He served as associate editor for AOPA Pilot until Piper Flyer magazine 2008. Ells is the owner of Ells Aviation (EllsAviation.com) and the proud owner Email [email protected] with of a 1960 Piper Comanche. He lives in questions, comments, or concerns Templeton, California. Send questions about the content of the magazine. and comments to [email protected]. Email [email protected] for RESOURCES damaged or missing issues. PFA SUPPORTERS Website: Aircraft Spruce and Specialty piperflyer.org (Saf-Air Valves, Aero Classic Leak Guard Tubes) Email [email protected] for concerns aircraftspruce.com/catalog/eppag- regarding the website or with es/saf_airF62.php problems logging in. aircraftspruce.com/catalog/lgpages/ leakguard.php Online Forums McFarlane Aviation piperflyer.org/forum (Baffle Repair Kit) mcfarlaneaviation.com/products/ Piper Flyer Association product/BAFFLE-KIT-1BF/ member event OTHER Email [email protected] COMPOSITE PIPER FAIRINGS Register: thegatheringatwaupaca. Wing Tips • Fin Tips Michelin (Airstop Tubes) simpletix.com/ aircraft.michelin.com/michelin-airstop-air- Stabilator Tips • Dorsal Fins craft-inner-tubes Parts Locating, Technical Support & NEW PRODUCTS FURTHER READING Vendor Discounts AD 2020-24-05 Email [email protected] tinyurl.com/AD2020-04-05

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

Plane Brains: Aviation navigation circa 1968.

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