piperflyer.org

Renovating an Interior Seats & Rails p. 22

March 2020 / Volume 17 / Issue 03

Garmin Emulators for PC-Based Home Flight Simulators Learn on the Ground p. 30

THEThe Early PIPER Cubs: p. 36

& Destination: San Antonio, Texas Fly Into The Past J2 J3 And See The Future p. 46 2 • Piper Flyer | March 2020 March 2020 | Piper Flyer • 3 March 2020

What’s inside / VOLUME 17 / ISSUE 03 CONTENTS

The View from Here 8 by Jennifer Dellenbusch 8 Letters 10 Events The High and the Writey 14 By Kevin Garrison Questions & Answers 16 by Steve Ells The Speed of Flight 20 by Tom Machum Renovating an Interior: Part 22 Eight—Seats and Rails 22 by Dennis Wolter Learn on the Ground: Garmin 30 Emulators for PC-Based Home Flight Simulators 36 by Scott Kinney The Early Cubs: The Piper 36 J-2 & J-3 by Jennifer Dellenbusch

Destination: San Antonio, Texas 46 Fly Into the Past and See the Future by Kevin Garrison 30 56 Press Releases 68 Advertiser Index Back When: Vintage Piper 70 Advertising and Marketing 46 Cover: Piper J-3 Cub, photo Keith Wilson 4 • Piper Flyer | March 2020 UPGRADES FOR YOUR SUPER CUB

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March 2020 | Piper Flyer • 5 Parts avionics EnginEs ProPs #1 for Aircraft Parts Support Since 1984 The Official Magazine of Same-Day Worldwide OverOver 55 MilliMilliOOnn The Piper Flyer Association Shipping PRESIDENT We Price Match! iin-Stn-StOOckck PartPartSS!! WHAT’S RIDING ON Jennifer Dellenbusch Search our Parts [email protected] for Free 24/7 DoDSon.coM cAll uS toDAy At 785-878-8000 VICE PRESIDENT / DIRECTOR OF SALES YOUR CYLINERS? Kent Dellenbusch [email protected] “When you’ve got over 17 hours of open Pacific Ocean in front of you, you’ve got to have great cylinders. I wouldn’t attempt a flight CREATIVE DIRECTOR Mike Kline like that with anything but Superior’s Millennium Cylinders.” —Adrian Eichhorn ASSOCIATE EDITOR Scott Kinney

EDITORIAL AND PRODUCTION ASSISTANT Diana Hart

CONTRIBUTING EDITORS Mike Berry Steven Ells Kevin Garrison Michael Leighton Tom Machum John Ruley Jacqueline Shipe Dale Smith Kristin Winter Dennis Wolter Adian Eichhorn, Globe trotting Bonanza CONTRIBUTING PHOTOGRAPHERS pilot, FAA A&P/IA Paul Bowen James Lawrence Keith Wilson

PIPER FLYER ASSOCIATION 1042 Mountain Ave. Ste. B #337 Upland, CA 91786 As an A&P/IA and FAA National Aviation

Call or Text: 626.844.0125 Maintenance Technician of the Year, when it www.piperflyer.org came time for Adrian Eichhorn to rebuild the engine that would take him around the world, he

Piper Flyer is the official publication of the Piper Flyer Association. chose Superior Millennium Cylinders. They were Piper Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. POSTMASTER: the only cylinder brand with the superior quality, Send address changes to Piper Flyer, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. Subscriptions, advertising orders, and superior engineering, and superior reliability he correspondence should be addressed to 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.; demanded. So, whether you’re flying around Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is the patch or around the world, put your trust designated for your magazine subscriptions. in the number one replacement cylinders for The information presented in Piper Flyer is from many sources for this reason there can be no warranty or responsibility by Continental and Lycoming engines: Superior the publisher as to accuracy, originality, or completeness. The magazine is sold with the understanding that the publisher is Air Parts’ Millennium Cylinders. 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 For more information, contact your nearest report of inferior products obtained through our advertising, so corrective action may be taken. Superior Air Parts distributor, or visit: www.SuperiorAirParts.com

6 • Piper Flyer | March 2020 WHAT’S RIDING ON YOUR CYLINERS? “When you’ve got over 17 hours of open Pacific Ocean in front of you, you’ve got to have great cylinders. I wouldn’t attempt a flight like that with anything but Superior’s Millennium Cylinders.” —Adrian Eichhorn

Adian Eichhorn, Globe trotting Bonanza pilot, FAA A&P/IA

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March 2020 | Piper Flyer • 7 The View from Here Letters to the Editor Jennifer Dellenbusch

Send your letters to [email protected]

The High and The How is aviation like Writey Column By Kevin Garrison a leisure suit? February 2020 Hi Jen, One of my jobs during high school was working at a men’s clothing Tell Kevin that I really relate to and store at the height of the leisure suit craze. A leisure suit, in case you enjoy his articles. With over 13,000 missed that fashion phase, is a polyester pantsuit. They came in a va- hours in a Boeing 727, I never saw riety of 1970s colors and were accompanied by silky patterned shirts, 12,000 pph unless it was at takeoff pow- and white shoes and belts. er. We always planned 9,000 pph as an It was not, for the most part, the apex of men’s fashion. average burn. So, it was with a smile that I read Kevin Garrison’s column (Page Glad my Piper Geronimo doesn’t 14) about pilot fashion through the ages. I think you’ll enjoy it, too. burn that much! Not to veer too far off course, but I often wish I had an autopilot Best regards, to help produce the magazine. Not a completely hands-off “ap- —George Johnson proach” to publishing, but a little extra help while I deal with all the other tasks, the surprises, and the course changes that arise daily. If you’d like to help chart our course, send me an email with your More Praise for New ideas for articles or photos. Format I asked at the beginning of this column how aviation is like a leisure suit. That was a trick question, they are not alike. To Piper Flyer, While the form of the leisure suit—the polyester fabric—may Love the new magazine format! last forever, the idea of it was short-lived and, some would say, —Anthony Guzman ill-conceived. Aviation is different. The form of it may change over time. It may evolve from fabric-covered wings and hand-propping, to self-landing aircraft, but the idea of it is eternal.

Blue skies,

P.S. If you have a photo of yourself in a leisure suit, I’d love to see it. Bonus points if you are standing by an airplane in a leisure suit.

8 • Piper Flyer | March 2020 March 2020 | Piper Flyer • 9 FLYER EVENTS March 2020 PFA EVENTS Cessna” for special rates at Aerospace History with the Sun ’n Fun Aerospace the event hotel, Par 4 Resort the Induction of the 2020 Expo is best known for the Waupaca, 715-942-0500, Hall of Fame Honorees, the annual weeklong fly-in and July 18–19 or book at choicehotels. presentation of the DHF airshow at Lakeland Linder Waupaca, Wisconsin com/reservations/groups/ STEM Education Excellence International Airport (KLAL). 16th Annual Gathering at IY73I3.) Free admission Award, education exhibits, The event will showcase a Waupaca for kids ages 8 and under; and plenty of aircraft dis- trade show and career fair PFA’s annual pre-OSH half price for ages 9 to 16. plays. Located at the GDC with workshops, airshows, event with fun, food, and Register at: thegatheringat- Technics Hangar on 607 aircraft judging, and more. friendship takes place at the waupaca.SimpleTix.com or Frank Luke Drive, the eve- For details, visit flysnf.org/ Waupaca Municipal Airport by calling 626-844-0125. ning starts with live music sun-n-fun-intl-fly-expo. (KPCZ) and Par 4 Resort. from 6 to 7 p.m., followed Early registration is avail- FEATURED by dinner, speeches, and the April 1–4 able at only $129 if regis- EVENTS award presentation from Friedrichshafen, Germany tered by May 1 and $150 7 to 9:30 p.m. For more in- AERO Friedrichshafen thereafter. Event registration formation, visit deehoward. Discover new and ex- includes all meals, semi- March 26 org/saaahof-2020-dinner. citing developments in the nars, fabulous door prizes, San Antonio, Texas General Aviation industry at and bus transportation San Antonio Aviation and March 31–April 5 AERO Friedrichshafen. With (except night bus). Hotel Aerospace Hall of Fame Lakeland, Florida more than 600 exhibitors and AirVenture admission 2020 Awards Dinner Sun ‘n Fun Aerospace Expo from 35 countries, 33,000 fees are not included. This event honors San Dedicated to the promo- visitors, 600 journalists from (Mention “Aviation Group/ Antonio’s Aviation and tion of aviation education, all over the world, and more

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March 2020 | Piper Flyer • 11 FLYER EVENTS than 100 talks and work- May 8 Go Wheels Up! Texas is a (KCPR) will have something shops, AERO Friedrichshafen Washington D.C. high-energy, family-friendly for everyone. The amazing is the international commu- 75th Arsenal of Democracy celebration of aviation, mu- two-day event will give nity’s annual meeting place. Flyover sic, automobiles, and Texas. attendees the chance to For more information, visit As part of the 75th World The event features Aircraft experience AOPA events, aero-expo.com. War II Victory Commem- Owners and Pilots Associa- including a Friday night oration Flyover, approxi- tion (AOPA) fly-in at the San Flightline Cookout, STOL May 2–3 mately 100 World War II Marcos Regional Airport invitational, drone show, Anchorage, Alaska aircraft will take to the sky (KHYI). Attendees will enjoy seminars, exhibits, and 2020 Great Alaska Aviation in 20 historically sequenced regular AOPA fly-in program- more. For information, visit Gathering warbird formations. The ming, along with an airshow, aopa.org Alaska’s premier, must- aircraft begin their flights concert series, and car see aviation event with from the Culpeper Regional show. The 2020 event will June 20 hundreds of exhibitors and Airport (KCJR) and Manas- bring in up to 700 aircraft Grand Junction, Colorado thousands of attendees at sas Regional Airport (KHEF) and thousands of additional Unique Aircraft Fly-in the FedEx hangar at the Ted approximately 40 minutes spectators. For information, The Rocky Mountain Stevens International Airport before the Flyover begins visit aopa.org. Wing of the Commemora- (PANC). The Alaska Air- at 12:10 p.m. For more in- tive Air Force is sponsoring men Association has been formation, visit ww2flyover. June 19–20 the Unique Aircraft Fly-in at “Protecting, Preserving and org/about-the-flyover. Casper, Wyoming the Grand Junction Regional Promoting General Aviation AOPA 2020 Fly-in Airport (KGJT). Showcas- since 1951.” Free admission May 29–30 Aircraft Owners and ing all unique aircraft, from and parking. For more infor- San Marcos, Texas Pilots Association (AOPA) warbirds to homebuilts, mation, visit greatalaskaavi- AOPA 2020 Fly-in/Go fly-in at the Casper/Natrona the event includes demon- ationgathering.org. Wheels Up! Texas County International Airport Continued on Page 62

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March 2020 | Piper Flyer • 13 The High and The Writey / Kevin Garrison

The Pilot Wears Prada

ou never see pilots in clothing today’s pilot couture. Flying to your local Dressed for ramp success advertisements, flashy magazine pancake breakfast mandates a Piper Flyer During the early days of my flying Ylayouts, or on the fashion runway T-shirt, roomy pants with an elastic waist, life, when I was a teenage line crew guy, at snooty shows, but we have a fashion and comfy shoes. If you are a male, it is I dressed for success by copying those sense of our own and we have had it since necessary to wear a ball cap with your around me. Blue jeans had to have a belt the very beginning of manned flight. A airplane’s “N” number embroidered on the with a Ray-Ban sunglasses case on it. I short search of early aviation photogra- front. usually sported this sunglass belt holster phy will prove this to you. In the 1920s, Are you going out for a checkride to- on my right hip, so that I could quickly pilots often wore riding pants and carried day with your local DPE? Be sure to wear draw and don my aviators in case of a crops like they were flying fashionable normal pants, a clean shirt that does not sudden solar ray attack. There was no horses instead of fabric-winged aircraft. have a logo or witty saying on it, and wear way that I could afford real Ray-Bans, so socks with your shoes. Might I recom- I just put my cheap shades in a Ray-Ban case, which I got from the FBO’s lost and That fashion statement begins to make mend that you wear a tie? I have a “lucky found. sense when you realize four things: checkride tie” that I have worn for every 1. Casual pants—like the khakis and checkride I have ever taken. I topped off my airport ramp “look” elastic waist jeans that we now From my Private Pilot checkride to my by adorning my right shirt pocket with wear—did not exist back then. 777-rating ride, that embarrassingly wide, a pocket protector containing multiple 2. Pilots, especially fighter pilots, were polyester tie with a biplane on the front, pens and a tire pressure gauge. My left often compared to the “Knights of has graced my chest. I am not supersti- front pocket sported a pack of cigarettes Old,” so wearing Jodhpurs (riding tious, but I have never flunked a check- that I was afraid to smoke. On my head, pants) was not out of line. ride, and based on my skill level, I have to atop about 50 pounds of uncontrolled 3. Back then, most pilots probably had give my tie all the credit. hair, was a green Aeroshell ball cap. a horse—or two—in their backyards, There was a short period in my and they rode those horses a lot. ramp-working career when the boss 4. Women, in the 1920s, were dressed us in light blue jumpsuits known to “dig a guy in bag- and tiny hats. All records and photos gy-kneed pants and boots.” of this embarrassing and tragic peri- od in my life got destroyed. We will Pilots wore riding pants and never speak of this again! boots because they were practical. Airports were mostly fields of grass Pants make the pilot and mud, plus there was a very good Moving on to my college days chance that pilots would experience when I worked as a charter pilot, CFI, an off-airport landing or two during and all-around aviator, fashion was their careers. This eventuality made never on my mind. Ask anybody who boots and utility pants an excellent knew me back then. I flew paying idea. charter passengers while I was In addition to rugged pants and wearing red plaid pants. Let me say footwear, pilots in our early flying that again, so it sinks in—Red. Plaid. history routinely wore layered clothing Pants. topped off with a warm jacket. Helmets My red plaid pants strangely dis- of leather with a chin strap were fash- appeared when my then-girlfriend ionable, but rather expensive, so most (and now my wife), carried out what pilots wore cloth caps or nothing at all I can only call: “Operation Closet on their melons. Purge.” I never wore those wonderful Comfort and necessity still drive flying pants again, but my wife has

14 • Piper Flyer | March 2020 THE HIGH AND THE WRITEY

many pictures of me in them, which she ter never dies. Archaeologists millions of • A black uniform “Navy” coat with uses to belittle me in front of our chil- years from now will dig up this suit, and three gold stripes on each sleeve dren and grandchildren. wear it, unwrinkled and unfaded. denoting our second officer status. When I wasn’t wearing my red pants, I • Three pairs of dry clean only black flew most of my charters wearing a leisure Airline pilots looking like 1903 pants (50% polyester). suit. That is right; I said, “leisure suit.” Those steamship captains • Six white pilot shirts. of you who never experienced the disco age I joined the airline world via another • One London Fog trenchcoat. might not know about these things. You polyester suit. This one was a JCPenney • One goofy looking, steamship-cap- see, they combined “leisure” with “suit;” all three-piece beauty, and I wore my lucky tain-looking hat. business, yet relaxed and hip in a “Smokey checkride tie at the interview. Once hired, • Two sets of three-gold-stripe epau- and the Bandit” kind of way. the airline introduced me to my airline lets. I had two professional flying leisure pilot’s uniform. • One black, polyester, not-my-lucky suits. A warm corduroy one for winter The airline took the Navy officer’s checkride, tie. flying and a cooler, powder blue one with uniform coat and used it. Navy pilots in • A leather flight bag with our name bell-bottoms, for summer flights. Being my pilot class already had their uniform— on it. the consummate professional pilot, when we lowly civilian pilots had to go to the • Two D-cell flashlights. I flew, I left all of my gold chains and my uniform shop and buy ours. mood ring at home. We bought our first uniform on credit. I will tell you the truth: I was more One of my two leisure suits escaped The company knew we were bereft of proud of my airline getup than my red the aforementioned “Operation Closet money, and they didn’t intend to pay us a plaid pants. My uniform jacket still hangs Purge,” and it rests in a Tupperware case livable wage until we completed our one- smugly in the hall closet along with other awaiting the day when I will wear it again year probation. The airline let us pay it off jackets from my “thin days.” I will never and fly like an eagle. It will be ready to go via payroll deduction over two years. Here wear it again, but I will never get rid of it. because it is 100% polyester, and polyes- is what we had to buy: Continued on Page 60

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March 2020 | Piper Flyer • 15 QUESTIONS & ANSWERS / Steve Ells

Removing the overhead trim handle on a Cherokee, landing light installation, information about Garlock seals, proper a16 use of carb heat for an Archer II Icom’s VHF Air Band Handheld The A16 series is packed with practical features Hi Steve, Hi Steve, and designed to operate in harsh and loud I’m trying to figure out how to remove the overhead Do you have Piper Service Bulletin No. 975? It environments. The ideal choice for beginner pilots Q trim handle on a 1967 Piper PA-28-140 Cherokee 140. I want Q doesn’t seem to exist anywhere. The AD that refers to it is as well as professional ground crews. to replace the overhead plastic, but I need to remove the handle to out there, but where is the information or diagram that goes with install a new piece of plastic. Do you know how to do that? the AD? • 6 Watt (P.E.P.) 1.8W (Carrier) RF Output Power —Stan When my landing light was last replaced, they placed the bracket vertically, instead of horizontally, so the retaining ring • 8.33/25 kHz Channel Spacing, and Hi Stan, screws don’t go through the bracket. Thus, pressure from the re- Class Leading 1500 mW Audio Yes, I do. The trim handle is just like the door handle, taining ring is all that holds the light in place. There is an index- • Built-in Bluetooth® Version Available Ain that it uses a spring clip inserted into a slot in the ing slot for the tab on the bulb, but what is the proper orientation • Durable, Waterproof, IP67/IP54 and MIL-STD-810-G handle. The clip holds the handle in position on the splined part for the bracket? of the door or trim shaft. It prevents the handle from sliding off Thanks, • Backlit Keypad the splined shaft. —JP

® Hi JP, Visit Icom At Sun ‘n Fun 2020 [Your Cherokee’s] trim handle is just The tab on the light orients Booth: #D-028, D-029 like the door handle, in that it uses a A horizontally. The landing light March 31 – April 5, 2020 installation in Piper SB 975 seems to show spring clip inserted into a slot in the the tab installed on a cut out in the left (pilot’s) side of the housing. handle. I seem to remember that the landing light bulb is installed in what would be a I use a small T-shaped pick to pull the spring clip out of the normal (logical) orientation; that is, with the filament horizontal handle. You will have to push up on the plastic around the trim and with the text orientation readable as you install it. handle to see and get at the clip. Often, you won’t be able to Piper SB 975 calls for replacing four rubber parts: the landing push the plastic far enough up to view the clip, but you can see it light seal (Part No. 63186-06), the retaining ring seal (Part No. using a small mirror and flashlight. 63186-37), and two grommets that protect the wire run (Part No. Hook the pick under the clip—which is roughly U-shaped— 434-136). and pull. It’s a spring, so it may “jump” once you get it clear of Unfortunately, a quick internet search shows that some of the handle. these seals are no longer available from Piper. I suggest you To get a better idea of what these clips look like, go to your check the variety of seals available from Aircraft Spruce and local auto parts store and ask for some door handle clips. Specialty or other suppliers. There are two ways to reinstall the handle: you can install Happy flying, the clip in the handle and apply enough pressure to spread the —Steve clip over the tapered end of the trim wheel shaft, or you can put the handle up into position, then by using a small pair of nee- Hi Steve, dle-nosed pliers, push the clip into place. I fly a Piper PA-32-260 Cherokee Six 260. As you know, Happy flying, Q it has a Lycoming engine. My mechanic just called and —Steve said the there’s an oil leak at the vacuum pump on my airplane. www.icomamerica.com/A16 2020 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. All product names, trademarks and registered trademarks are property of their respective owners. 428412 16 • Piper Flyer | March 2020 a16

Icom’s VHF Air Band Handheld

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• 6 Watt (P.E.P.) 1.8W (Carrier) RF Output Power • 8.33/25 kHz Channel Spacing, and Class Leading 1500 mW Audio • Built-in Bluetooth® Version Available • Durable, Waterproof, IP67/IP54 and MIL-STD-810-G • Backlit Keypad

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www.icomamerica.com/A16 2020 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. All product names, trademarks and registered trademarks are property of their respective owners. 428412 March 2020 | Piper Flyer • 17 QUESTIONS & ANSWERS

I know there’s a gasket between the pump and the engine, but he told me he would have to replace the Garlock seal too. I have no idea what a Garlock seal is. Can you give me a briefing? —Garlock Gary

Hi Gary, I sure can. A Garlock seal is a rubber seal mounted A in a metal circular housing. The rubber seal has a flat surface that bears lightly on the smooth outer surface of the vac- uum pump drive shaft. If the drive shaft turns straight and true, and the bushings supporting it aren’t worn, the Garlock seal will prevent oil from traveling out the shaft to the vacuum pump. Garlock seals are not called by name in the Lycoming parts book. They’re merely called seals with the dimensions following the name. For instance, the Garlock seal for the vacuum pump drive in your Lycoming O-540-E4B5 is Part No. 08A19965. That is the same part used on many, if not all Lycoming vacuum pump drives. After the part number, the parts book text reads, “seal, oil 7/8 I. D. x 1-1/2 O. D. x 5/16 wide.” The last one of these I bought had “CR 8748” printed on the metal housing. This seal is available from most aviation parts houses. Since the “adapter assembly,” where the Garlock seal mounts, is easy to remove once you pull the vacuum pump, it’s easy to get to the backside of the seal (the side that’s nearest the prop) and press it out of its place. Then, press in the new seal. To reinstall the pump, install a new gasket on the forward side of the adapter assembly (Part No. 61183), then install the adapter assembly, followed by a new vacuum pump gasket (Part No. 8313); then the pump, followed by new lock nuts, new plain washers, and the 1/4-20 nuts. Torque the nuts to 96 inch- pounds. Happy flying, —Steve

Steve, I’m a fairly new owner of a Piper PA-28-181 Archer II. Q I am IFR rated, and we are moving into a season of more clouds. My previous airplane was fuel-injected. How much do you use the carb heat in the Piper PA-28-181? Just on landing, or any time you are IMC? Also, any recommended articles on the proper use of carb heat? The Owner’s Manual has limited info relating to engine roughness. Perhaps that’s the answer? Thanks for your help. —Fred

Hi Fred, Piper Flyer Contributing Editor and A&P Jacqueline A Shipe replied: “The Lycoming engines have the intake tubes inserted through the oil sump with the carburetor mount- ed on the bottom of the sump assembly. I think the carburetor and the lower intake pipes get a little preheat off the warm oil in the sump, and it helps a little to prevent carb ice from forming. It’s still possible to get ice, but I would limit carb heat usage to engine roughness, like Continued on Page 66

18 • Piper Flyer | March 2020 March 2020 | Piper Flyer • 19 THE SPEED OF FLIGHT / Tom Machum

Technicality Tom Machum offers suggestions on how to increase your technical skills to fly at the top of your game.

ne of the factors that makes airline flying so safe is Of the two, technical merit is, of course, more important. You consistency through tight procedures. These proce- can grease it on (high artistic impression score), but if it’s not Odures start before reaching the airplane and continue at in the touchdown zone, or too high of a speed, you can end up least until the crew leaves the cockpit after the flight. There are scooting off the end of the runway. several aspects to it; some are, as previously mentioned, mostly Since my return to flying little airplanes, I have tried to get procedural, and other parts are more technically based. my best game back. It has been a challenge. Too fast on ap- Regarding the technicalities, calculations for weight and bal- proach, remembering the proper sight picture on final, getting ance and performance are conducted prior to each takeoff. The the eye-to-wheel height correct for the flare maneuver to avoid a process is largely repeated prior to landing. In both instances, “float” or “plunking it on” have been challenges. the performance calculations take into account density altitude, As a result, while my landings have been safe, they have been wind, and runway contaminations—dry, wet, slush, ice, snow, or nowhere near what the Pilot’s Operating Handbook (POH) says some combination. the airplane is capable of performing. The only difference is that landings are not optional; a takeoff Generally, this isn’t a problem, as the runways I’ve been op- can be safely canceled at any time before the takeoff roll if any of erating out of don’t demand book performance. Unfortunately, that takes away from the utility of the airplane. There are a few places I want to go that have small airports that demand perfor- Since my return to flying mance in line with the POH. little airplanes, I have tried As a result, I have been working on my technical merit to build up to book performance. What follows are the tips and to get my best game back. It techniques I have employed to address this. has been a challenge. Plan your approach even before starting your descent Ad-libbing is not a recommended practice in any airplane. A the parameters make it unsafe. successful flight contains lots of planning and prioritizing—the Despite being similar from the technical perspective, I’ll ar- farther out you do it, the better. gue another difference that makes takeoffs the more technical of This preparation could even extend out to your preflight the two. The airplane enters the runway at a specific point, with preparation, especially if your destination is an airport you’ve a particular amount of thrust set, rotation occurs at a calculated never been to before. Where will you join the pattern? What will speed, and in the case of an engine failure, the pilot maintains be your targeted speeds and altitudes at various points along the a minimum safe climb speed until reaching flap retraction alti- arrival path? tude. At this point the procedure is to retract the flaps according If you have heading, altitude, and speed bugs, it’s a good idea to a predetermined acceleration schedule. It is very clinical, and to employ them as crutches to remind you of the desired state I will suggest, easier to repeat the maneuver accurately; there- you want the airplane in along the way. These sorts of things are fore, more predictable, and therein lies the difference. common in professional operations, either VFR or IFR. If you Landings are a little different. Yes, the calculation is equally have airspeed and altitude bugs, you should get into the habit of technical, but pilot skill accounts for the precision of perfor- using them. mance. Speed control, landing in the touchdown zone, and then the timely deployment of braking and drag devices all affect the Fly the proper speed, and in trim validity of the calculation. The biggest challenge I had returning to small airplanes Given the above, I kiddingly assess landings kind of like was flying the proper speed. The jets I fly, approach at roughly figure skating. Each landing can be judged based on artistic the cruising speed of my little aircraft! Getting comfortable impression (aka finesse) and technical merit. You can get high again at the proper speed for the conditions is very important points on one, but not necessarily the other. to avoid floating; alternatively, if too slow (which hasn’t been

20 • Piper Flyer | March 2020 THE SPEED OF FLIGHT my problem), stalling. appropriate for the landing, complicating equipped with a GPS capable of depict- Excessive speed on touchdown has an the flare maneuver with heavier pitch ing a 3-degree approach to most every adverse effect on controllability, as the tires forces that will likely need to be trimmed runway in its database. It’s a valuable may not be making full contact and can, out as speed is bled off. tool to assist with flying an appropriate approach angle. therefore, diminish braking performance. Nevertheless, use this technique with Steeper approaches may be necessary Sometimes it can feel like you’re skating, to caution; furthermore, using electric trim where obstacles exist on the approach. revisit my analogy. In gusty conditions, a at low altitude could be disastrous if a In those cases, the use of drag through speed additive is wise. trim runaway occurs—there is no time or higher flap settings or sideslipping may be There is an abundance of information altitude buffer to recover. of assistance. Learn that sight picture and on the recommended amount of additive; then try to duplicate it every time. however, the general aim seems to be to Set up for a constant, appropriate add enough speed to avoid a momentary descent angle based on the cir- inadvertent stall. cumstances Develop “stabilized-approach” Flying in trim is also wise to ensure The setup is especially important criteria control forces are appropriate. If you for spot landings. Some feel that the In my airline operations, at 1,000 feet find that you need to add nose-up trim “worm-burner” or “drag it in” style of above airport elevation, we must be on during the flare or round out phase, it’s approach leads to spot landings as the glideslope, fully configured (flaps at land- likely indicative of excessive speed on the pilot flies the airplane on a flat approach, ing setting and gear down), and speed approach and then bleeding it off in the likely with power, and then the power is trending toward target (but not excessive- last moments of flight, causing the need chopped at the last moment to touch- ly fast or slow), and power set appropriate for trim to relieve control forces. Argu- down where desired. My observation for the conditions. If we are not, then a ably, it is important to demonstrate good over the years is that this technique is go-around must be conducted. airmanship to fit in with other traffic. ineffective. I have tried to create a similar set of cri- Consequently, that may mean flying In a small aircraft, I would recom- teria for my little airplane operations, and mend that 3 degrees is about as flat as an approach faster than the speed that is you want to get. Our airplane comes Continued on Page 67

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March 2020 | Piper Flyer • 21

2020 Cessna Flyer Piper Flyer2 Wednesday, December 11, 2019 8:46:27 AM 22 • Piper Flyer | March 2020 RENOVATING AN INTERIOR PART EIGHT

Seats and Rails

In this installment of his series on renovating Piper interiors, DENNIS WOLTER discusses seats and seat components, and offers tips for fixing commonly-found problems.

ow that we’ve repaired and run through our shop will require one the bare frame. Reinstall the reassem- painted all of those plastic or more of the seat repairs I’m about bled bare seat frame on the rails and Ncomponents and interior trim, to discuss. The good news is that Piper inspect the seat by pulling the seat it’s time to move on to renovating the Aircraft and aftermarket companies are back and looking closely at the struc- cabin seats. At this time, there are six doing a good job of supplying parts for ture for cracks or flexing of mecha- airplanes in our hangar going through these seats. So let’s get started! nisms in either the back or base. the total interior renovation process. Any flexing of the seat frame The oldest was built in 1959, and the The No. 1 enemy or excessive looseness in reclining newest left the factory in 2000. Accumulated dirt and lack of mechanisms, seat rollers, or seat stop The average age of the airplanes proper lubrication are the biggest locking mechanisms require repair by we work on is approximately 40 years enemies of Piper seats. Without ques- a licensed maintenance technician. old. One area that has been somewhat tion, the majority of seats we prepare Be prepared for the likelihood of a neglected over the years is the seats on for renovation are almost totally seat repair of some kind. which we sit. It’s important to realize lacking evidence of recent lubrication, that, along with the seat belts and and we frequently find them covered Cracked or broken seatbacks shoulder harnesses, these seats are with years of built-up dirt and dry and base frames considered as the primary structures, lubricant residue. The aluminum seatback frames designed to safely hold an occupant in Some mineral spirits, an old tooth- installed in the late 60s and newer place in the event of an accident. brush, and compressed air will do the Pipers are prone to cracking. These Years of service, and the apparent trick for cleaning. Clean anything that cracks can be repaired and reinforced minimal inspection and maintenance, moves. Once cleaned, lubricate every- with approved materials, processes, has allowed too many of these seats to thing that moves. Good old 3-In-One and hardware. Cracks in steel seat fall into a state of safety-compromising or LPS 2 oil will do the trick. Cleaning frames require professional repair disrepair. and lubricating your seats once a and reinforcement with the use of The technical issues we will pres- year is an excellent owner-performed approved welding processes. ent in this article are a good represen- maintenance, rainy-Saturday project. tation of the most common problems Seatback reclining mechanisms we see as we prepare the seat frames Tear down and inspection Bent, missing or homemade seat- for painting, and the installation of Under the supervision of your back stops, seatback adjusting cams, new slings, new ergonomic foam, and maintenance technician, begin the and mechanisms require replacement new custom upholstery. seat renovation process by disassem- with new correct factory components Almost every interior renovation we bling the seat and stripping it down to and proper adjustment to ensure cor-

March 2020 | Piper Flyer • 23 The average age of the airplanes we work on is approximately 40 years old.

rect function and strength. Remember, your and worn seat stop holes. The seat rails Taller seats and adding headrests safety depends on all of these components in some Pipers are also part of the floor Many earlier Piper seats had low backs holding you in the seat and seat belt in an support structure. A cracked or corroded and no headrests. Some owners of these accident. seat rail can compromise the structural early airplanes want taller seatbacks or In an effort to reduce injury, Piper integrity of the airframe in the event of an headrests. If the seat left the factory with designed seat bases to be energy-atten- accident. headrest mounts, but no headrests, ap- uating by curving the seat base supports In older airframes, it’s a good idea to proved headrests can be installed. to allow the seat to collapse in a more remove the rails and clean and treat any But modifying the seatback by adding controlled manner if subjected to a high corrosion that can exist between the seat headrest mounts or extending the height impact G-force. Great idea! Again, it’s very rail and floor structure. Also, be sure that of the seatback is a major modification of important to check these seats for cracks. the correct structural mounting screws the seat structure. This process requires

Crack found in a 1970s Arrow lower Structural repair of a cracked seatback. Badly bent seatback stop. seatback.

Seat feet and rollers are installed. Involve your maintenance an engineering study by a DER (Desig- Over the years, we’ve found some pret- technician in this process. nated Engineering Representative) to ty strange substitutions for factory seat confirm that the seat and its mountings rollers. Talk about compromising safety. Seat height adjustment cylinders can withstand the load created by the Incorrect rollers allow the seat to move For years, Piper used a combination additional leverage of a taller seatback or laterally under load, bending the seat feet of hydraulic and spring actuated height the addition of a headrest. and reducing the foot’s ability to track adjustment mechanisms. Over time these Often the DER will specify performing and latch properly, significantly reducing cylinder-type actuators lose fluid. a pull test to verify that additional loads the ability to hold the seat on the rail. A direct after-market FAA PMA-ap- imposed on the seat frame and rails will proved replacement is available from not cause a failure of the seat structure Seat stops AvFab (a regular advertiser in this and mountings. This approval process Believe it or not, we rarely get an air- publication). We’ve been installing these requires preparing a Form 337 and filing it plane in for renovation that contains the cylinders for years; they work great and with the FAA. required number of approved seat stops. cost less than Piper factory units. If someone offers to modify your seat, This is serious stuff. Should a seat latch Here’s a plug for AvFab and other ask to see their copy of a 337 that verifies let go on a seat with missing or incorrect after-market approved parts manufac- the approval of this modification for your stops, the seat and its occupant are likely turers: This industry would be in dire make and model of airplane before autho- to slide off the rail. Check the parts book straights if not for the many companies rizing the work. to ensure your airplane has the correct who have committed to reproducing We have received many frantic calls type and quantity of seat stops. expensive or obsolete original factory from airplane owners whose IA will not re- parts for our aging airplanes, providing license their airplane because paperwork Seat rails and seat stop latches much-needed FAA-PMA approved parts. does not exist for their modified seats. Inspect the seat rails closely for cracks

24 • Piper Flyer | March 2020 March 2020 | Piper Flyer • 25 Badly worn seatback three-position cam. Bent seat foot caused by the installation of an incorrect roller and a missing nut.

History lesson chances are your weight and body shape article into perspective. Before moving on to next month’s are a bit different from those high school The message here is, new interior or topic on how to prepare the seats for and college days. And today’s young peo- not, have your maintenance technician upholstery, I would like to put some aging ple are not likely as trim as young people thoroughly check out the condition of seat issues into perspective. A little histo- were in the sixties either. your seats, passenger restraints, and seat ry lesson is in order. Bottom line, many folks riding around rails as soon as possible. You rely on these When first designed, these seats were in 40- to 50-year-old airplanes aren’t hit- components to hold you in position in the engineered to deal with a structural load ting the scales at 170 pounds. The weight event of an accident. of an approximately 170-pound occupant. of the seat itself was a major concern in If your seats are functioning in Remember, they were dealing with the the design process. Decades of use, often like-new condition, and you have good average weight of a 1960s person. limited maintenance and a possibly much four-point inertia reel shoulder harnesses If you’re anything like most of us, heavier occupant, put all the stuff in this such as those available from BAS Inc., you

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50634 Bose_A20 Tech_Amelia_PiperFlyer.inddClient: BOSE 1 - Aviation 1/20/20 12:09 PM Ad Title: A20 Tech - Amelia Filepath: //Volumes/GoogleDrive/Shared drives/Bose 2019/_Aviation/50634 November 2019 A20 Tech Print Ad Updates/02 CREATIVE /04 FINAL FILES/Amelia Front 4c Ads/50634 Bose_A20 Tech_Amelia_PiperFlyer.indd Publication: Piper Flyer - March Trim: 8.25” x 10.75” • Bleed: 8.75” x 11.25” • Live: 7.125” x 10” After-market AvFab seat height adjustment cylinder. Pull test being performed on a seat frame. have optimized the cabin safety of your Industrial designer and aviation enthusiast RESOURCES airplane (more on shoulder harnesses in a Dennis Wolter is well-known for giving future article). countless seminars and contributing his Alpha Aviation (For three-point shoulder harnesses, expertise about all phases of aircraft alphaaviation.com contact Alpha Aviation.—Ed.) renovation in various publications. Wolter Remember, you can’t write the check founded Air Mod in 1973 in order to offer AvFab/Aviation Fabricators on the way down. private aircraft owners the same profes- avfab.com sional, high-quality work then only offered B.A.S. Inc. Next month we will go through the to corporate jet operators. Send questions basinc-aeromod.com process of re-slinging, re-foaming, and re- or comments to [email protected]. upholstering the seats. Until then, fly safe! McFarlane Aviation mcfarlaneaviation.com

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March 2020 | Piper Flyer • 29 Learn on the Ground: Garmin Emulators for PC-Based Home Flight Simulators Associate editor SCOTT KINNEY recently added a Garmin GNS 430-like bezel from RealSimGear to his PC-based simulator setup. Keep reading for his thoughts on this hardware—and get some tips for designing your home simulator.

ver the years, I’ve had the pleasure of using GA-fo- Ocused simulators from Redbird, Elite Simulations and Frasca. They’re quite realistic and offer cost- and time-saving benefits versus in-airplane training. As good as many of these Advanced Aviation Training Devices (AATDs) are, they are not a practical option for many General Aviation pilots to own and operate. For one, AATDs take up a lot of space. A full-motion AATD like the Redbird FMX will fill a normal-sized bedroom. And then there’s the cost—you can pick up a decent four- place piston single for the price of a well-optioned AATD. Even an FAA-approved Basic Aviation Training Device (BATD) isn’t cheap. Yes, you can log (some) time and currency with FAA-ap- proved devices, but that’s a lot of money that could otherwise be spent on Avgas.

Why a home sim? My biggest challenge in day-to-day flying is automation management. This is compounded by the fact that I fly several aircraft every week. Each has its unique avionics setup. It’s a challenge to maintain proficiency with the various Garmin box- es installed in their panels. I recently set out to configure a home flight simulator so I could stay current on instrument procedures and avionics programming. I wanted a way to effectively practice with the interface and “buttonology” of the various Garmin products that I

30 • Piper Flyer | March 2020 March 2020 | Piper Flyer • 31 do battle with on a daily basis. PC-based simulation software, like Laminar Research’s X-Plane and Lock- heed Martin’s Prepar3D, has come a long way since I first “flew” a desktop flight simulator in the early 1990s. My biggest criticism of PC-based simulators (versus the more comprehen- sive sims) is the lack of realistic ergonom- ics and workflows. Pressing keys on a keyboard to push the throttle forward or to lower the flaps isn’t remotely like what you’ll be doing in an actual cockpit. Like- wise, “flying” with keys or the mouse isn’t the kind of training I’m looking for. However, with some small additions, like a flight yoke, switch panel, throttle quadrant, and rudder pedals, you can start to get to a point of reasonable approxima- tion—where your hands, feet, and eyes are moving as they would in a real cockpit. The next step in adding realism is to have more realistic radios and avionics. The latest versions of X-Plane contain an accurate Garmin GNS 430 emulator. Prepar3D can be modified to add one via a plug-in. However, the on-screen GNS 430 must still be controlled by awkward mouse clicks.

A Garmin GNS 430-like device A few months back, I saw a forum post regarding a realistic-looking “Garmin 530” for desktop simulators from RealSimGear.com. The poster was raving about how useful it was. “This is interesting, but I bet it costs a bunch,” I thought. After all, a real 530 still costs several thousand dollars on the used market. It’d sure be nice, though, “unlimited practice for about the to be able to use the knobs, buttons and cost of a single flight lesson.” had other ideas. so on to load up procedures and “fly” RealSimGear’s website said its GNS Barker told me he wanted to use them using hardware similar to what was 530 bezel came fully assembled, had fully X-Plane during his training, as it installed in my airplanes. functional knobs and buttons, and would already had a Garmin emulator, but he The more familiar I am with the work with several common PC-based found it cumbersome to have to use procedure (and the programming!), the flight simulator packages, including mouse control to change dials, push less likely I am going to hear “N1234X, I X-Plane and Prepar3D v3 and v4. buttons and so on. His solution? He see you flew right past the localizer. Can I contacted RealSimGear, owned and built an external box with a realistic you please tell me where it is exactly you operated by Jarrod Barker, a product de- interface and an integrated display. intend to go?” sign engineer and instrument-rated pri- He also wrote a plug-in that would I was quite surprised by the pricing I vate pilot. Barker and I swapped stories communicate the user’s actions on the saw on the RealSimGear website. Their about the difficulty of learning Garmin external box to the X-Plane software. Garmin 530-like hardware was only interfaces. While I’ve ended up suffering Simple enough, right? $399. They claimed to provide a route to through the steep learning curve, Barker Barker built a prototype and began

32 • Piper Flyer | March 2020 to refine the functionality. A few of his Setup was a series of approaches into Astoria pilot friends asked if he could make a few I received the box within a few Regional Airport (KAST), Oregon. The more… and a few more. Seeing an oppor- days and opened it up. I was quite three approaches I wanted to practice were tunity, Barker exhibited his products at impressed with the construction of the included in X-Plane’s default nav data. the 2018 Flight Sim Expo in Las Vegas, Ne- device. The GNS 430 bezel looked and I set up the flight to put me about vada. Soon, he was inundated with orders felt like the real thing. I plugged it in 25 miles south of Astoria; 5 miles from and requests for other products. (one USB connection, one HDMI con- the IAF (ZIGPI) for the ILS RWY 26 (see Only a year after starting up, Real- nection) and had it set up and function- plate on Page 32). The weather was set SimGear has expanded its lineup dramati- ing within 10 minutes, thanks to the to CAVU. cally. Currently, the company offers a GNS excellent instructions. I started “flying” and found that the 430, GNS 530, GTN 650, GTN 750, G1000 The only hiccup I had was in con- 430 worked like the real thing. I first PFD, G1000 Suite, GMA 350 audio panel figuring the 430 to work as the No. 1 entered the frequencies for Seattle Center and GFC 700 autopilot simulator, as well navcom; in X-Plane, the default panel has and KAST ASOS into the com radio and as several accessory stands for the prod- a 530/430 stack and the 430 defaults to went through my communications. Next, ucts. There’s apparently also a Garmin G5 controlling the No. 2 navcom. RealSimGear I selected KAST from the Nearest page. I simulator in the works. has since created support documentation hit the PROC button and loaded the ILS Eventually, our conversation circled to address this issue. They’ve also created 26 approach, activated it starting from back to what I needed. I arranged for a a self-installing plug-in which should the ZIGPI IAF, and then hit FPL to con- GNS 430 bezel ($379), as that’s what’s make the initial setup even easier. firm that the waypoints for the approach installed in the aircraft I fly most often. It had appeared as expected. They had. The shipped out immediately. I also received Practice makes perfect two required nav frequencies were loaded an email from RealSimGear spelling out The next step was to “fly.” I pulled up correctly, as well. how to configure the GNS 430 to work approach plates for a few airports I planned I used GPS guidance to get to the with various flight simulators. to visit in the upcoming weeks. First up IAF, flew the 19 DME arc with the

March 2020 | Piper Flyer • 33 GPS and flipped to the localizer with a punch of “VLOC.” I turned inbound, intercepted the localizer, changed to the KAST CTAF and broadcast my position; and continued on the ILS approach (even though I could see the runway the whole way). The next time, I dialed up the weather in X-Plane (250-foot ceilings and 1-mile visibility) and flew the same procedure down to ILS minimums. I then tried the approach with even worse weather, starting from a different IAF. When I didn’t break out, I hit “OBS/ several variations!) the night before. Setting up a home sim SUSP” and flew the missed procedure. Though I’m using this simulator setup A simulator setup doesn’t have to be The next day, in the real airplane, I was for instrument practice, I can see it being complicated. Jarrod Barker suggests the under the hood. I did the procedure as I’d beneficial to VFR pilots, too. For example, following: practiced, followed by a missed approach. you can use a simulator to preview the • PC powerful enough to run your It was fantastic to have the familiarity with flow of communications into a busy simulator software of choice, with the entire procedure, and I flew it well— Class B or C airport. Convince a friend multiple display outputs certainly better than I would have done to act as ATC, or better yet, subscribe • 40-inch-class TV for primary trying it for the first time. The best part was to a service like PilotEdge, which offers display that it didn’t take me more than perhaps ATC services to flight sim users. • CH Products Flight Sim Yoke 30 minutes to preview the procedure (and or Saitek equivalent

34 • Piper Flyer | March 2020 • Throttle quadrant I eventually gave up and moved the sim to • Rudder pedals the airport, where other members of my RESOURCES • iPad for remote display of flight club would be able to use it as well. six-pack instruments with RF FLIGHT SIMULATOR HARDWARE Cockpit plug-in I’ve been really impressed with the RealSimGear My setup is similar. I have a PC driving 430 and support from RealSimGear; realsimgear.com a 46-inch TV as the primary display, and a so much so that I plan to expand my 24-inch monitor to use as the “instructor simulator in the near future with a few ATC SERVICES FOR station.” I have a yoke, switch panel, throt- more of their boxes. I have my eye on FLIGHT SIMULATION tle quadrant, and rudder pedals, along the audio panel, to start. For pilots PilotEdge with the RealSimGear 430. looking to learn or stay current with pilotedge.net I didn’t bother with the iPad/RF Cock- the various Garmin interfaces, I can’t pit plug-in—I can see the instruments just think of a more cost-efficient way to get EXAMPLE SIMULATOR BUILDS fine on the giant TV. hands-on, realistic practice than with Flight Chops For some inspiration and example the RealSimGear products. https://youtu.be/w-sDGbA-EOc builds, check out the video links in Re- sources. Scott Kinney is a self-described aviation Angle of Attack My whole setup would have cost geek (#avgeek), commercial pilot and https://youtu.be/6srtubd2lHU around $2,000 to build from scratch—but I flight instructor. He is associate editor for was able to repurpose an existing comput- Piper Flyer. Scott and his partner Julia are er, and the TV was bought secondhand, based in Eugene, Oregon. They are often so my cost was perhaps half of that. The found buzzing around the West in vintage biggest challenge was figuring out where airplanes. Send questions or comments to place the simulator in my small house. to [email protected].

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March 2020 | Piper Flyer • 35 36 • Piper Flyer | March 2020 The PiperThe Early Cubs: J-2 & J-3 A brief survey and history of the airplanes that launched Piper Aircraft. By Jennifer Dellenbusch

March 2020 | Piper Flyer • 37

The Piper Cub is arguably the most Taylor Brothers Aircraft Corporation iconic General Aviation aircraft of all time. Its namesake yellow, In 1928, Bradford, Pennsylvania, was actively recruiting new its fabric-covered shape, bear cub logo, and large wings with businesses to relocate there. At the same time, Gilbert Taylor rounded tips make it easy to identify. of Taylor Brothers Aircraft was looking for a larger facility to From its inception, it was marketed as safe and fun to fly. A house his company. (Taylor Brothers was founded by Gilbert couple of quotes sum up the Cub’s characteristics: “The Piper Cub Taylor and his brother Gordon, in 1927. Gordon was killed in is the safest airplane in the world; ...it can just barely kill you.” 1928 while testing a 113 hp version of the company’s aircraft attributed to Northrop test pilot Max Stanley and “A Piper Cub is called the Chummy.) the gentle, humble little siren of airplanes,” from Richard Bach. A citizen’s committee from Bradford approached Taylor Let’s explore the origins of the airplane that launched Piper Aircraft. and offered to purchase $50,000 of Taylor Brothers stock and

38 • Piper Flyer | March 2020  A beautiful example of a Taylor E-2 on display at the Golden Age Air Museum. Photo credit: Daniel L. Berek Gilbert Taylor and his crew were able to develop a prototype in just four weeks.

provide the use of a facility near Harri-Emery Airport. The deal William Piper to the rescue was sealed, and Taylor Brothers moved to Bradford in November Taylor Brothers filed for voluntary liquidation and William 1928. Among the investors of that citizen’s committee was local Piper stepped up to purchase the assets of the company. He businessman William T. Piper. formed the new Taylor Aircraft Company and kept Gilbert Taylor The company produced the Chummy in a few iterations, but on as chief engineer and 50% owner. the stock market crash of 1929 and subsequent Great Depression William Piper wanted to design an airplane that was simple dealt the fledgling company a serious blow. to fly and cheap to produce. (A theme that would be repeated throughout his tenure in aviation.)

March 2020 | Piper Flyer • 39  This Cub sports the Lenape Papoose radial The first airplane to wear the Piper badge was J-2 engine. Serial No. 1937.

Using parts from the Chummy and a Taylor Brothers glider, First up as a potential replacement was the 40 hp Aerom- Gilbert Taylor and his crew were able to develop a prototype in arine AR3-40 radial engine. Certification for this variant was just four weeks. The first Taylor E-2 Cub was certified June 13, issued on Feb. 16, 1934, and it was named F2. Only 30 of these 1931. It had an uncowled 37 hp Continental A40 or A40-2 on its were built. nose and sold for $1,325. Gilbert Taylor designed his own engine, and this was in- Additional approval was granted Nov. 7, 1931, for E-2 Serial stalled in the G2 Cub. This project was scrapped when Continen- nos. 26 and up. These newer versions had partially cowled en- tal decided to stay in the aircraft engine business. gines and provided more legroom than the earlier models. The H2 Cub, equipped with a Szekely engine was certified In late 1933 Continental announced it would stop making May 28, 1935, but only one production model was ever delivered. aircraft engines. This sent Taylor Brother Aircraft scrambling for It came without the engine but did have an engine manual. a replacement engine for the E-2. Engineers designed a detach- Meanwhile work continued on other components of the E-2. able engine mount to expedite the swapping of engines. Engineer Walter Jamouneau joined the company in 1931 and began

40 • Piper Flyer | March 2020 TAKE A SEAT

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work on a “winter enclosure” for the Cub’s exposed cockpit. Initially offered as an option, this configuration would become standard. - J-2 Cub: Good design, troubled times In 1934, Taylor, Jamouneau, and Ray Carlson began work on an updated Cub, designated the J-2. Taylor was taken ill and took an extended leave from the company. This left Jamouneau—with William Piper’s blessing— to put his mark on the new variant. William Piper and Gilbert Taylor often had disagreements about the running of the company. As 50-50 owners, these disagreements weren’t easy to resolve. It all came to a head when Taylor returned to find that changes had been made to the J-2 design in his absence. As chief engineer, he felt he should have had the final say. For his part, William Piper felt that a delay in getting the J-2 to market would hurt the company. The pair agreed to part ways and Piper bought out Taylor in December 1935. Taylor immediately started the competing Taylor-Young Aircraft Com-

March 2020 | Piper Flyer • 41 Photo credit: Keith Wilson

 A J-3 C-65 operating from a grass strip.

pany (later Taylorcraft). The J-2 was certified on Feb. 14, 1936. It came standard Jamouneau’s J-2 design incorporated the “winter enclosure” with silver paint, but customers could pay an additional $25 for a more comfortable cabin environment. Piper Aircraft his- for a custom color. torian Roger Peperell details additional improvements made to Changes and improvements over the life of the J-2 included the J-2: “… a new type airfoil with rounded wingtips and a new reshaped wings and vertical tail. tail shape, a refined nose for better engine cooling and a wider Unfortunately, the Bradford factory was destroyed by fire track landing gear with a revised shock cord and tension strut in March 1937, resulting in an estimated $200,000 loss for the arrangement.” company. The rear turtledeck structure was raised to fair the fuselage into the wing and create a closed cabin with a three-piece J-3 Cub: New location, new name, new Cub windshield.” William Piper decided not to rebuild in Bradford. He soon

42 • Piper Flyer | March 2020 William Piper and Gilbert Taylor often had disagreements about the running of the company. As 50-50 owners these disagreements weren’t easy to resolve.

found himself on the other side of the community development was installed in place of the J-2’s skid. coin as representatives from several towns approached him, The J-3 was advertised as the “New Cub.” Two versions of the offering incentives to move his factory to their towns. He settled J-3 were offered, the J-3 Cub Trainer selling for $1,249, and the on Lock Haven, a small town about 100 miles southeast of Brad- J-3 Cub Sport which came with streamlined wheel pants, better ford in central Pennsylvania. seats, a step, and a mirror for an additional $146. Both were Production of the J-2 resumed in Lock Haven July 7, 1937. fitted with the 40 hp Continental A40-4. Shortly after that, the name of the company was changed to the On July 14, 1938, the J-3C-50 with a 50 hp Continental A50 Piper Aircraft Corporation. The first airplane to wear the Piper engine was certified, as was the J-3F-50 running a 50 hp Franklin badge was J-2 Serial No.1937. 4AC-150 engine. The J-3 Cub was certified Oct. 30, 1937. It boasted a stronger A radial engine version was certified Aug. 23, 1938. It was fuselage, built with SAE X-4130 steel tubing. This strengthened equipped with a 50 hp Lenape Papoose LM-3-50 engine and was fuselage allowed for a more powerful engine to be installed. Oth- designated the J-3P. er improvements were made to the panel and seats. A tailwheel If three engine options are good, four must be better, and Piper

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March 2020 | Piper Flyer • 43 William Piper wanted to design an airplane that was simple to fly and cheap to produce.

certified the J-3L-50 with a 50 hp Lycoming O-145-A Sept. 17, 1938. Cub production Jennifer Dellenbusch is The 1938 Cub Trainer, priced at $1,249, came with the Piper Aircraft produced president of the Piper Flyer Continental A40, while the Cub Sport was available with any 1,214 J-2 Cubs and 20,303 J-3 Association. Send questions of the approved engines, and featured leather seats and wheel Cubs, including the military L4 or comments to pants. Prices for the Sport version ranged from $1,395 to $1,718 version. The last J-3 was built [email protected]. depending on the engine installed. in Canada in 1952. The FAA By 1939, Piper Aircraft had achieved some efficiencies in database shows almost 100 J-2s on the registry and just under production and decided to pass the cost savings along to their 4,000 of the J-3 variants. customers. The 40 hp Trainer could be purchased for just $1,098. The Cubs were perfectly aligned with William Piper’s philos- The Franklin-powered Sport version could be had for $1,298, and ophy of plane building. They were fun and easy to fly, and cheap the J-3P with the radial engine for $1,595. to build. The 1939 and 1940 models offered higher horsepower options; 60 hp for the Franklin, 65 hp for the Continental and Ly- Editor’s note: For more information on the Piper Cubs, includ- coming engines. The Lenape Papoose was out of production by ing military versions, we recommend “Piper Aircraft” by Roger the summer of 1939. The installation of more powerful engines Peperell. This book covers all the Piper models in detail and was necessitated the creation of stronger airframes and landing gear. the source for this article. Watch for a new edition to be released later this year.

 A fleet of Cubs parked in the grass at the Sentimental Journey Fly-in.

44 • Piper Flyer | March 2020 March 2020 | Piper Flyer • 45

Destination: San Antonio, Texas Fly Into The Past And See The

FUTURE By Kevin Garrison

46 • Piper Flyer | March 2020

ou already know all about San Antonio, Texas. That movie that came out in 2004 starring Billy Bob Thornton just is where John Wayne, along with Richard Widmark after he saved the world from a plummeting asteroid in the film, and a very dreamy Frankie Avalon, fought Santa “Armageddon.” Thornton’s Alamo movie was much like a falling Ana at the Alamo back when it was a religious fa- asteroid disaster in that it tanked and lost over $115 million at cility and not a rental car company. Wayne not only the box office. Ystarred in this movie; it was his first time directing. San Antonio, Texas, is known as the home of the Alamo, but it The less aged among you may better remember the Alamo is so much more than that. Located at the headwaters of the San

Historic Alamo Mission in San Antonio, Texas, commonly called The Alamo, was founded in the 18th century.

March 2020 | Piper Flyer • 47 San Antonio… is so much more than an old battle site.

Antonio River on the Balcones Escarpment about 80 was not bored or disappointed once. miles south of Austin, San Antonio is the second-most In addition to attracting rebel causes and invad- populous city in Texas, second only to Houston. San ing armies, San Antonio is a naturally great place Antonio has a bigger population than Dallas. to fly airplanes. So much so that the U.S. Army Air During my airline career, San Antonio was one Service founded the nation’s first air base, Kelly Field, of my most favorite layover cities in the world. In there in 1917. Later, the famous Randolph Field was addition to flying subsonic people movers in and out built in 1926, northeast of the city. of San Antonio International Airport (KSAT), Texas, I The Army was so impressed when Randolph have been known to slip a surly or two in General Avi- opened that they changed their name from “The U.S. ation spam cans that were bound for the “River City.” I Army Air Service,” to the much jauntier and sexier, must have visited the town over a hundred times and “U.S. Army Air Corps” on the very same day. Ran-

48 • Piper Flyer | March 2020 Left: River Walk along the banks of the San Antonio River. Below: Historic Market Square celebrates Mexican culture.

dolph has a distinctive circular shape, and you can’t and if you haven’t, I suggest that you take the time to help but see it when you fly into the area, especially aviate in the Longhorn State. The weather depends from the Northeast. on what time of year and what time of day you are The U.S. Air Force is not the only military pres- flying. Everything from snow to thunderstorms to ence in the area. San Antonio is known officially as dust storms is possible, but most of the time, flying in Texas is an enjoyable “breeze.” “Military City, USA.” The area is one giant military San Antonio International Airport (KSAT) is a base that, in addition to Randolph AFB, contains big operation in Class C airspace, but the airport is Lackland AFB, Fort Sam Houston, and Camp Bullis. very accessible to General Aviation pilots and their San Antonio has been a central location for all aircraft. KSAT does have the traffic of a big airport and things military since the year 1845. There are over 900 the airlines there handle over 10 million passengers historic structures scattered around the bases. The a year, so unless you have pressing need to go there, I active military brings in over $49 billion a year for the suggest you try Stinson Municipal Airport (KSSF), San economy, not including the contribution of the over Antonio’s main General Aviation spot, and the second 50,000 military retirees that live there. oldest General Aviation airport in the United States. KSSF is on the south side with easy access to How to get there downtown San Antonio and is a much friendlier place I have always enjoyed flying in and around Texas, for General Aviation pilots. The fuel is at least a dollar

March 2020 | Piper Flyer • 49 Engineered to Make Life Easier.

The patent-pending “non-sticking” SPIN EZ™ aircraft engine oil fi lters by Tempest® are designed to come off easy. Heat, time and pressure can extrude oil, grease, DC4® compound or similar liquid lubricants from between a fi lter’s rubber seal and the fi lter mount pad - leaving the fi lter seemingly “bonded” to the engine’s mount pad - and making it nearly impossible to remove. Tempest’s proprietary SPIN EZ adhered solid seal lubricant stays where it’s supposed to - between the seal and the mount pad’s surface. SPIN EZ solid lubricant won’t extrude or squirt out from under the seal. It prevents the bond forming environment that makes legacy fi lters stick. Tempest SPIN EZ oil fi lters - the fi lter that comes off without a fi ght! The only thing stuck now is our competition. per gallon cheaper, it lies under San Anto- with numerous airfields courtesy of the nio’s Class C airspace, and you won’t face World War II training boom. the delays and hassle inherent in flying from a mostly airline-oriented airport. What to do and where to stay Stinson Field’s newly opened “Brown If you are a fan of history like I am, Bag Sandwich Shop” serves excellent there is no end to the things you can deli fare and superb desserts (open see and explore in San Antonio. Spanish Monday-Saturday, closed Sunday). The explorers first came to the area in 1691, dining room provides a great view of the runways and the ramp areas. but they did not discover it; the Payaya In- KSSF has well-maintained runways, dians were already living there. An official a modern expanded terminal, spotless settlement was established in 1718 by the facilities, a full-service FBO with full- or Spanish when they built the Mission San self-serve fuel, VOR and GPS approaches, Antonio de Valero, named for St. Anthony friendly ATC tower controllers, and an of Padua that was later called the Alamo on-field aviation museum. Rental cars (Spanish for “Cottonwood”). www.tempestplus.com are available, and its proximity to town The Alamo is the most famous and 800.822.3200 makes other options, like Uber and taxis, prominent landmark in the city. It is right economical. next to the huge tourist, shopping, and din- If Stinson isn’t your choice, there are ing area, known as the “River Walk.” You can dozens of small General Aviation airports take a tour of the Alamo or just stroll the in the area. Texas, like Florida, is graced grounds. I suggest you do both and plan to

50 • Piper Flyer | March 2020 The popular River Walk is a city park com- plete with bridges, restaurants, shopping, and plenty of walking paths. spend a significant amount of time there to space, recruiting the men of the First U.S. soak in the history and learn the facts about Volunteer Cavalry, better known as the this military outpost that outstrips anything “Rough Riders.” that Hollywood could imagine. This eclectic group rode with the There are quite a few hotels in the future 26th President of the United States downtown area, but my favorite place to in Cuba before the Treaty of Paris was stay is the Crockett Hotel, which is a his- signed to end the war in 1898. The bar’s torical landmark in itself. Located across association with this famed group is the street from the Alamo and right next something of which Menger Hotel em- to the River Walk area, the Crockett is ployees are proud. over 110 years old. If you stay there, ask the staff about the hotel’s history—you A cool and interesting stroll will be amazed. The River Walk, or “Paseo del Rio,” My favorite layover bar in the world is is not only a wonderfully cool place to just adjacent to the Crockett Hotel. The spend the day or night; it is the largest Menger Bar, located in the Menger Hotel, urban ecosystem in the nation. Tucked is famous for its connection to Teddy quietly below street level, and a short Roosevelt. walk from the Alamo, it delivers a pleas- You sit, enjoying your drink, and ant way to navigate the city. envision Roosevelt, sitting at one of the Explore by foot along the river’s walk- two large round tables that still grace the ing path or jump aboard a river barge for

March 2020 | Piper Flyer • 51 Engine Monitoring & Flight Instruments Premium ANR Headsets

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First Time, Every Time The Parts to Start Everytime In Stock KSAT handles over 10 million passengers a year. a ride and guided tour. The boat tour is Bottling Dept. If you head further south, something I highly recommend. you can immerse yourself in history at the River Walk runs through the heart of UNESCO World Heritage Site, the San An- downtown, giving you easy access to at- tonio Missions, along the Mission Reach. tractions like the Alamo, the King William There are many great restaurants in Historic District, and more. the River Walk area, but if you want to get If your goal for the visit is to shop, you away from the tourist area to enjoy an au- FREE Shipping on Most can peruse local shops and stores along thentic Tex-Mex meal, I suggest you walk the river’s Museum Reach, a 1.33-mile away from the “Walk” and explore areas Orders Over $500 addition to River Walk which opened in of the city where the residents live and TOLL FREE ORDERS 2009. While there, stop at the historic eat. Ask the concierge at your hotel. He or 1-800-447-3408 Pearl District. At Pearl, treat yourself and she will have dozens of suggestions. WWW.CHIEFAIRCRAFT.COM dine al fresco at their local food hall, The You could easily spend your entire 52 • Piper Flyer | March 2020 SC-3, 30 JAN 2020 to 27 FEB SC-3, 30 JAN 2020 to 27 FEB

KSSF is San Antonio’s main General Aviation spot. visit exploring and enjoying the River sucker for a good zoo, and this one is Walk, but if you did, you would miss these comparable to the one in San Diego. attractions: • San Antonio Missions Historical Park • The San Antonio Zoo has more than is a National Park located in a beau- 8,500 animals on 56 acres. The Zoo tiful area of the city that stretches 9 was first established with a donation miles and contains four important from George W. Brackenridge in 18th-century missions. the 1800s. Two of the first cageless exhibits in the U.S. opened here in • Government Canyon State Natural 1929, and the bird collection is one of Area is available if you are in the the world’s largest. It is located in the mood for some hiking and getting northeast quarter of the city. I am a a recharge from nature. This park

March 2020 | Piper Flyer • 53 CONCORDE BATTERY & PIPER PILOTS EXPERTS IN AVIATION Concorde Batteries feature superior starting and sustained power for all seasons.

Piper Archer RG24-11M | Piper PN 601-925

Piper Seminole Want to split the difference between San RG24-15M | Piper Part No. 601-926 Antonio and Austin?

Piper Flyer member Deborah Maus recommends her home aerodrome, which is a 30-minute drive north of San Antonio, or a 40-minute drive south of Austin, as a great alternate destination when you are in the area. She recently acquired her private pilot certificate and flies a Piper Warrior out of New Braunfels Regional Airport (KBAZ). Piper Seneca The airport has two active flight schools, American Academy of RG24-20 | Piper Part No. 601-923 Aviation and Texas Aviation. They also get a fair number of military trainers in the pattern. Deborah says it can get a little busy at times. New Braunfels, Texas, is a summer destination town for “tubing” on the Guadalupe and Comal rivers. Near the airport is the Clear Springs Restaurant with great fried catfish and other fried foods. Downtown New Braunfels has the Phoenix Saloon as seen on Food Network for their chili dishes. There are plenty of other great places to eat in New Braunfels (like the Clear Springs Restaurant, pictured Piper Matrix Piper Mirage above) and several microbreweries, too. The town and airport are RG24-17 | Piper Part No. 601-919 friendly to small business and retired military.

offers more than 40 miles of trails. It clean-cut and efficient way. You owe it lies on the north side of San Antonio to yourself to saddle up your airplane and is a 12,000-acre wilderness that and hit the trail to the San Antonio River protects the city’s drinking water. along with its namesake city. You can also camp, attend a program Piper Meridian or guided hike, geocache, picnic, take Kevin Garrison’s aviation career began at RG-41 | Piper Part No. 601-910 nature photos, and look for birds and age 15 as a lineboy in Lakeland, Florida. other wildlife. He came up through General Aviation, re- tired as a 767 captain in 2006, and retired Touring the South by aircraft would from instructing airline pilots in 2017. not be complete without at least a Garrison’s professional writing career has CONCORDE BATTERY CORPORATION few days to visit San Antonio. The city spanned three decades. Send questions 626.813.1234 | ISO 9001 + AS9100 combines tourism, history, and fun in a or comments to [email protected]. www.ConcordeBattery.com

54 • Piper Flyer | March 2020 RESOURCES

The Alamo thealamo.org

The Bottling Dept bottlingdept.com

The Crockett Hotel crocketthotel.com

Government Canyon State Natural Area tpwd.texas.gov/state-parks/govern- ment-canyon

King William Historic District visitsanantonio.com/king-william- southtown-flores

Menger Hotel & Bar mengerhotel.com

Military City USA visitsanantonio.com/military-city-usa

Mission Reach sariverfoundation.org/art-along-the- river/explore-mission-reach

Museum Reach sariverfoundation.org/art-along-the- river/explore-museum-reach

Pearl District tclf.org/pearl-district

River Walk thesanantonioriverwalk.com

San Antonio International Airport (KSAT) sanantonio.gov/SAT

San Antonio Missions Historical Park nps.gov/saan/index.htm

San Antonio Zoo sazoo.org

Stinson Municipal Airport (KSSF) sanantonio.gov/SSF (239) 405-6117

March 2020 | Piper Flyer • 55 PRESS RELEASES March 2020 *Compiled from press releases

GARMIN REIMAGINES AIRCRAFT FLIGHT INSTRUMENTATION GI 275 electronic flight instrument can modernize thousands of aging cockpits

OLATHE, Kan., Jan. 15, 2020—Garmin International, Inc. recently 275,” said Carl Wolf, vice president of aviation sales and market- announced the arrival of the GI 275, a powerful electronic flight ing. “With the GI 275, pilots can take an economical and scalable instrument that directly replaces legacy primary flight instru- approach to their avionics upgrade, while saving on the installa- ments in the cockpit. The GI 275 is suitable as a direct replace- tion labor and cost. The capabilities of the GI 275 are amazing—it ment for a variety of instruments, including an attitude indicator, can provide ADAHRS, autopilot interface, and replace ADI, HSI, attitude directional indicator (ADI), course deviation indicator standby and EIS indicators, along with 60 minutes of battery back- (CDI), horizontal situation indicator (HSI), and engine indication up for primary or standby applications, or it can just be the coolest system (EIS). Capable of serving as a 4-in-1 flight instrument, the ever CDI. If it’s round and in their panel, pilots can likely replace it GI 275 can also be installed as a standby to a number of glass flight with the GI 275 to receive modern flight display features and bene- displays, and is available with a 60-minute back-up battery. fits in a powerful, yet compact touchscreen flight instrument.” Lightweight and compact, the GI 275 is intentionally de- Suitable as a replacement to many aging flight instruments signed to take advantage of the common 3.125-inch flight instru- and gyro-based attitude indicators on the market, the GI 275 ment size, reducing installation time and preserving the existing gives aircraft owners the benefits of a modern and reliable aircraft panel. It’s also compatible with a variety of third-party flight instrument. It boasts a standard 3.125-inch form factor autopilots, and does not require a separate interface adapter, and rear-mount design that minimizes panel modification. The further reducing installation labor. The GI 275 has received FAA bright, high-resolution touchscreen display and wide viewing approval and is available immediately for installation in over angle offers superior readability in the cockpit. A dual concentric 1,000 single-engine and multi-engine aircraft models. knob allows pilots to access a variety of key functions within the Several variants of the GI 275 are available to meet the needs of flight instrument, such as adjustments to the baro setting or the over 1,000 business and General Aviation aircraft models. Features airspeed bug. Highly scalable, aircraft owners can start with a beyond the traditional display of attitude, airspeed, and altitude single GI 275 and add up to a total of six in a single panel, paving include the option to display CDI, HSI, and engine information. the way for incremental upgrades and an array of individualized The GI 275 is also capable of displaying multifunction display-like panel configurations. features, such as traffic, weather, terrain, SafeTaxi® airport dia- The GI 275 is available immediately and is approved for grams, optional Synthetic Vision Technology (SVT™), and more. installation in over 1,000 single-engine and multi-engine aircraft “As constant innovators within the avionics industry, we’re models. Select Class IV aircraft are also approved. For more redefining the aircraft cockpit with the introduction of the GI information, visit garmin.com/GI275.

56 • Piper Flyer | March 2020 Door Steward gas spring modification by Mtn View Aviation recently granted FAA STC

HUBBARD, Ore., Feb. 1, 2020— Paradis because of the frustra- fortable to latch the door; in This new version is now con- The popular Door Steward gas tion and observation of pilots fact, it closes and latches quite tained in an installation kit Part spring modification by Mtn and passengers who were naturally. The location of the Number B40C10-12 and lists for View Aviation was recently repeatedly nagged by unex- gas spring is orientated to keep $240. Typical installation time granted FAA STC approval for pected door whips in even the it out of the way while entering is approximately two hours. The Piper PA-32 and PA-34 rear slightest wind gusts. or exiting the aircraft. new kit contains all parts and passenger doors. This added Since introduction, over On the Piper PA-32 and instructions to install the Door installation joins existing 16,000 of the Door Steward™ kits PA-34 rear door version, the gas Steward™ on the main cabin en- installations applicable to the have been sold all over the U.S. spring is attached to a bracket try door of Piper models 23, 24, Piper and Beech main cabin and internationally. The modi- riveted onto the lower forward 28, 30, 32, 34, 39, 40, 44, or main entry door. fication utilizes a modern inert corner of the door sill, and a cabin entry door on the Beech Aircraft owners for Piper gas spring attached to the door bracket bolted and riveted models 33, 35, 36, 55, 56, 58, or PA-32 models known as Cher- frame and door with stainless to the bottom of the door. All 95. And now, in addition to the okee Six, Saratoga, Lance and steel brackets. When the door Door Steward™ versions are previous applications, the Piper 6X, and the Piper PA34 Seneca, is unlatched, the door gently but FAA-STC approved and come PA-32 or PA-34 rear passenger had been requesting a version firmly, opens and holds the door with complete documentation, door with the inclusion of a for their aircraft rear door in the full open position. Clos- installation, maintenance, parts couple more parts. for some time. The original ing the door compresses the gas listing, continued airworthiness For more information, visit version for Cessna aircraft was spring again. The force is not requirements, FAA Form 337, mtnviewaviation.com or call developed in 2002 by David such that it is hard or uncom- and a two-year warranty. 800-837-0271/503-981-4550.

EAA YOUNG EAGLES PROGRAM REACHES MILESTONE OF 2.2 MILLION KIDS FLOWN

OSHKOSH, Jan. 31, 2020—The biggest youth aviation Young Eagles has also been the foundation of EAA’s education program ever created reached another milestone more recent efforts to encourage and engage young peo- this week, as EAA’s Young Eagles program surpassed 2.2 ple in aviation. That includes Sporty’s online Learn to Fly million kids flown since the first program’s flights took course, available to all Young Eagles, and now approaching place at the 1992 EAA Fly-in Convention at Oshkosh. 75,000 enrollees. It also set the stage for last year’s inau- “As we reach each of these milestones, it’s a further gural group of Ray Aviation Scholarship recipients, as more credit to the dedication of the EAA-member pilots and volun- than 100 young people earned full flight training scholar- teers who have committed their time and aircraft to bringing ships in conjunction with local EAA chapters. young people into aviation,” said Jack Pelton, EAA CEO and Dozens of aviation companies also support Young Eagles, chairman of the board. “The success of Young Eagles means including Phillips 66, the program’s presenting sponsor. Other thousands of today’s under-40 pilots can trace their personal supporting sponsors include Garmin, Lightspeed, WACO journeys back to that first flight with a Young Eagles pilot.” Aircraft, the Academy of Model Aeronautics, and Global Aero- More than 50,000 EAA-member pilots have donated space, as well as Young Eagles Flight Plan sponsors Emb- their time, aircraft, and fuel to fly kids over the past 27 years, ry-Riddle Aeronautical University and Sporty’s Pilot Shop. with an equal number of ground volunteers assisting the “To every pilot and ground volunteer who has been part program. Flights have taken place on every continent except of Young Eagles, the aviation community thanks you,” Pelton Antarctica, and in aircraft ranging from hot air balloons to said. “If you haven’t flown a Young Eagle yet, we enthusias- corporate jets. Young Eagles began in 1992 in response to tically invite you to do so. You will have a more impactful a survey of EAA members who overwhelmingly replied that influence on the future of flight than you’ll ever know.” getting young people involved in aviation was the most im- More information for pilots, parents, and young people portant issue to ensure the future of recreational flight. is available at eaa.org/youngeagles.

March 2020 | Piper Flyer • 57 PRESS RELEASES

GARMIN UNVEILS THE FOURTH GENERATION GPS/NAV/COMM

OLATHE, Kan., Jan. 8, 2020—Garmin International, Inc. recently announced the arrival of the GTN 650Xi and GTN 750Xi, the next generation of in-flight navigation technology. Designed as a direct slide-in upgrade to the previous generation GTN 650/750, pilots can preserve their panel and modernize the cockpit with the new GTN 650Xi and GTN 750Xi. The all-in-one GPS/NAV/COMM boasts a feature-rich multifunction display and can integrate with new or existing remote-mount equipment, such as a transponder or audio panel. Dual-core processors and modern hardware also prepare the GTN Xi series for advanced capabilities in the future. The GTN 650Xi and GTN 750Xi have received FAA approval, and are available immediately for fixed-wing single-engine and multi-engine piston, turbine, and experimental aircraft, with helicopter and business aircraft approvals soon to follow. A “After decades of innovation and pioneering the GPS/NAV/COMM, we’re BO excited to bring the fourth generation SSES C. GTN 650Xi and GTN 750Xi to the mar- ket,” said Carl Wolf, vice president of e ill Hel rblest r Sstem aviation sales and marketing. “Garmin eacin Sbect At AA Enrse Events was the first to introduce the all-in- one navigator with the iconic GNS 430/530. Over time, the GNS WAAS BOCHAES ESSE EE AES and the industry-first GTN 650/750 OEHA ECHAE ASEAES BOCHAES touchscreen navigators were added to BAACED the line-up, along with state-of-the-art COOES E B COES A OEAOA SEEDS O O A OEAOA SEEDS O O features such as voice control, wire- S ES ACHE less connectivity, and more. As the isit Or eb Site t See te S n Actin leader in GPS cockpit navigation, we have brought the most widely adopted “ A family operated business since 1988, including a navigators to the industry, and with the licensed A & P mechanic and commercial pilot” GTN 650Xi and GTN 750Xi, we’re excit- ed to add one more to the family.” Modern processing power and a A A state-of-the-art hardware within the GTN “Sensitive to your needs” 650Xi/750Xi supports faster map ren- am m S n ri www.mainturbo.com dering and smoother panning through- out the touchscreen navigator. It boasts “Sensitive to your needs” [email protected] a large, ultra-high-resolution display and

58 • Piper Flyer | March 2020 wide viewing angle that offers superior readability in the cockpit. The displays initialize within seconds of start-up, providing immediate access to frequen- cies and flight plan information, saving valuable time in the aircraft. Preserving the same form factor as the previous generation GTN 650/750, the 6-inch-tall GTN 750Xi and the 2.65-inch-tall GTN 650Xi offer an intuitive touchscreen design with a dedicated direct-to button and dual concentric knob that provide added convenience when interfacing with the display. Retaining all the features of the GTN 650/750, the GTN Xi series adds a vibrant display and vivid colors that enhance the contemporary look of the new navigators. When installed alongside a G500 TXi or G600 TXi flight display, the GTN Xi series brings a new level of modernization to the cockpit. Highly complementary, the GTN Xi and the TXi flight displays share similarities in display, appearance, and hardware qualities. For example, both products feature an angular bezel so the pilot has a near-seamless experience when transitioning between the touchscreen flight display and the navigator. The GTN 650Xi/750Xi offer ad- vanced navigation functions, including ILS and LPV instrument approach procedures, as well as visual approach guidance. Based on a published glide path angle or a three-degree glideslope from the threshold of the runway, visual approaches also take into account terrain and obstacle clearance to assist pilots in flying a stabilized approach to the runway in visual flight condi- tions. Approach types that incorporate radius-to-fix (RF) leg types are also sup- ported by the GTN Xi series. Additional capabilities include the option to add a published or custom holding proce- dure, VNAV, graphical flight plan editing on the moving map, and more. The GTN 650Xi and GTN 750Xi have received FAA STC and are avail- able immediately through Garmin au- thorized dealers. For more information about Garmin’s full line of avionics, go to garmin.com/aviation.

March 2020 | Piper Flyer • 59 PRESS RELEASES HARTZELL ENGINE TECHNOLOGIES AN- NOUNCES COMPLETE KITS FOR FIELD OVER- HAULS OF AEROFORCE TURBOCHARGERS

MONTGOMERY, Ala., Jan. 20, 2020—Hart- zell Engine Technologies (HET) recently announced that the company will only sell turbocharger overhaul kits that will in- clude 100% of the mandatory replacement parts needed to complete a field overhaul of an AeroForce turbocharger. HET will make available to MROs complete kits that include all the mandatory replace- ment parts, and no longer sell individual piece parts for field overhauls. “Based on analysis and inspections as a result of recent field incidents involving turbocharger overhauls that did not meet HET’s overhaul manual requirements for replacement of critical parts, we have decided to sell only complete kits,” stated HET President Keith Bagley. “Our goal is to support safety for our customers, and we think the best way to do that is by ensuring that they receive all mandatory replacement hardware for the overhaul of AeroForce turbocharger products.” Bagley explained that the foundation of HET’s turbocharger maintenance and overhaul instructions come from decades of experience and engineering data from the Garrett turbocharger lineage. “As it is clearly stated in our instructions, when

THE HIGH AND THE WRITEY Continued from Page 15

Don’t embarrass your mother If you are like me, you probably don’t spend a lot of time planning or thinking about what you wear when you fly. Today, Airbags Save Lives! I go for practicality when I can. I always SOARS • Universal Airbag System for Part 23 dress for the outside weather anticipating State of the Art Restraint System Aircraft an off-airport landing. I don’t wear my • 2- and 3-Point Configuration sunglasses on my belt anymore, but I do $2,580 • Installed by Local A&P Mechanic carry an extra pair of glasses in my pocket www.AmSafe.com • System covers Pilot & Co-Pilot Seat recognizing the undeniable fact that I am no longer the 20/20, eagle-eyed pilot I once was.

60 • Piper Flyer | March 2020 

We’ve been manufacturing affordably priced, high-quality a turbocharger is being rebuilt, the shop FAA-PMA approved components for over 30 years! may inspect all the original ‘reusable’ parts, and if they are within the permitted Fuel Quantity Transmitters tolerances, use them in the rebuild,” he Direct replacements for original NEW said. “But, for all critical parts, such as the and hard to find Rochester units! highly stressed turbine wheel assemblies, • FAA-PMA approved by Instrument Tech • bolts, lock plates and nuts, piston rings, Stewart Warner transmitters also available thrust bearings, seal rings, and retaining nuts, they must be replaced 100% of the Improved Fuel Components FREE Shipping on AeroLEDs! time. • Gascolator Assemblies Free shipping on your whole “Maintenance professionals need to • Caps order when purchasing AeroLEDs! fully understand that some parts may • Pumps See website for more information seem in perfectly good condition, but due to the significant stresses placed on them during operations, they must be replaced no matter how they look during an inspection,” said Bagley. “For example, Save on the turbine wheel is under significant McFarlane parts A Division of centrifugal loads and temperatures. This plus same day shipping! World’s Largest MT Composite can lead to high-temperature creep, Propeller Distributor! which is a time-dependent deformation at elevated temperatures and stresses. Designing Solutions “Hartzell Engine Technologies has thorough testing and analysis support- FAA-PMA Manufacturer of Quality Parts ing the replacement requirement and 888-750-5243 | www.mcfarlaneaviation.com/PF demonstrating the potentially cata- strophic consequences if critical parts are not replaced at overhaul. By selling com- plete overhaul kits, we are doing what we can to eliminate any instances where these critical parts are not replaced,” said Bagley. “Ensuring that our AeroForce turbochargers deliver the highest degree of safety, reliability, and performance is our number one priority.” For further information about Hartzell Engine Technologies, visit hartzell.aero.

Finally, based on the advice of my sainted mother, I always wear clean underwear when I go flying—in case I get into an accident.

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

March 2020 | Piper Flyer • 61 FLYER EVENTS Continued from Page 12

B.A.S. Inc. P.O. Box 190 strations of science, technology, PJ2 Eatonville, WA 98328 COM RADIO engineering, and math principles used ATTENTION pIpER in aviation science. Free admission Backup radio with pA-28, -32 & -34 OWNERS for children. For more information, built-in headset jacks RESTRAINT WITHOUT contact [email protected] or call 970-250-9500. RESTRICTION A four-point inertia reel shoulder harness / lap June 23–26 belt system that is FAA-STC and PMA approved. Grand Forks, North Dakota 44th Annual Air Race Classic • Standard GA The Air Race Classic is the epicen- headset jacks ter of women’s air racing, with pilots • Oversized screen ranging from 17 to 90 years old. The • Large keypad race route changes each year with • Last frequency approximately 2,400 statute miles button in length and 8 or 9 timing points. • 20 scannable memory channels Hosted by the University of North Dakota, the route for the 2020 race #1812A $199.00 Visit our website for a complete listing of will begin at Grand Forks Internation- available aircraft models and pricing for al Airport (KGFK) and end in Terre Cessna, Piper, Beechcraft & Luscombe. Haute, Indiana. Racers will experience www.basinc-aeromod.com changes in terrain, weather, winds, Toll Free 1-888-255-6566 (Pacific Time) and airspace as they fly more than SPORTYS.COM (360) 832-6566 • Fax (360) 832-6466 2,500 miles over four days. For more information, visit airraceclassic.org.

July 8–12 Long Beach, California Cessna Flyer Classified_PJ2.indd 1 SUPER1/3/20 CAPACITY 10:23 AM Gill LT 12V Sealed VRLA Aircraft battery* Ninety-Nines International Confer- ence 2020 Get Maximum Reserve Capacity to Handle The annual conference of the Nine- ty-Nines International Organization of Increased Aviation Electronics. Women Pilots will be held at the his- 7025-24 7035-34 toric Queen Mary. Featuring seminars, Available Now, Available Now, at Distributors at Distributors speakers, education, mentoring, and networking, the event will honor the history of women in aviation. For more information, visit ninety-nines.org.

July 20–26 Oshkosh, Wisconsin EAA AirVenture Oshkosh From humble beginnings more than 60 years ago, EAA AirVenture has evolved from a small gathering FAA-PMA Approved FAA-PMA Approved For Over 162 For Over 242 of aircraft and aviators into a grand, Aircraft Models Aircraft Models weeklong event known as The World’s Greatest Aviation Celebration at the Wittman Regional Airport (KOSH). For more information, visit eaa.org/ airventure. Celebrating 100 Years of Battery Innovation *For aapproved appliicatioons; SSee GGillbattteries.comm for a full list of airccraft moddels sserviceed by thhis battery Sept. 11–12 | 909.793.3131 | GILLBATTERIES.COM Rochester, New York

62 • Piper Flyer | March 2020 Document Info: Cessna / Piper Flyer / January 2020 Prepared by: Visual Media Group - Wichita, KS Contact: Graphic Designer / Joe Landeher / 316.734.3026 Customer: Teledyne Battery Products / JD Anderson AOPA 2020 Fly-in Aircraft Owners and Pilots Associa- tion (AOPA) fly-in at the Greater Roch- ester International Airport (KROC) will have something for everyone. The action-packed event will feature two days of popular AOPA programming, such as Flightline Cookout, STOL invitational, drone show, seminars, and exhibits, plus the chance to fly over Niagara Falls. For more information, visit aopa.org.

OTHER EVENTS

March 14 Hood River, Oregon Second Saturday at WAAAM Air and Auto Museum Monthly event takes place on the second Saturday of each month at the Western Antique Aeroplane and Au- tomobile Museum (WAAAM). Ride in antique cars, watch the antique planes take off and land, and more. Located at the Ken Jernstedt Airfield (4S2) on 1600 Air Museum Road between 10 a.m. to 2 p.m. with lunch served be- tween 11 a.m. and 1 p.m. Free parking available. Call 541-308-1600 for more information or visit waaamuseum.org.

March 14 Fresno, California EAA Chapter 376 Young Eagle Rally Monthly chapter meeting takes places at the Sierra Sky Park Airport (E79) from 8 to 11 a.m. This event is in- tended to inspire kids from 8-17 years old to foster an interest in aviation. Kids get the opportunity to fly with a pilot on a 20-minute flight around the Fresno/Madera area in a small aircraft. At least one parent must attend to fill out the permission form. For more information, contact 559-824-5246 or Performance Promised; visit 376.eaachapter.org. Performance Delivered! March 14 • Smoother engine operation • Increases power Logan, Utah Logan Cache Airport Breakfast Fly-in • Better fuel efficiency • Reduces maintenance costs Hosted by LeadingEdge Aviation, the social event will include pancakes, Factory Support: 248-674-3433 eggs, sausage, fruit, coffee, and more. electroair.net | Sales 281-728-8732

March 2020 | Piper Flyer • 63 FLYER EVENTS

Attendees meet at the Logan-Cache ALPHAAVIATION.com Airport (KLGU) from 8 to 10 a.m. Due to the number of aircraft arriving and SHOULDER HARNESS & LAP BELT departing, please use standard traffic Add New or Replace Your Older Restraints

Replacements from $439. (1 seat) pattern, no straight in approaches. STC Kits from $999. (2 front seats) - FAA/PMA Discounted fuel. For more information, 2-point Lap Belts $119.00 (1 seat) AmSafe® contact Scott Weaver at 435-752-5955. tso-c114 & tso-c22g

LARGEST SELECTION of STOCK RESTRAINTS March 14

Conroe, Texas thousands sold worldwide since 1995 EAA Chapter 302 Monthly Meeting Low Wing Line $359 - $399 Chapter meeting takes place on the Tailweight / Post $269 - $349 second Saturday of each month in the · Purpose Built Cylinder Galaxy FBO at Conroe North Houston · Machined Lifting Surface - Concave Top for Jack Point Regional Airport (KCXO). The meeting · Clears Gear Doors is from 10 to 11 a.m., with as many as · Tilt’n’Go Wheels 80 people attending regularly. New- · Double Acting Pump - Moves comers are welcome. on the Up & Down Strokes · 1-1/4” Oversized Ram · Heavy Gauge Industrial Tubing March 14 · Heavy Gauge Steel Base Watsonville, California · Laser Cut & Robotic Welded Monthly Chapter 119 Meeting · Powder Painted Located at Watsonville Municipal · Easy Assembly · Ships FedEx or UPS Ground Airport (KWVI), the meeting takes place from 10:30 a.m. to noon, with 100’s In Stock for Quick Shipment doors opening at 10 a.m. Planned speakers will be posted on their website. Doors close when the hangar flying ends or the fog clears to go

Mention Code flying. For more information, contact PF2020 Tom Hail at 831-531-8440. for 5% off March 14 Oshkosh, Wisconsin EAA Hops & Props 2020 EAA’s 16th annual beer-tasting event from 7 to 10 p.m. Tickets include samples of more than 300 different beers, access to food stations, live mu- sic entertainment, and more. Must be 21 years of age or older to attend. Visit EAA.org/Hops for more information.

March 19 Oshkosh, Wisconsin 2020 Aviation Adventure Speaker Series Monthly speaker series at the EAA Aviation Museum inside the Founders’ Wing of the museum. For this event, pilot Kim Campbell will share her jour- ney as a pilot, which includes flying the Fairchild Republic A-10 Thunderbolt II on missions for the U.S. Air Force. The airplane affectionately known as the

64 • Piper Flyer | March 2020 Warthog is a highly regarded combat aircraft. AT APPROVED TURBO COMPONENTS, INC WE ARE MORE THAN JUST A BOX WITH A PART March 19 NUMBER ON IT. WE PROVIDE EXCEPTIONAL Montgomery, New York CUSTOMER SERVICE WITH EVERY EAA Chapter 1611 Monthly Meeting OVERHAUL OR EXCHANGE! Monthly gathering on the third Thursday of every month at the Orange County Airport (KMGJ) pilot TURBOS TESTED lounge on 500 Dunn Road from 7 to @ 100,000 RPM ON 8:30 p.m. Contact Kevin Conklin at 845-636-0423 for more information. VSR MACHINE

March 21 Tea, South Dakota 2 FACILITIES TO BETTER SERVE YOU!

EAA 289 Monthly Fly-in & Young 800-523-4809 1545 E. ACEQUIA AVE. • VISALIA, CA 93292 Eagles Breakfast FAA #07TR210O EASA.145.6055 Monthly meeting and breakfast from 8 to 10:30 a.m. at the Marv 800-626-0367 663 2ND LANE • VERO BEACH, FL 32962 Skie-Lincoln County Airport (Y14) on FAA #U5AR184Y EASA.145.5482 47014 Great Planes Place. Contact CALL US... WE'RE HERE TO HELP! Gary Pelach at 605-310-9984 or visit 289.eaachapter.org for more informa- TURBOCHARGERS - WASTEGATES - CONTROLLERS & PRV'S tion. OVERHAUL OR EXCHANGE rovedtroo March 26 Bellingham, Washington VMC Monthly Meeting Monthly meeting from 6:30 to 7:30 p.m. at the Bellingham International Airport (KBLI) in the Whatcom Young Aviators classroom on 4121 Mitchell Way. Explore, discover, and learn from the VMC question and video of the month. Contact Bryant Paulsen at 510- 579-1228 for more information.

APRIL EVENTS

April 4 Waialua, Hawaii Young Eagle Flights An event intended to inspire young people to explore the world of avia- tion. Meeting takes place from 9 to 11:30 a.m. at the Dillingham Airfield (PHDH) West Entrance on Farrington Highway. Contact Tony Ferrara at 808- 386-1374 for more information.

Send your event listings to [email protected]

March 2020 | Piper Flyer • 65 QUESTIONS & ANSWERS Continued from Page 18

the manual says. I’d lean the mixture if I did use carb heat, because the carb heat makes the fuel-air ratio way too rich, which might foul the plugs if you don’t lean to com- pensate for it.” I want to say that carbureted Ly- coming engines are much less likely to suffer from carburetor ice than carburet- ed Continental engines for precisely the reason Jacqueline cited. The aluminum body carburetor, and the initial part of the aluminum induction system, are part of the engine oil pan. This “pre-heating” design feature is responsible for the low incidence of carburetor icing in carbureted Lycoming engines. The Lycoming Operator’s Manual for your engine alerts pilots to watch for carburetor icing, indicated by either a loss of RPM when the propeller is fixed- pitch, or a loss of manifold pressure with a constant-speed propeller installed. If you suspect carburetor icing, the proper procedure is to apply full carburetor heat and open the throttle. If Piper Tomahawk Owners there’s icing, the power will drop slightly, FAA/PMA Approved then increase. The manual also says that if for an airplane equipped with a Wing Life Extension (EASA approved) ...... $4,300 Nose Gear Fork Assembly – 5.00 x 5 Wheel .....$2,300 carburetor air temperature gauge, apply FS 221.42 Aft Bulkhead ...... $1,200. partial heat to keep the mixture tem- Aft Fuselage Fin Plate (EASA approved) ...... $130. perature above 32 F. Anti-Shimmy NLG Link ...... $700. EASA approved Happy flying, Upper Cabin Door Loop ...... $80. Wing Fatigue Life Extension — Steve Steel Tail Skid ...... $125. Add a minimum of 7,650 hours to your wing life Sun Visor (set of 2) ...... $425. STERLING AVIATION Steve Ells has been an A&P/IA for 45 years Phone 623-925-8205 Fax 623-925-2881 TECHNOLOGIES, INC. and is a commercial pilot with instrument Web the tomahawk experts sterlingaviationtech.com and multi-engine ratings. He’s a former tech rep and editor for Cessna Pilots Association and served as associate editor for AOPA Pilot until 2008. Ells is the owner AircrAft services of Ells Aviation (EllsAviation.com) and the Aero Design proud owner of a 1960 Piper Comanche. the restorAtion experts He lives in Templeton, California. Send www.AeroDesignconcepts.com questions and comments to [email protected]. You Don’t hAve to buY A new plAne to flY one mAintenAnce | interiors | refinishing RESOURCES cAll the restorAtion experts PFA Supporters 413-568-7300 Aircraft Spruce and Specialty 112 Airport roAD, bArnes Airport, westfielD, mA 01085 aircraftspruce.com

66 • Piper Flyer | March 2020 THE SPEED OF FLIGHT Continued from Page 21 even after seven years of experimenting, it is still a work in progress. I am inclined to believe that a lower altitude (perhaps 500 feet) would be acceptable: this is also con- tingent on the conditions in that the soon- er you are stabilized on an IFR approach, the better. However, in VFR operations, a lower altitude might be acceptable.

Review and reflect, using resourc- es at our disposal Watch other airplanes, listen to what others whom you respect have to say on the topic. Watch videos of airplanes like yours landing. Check out the web as often you can see your recent flights on tracker sites, and you can critique and review what you did and when you did it. I do!

Don’t settle for good enough, keep polishing your skills There’s an old saying that goes some- thing like, if you don’t learn something on a flight, perhaps you should stop. Keep working on your skills, and be gracious with honest, constructive feedback. If you follow the above, I’m confident Piper made it your technical merit score will rise, and seat cylinder that should lead to more predictable MANDATORY... “av-lok” landings, which should give greater op- AirWard made it portunity to increase your artistic impres- direct replacement sion score! I’ll see you at the podium. EASY! Until next time, fly safe and often! for piper cylinder at a substantial discount off of factory list price Tom Machum is a 767-300 captain with just over 20,000 hours in his logbook. He lives with his wife, Jennifer and his two daughters, Emily and Bridget, in Moncton, New Brunswick, Canada, where he is also a partner in a Piper Dakota. When Ma- Mandatory Service Bulletin 1006 chum isn’t flying or writing about flying, Wing/Fuel Tank Corrosion Inspection required every seven years he reads, tinkers in the workshop, rides FAA/PMA Approved Part his bicycle, volunteers with local organi- Mandatory Service Bulletin 1244B Applicable to PA-28, PA-32 & PA-34 Models zations and teaches a business class at Aft Wing Attach Fitting Inspection a nearby university. Send questions or required every seven years and/or 2,000 hours comments to [email protected]. 25 Years of aviation Passion Seating Solutions | Cabin Upgrades Storage Upgrades | Component Repair For All PA-28s and PA-32s Stretchers | Exterior Solutions RESOURCES ~ HUNDREDS of kits sold since 1997 ~ Radio communications guidance Federal Aviation Administration (Aero- See and order kits at nautical Information Manual 4-2-1) airward.com faa.gov/air_traffic/publications/atpubs/ Call Chuck at (660) 885-8317 aim_html/chap4_section_2.html 1.800.524.3264 MC • VISA • AMEX • DISC • PayPal or e-mail [email protected]

March 2020 | Piper Flyer • 67 ADVERTISER INDEX Advertise with Piper Flyer Call Kent Dellenbusch 626.844.0125

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

68 • Piper Flyer | March 2020 Piper Flyer Association 1042 Mountain Ave. Ste. B #337 DIRECTORY Upland, CA 91786 626-844-0125 Mailing and contact Information for Piper Flyer Association

Piper Flyer Association Benefits member event Piper Flyer magazine Email [email protected] Email [email protected] with questions, Register: thegatheringatwaupaca.simpletix.com/ comments, or concerns about the content of the magazine. Piper Flyer and Cessna Flyer Association members fly in to beautiful Waupaca (KPCZ) for Email [email protected] for damaged a Saturday night cocktail reception, full slate of or missing issues. informative seminars on Sunday and Sunday evening banquet at the Waupaca Ale House, and Website – piperflyer.org then enjoy the air-conditioned motor coach to AirVenture on Monday, Tuesday, and Wednesday Email [email protected] for concerns regarding with an optional night bus on Wednesday to the website or with problems logging in. accommodate viewing the night airshow . Fabulous raffle prizes at our Sunday drawing! PiperFlyer.org contains an archive of our magazine articles, a listing of Service Bulletins, Parts Locating, Technical Airworthiness Directives, and safety alerts, a Support & Vendor Discounts product directory called the Piper Yellow Pages, plus an events calendar, knowledge base, our Email [email protected] library of member photographs and videos—and our forums (see next item). We have contacts everywhere in the industry and we’ll assist in finding you that part or getting an Online Forums answer to your question. That’s what we’re here for. piperflyer.org/forum Many vendors offer discounts to members. Call Our online forum, located or email Kent for more within the association information or ask our website, is a great source vendors when contacting for question-and-answer them directly. Remember interaction and an excellent to tell them you are a Piper way to converse with other Flyer Association member. members, the PFA staff, and Piper Flyer’s contributing editor, longtime A&P/IA, Steve Ells.

March 2020 | Piper Flyer • 69 Vintage Piper Advertising BACK WHEN and Marketing

Cub Kudos The Piper Cub is named one of the 12 most significant aircraft of all time by Pop- ular Mechanics magazine in 1961.

70 • Piper Flyer | March 2020 Instrument Corporation March 2020 | Piper Flyer • 71 72 • Piper Flyer | March 2020