TWIN COMANCHE: a Flight Review of the PA-30 Full Circle 22 by Thomas Block

Revisiting the T win Comanche page 36

VOL. 15 / ISSUE 01 JAN 2018 PIPERFLYER.ORG

NPRM FAA-2017-1059

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CONTENTS

VOLUME 15 ISSUE 01 JANUARY 2018

EVALUATING

BIFOCAL SUNGLASSES The View from Here 08 for Aviation by Jennifer Dellenbusch Letters 08 32 Events 10

The High and the Writey 18 by Kevin Garrison

Questions & Answers 20 by Steve Ells REVISITING THE TWIN COMANCHE: A Flight Review of the PA-30 Full Circle 22 by Thomas Block

Press Releases 56

Aviation Safety Alerts 60

Advertiser Index 68

Back When: Vintage Piper 36 Advertising and Marketing 70

Cover: Piper PA-30 Photo: Keith Wilson Destination: MIAMI

48 Photo: Keith Wilson WINGMAN AIRCRAFT REPAIR, INC. 650 Airport Rd., Lawrenceville, GA 30046

• 30 years experience on Piper aircraft The Official Magazine of • Annual Inspections, single or The Piper Flyer Association twin piston • Pre-Buy/ Pre-Purchase inspections Lead Acid battery capacity checks • PRESIDENT • Propeller dynamic balancing Jennifer Dellenbusch TEL: 404.386.7602 [email protected]

VICE PRESIDENT / DIRECTOR OF SALES wingmanaircraftrepair.com Kent Dellenbusch [email protected]

PRODUCTION COORDINATOR Heather Skumatz

CREATIVE DIRECTOR Marcus Y. Chan

ASSOCIATE EDITOR Scott Kinney

EDITOR AT LARGE Thomas Block

CONTRIBUTING EDITORS Mike Berry • Steven Ells • Kevin Garrison Michael Leighton • Dan Pimentel John Ruley • Jacqueline Shipe Dale Smith • Kristin Winter

CONTRIBUTING PHOTOGRAPHERS Paul Bowen • James Lawrence • Keith Wilson

PIPER FLYER ASSOCIATION P.O. Box 5505 Riverside, CA 92517 Toll-Free: 800.493.7450 Call or Text: 626.844.0125

www.piperflyer.org

Piper Flyer is the official publication of the Piper Flyer Association. Piper Flyer is published monthly by Avia- tion Group Limited, P.O. Box 5505, Riverside, CA 92517. POSTMASTER: Send address changes to Piper Flyer, P.O. Box 5505, Riverside, CA 92517. Subscriptions, advertising orders and correspondence should be ad- dressed to P.O. Box 5505, Riverside, CA 92517. An- nual dues: $44.00 in the U.S.; Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dol- lars only). Eighty percent (80%) of annual dues is desig- nated for your magazine subscriptions.

The information presented in Piper Flyer is from many sources for this there can be no warranty or responsibility by the publisher as to accuracy, originality or com- pleteness. The magazine is sold with the understanding that the publisher is not engaged in rendering product endorsements or providing instruction as a substitute for appropriate training by qualified sources. Piper Flyer and Aviation Group Limited will not assume responsibility for any actions arising from any information published in Piper Flyer. We invite comments and welcome any report of inferior products obtained through our advertising, so corrective action may be taken.

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Learn more at goodrichdeicing.com 800 DE-ICERS (800 334 2377) | [email protected] The View From Here piper flyer letters Jennifer Dellenbusch

smokey and the pipers by Myrna CG Mibus, November 2017

Jen, Just wanted to say how much I enjoyed the Smokey Bear story. A fun bit of aviation history. I remember seeing Smokey at the National Zoo as a kid.

Dennis K. Johnson eNewsletter Hoboken, New Jersey

The first of the year always brings a flurry of self-improvement. People flock to the gym, go on diets and resolve to be better people. By February, the gyms are nearly a ski-flying adventure empty and the diets abandoned, but for one brief shining moment, all of humanity by James Lawrence, December 2017 seems to be bent on betterment. Here at Piper Flyer Association we try to take a more incremental and ongoing Dear Editor, view of improvement by constantly tweaking and upgrading our offerings. One very It’s not very often that I get to read a recent addition to our membership perks is a monthly eNewsletter. story on piloting a skiplane in Piper Flyer. The eNewsletter is edited by Kevin Garrison and will bring you breaking news, It was fun to read Mr. Lawrence’s hon- new ADs and alerts and content not found in the magazine. It will also provide easy est impressions, instead of just getting a links to access PFA’s online resources, including the monthly digital edition* of Piper dull list of “do this,” “don’t do that.” Flyer magazine. The only thing more fun would to have You’ll also have access to exclusive offers and deals through the eNewsletter. It’s been in the Cub with him! another way for us to keep in touch with you. We’ll keep the newsletter short, to the point—and will always gear it toward your Jon Welke Piper owner experience. The very first issue was electronically shipped to your email Findlay, Ohio inbox on Dec. 7, 2017. If you don’t want to receive the eNewsletter, just email me with subject line: “No newsletter.” Be sure to include your name, ZIP code and—if you have it—membership number. We hope instead, though, that you’ll find our newsletter another valu- able benefit of your PFA membership. Didn’t receive the eNewsletter? Please call or email to make sure we have correct contact information on file for you. Love

Blue skies, something in this issue *A few of you had trouble downloading the recent editions of the digital magazines. ? There was a glitch that affected a specific membership plan, but it’s been fixed, so please try again. Also, for Apple users, downloading the magazines to iBooks seems tell us about it. to improve the viewing experience.

email [email protected]

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PFA EVENTS School. This 12-week course is held on sure to make a New Year’s resolution to Jul 21–22, 2018 — Waupaca, WI. Tuesdays from 6 to 9 pm. Class size is come visit the first fly-in of the year! Enjoy Waupaca Municipal (KPCZ). The 14th limited, so call 920-386-2402 to reserve food, fun and fellowship with aviation annual Gathering at Waupaca. Save your spot. Cost is $295 plus supplies. enthusiasts from 11 am to 1 pm. Fly in or the date for PFA’s annual pre-OSH event Contact Mary Gasper, mary.gasper@ drive in; event will be held regardless of with fun, food and friendship. Informative wisconsinaviation.com. weather. $8–$10. Contact Olen Borkhold- seminars, lunch and an evening banquet. er, [email protected]. Visit facebook.com/ Motor coach to and from Oshkosh for the Jan 24 — West Palm Beach, FL. EAAChapter938/. first three days of EAA AirVenture. Early Palm Beach International (KPBI). Bird registration is $110 until May 15, 2018 NBAA Regional Forum. NBAA’s Jan 6–7 — Santa Clara, CA and Char- 2018. Visit PiperFlyer.org for more details. regional forums bring current and lotte, NC. AOPA Air Safety Institute prospective business aircraft owners, In-person Flight Instructor Refresher FEATURED EVENTS operators, manufacturers, customers Course (FIRC). Two-day courses are led and other industry personnel together by expert presenters who are knowledge- Jan 6 — Watsonville, CA. Watsonville for a one-day event. Exhibits, static dis- able and engaging. 7:30 to 5 pm, both Municipal (KWVI). Young Eagles plays of aircraft and education sessions days. Cost is $275. Santa Clara: https:// Rally. EAA Chapter 119 has safely flown help introduce business aviation to local www.aopa.org/forms/event-registration/ over 6,000 kids since the beginning of officials and prospective owners and FIRC_CA_180106. Charlotte: https:// the program. Doors open at 9 am; reg- operators, and to address any current www.aopa.org/forms/event-registration/ istration ends at noon. Flying continues issues in the region. For details, visit FIRC_NC_180106. Contact Member until we run out of planes, pilots, kids nbaa.org/events/forums/2018pbi/. Services, [email protected] or or weather. For more information, visit phone 1-800-872-2672. eaa119.org/youngeagles. OTHER EVENTS Jan 9 — Alamogordo, NM. Alamogor- Jan 9 — Juneau, WI. Dodge County Jan 1 — Nappanee, IN. Nappanee Mu- do–White Sands Regional (KALM). Airport (KUNU). Instrument Ground nicipal (C03). New Year’s Day Fly-in. Be EAA Chapter 251 Meeting. Regular

PIPER FLYER >> 10 << JANUARY 2018 Take a closer look at PiperFlyer.org.

You’ll find... Members’ forums with new topics and responses added regularly. ADs, NPRMs, SAIBs and other safety alerts in a searchable database. Article archives from the past 13 years. A Piper model database with photos and articles and constant updates. Easy photo upload procedures. Secure online account updates and renewals. Ability to comment on articles and photos. Digital editions of the magazine. The Piper Yellow Pages, an online directory for aviation products & services. Log in today! PiperFlyer.org monthly meeting in the pilots’ lounge at pm for the general public. Tickets are $20 eggs, sausage, pancakes and fruit with KALM on the second Tuesday of each (general admission); $15 for FHCAM coffee and juice from 8 to 10 am. Avgas is month except December. 6 to 8 pm. All members and $10 FHCAM volunteers and discounted and anyone renting a Leading- visitors welcome. Contact Ralph Ketter, youth. Visit FlyingHeritage.com. Edge Aviation aircraft for the event will 575-434-3318. Visit 251.eaachapter.org. receive a rental and instructor discount. Jan 11 — Juneau, WI. Dodge County Visit leaviation.com. Jan 10 — Fairfax, VA. Hyatt Fairfax at Airport (KUNU). Private Pilot Ground Fair Lakes. Collision Course: Avoiding School. This 12-week course is held on Jan 13 — Greenville, IL. Greenville Airborne Traffic. The “big sky” can get Thursdays from 6 to 9 pm. Class size is Airport (KGRE). Greenville IMC Club. awfully small when multiple aircraft are limited, so call 920-386-2402 to reserve Join a community of pilots willing to share in the vicinity. Even with ATC support your spot. Cost is $295 plus supplies. Con- experience, promote safety and help im- and traffic displays, near-misses happen tact Mary Gasper, mary.gasper@wiscon- prove your IMC flying skills. 10 to 11 am. all too frequently and midair collisions sinaviation.com. Contact Ken Kopp, 501-366-5273. still occur. Light refreshments will be served at 6 pm; seminar held 7 to 9 pm. Jan 12 — Sandy, UT. Salt Lake Commu- Jan 13–14 — Costa Mesa, CA; Alcoa, To register, go to https://www.aopa. nity College. EAA Chapter 23 Monthly TN; Renton, WA; Portland, OR. AOPA org/forms/event-registration/SSCOLL_ Meeting. Please join us to view the Air Safety Institute In-person Flight VA_180110. Contact AOPA Member Monthly EAA Video Chapter Magazine Instructor Refresher Course (FIRC). Services, [email protected] or and celebrate the 2017 first flights. This Refresh your knowledge, pick up new phone 1-800-872-2672. event starts at 6:30 pm and is located information, and network with other local at Larry Miller Campus of the Salt Lake professional pilots. 7:30 am to 5 pm both Jan 11 — Everett, WA. Flying Heritage Community College on the west side days. Cost $275. Costa Mesa: https:// & Combat Armor Museum presents of I-15 in Sandy. Email your RSVP to www.aopa.org/forms/event-registration/ “Around the Artifact: Inside the B-25 [email protected] or text RSVP FIRC_CA_180113. Alcoa: https://www. Bomber.” Our annual winter tradition re- to 801-381-47402. aopa.org/forms/event-registration/ turns. Guests will get to explore our North FIRC_TN_180113. Renton: https:// American B-25 bomber’s meticulous res- Jan 13 — Logan, UT. Logan–Cache www.aopa.org/forms/event-registration/ toration guided by FHCAM staff. If you’ve Airport (KLGU). Breakfast Fly-in. Each FIRC_WA_180113. Portland: https:// ever wanted to climb aboard one of our month LeadingEdge Aviation invites www.aopa.org/forms/event-registration/ aircraft, this is your opportunity. Doors you and your friends and family to our FIRC_OR_180113. Contact Member Ser- open at 6 pm for FHCAM members, 6:30 complimentary breakfast fly-in. We serve Continued on Page 14...

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PIPER FLYER >> 12 << JANUARY 2018 “... Either write things worth reading, or do things worth the writing.” —Ben Franklin

As pilots and plane owners, our members are doing things “worth the writing” every day.

We welcome our members’ stories in the pages of Piper Flyer magazine.

Send your stories, story ideas and photos to [email protected] vices, [email protected] or phone TX_180115. Contact AOPA Member gies for avoiding them. Light refreshments 1-800-872-2672. Services, [email protected] or served at 6 pm; seminar 7 to 9 pm. San phone 1-800-872-2672. Antonio: https://www.aopa.org/forms/ Jan 13 — Erie, CO. Erie Municipal event-registration/SSCOLL_TX_180117. (KEIK). Unveiling Aviation History at Jan 16 — Houston, TX and Sacra- Milpitas: https://www.aopa.org/forms/ the Spirit of Flight Center. See the latest mento, CA. Collision Course: Avoiding event-registration/SSCOLL_CA_180117. addition to this extensive aviation history Airborne Traffic. The “big sky” can get Contact AOPA Member Services, mem- collection. Also celebrate AVEE—our awfully small when multiple aircraft are in [email protected] or phone 1-800- Aviation Bug’s—birthday. Family-friendly the vicinity. Even with ATC support and 872-2672. venue. $5 entry fee for non-SOF members. traffic displays, near-misses happen too Contact Gordon Page, gpage@airassets. frequently and midair collisions still hap- Jan 18 — Austin, TX and Santa Rosa, com. Visit spiritofflight.com. pen. Advanced technologies which ensure CA. Collision Course: Avoiding Air- more precise course and altitude tracking borne Traffic. The “big sky” can get Jan. 15 — Reno, NV and Houston, TX. and more aircraft converging on fewer air- awfully small when multiple aircraft are in Collision Course: Avoiding Airborne ports all work to shrink the “big sky.” Light the vicinity. Advanced technologies which Traffic. ASI’s new seminar looks at refreshments served at 6 pm; seminar ensure more precise course and altitude the problem from a risk management 7 to 9 pm. Houston West: https://www. tracking and more aircraft converging on perspective. We’ll cover: human eye aopa.org/forms/event-registration/SS- fewer airports all work to shrink the “big limitations that impact the “see and COLL_TX_180116. Sacramento: https:// sky.” Light refreshments served at 6 pm; avoid” philosophy; proven techniques on www.aopa.org/forms/event-registration/ seminar 7 to 9 pm. Austin: https://www. enhancing visual scan effectiveness; maxi- SSCOLL_CA_180116. Contact AOPA aopa.org/forms/event-registration/SS- mizing your visibility to other aircraft; Member Services, memberservices@aopa. COLL_TX_180118. Santa Rosa: https:// the promise and peril of cockpit technol- org or phone 1-800-872-2672. www.aopa.org/forms/event-registration/ ogy; and “danger zones” you may not be SSCOLL_CA_180118. Contact AOPA aware of. Light refreshments served at Jan 17 — San Antonio, TX and Milpitas, Member Services, memberservices@aopa. 6 pm; seminar 7 to 9 pm. To register for CA. Collision Course: Avoiding Air- org or phone 1-800-872-2672. Reno: https://www.aopa.org/forms/event- borne Traffic. ASI’s new seminar looks registration/SSCOLL_NV_180115. To at the problem from a risk management Jan 19 — Beverly Hills, CA. Van Nuys register for Houston: https://www.aopa. perspective. We identify high-risk sce- Airport (KVNY). 15th annual Living org/forms/event-registration/SSCOLL_ narios and locations, then lay out strate- Legends of Aviation Awards Gala. The

PIPER FLYER >> 14 << JANUARY 2018 Planning a vacation or move? Don’t miss an issue of Piper Flyer

Contact us and we will hold your magazines until you’re ready for them. Email [email protected] Phone 626-844-0125 most prestigious recognition event in tor Refresher Course (FIRC). Take borne Traffic. ASI’s new seminar looks aviation. John Travolta is the event host. this opportunity to renew your flight at the problem from a risk management 2017 Inductees are Dr. Tom Enders, CEO instructor certificate together with other perspective. Light refreshments served at of Airbus Group; Ray Conner, Vice Chair- flight instructors in your area. 7:30 am 6 pm; seminar 7 to 9 pm. Mesa: https:// man of Boeing Company; Elling Halvor- to 5 pm both days. Cost $275. Detroit www.aopa.org/forms/event-registration/ son of Papillon Helicopters; Nick Popovic Metro: https://www.aopa.org/forms/ SSCOLL_AZ_180122. Van Nuys: https:// of “Airplane Repo” fame; and Gen. Mark event-registration/FIRC_MI_180120. www.aopa.org/forms/event-registration/ Welsh III, recently retired Chief of Staff Jackson: https://www.aopa.org/forms/ SSCOLL_CA_180122. Contact AOPA of the U.S. Air Force. Additional award- event-registration/FIRC_MS_180120. Member Services, memberservices@aopa. ees include Kenn Ricci, Peter Paul Luce, AOPA Flight Academy, Frederick: https:// org or phone 1-800-872-2672. Phebe Novakovic, Mark Kelly, Scott www.aopa.org/forms/event-registration/ Kelly, Steven Hickok and Clay Lacy. Pro- FIRC_MD_180120. Contact Member Jan 23 — Ontario, CA and Tucson, duced by the Kiddie Hawk Air Academy, Services, [email protected] or AZ. Collision Course: Avoiding Air- a 501(c) 3, whose mission is to educate phone 1-800-872-2672. borne Traffic. Even with ATC support and inspire today’s youth and create and traffic displays, near-misses happen tomorrow’s aviators and legends. Ticket Jan 20 — Fort Worth, TX. Fort Worth too frequently and midair collisions still purchases are tax deductible. For details, Alliance Airport (KAFW). Fort Worth happen. Advanced technologies which visit LivingLegendsOfAviation.org. Flying Club Seminar. Join AOPA’s You ensure more precise course and altitude Can Fly Ambassador Pat Brown for a tracking and more aircraft converging Jan 20 — Plattsville, ON. Plattsville– FREE seminar on starting and running a on fewer airports all work to shrink the Lubitz Flying Field (CLB2). Ayrborne successful flying club. Hosted by 99’s Fort “big sky.” Light refreshments served at 6 Aviators Monthly Meeting. Be sure to Worth Chapter. Learn about free resources pm; seminar 7 to 9 pm. Ontario: https:// come for breakfast! Your $5 breakfast available from AOPA that make operating www.aopa.org/forms/event-registration/ donation helps pay the club’s operating a flying club easier than ever. 1 to 3 pm. SSCOLL_CA_180123. Tucson: https:// expenses and keeps your dues at an Register at https://ww2.eventrebels.com/ www.aopa.org/forms/event-registration/ affordable $0.00/yr. 8 to 10 am. Visit er/Registration/StepRegInfo.jsp?Activity SSCOLL_AZ_180123. Contact AOPA ayrborneaviators.com. ID=23702&StepNumber=1. Contact Pat Member Services, memberservices@aopa. Brown, [email protected]. org or phone 1-800-872-2672. Jan 20–21 — Romulus, MI, Jackson, MS, Frederick, MD. AOPA Air Safety Jan 22 — Mesa, AZ and Van Nuys, Institute In-person Flight Instruc- CA. Collision Course: Avoiding Air- Send events to [email protected].

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PIPER FLYER >> 16 << JANUARY 2018 Save the date for the Gathering At Waupaca

Seminars, food, fun and friendship • Saturday night welcome reception • Sunday seminars and lunch • Sunday evening banquet • Bus to and from Oshkosh on Mon, Tues, Weds (plus optional Weds night bus) and • Fabulous door prizes!  Early bird rate: $110* if registered by May 15, 2018 *Free for kids ages 8 and under; half-price for ages 9 to 16. it’s not Special dietary needs can be accommodated at an additional cost. too early Speakers include... to make Reps from Continental Motors, Eagle Fuel Cells, Electroair, UTC, Parker Hannifin your plans! and others!

14th annual Gathering at Waupaca • July 21-22, 2018 Call 626-844-0125 • Email [email protected] Event hotel: Comfort Suites Foxfire • 715-942-0500 • $114/night The High and the Writey Kevin Garrison

Night Flight

An experienced night flyer shares his thoughts on aviating in the dark.

“The villages were lighting up, constel- ing. I flew an all-night canceled check came to currency. We only had to follow lations that greeted each other across the run (kids, ask your parents about paper the normal 90-day landing require- dusk. And, at the touch of his finger, his checks!) and flew most of my instrument ments. It was assumed that because we flying-lights flashed back a greeting to students late at night. were flying transports all over the world them. The earth grew spangled with light The difference between night and day that we were getting far more night time signals as each house lit its star, search- is it is generally darker at night. That is and actual instrument time than any of ing the vastness of the night as a light- really the only difference. us wanted. house sweeps the sea. Now every place Your airplane does not care if it is fly- that sheltered human life was sparkling. ing at night or in the noontime bright. Reasons for and against flying at night And it rejoiced him to enter into this one Aircraft performance does change because I can only think of two reasons you night with a measured slowness, as into of variances in temperature, pressure might think it is less safe to fly at night. an anchorage.” altitude and the like, but they don’t fly One reason for non-instrument pilots is —Antoine de Saint-Exupéry, through darkness any differently than that at night it is hard—sometimes impos- “Night Flight” they fly through bright daylight. sible—to see the horizon, making VFR We human pilots do operate differ- flight a no-go. I have often said that if the creator ently at night than we do during the day. The second reason would be if you had wanted people to fly at night, she Our eyes and diurnal cycles have been lost your only engine and had to do an never would have invented happy hour. emergency landing. It is very hard to find Humans are daytime creatures. We tend a safe place to land if you can’t see the to get sleepy at night, and the more ground or trees. mature and sensible ones—like myself— I have often said that if These are valid fears. It is true that the hit the rack fairly early in the evening. horizon is very hard to see on dark, moon- However, there is no real reason to the creator had wanted less nights; open fields where you might avoid flying in the nighttime hours. There set down a crippled airplane are also very are quite a few advantages of slipping people to fly at night, hard to pick out. your surlies when the rest of the flying You certainly should never go flying if world slumbers. For example, it is impos- she never would have you think you would get disoriented, but sible to get a sun-glare headache at night. if you consider all of the hazy and low- The darkness found at night is not half as invented happy hour. visibility daytimes you have flown, I think frightening as the darkness you run into you’ll agree that the risk is about equal. if you enter a large thunderstorm during The rule should be: never fly in any low- the day. visibility situation—day or night—if you As I have mentioned around 10,000 designed and calibrated for use during think you might lose the horizon. times now, I used to be an airline pilot. the day. Our ancient forebears sought a It is true that if it is very dark and you Because I was an airline pilot, I flew an cave or high tree limb at night because lose your engine, you will have a difficult enormous amount of time late at night all they knew that when it came to their time picking your way between power over the world. When I was a very junior eyesight, they had no chance against a lines and trees to make a successful airline pilot, it seemed that all I ever did nocturnal predator. engine-out landing. was fly very late at night. My first years’ The Federal Aviation Regulations rec- It is also true that there is often trips were mostly all-nighters from one ognize that flying at night is a different enough ambient light available at night coast to another. thing than daytime aviating. If you grab because of the moon and other factors Later, when I got some seniority and a copy of the regs, you will see that there and you will probably do just fine. Know was a captain of a very large subsonic are specific rules governing nighttime your route, know your limitations and people-mover, I flew a lot late at night currency for pilots, but absolutely no spe- plan accordingly. because I was flying hundreds of people cific daytime rules. I find that odd, but if Now that we have gotten the doom and over oceans to various international des- I stopped and complained every time I gloom out of the way, let me tell you some tinations. You simply cannot fly interna- thought that the FAA rules were weird, I’d of the ways that night flying is a lot better tional routes and not spend at least half of never get anything done. than sweating out a daytime flight: your time in the dark. In the airline world that I just recently • It is usually cooler and more com- Even before my airline years, I spent left, we never accounted for nighttime, or, fortable at night. If you live in a part quite a bit of time aviating in the even- for that matter, instrument time when it of the country that gets hot during the

PIPER FLYER >> 18 << JANUARY 2018 day, you will really enjoy the comfort of If you have a couple of good flashlights, night flying. Your airplane will appreci- a good airplane and do a little prior plan- ate the lower temps and lower density ning, I guarantee that you will not only altitude, too. have a great flight, you will also unleash • Weather is usually nicer, and it is the potential of your aircraft to have easier to spot. This is especially true dur- almost twice the available hours to fly ing the time of year when there is a lot of than you had before. Engineered afternoon convective activity. Also, thun- derstorms are much easier to see at night than during the day because they have to Lead. their very own internal strobes! • Air Traffic Control can be more of a friend to you at night. The skies are less Kevin Garrison’s aviation career began at crowded, especially in congested areas, age 15 as a lineboy in Lakeland, Florida, Tempest® innovation meaning you can get more “directs” and and he retired as a 767 captain in 2006. is changing industry other favors out of your friendly control- Garrison retired from instructing airline expectations and, in ler. Warning areas, MOAs and the like are pilots in 2017. Send questions or com- the process, making its most likely “cold” during the night, mean- ments to [email protected]. ing you can fly though them. competitors go back to the • It is smoother at night. Well, it isn’t drawing board to play catch always smoother, but if you find bumpy up. Tempest leads modern air en route, it is much easier to get an aviation spark plug design with its fi red-in suppressor resistor—others have since Your airplane does not care followed. In oil fi lter design, if it is flying at night or in Tempest leads the way with its proprietary, internal the noontime bright.... We magnetic, secondary human pilots do operate fi ltration system. Plus, Tempest’s Spin-EZ® oil fi lter differently at night that we is an industry fi rst with its do during the day. patent-pending, non-stick seal technology. Forward- thinking diff erences like JOIN US these set Tempest apart altitude change to a smoother altitude. It and prove what others is also true that your passengers are most now know—Tempest is likely asleep and are less apt to be whin- and enjoy engineered to lead. ing and complaining if it gets bumpy. • This is for you flight instructors out the benefits there: flight instruction is more efficient at night. You should consider advertising that you will do instrument flight instruc- of membership tion at night. Most of your potential students have jobs, and there are only so many available hours for instruction during a weekend. Why not fly your instrument students at night? During piperflyer.org nighttime IFR training flights it is easier to get actual instrument time, and it is much easier to get the approach you want from your local approach control- ler because they have almost no other traffic to deal with. Trust me, CFIIs— this is a big moneymaker.

I hope you will try doing your next flight at night. Take along your instructor www.tempestplus.com if it has been a while since you aviated in 800.822.3200 the dark, but don’t fear the darkness!

PIPER FLYER >> 19 << JANUARY 2018 questions and answers steve ells

Seneca II de-icing valves, proper induction hoses on a Cherokee 140

Q: Hi Steve, manifold. There’s one for each engine. The This change causes the boots to deflate I recently purchased a Piper PA-34- first (normal operation) stage of this valve and causes airflow through the ejector 200T Seneca II Turbo and noticed that regulates vacuum pressure to the vacuum flow control valve to create a vacuum that the de-icing boots remained inflated on instruments (artificial horizon and direc- pulls the boots flat against the wing. the test flight. We tracked the issue to the tional gyro) at between 4.8 to 5.2 inches Hg. The service manual has directions on 2H22-16 “valve pressure regulator/de-ice” When the “Surface De-ice” (momentary how to test both the actuation of the so- valves that are cracked on both engines. on) switch to activate the de-ice boots is lenoid on the valves and the timer. It also Where is the best place to get these parts? moved to the on position, two things hap- includes direction on cleaning the vent Do you think replacing these valves pen. First, a solenoid on each 2H22-16 holes in the valves and how to clean the will resolve the issue or could the issue be pressure regulator is electrically ener- poppet valve in the ejector flow valve. traced to the valve that’s located under the gized to close a vent in the low-pressure The first test is to turn on the aircraft middle seats? side of the regulator. Closing the vent power (engines off) and move the boots causes the pressure to increase until it’s on “Surface De-ice” switch to the “on” Seneca Sam regulated by the high-pressure side of position. As soon as the switch is released, the regulator at 18 psi. it will automatically return to the “off” Simultaneously, the timer starts a six- position. Moving the switch to “on” sends A: Dear Sam, second cycle that energizes a solenoid on power to the timer and energizes the so- The valve that’s located under the the ejector control flow valve. The sole- lenoid valves on each pressure regulator. middle seats may be either the ejector flow noid closes the overboard vent on that The solenoids should click, indicating control valve or the timer. The timer does valve and directs the pressurized air to the power has reached the solenoid. The timer not have any vacuum hoses connected; boots to inflate them. on the ejector should click again in six the ejector flow control valve does. When the system works correctly, and seconds at the end of the timer cycle. The The 2H22-16 valve is a two-stage pres- system pressure rises above 15 psi, it closes a clicks can be heard and felt. sure regulator that’s located aft of the pressure switch which turns on an indicator If no click is detected, check the wiring engine firewall on both engines. It’s situ- light below the system activation switch. for secure connections and the cleanliness ated in the system between the engine- After six seconds, the timer de-energiz- of the ground wiring at both the timer and driven vacuum pump and the check valve es the solenoid on the ejector flow valve. all the solenoid connections.

The electrical components of the Seneca’s de-icing system.

PIPER FLYER >> 20 << JANUARY 2018 If those are good, next check the circuit except it has red silicone rubber impreg- breaker and activation switch operation. nation suitable for temperatures from -65 Overhauled 2H22-16 valves and 2H59 F to over 550 F. ejector flow valves are available from All of the above types are sold by air- well-known overhaulers such as Aero plane parts supply houses. Accessories (under the Tempest name), An FAA Maintenance Safety Tip-1405 Quality Aircraft Accessories and Parker (Notice Number: NOTC5415) was written Engineered Hannifin (Airborne). specifically addressing the induction inlet This should provide some starting plac- tubes you’re asking about. es to understand and begin troubleshoot- According to the Tip, on Nov. 11, 2013, to Lead. ing your de-icing boot system. a Piper Cherokee PA-28-140 crashed due to loss of engine power. The FAA con- Happy flying, cluded that the loss of power was due to Surpassing others in Steve the use of non-approved parts, namely the starting power, energy installation of SCAT tubing in place of the proper Piper part. The tubing collapsed effi ciency, and performance Q: Hi Steve, during takeoff, cutting off induction air- reliability, Tempest® is I own and love my Cherokee 160 and flow to the engine. the leading infl uence in want to take care of it. I have two ques- The notice goes on to explain that “An engine starter/alternator tions. My mechanic says the tubes that approved Piper inlet duct is engineered connect to the carb heat box are worn out and designed to operate in a vacuum innovation. Our PowerFlite® and need to be changed. I was talking to of -12 inches of Hg (mercury), at tem- starters can reduce one of the guys in the next hangar and peratures between -65 to +500 degrees current draw by up to he said (I wrote it down), “It’s just SCAT Fahrenheit. The wire supporting the duct 20% compared with other tube. You can order them in any length is .048 inches in diameter. Although the and diameter you want. It will cost a lot collapsed duct had the correct inside brands. Plus, Tempest less than the Piper part.” diameter, the wall thickness was thinner starters are designed with The part numbers for the two tubes on and the wire size was several thousandths aerospace quality brushes my Cherokee are 99849-02 and 99849- less than the Piper duct.” for longer life, a proprietary 04. The cost for these two parts from Pip- The next paragraph in the report is er is around $350. I am not a Rockefeller very significant. It says, “We believe that ball bearing design for less and wonder if the guy next door is right? ‘off the shelf’ ducts (such as SCAT tubing internal friction and heat, Can you explain why I should use the —Ed.) are being used as a normal replace- and a newly designed, Piper part instead of cheaper bulk tubing? ment part instead of the authorized Piper fi eld-wound electric motor. carburetor air inlet duct. We say this be- Economical Ed cause there have been no approved carbu- Pair these with our FAA/ retor air inlets ducts ordered from Piper PMA-approved PowerFlite since 1999 even though the FAA registry alternators and you’ll agree: A: Hi Ed, indicates there are over 5,000 registered Tempest is engineered I sure can. Thanks for reaching out for PA-28-140 aircraft.” to lead. All others can do the “correct” answer instead of taking ad- In early August 2014, the FAA issued vice from the guy next door. Special Airworthiness Inspection Bulletin is follow. The Piper parts look like the bulk or- (SAIB) CE-14-23 calling for an inspection ange round, wire-reinforced tubing sold of the inlet air flexible tubing within the under acronyms that include CAT, SCAT, next 25 hours on all Piper PA-28, PA-32, CEET and SCEET. The most commonly- PA-34, PA-44 and PA-46 airplanes. This seen types on Pipers are CAT which is a call for an inspection was prompted by 23 single-ply wrap of black neoprene im- unexplained engine power loss accidents. pregnated fiberglass with a single spiral- I hope this effectively illustrates why it’s wound, copper-coated steel wire inside. always important to install only approved SCAT is the same construction as CAT Continued on Page 67...

An old (incorrect) induction tube is shown at the top of the www.tempestplus.com photo; an authorized Piper part 800.822.3200 is at the bottom.

PIPER FLYER >> 21 << JANUARY 2018 and announced: “Engine failure.” FULL CIRCLE The student picked a field below in a reasonably wide valley between two THOMAS BLOCK rows of hills, and set up an approach to a large pasture. Down to about 300 feet everything looked fine, so I announced, “The engine is working again; just go Wind Dilemmas around and head back to the airport.” The student complied. Lessons learned about wind Sort of. and mountain waves. He did everything right. So did the airplane. But Mother Nature did not. The student pushed the power up to max; As I sit to write this, the major theme dent report, one of the things that dis- 90 horses surged into the prop, and he in my life these past few weeks has been guised what was happening was that the turned us toward the airport that was wind. I say that because, first and fore- mountain wave the flight was involved on the far side of the next ridgeline. But most, we are right now involved in clean- with was quite smooth. With no wind- we were, I figured out later, on the lee- ing up our Florida horse ranch from the induced turbulence to tip the crew off, ward side! effects of Hurricane Irma—which, thank- the initial symptoms of decreasing climb At max power and max climb speed, fully, amounted to only a half-dozen fallen performance seemed to be more related we were barely holding altitude—and the trees and, literally, an infinite number of to either engine power output or airframe ridgeline in front of us was getting nearer! tree limbs scattered across our acreage. icing. When the pilot in command is not I was getting less comfortable with every The second reason these past few weeks understanding why something is happen- passing moment, until I finally said, “I’ve have involved wind is that I was concur- ing, it’s far more difficult to come up with got it.” rently producing an audiobook version of a reasonable plan to correct the problem. Suspecting there was something now Harrison Jones’ nonfiction book “Miracle My own experiences with mountain wrong with our engine, I did a snappy one- on Buffalo Pass: Rocky Mountain Airways waves were certainly nowhere near eighty to head back for our simulated emer- Flight 217.” Reading for the audio version as dramatic, but they were personally gency landing field—one that I figured we got me to thinking about experiences with attention-getting. Being more of a flatland might need for real. Partway back—and, wind-induced dilemmas from my own pilot, my initial exposure to the effects of it turns out, away from the effect of the aviation past. downward wash of wind over the ridge- The book itself is an in-depth analysis line—we began climbing normally again. and interview with nearly all the sur- At max power and max We climbed to a higher altitude, then vivors of the Rocky Mountain Airways crossed that ridgeline far above the mini- Twin Otter turboprop that crashed in a climb speed, we were mountain wave effect beneath us. blinding blizzard at the very top of one barely holding altitude— Many years later I was in a light twin of the most inaccessible spots between flying between northern Colorado and Denver and Steamboat Springs, and the ridgeline in front of Montana, where there are some real Colorado on Dec. 4, 1978. mountains by anyone’s standards. It was We follow the passengers and crew us was getting nearer! a breezy, clear day and I was flying at the through their experience, and then the MEA, enjoying the view of the ridgelines bands of rescue personnel who mobi- and canyons that passed below. lized immediately to attempt to locate wind across undulating terrain came from What I noticed first was the airspeed the wreckage and any potential survivors those small bumps in the earth around slowly trickling away as the autopilot kept before they would invariably freeze to Kentucky and West Virginia that we pitching us up a little more as it tried to death on that desolate mountaintop. Easterners call mountains. hold our altitude. Again, my first thought As the NTSB later concluded, the About 50 years ago I was skitter- was that something was wrong with the Rocky Mountain Twin Otter encoun- ing around Eastern Kentucky in, if my power output from the engines, or at least tered an unforeseen severe mountain memory serves me correctly, a Piper Pacer one of them. wave which, when combined with some with a 90 hp engine. It was a breezy day— Yet all the engine gauges were middle airframe icing, prevented the commuter nothing too outlandish—and I was giving of the green. They sounded fine, too. So airliner from climbing above 13,000 feet a student some dual in the art of cross- what could be happening? It took me a (the MEA in that area was 16,000 feet) wind landings at an outlying grass field few moments to see the obvious: the line and the airliner was then gradually forced we often used. of higher mountains to the northwest of down into the terrain, just barely clipping After a half-dozen acceptable takeoffs my location were at a right angle to the the top of the mountain at Buffalo Pass. and landings in the quartering wind that prevailing wind. We were apparently in a The first miracle was that everyone was 20, with maybe gusts to 25, we left downwash of wind from them. survived the initial impact with the crest the airport for a little local flying up high- I requested a higher altitude from ATC, of the mountain, but if rescue folks didn’t er to get away from the bumps. pushed up climb power and while the rate locate them quickly (no one knew for sure After a few steep turns and whatever of climb was a little lower to begin with, a where they had gone down, and it was the else I thought the student could use, I few thousand feet of climb later, the per- middle of the night in a driving blizzard), figured that we’d top off our day with formance numbers went back to normal none of them would survive. a simulated engine failure, then head as we got above the downward effect of As the NTSB pointed out in the acci- back to the barn. I chopped the power the distant mountain wave.

PIPER FLYER >> 22 << JANUARY 2018 But don’t think that only smaller mountains and eventually drifted back airplanes are susceptible to this sort of down to our assigned altitude of FL310. wind-induced dilemma. About 30 years So that’s what I spent Hurricane Irma ago I was the captain of a Boeing 737- doing: narrating the book “Miracle on 400 headed westbound to San Francisco Buffalo Pass,” which is about the results of over the middle of the biggest rocks in a wind-induced accident, while listening the Rockies. We were at FL310 on a to the winds howl around my own home. Engineered windy day, with our ground speed being Like an old captain once told me nearly clobbered by the constant westward 60 years ago, “Son, don’t fool too much flow. Still, the sky was smooth—so all with Mother Nature. She can win anytime to Lead. was well, right? she wants to.” First clue: the sense of the airliner try- ing to climb, the autopilot rolling in nose- Tempest® knew there had to down trim and pulling off engine power to keep us at altitude. I commented to the be a better way to change copilot something insightful, like, “What Editor at large Thomas Block has flown oil. The result: Tempest’s the hell?” more than 30,000 hours since his first I disconnected the autopilot, reduced hour of dual in 1959. In addition to his patented Easy Drain™ oil the power on both engines until they 36-year career as a US Airways pilot, he ﬁ lter tool—a drain tool that were back at idle—and we were still being has been an aviation magazine writer, makes oil changes easier propelled upward at over 2,000 feet per a best-selling novelist and the owner of minute! It was hard to believe what the more than a dozen personal airplanes. and cleanup faster. With its gauges were saying. I pulled out full speed Send questions or comments to editor@ simple three-step process, brakes, and still we were climbing! piperflyer.org. The copilot told ATC that we couldn’t the Easy Drain tool saves hold altitude; that we were being pushed time, prevents drips and up. We got to 35,000 feet and I began to spills, and makes cleanup as easy as 1-2-3. Innovative, It was hard to believe forward-focused design — what the gauges were proof that Tempest is saying. I pulled out full engineered to lead. speed brakes, and still we were climbing! FIND seriously worry because, even thought the MORE sky was still smooth, if we went much higher the air would be (in a manner of speaking) too thin to keep the wings NEWS from stalling—“coffin corner,” it’s called. Then we hit the turbulence, which AND started at severe and quickly got worse. Our big Boeing airliner was simultane- VIEWS ously being pushed upward and churned all around the sky! We needed to get down—quickly—before the wings decided to do the job for us. online at I was just about to call for gear down piperflyer.org (at this airspeed, it would have probably done some gear damage) to get more drag to stop us from climbing when, in the Manufactured by blink of an eye, the washing-machine sky we were in went dead calm. We had popped out of this mountain wave-induced wind machine at 35,400 feet. We stopped climbing, the airspeed began to drop, and I then pushed engine power to a low cruise setting. After coordi- www.tempestplus.com nating with ATC, we turned off our route 800.822.3200 that had us headed toward the highest

PIPER FLYER >> 23 << JANUARY 2018 NPRM FAA-2017-1059 – Checking for main wing spar corrosion in Cherokees

Over 10,000 Piper PA-28 and PA-32 series aircraft will be affected by a proposed Airworthiness Directive requiring inspection of the main wing spar for corrosion. Associate editor SCOTT KINNEY decides to act now to inspect his Cherokee and secure his peace of mind.

of the benefits of hanging the beach in Southern California. I’d guess And I kept coming back to the reasons One around type-specific flying fo- she was parked outside too, as the log- behind the proposed AD. A failed main rums on the internet is that you’ll often get books show a few corrosion repairs in the spar means that your wings may fall off. wind of FAA Airworthiness Directives (ADs) mid-1970s. Since then, she’s been primar- In my book, that’s a very bad day. before they’re made public. I’d chanced ily a high desert airplane. across just such a post on Nov. 6, 2017. Checking for access panels The poster claimed that Piper Service Why not wait? The first step was to check for existing Bulletin (SB) No. 1304 was about to be- I decided to move forward with the in- access panels. I thought that perhaps the come an AD, affecting thousands of air- spection right away. I suppose I could’ve panels could have been installed as part craft. SB 1304 mandates a “thorough one- held off until my July annual and/or until of some of the previous repair work. Since time inspection of the wing root area for the AD wording was finalized. It may be I was at home and had the aircraft logs corrosion” and lays out steps to be taken if on hand, I checked for any mention of SB corrosion is found. To perform the inspec- I am not sure I would’ve 1304, SB 1244B or SB 789A (the latter two tion, an access panel must be installed in been happy flying the Service Bulletins also recommend addi- each wing if one does not already exist. airplane for many more tion of the access panel kit). Nothing. Sure enough, the next morning, my email The previous owner did pull the fuel inbox contained a confirmation of the ru- hours knowing the potential tanks about seven years ago to check for mor: the FAA was moving to adopt SB 1304 consequences of wing spar corrosion (Piper SB 1006), but that’s as an AD after a 45-day comment period. spar corrosion. further outboard on the wing. I went to (See page 60 of this issue. —Ed.) The Notice the airport and crawled under the wing. of Proposed Rulemaking (NPRM) states that the final AD has other accepted meth- Maybe the work hadn’t been logged and that compliance will be required within the ods for inspection (borescope?) that don’t the panels were already in place. next 100 hours or 12 months’ time in service require cutting large access panels in the No joy. I fired up Google and went parts from the date of the AD. lower wing skins. shopping. Summary: 11,476 PA-28 aircraft owners However, I had never seen the spars on will soon be getting potentially expensive news. N7294W with my own eyes. I am not sure Finding parts I’m one of them. I would’ve been happy flying the airplane The NPRM estimates the cost of Piper’s My 1963 Piper PA-28-180 Cherokee for many more hours knowing the poten- 765-106V kit “that contains provisions to 180, N7294W, has served me well for the tial consequences of wing spar corrosion. install inspections access panels on both past few years. As with many older birds, November is also a good time of year to wings” at $175. I lucked out and found a she has a few negatives in the logs. Four get work done on an aircraft in Oregon— new old stock kit for a little less than that. Whiskey lived her first several years near it’s not flying season. Since the announcement on Nov. 7, 2017,

PIPER FLYER >> 24 << JANUARY 2018 these kits have gotten increasingly difficult to find. Many vendors sold out of 765-106V in the first two days after the announcement, though they have since restocked. Current street price for P/N 765-106V is between $200 and $250; slightly higher than the $175 estimated in the NPRM. As of early December 2017, PFA supporter AirWard shows a dozen kits in stock at a price of $229; a Google search for “Piper 765-106V” will give the most current situation. I would expect these kits to become increasingly rare or backordered immediately after the final AD is announced.

Installing the access panels I contacted PFA member Tony Hann Pristine left lower wing skin where the inspection panel might have been. at Infinite Air Center in Albany, Oregon to schedule the work. Tony and his lead A&P/IA, Robert Lind, operate several PA-28s out of Albany Municipal Airport (S12). Robert has been working with Piper aircraft for more than 30 years and their shop is just a short hop from my home base. Once I had my parts in hand, I braved the stormy mid-November weather and flew Four Whiskey up to Albany in what I’ll gen- erously call “imperfect VFR conditions.”

Nuts ‘n bolts Robert, Tony and I unpacked the kit’s contents onto the wing of the aircraft. They’d ordered a few kits from Aviall to service their PA-28s. We compared the Aviall kits with my kit from Piper. My kit—dated 1987—matched up parts-wise, meaning Piper hasn’t changed the kit contents in 30 years. Contents of the Piper 765-106V kit.

Access panel location per SB 1304. Some mental gymnastics required.

PIPER FLYER >> 25 << JANUARY 2018 The kit consists of two reinforcing doubler plates and two inspection covers. There are also 40 AN426AD4-4 rivets, used to affix the plates to the lower wing skin and 16 MS24693-S48 machine screws for attachment of the inspection covers to the doubler plates. The Piper instructions are skimpy, to say the least, and leave some room for im- agination (or improvisation?): 1. Skin cutout to be located midway between ribs and midway between the main spar and stringer as shown in Figure 1 (Sheet 4). 2. Locate and install doubler 38571-02 as shown and attach to skin using [P/N] 420 722 rivets. Dimple for C/S rivets. 3. Cover 38572-02 can be installed/ Marking the location for removed as required, using [P/N] 414 761 the access panel using the fasteners. cover as a template. Other vendors have been kind enough to include more detailed instructions and a tool list. I’ve seen the documentation AirWard supplies with its kit, and it’s a very helpful supplement.

Positioning the inspection panels The Piper instructions that came with my kit, those in the new Aviall kits and the drawings in SB 1304 all specify slightly different placements of the access panel in relation to the main spar, ribs and stringers. After some deliberation over the instructions, Robert, Tony and I positioned the cover and used it as a template to de- fine the cutout area. We marked the hole as specified in the new Piper instructions and SB 1304—approximately 2 inches aft of the main spar rivet line and 3 inches outboard of the rib at WS 24.240. The long and short of it is that you want to leave sufficient space on As an owner, this is where it becomes scary. every side of the access hole to be able to rivet the doubler in place without getting too close to the spar or ribs. It’s also important to understand that this is a recessed access plate; it’s different from those further out on the wing. Those are at- tached to the outside of the lower wing skin. When finished, the new inboard inspection cover will be flush with the wing skin.

Cutting access holes Out came the power tools. I closed my eyes and turned the other way as Robert began the surgery. He drilled a 1-inch pilot hole with a step drill to provide a starting point. For the primary cut in the skin, Robert chose a Dremel-like rotary tool with a fine tungsten carbide cutting bit. Smart choice. It allowed him to make a smooth radius cut in the thin aluminum skin. It’s wise to test the fit of the cover before riveting the doubler in place. A half- It was helpful to have two sets of hands round file will make short work of any rough edges or an imperfect fit. to finish the cuts—Robert on the Dremel

PIPER FLYER >> 26 << JANUARY 2018 and me holding the cutout piece in place to ensure it wouldn’t prematurely depart the wing. Wear eye/face protection and appropriate clothing when working with the Dremel as the hot aluminum shards fall straight down. I cleaned up the edges with a half-round file while Robert moved on to the other wing and repeated the process. I held off from peeking inside until we were done cutting the panels.

The inspection With the holes cut, it was time for the moment of truth. Robert asked, “Do you want to do the honors?” I meekly replied, “Uhh, I guess.” If the spars showed significant corrosion, it likely meant a repair bill of several thousand dollars. I grabbed a flashlight and inspection mirror and rolled back under the right wing on a mechanic’s creeper. I poked the mirror up into the hole. Oh, thank God. My wings will not fall off. The main spar looked pristine. The aft spar was excellent as well. The WS 24.240 (inboard of the access panel) and 36.920 rib (outboard of the panel) showed some oxidation and very minor surface corro-

Out came the power tools. I closed my eyes and turned the other way… sion. Four Whiskey’s main spars had been treated with chromate at the factory, but the ribs hadn’t, so the corrosion on the ribs was no surprise. Robert took a look and confirmed my initial thoughts. “That’s real clean. Great Gross Weight Increase to 2,000 lbs news!” The left wing looked the same. It wasn’t all sunshine and rainbows, for the PA-18 SUPER CUB though. The inspection panel in the right wing allowed me to see the underside of the wing walk skin. A few minor cracks Gain 250 lbs of useful load had developed in the reinforcing louvers— a common problem with PA-28s. I have on landplane, seaplane and amphibious PA-18 Super felt a slight bit of oil-canning in the wing Cubs with our Gross Weight Increase to 2,000 lbs! walk in the past, so I wasn’t shocked by the finding. Such is life with an old air- • Kit weighs less than 2 lbs craft; one more thing to fix. • Compatible with Wipline 2100 and Edo 2000 floats

Cleaning and priming • PA-18 Super Cub with 1,750 gross weight is required Robert and I cleaned the interior of the inspection area with a degreaser spray per www.wipaire.com/PA-18 Part I, Step 3 of SB 1304. After 50 years, the wings had an impressive collection of dead bugs and grime. We reinspected the South St. Paul, MN (KSGS) - 651.451.1205 spar after cleaning and found no corrosion. Leesburg, FL (KLEE) - 352.323.4809 SB 1304 states that if corrosion is found in the main spar area, it must first be www.wipaire.com removed per FAA Advisory Circular AC 43.13-1B, Chapter 6. The affected areas

PIPER FLYER >> 27 << JANUARY 2018 Right wing before cleaning. The chromated Clecos help hold the assembly in place for riveting. part at right is the main spar. The bare aluminum at left is the WS 24.240 (inboard) rib. Note paint and chromate overspray.

PIPER FLYER >> 28 << JANUARY 2018 then must be measured for minimum thickness. It is not possible to directly measure all dimensions, so nondestructive methods (ultrasound, eddy current, etc.) TAKE A SEAT may need to be used. If the thickness of the parts is greater than the limits specified in SB 1304 Part I, Step 5, the areas can be epoxy primed and the aircraft returned to service. The SB contains a list of approved epoxy primers. If the thickness is below minimums, an FAA-approved structural repair must be performed. This is likely to be an expen- Impeccable, Innovative Designs sive proposition. www.AviationsCreations.com We chose to clean and apply epoxy primer 480-998-1752 mobile 480-980-0639 to the ribs to ensure no further corrosion on these surfaces. Though this action is not required by SB 1304, it made sense to do with the aircraft already opened up.

Affixing doublers and buttoning up After the inspection and corrosion media- tion steps were complete, Robert went to work on affixing the doublers. Riveting isn’t my strong suit, so I played the role of gofer. Each doubler plate required 20 counter- sunk rivets. The rivets are equally spaced around the doubler plate, approximately 5/16 of an inch outside the cutout. Robert used a drawing compass, a slide rule and some mechanic’s magic to get the spacing right. The AirWard instructions contain an error here. They give a layout scheme for 24 rivets per plate, not the 20 per plate that is specified in the Piper documents. They are otherwise really helpful. Drilling the holes for the rivets is a six- step process. First, Robert clamped the doubler in place. Next, he drilled 1/16-inch holes through the skin and doubler. He then enlarged the holes to 1/8 inch. Once the holes were drilled, he removed the doubler and deburred the holes. The fifth step was to dimple the holes with a rivet squeezer and appropriate die. Finally, he used Clecos to hold everything in place while he set the rivets into the skin and doubler with the squeezer. The right tools made this job go quickly. When he finished riveting, Robert made an entry in the logs noting compliance with SB 1304. All that was left was to install each cover with the eight machine screws. I managed this on my own. Four Whiskey needs a bit of paint touch-up in other spots, so I plan to paint the covers and rivet heads later on this winter as a part of that project.

Final thoughts It took about eight hours of work for Robert to install the panels, clean the interior of the wing and perform the inspection. The NPRM estimates six hours’ labor for the panel installation and two hours

PIPER FLYER >> 29 << JANUARY 2018 Once the first few rivets are set with the Access panel installed on the left wing. She’s ready to fly a few more decades. squeezer, the Clecos can be removed.

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PIPER FLYER >> 30 << JANUARY 2018 for the inspection. For obvious reasons, Julia are based in Eugene, Oregon. They Notice of Proposed Rulemaking (NPRM) the NPRM does not estimate labor time or are often found buzzing around the West Docket No. FAA-2017-1059; Product parts costs for corrective actions, as these in their Cherokee 180. Send questions or Identifier 2017-CE-035-AD may range from a small area of sanding/ comments to [email protected]. https://www.federalregister.gov/ priming all the way up to spar replace- documents/2017/11/07/2017-24083/ ment. Nor does it account for cosmetics. RESOURCES >>>>> airworthiness-directives-piper-aircraft- Paint touch-up may take additional time. inc-airplanes (See page 60 of this issue. I’d encourage those owners whose aircraft CERTIFIED AIRCRAFT MAINTENANCE Comments closed Dec. 22, 2017. —Ed) are affected to consider complying sooner Infinite Air Center rather than later. It may be that your aircraft infiniteaircenter.com already has the access panels, in which case INSPECTION ACCESS HOLE KIT, it’s a quick inspection. Even if your aircraft P/N 765-106V – VENDORS FURTHER READING doesn’t have the panels, the installation and AirWard, Inc. subsequent inspection is time-consuming, Piper Service Bulletin No. 1304 – PFA supporter but isn’t particularly complicated. “Main Wing Spar Inspection,” airward.com/amelia/search.asp?store=ai Installation of the panels can facilitate published Aug. 23, 2017 rward&action=Search&ShowDetails=True later inspections required by this or other https://s3.amazonaws.com/pipercrm/ &ShowImages=True&cat=10000368&sub ADs or SBs. Additionally, you’ll have bet- Solution/18990/SB_1304.pdf cat_12=10000368 ter access to the inboard areas of the wing for future upgrades (pulling wires) or re- Piper Service Bulletin No. 1244B Aviall pairs (the wing walk comes to mind). “Aft Wing Attach Fitting Inspection aviall.com/aviallstorefront/p/765-106=PI Now that I’ve seen the clean spar with Requirements,” published Oct. 29, 2015 my own eyes, I’m 100 percent confident https://s3.amazonaws.com/pipercrm/ Chaparral Parts that I have structurally sound wings hold- Solution/18671/SB%201244B.pdf chaparralparts.aero/765-106-kit-inspec- ing me up in the air. It’s hard to put a price tion-Piper-Aircraft-NEW-p/765-106.htm on that feeling of security. Piper Service Bulletin No. 789A “Aft Inboard Wing Access Panel Retrofit SkyGeek.com Scott Kinney is a self-described aviation and Aft Wing Spar Modification” skygeek.com/piper-765-106-kit-inspec- geek (#avgeek), private pilot and instruc- published May 7, 1985 tion-access-hole.html tor (CFI-Sport, AGI). He is associate edi- https://s3.amazonaws.com/pipercrm/ tor for Piper Flyer. Scott and his partner Solution/17459/SB%20789A.pdf

PIPER FLYER >> 31 << JANUARY 2018

PIPER FLYER >> 32 << JANUARY 2018 EVALUATING BIFOCAL SUNGLASSES FOR AVIATION A professional pilot tested Dual Eyewear’s bifocal sunglasses under multiple conditions with good results.

By John Bradley

always had a difficult time their comfort in a working pilot’s most I’ve finding bifocal sunglasses challenging real-world condition: while that combine utility, comfort wearing a headset. and style. Most pilots needing corrective I evaluated each pair of glasses in my lenses wear untinted bifocals with flip-up single-engine plane as well as while flying sunshades or use expensive prescription- an airliner, driving my car and even while grade tinted lenses; some, like me, try mountain biking—and the results were attaching unreliable hydrostatic appliques fantastic in all cases. to regular lenses or just suffer through First, I tested the modern-style AV1 squinting in sunlight. with the gray lens, then the green lens Then I came across Dual Eyewear’s bifo- in the classic World War II aviator-style, cal sunglasses in a AV2. But my favorite print advertisement I evaluated each pair of was Dual Eyewear’s NV1 and wondered if they style with a bronze lens. might have solved my glasses in my single- I found the height of problem. The company the bifocal line on all has engineered an avi- engine plane as well as three pairs was perfect ation collection of six while flying an airliner, for allowing a corrected different 1.5/2.0/2.5x view of the up-close bifocal styles with driving my car and even instrument panel, three color choices tablet, or GPS and of shatterproof and while mountain biking… simultaneous views scratch-resistant lenses outside—without need- that provide 100 percent UV protection. ing to nod up and down to refocus from Sounded good enough to try. inside and outside. In addition, I had no I field-tested three of the five available problems reading various color digital aviation bifocal sunglass products. avionics displays and tablets while wear- Acting the role of test pilot, I checked ing these bifocal sunglasses. them for functionality, style and durabil- Thin stainless steel frames fit nicely ity; I also investigated their compatibility under various aviation headsets (I tested with digital avionics displays and gauged them using two different headset brands)

PIPER FLYER >> 33 << JANUARY 2018 AVIATE,NAVIGATE,COMMUNICATE.

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John “Omar” Bradley lives in Chattanooga and now flies for a major YES! airline after a 23-year Air Force and Air National Guard career flying the T-37, T-38, B-1, T-1, KC-135 and LC-130. As an ATP, CFI-I, CFI-G and SES-rated pilot, he currently has over 6,600 hours in various military and civilian aircraft, including more than 1,500 hours in single-engine aircraft. Send questions or comments to [email protected]. IT’S CERTIFIED! Electroair's Electronic Ignition System

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PIPER FLYER >> 35 << JANUARY 2018

PIPER FLYER >> 36 << JANUARY 2018 REVISITING THE TWIN COMANCHE: A FLIGHT REVIEW OF THE PA-30

After a 30-year gap, the author gets a chance to fly another Twin Comanche and realizes he rather likes it. Flight test by Bob Davy | Photographs by Keith Wilson name rather gives the game away Its with this iconic light twin. The Piper PA-30 Twin Comanche design started with the single PA-24 Co- manche, a laminar-winged rocket which itself was a breakaway from the sturdy but slow aircraft that Piper was famous for at the time such as the Cub, the Cherokee and the Apache. Beech had taken the GA world by storm with the Beech Bonanza, and Piper had to up its game—literally. In order to keep up, along came the PA-24 in 1958. But when the Bonanza begat the Twin Beech and subsequently the Baron, the idea of giving the PA-24 to Ed Swearingen to re-engineer as a twin was a truly inspired one. The result was an aircraft which could fly faster than the much later Piper Semi- nole on less horsepower and yet lift more. And despite losing some effective wingspan due to its twin-engine installation, the Twin Com has only 9½ inches more span than the single. The Twin Com first flew in 1963. It was and is a fantastic little aircraft able to fly at 160 knots below 10,000 feet, burning just 9 U.S. gallons a side on a combined total of 320 hp. Turbo Twin Comanches are particularly fast at altitude, typically cruis- ing at 195 knots or 225 mph at 20,000 feet. With speed mods to the wings, fillets (i.e., fairings) and engine nacelles, this figure climbs—speeds of 200 knots-plus on Twin Comanches are easily doable. Despite their success, Piper was out of its comfort zone with the Comanches, and when a flood destroyed the Lock Haven factory in 1972, the company possibly used the excuse to stop production when only just over 2,000 Twin Coms had been built. The counter-rotating PA-39 was just getting started, with not even 200 leaving the production line. After the recession in the 1980s/1990s, Piper looked at its existing stable of twins and considered restarting twin production. But it was reckoned that the labor- intensive construction of the Twin Com would result in a cost of at least $1 million per aircraft in build cost alone. The much cheaper but less capable Seminole was brought back into production as a result. Nowadays PA-30s and particularly the small handful of PA-39s are cherished aircraft with a keen following and strong owners groups who make a point of using the types’ long legs to arrange fly-ins all over the world.

A bit of a handful My first experience of the Twin Com was when I did my twin rating in 1985. At Panel layout is straightforward with ample room for modern avionics upgrades. the time, both the aircraft which I hired

PIPER FLYER >> 38 << JANUARY 2018 Both the normally-aspirated and Turbo Twin Comanches offer excellent speed and surprisingly low fuel consumption.

The wingspan of the Twin Comanche is only a few inches greater than its single-engine sibling.

PIPER FLYER >> 39 << JANUARY 2018

PIPER FLYER >> 40 << JANUARY 2018 (G-AVVI and G-AXRO for the spotters) were in commercial use as charter aircraft at London Southend Airport (EGMC). I remembered finding the performance a big leap from the Piper singles that I had flown in. I listened intently to the stories I was told of the infamous laminar wing, how the aircraft could fall from the sky if you flew it too slowly or by the seat of your pants without paying attention to the airspeed indicator. In aerodynamic terms, up until development of the Twin Comanche, Piper had been very much a one-trick pony, using the old Cub airfoil on its subsequent faster aircraft. These high-lift wings convert airspeed to lift much more readily than with laminar designs. If you’ve ever wondered why a laminar-winged aircraft cuts through the gusts while the average high- lift-winged Piper will have your head im- pacting the roof, now you know. The one big disadvantage with a laminar wing is that its stall is usually much more dramatic than with a traditional airfoil such as a Clark Y. I found this out flying into Le Touquet (LFAT) in northern France not long after getting my twin rating. I was coming into land on the now-disused southwest runway and had reduced my speed to minimum approach of around 80 mph—well below the single- engine safety speed of 105 mph—because I had already committed to land and the runway was short. As I flared to land, I encountered negative wind shear and the aircraft felt as if it literally fell out of the sky. I managed to firewall the throttles to cushion the impact—but the landing was hard enough that once I had taxied clear, I stopped and got out of the aircraft to examine the main gear to make sure there wasn’t any obvious damage before continuing. I got away with no damage, but the inci- dent left me shaken. With the above experience still in my data bank after all these years, I was intrigued to reacquaint myself with the Twin Com. I’m in my 50s now, so not as sharp as I was, but I’m experienced on swept-wing jets and various laminar-winged high performance aircraft, so I was expecting to not be unpleasantly surprised by the Twin Com. Then again—you never know, do you?

An introduction to N25PR Owner Mark Hadley showed me around his immaculate 1967 Twin Com Turbo B at North Weald Airfield (EGSX), complete with its beautiful and original blue-and- white paint scheme. You can tell it’s a B because of the extra side windows and the facility for an extra row of seats.

PIPER FLYER >> 41 << JANUARY 2018

PIPER FLYER >> 42 << JANUARY 2018 The first thing that strikes me is its are used to bring the turbos online at alti- CONCORDEBATTERY.COM size—so much smaller than the beefy tude; and, more importantly, which are used Apache and Aztec, and smaller still than to wind them offline during a descent. If the Seminole trainer that came later. you don’t, you will overboost the engines. A Twin Com has 40 less horsepower and Out there on the wingtips are the op- CELEBRATE! 200 pounds less MTOW than a Seminole, tional 15 U.S. gallon tiptanks, which up but it can propel a similar load consider- the total fuel capacity to 120 U.S. gallons Piper Archer and, because of the cantilever effect of RG24-11M ably faster. No surprise then that it is at Piper Part No. 601-925 least 20 percent better in every way than weight distribution, also increase MTOW the old Apache that it replaced. by 125 pounds to 3,725 pounds. One-hun- Piper Seminole Climbing inside a Twin Com is the avia- dred and twenty gallons divided by 18 gph RG24-15M tion equivalent of entering Doctor Who’s equals 6.6 hours, providing a 1,100 nm Piper Part No. 601-926 time machine, TARDIS; the toy-like airplane range on 320 hp! And for the turbo ver- TSO Approved reveals itself to have a quite large cabin. sion it’s 1,300 nm-plus! As I said, a serious It’s a serious machine in every way. Con- machine in every way. trols, levers and dials are in abundance, Piper Seneca sprouting from the deep instrument Two versus one RG24-20 Piper Part No. 601-923 panel. The windscreen almost seems like The starter, mags, fuel pumps and an afterthought, and the effect is akin to generators are a line of toggle switches at looking out of a letter box—until you get the base of the instrument panel. Engine Piper Matrix the seat position just right so that your eye starting is classic fuel-injected Lycom- Piper Mirage height is halfway between bottom and top ing: crack the throttles open, hit the fuel RG24-17 of the screen. pumps until you see Piper Part No. 601-919 The next thing I It’s a serious an indication of fuel notice are the engines pressure, pull the projecting out much machine in every mixtures to lean, make Piper Archer farther forward than sure the generators Piper Seminole Piper Seneca with many other light way. Controls, levers are switched off, crank RG-132 twins, so that you sit each engine in turn af- Piper Part No. 601-924 well behind the props. and dials are in ter switching the mags I’d imagine a World abundance… on; and, as it fires into War II de Havilland life, bring the mixture Piper Meridian Mosquito must feel a levers up to full rich. RG-41 Piper Part No. 601-910 tiny bit like this. After startup, check oil pressure rising and Once strapped in, the area around the bring the generators online. front seats is actually quite roomy. At 44 Very straightforward it may be, but Celebrate the fact that you have inches across the cabin, it is 2 inches wider there is always a sense of occasion start- chosen the best built lead acid than a Baron, and even the rear seats can ing up a twin—I remember thinking as a battery for your airplane! be occupied by two adults. twentysomething that I had finally arrived Between the seats—a space wide when I soloed one of these aircraft, and Celebrate that you are guaranteed a enough for a traditional flight case—there that same rush is still with me more than properly functioning battery to start are panels which lift or detach to expose 30 years later. your aircraft and for essential power emergency landing gear lowering appara- I release the brakes with the chrome in the event of a generator failure. tus, the fuel tank selectors and an archaic locking T-handle in the panel under the fuel draining setup, which I remember control column and allow the Twin Com This is a battery backed by didn’t work very well. What you have to do to roll forward under idle power before manufacturing professionals with is raise the panel and then pull each drain checking the toe brakes. There is quite years of experience. Your battery has knob in turn and observe fuel flowing a bit of weight on the nosewheel due to gone through numerous inspection through a clear plastic pipe to see if any those projecting engines, but the steering and testing points at the factory water appears. is actually light and progressive. and each battery undergoes a final In reality, the pipes are usually covered A little care has to be taken about the capacity test prior to shipment. in dust and grime and they also have geometry of the toe brakes—they are too an annoying habit of working their way upright for my taste; because of a running And thank you, from Concorde Battery Corporation inside the bottom of the fuselage which injury, my right foot can’t go less than means the drained fuel exits inside the air- about 70 degrees to my lower leg, and you craft before finding its way through some can easily taxi with the brakes deployed or other gap and outside. Probably not a inadvertently. I slide my feet down a little good idea to avail yourself of the cigarette to stop myself. We are a long way under ashtrays in the cabin. our MTOW, so the aircraft feels sprightly. The most obviously unusual feature of The engine runup and pre-takeoff are this cabin, though, is at the bottom of the quite involved and I opt to use my old throttle quadrant: there project two overly commercial pilot checklist from the 1980s, large turbo controllers—verniers, like the which has been typed out and photocopied CONCORDE BATTERY CORPORATION | throttle/prop controls from a Cessna—which to death. But if it was good enough for the 626.813.1234 ISO 9001 + AS9100

PIPER FLYER >> 43 << JANUARY 2018 commercial pilots of the time, then it’s good enough for me. I advance the throttles fully forward and the aircraft accelerates well. The previously heavy elevator comes alive in the prop wash and I hold the column neutral as we gather speed. At 70 knots (80.5 mph) I raise the nose and the aircraft unsticks abruptly. I apply the toe brakes and then raise the gear with the tiny selector to the left of the panel. Gear retraction is normal. The airspeed indicator is pegged at 1,500 fpm before I bring the throttles and props back to 25/25 then sync the props by pulling one prop lever back and forth to locate which way slows down the “wah wah wah” noise; then keep going until the noise stops completely. From the ground the Twin Com sounds quite noisy because of its unusual exhaust pipes, but in the cockpit there isn’t as much noise as in a comparable single. As we break out of the circuit and head for the Essex coast I start to get a feel for the aircraft again after my 30-plus year gap. It feels like a larger aircraft than it is. The elevator is firm but correct for this type of airplane, roll control is lively and with high hysteresis in roll—or roll inertia—due to the wing-mounted engines. If you come from high-wing singles, this will take some getting used to, and you will find yourself seesawing in roll until you settle down. The Twin Com is actually lovely to hand- fly and I didn’t use the autopilot at all during our hourlong flight. Formation flying with the camera ship was pretty straightforward, although it was easy to get unsighted during the breakaway maneuvers due to all the hardware obscuring the view. The turbo controllers are used as follows: when the desired manifold pressure can no longer be obtained by advancing the throttles in a climb, you turn to the verniers and start winding them in until manifold pressure is restored. By 20,000 feet they will be all the way in and you will be flying at 195 knots (225 mph) or better. In the descent, the opposite is the best way to proceed—rather than abruptly dis- engaging the turbos, just leave the throttles fully forward and progressively wind the turbo verniers out until they are all the way back, then slowly retard the throttles. Yes, it requires a bit of work, but then this is a 50-year-old airplane.

One out Next, we try flying on a single engine. I get owner Mark to feather our left engine as I keep control of the aircraft and allow the camera ship to fly alongside.

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PIPER FLYER >> 45 << JANUARY 2018 The rudder is powerful and I can eas- duce progressive flap, then gear down (no ily hold the out-of-trim forces with one trim change). engine shut down, although the use of I fly finals at 105 mph, remembering the rudder trim and a little bit of aileron trim old blue line safety speed from my train- means I can actually fly hands-off. Why ing many years ago; then back to 90, then aileron trim? Because a wing without the 80 as I cross the fence. Throttles closed at benefit of prop wash creates less lift—even the same time as, but not before (laminar a laminar one. wing, remember) a small flare and we Slow-speed flying is also predictable, as land on the main wheels in a flat attitude, is the abrupt g break you get clean or dirty. quickly followed by the nosewheel. Add power and the g break is accompa- Some owners pump the main wheel nied by a wing drop of as much as 45 de- oleos to the full extension to avoid this, grees. To stop it, just unload the wing with but then the ride suffers on the ground. a shove of forward column and that’s that. Running down along the hard at North All laminar wing aircraft that I have flown Weald feels the same as the ride you get in are the same as this. a 1950s British sports car.

Approach and landing How much? Back on the approach the Twin Coman- I looked at the U.S. market for used che behaves itself, just so long as you re- aircraft and PA-30s were all in the member to adhere to the correct speeds. I $45,000 to $120,000 price bracket. am having no problems going down, slow- That’s pretty wide, but it reflects the cost ing down, and fitting into slower circuit of replacing two engines and two propel- traffic at North Weald. lers in addition to the usual variations in The aircraft is not particularly trim- condition and equipment. sensitive, and the old fashioned, roof- I couldn’t find a single PA-39 for sale— mounted trim wheel feels instinctive as I and that’s Situation Normal considering progressively wind it backward for nose- how few were made. up trim as we slow down, and then intro- A large (6-foot, 4-inch and 252-pound)

The rudder of the Twin Comanche is powerful and the pilot can easily hold the out-of-trim forces with one engine shut down.

PIPER FLYER >> 46 << JANUARY 2018 friend of mine has been looking for a twin for some time to commute 600 nm at a PIPER TURBO TWIN go, and was looking at Barons and Cessna COMANCHE SPECIFICATIONS 310s, which have twice the burning/run- referred ning costs of a Twin Com. He thought the PA-30 too small—but I think he might well change his mind when I arrange for a P flight in one in the next few weeks. A bit of a handful? Not at all; just don’t irparts get slow. A Chosen for value and service Bob Davy is s commercial pilot and 25-85% aviation journalist from London, Eng- SAVE land. He spends most of his time flying off list price! around Europe in Avro RJs for airlines New Surplus and private clients. He has 15,000 flying hours in nearly 300 different fixed-wing Piper Parts aircraft. Davy knows he is lucky because • Airframe Parts he regularly flies three of his five favorite aircraft: the P-51, the Nanchang CJ-6 and • Accessories, bellcranks the Pitts Special. (His other two favorites • Bushings, cowling are the Hawk and Spitfire). Davy has been • Cables, gears, spars published all over the world. In addition Piper PA-30B to writing hundreds of flight tests, he has • OHC Rotables also written a novel, “In Case of War Break DIMENSIONS Glass,” which takes place in World War II • Propellers Length: 25 feet, 2 inches / 7.67 meters and is loosely based on the life of Robin • and a whole lot more! Olds. The sequel is underway. Send ques- Height: 8 feet 2 inches / 2.49 meters tions or comments to [email protected]. Wingspan: 36 feet, 9 inches / 11.20 meters Wing area: 178 ft² / 16.54 m² Website Upgrade!

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We Buy Worldwide We are We buy inventories of new ENGINES Cash surplus parts for nearly anything Buyers! that flies. Also tired or damaged (2) Lycoming TIO-320-C1A engines producing Cessna twins, Caravans, Cita- tions, engines and propellers. 160 hp and driving (2) Hartzell two-blade metal Gene Hembree is our buyer. variable-pitch propellers Please contact him at 330-698-0280 ext.224 [email protected]

PIPER FLYER >> 47 << JANUARY 2018

PIPER FLYER >> 48 << JANUARY 2018 television, thecityofMiamiisn’t exactly like it’s portrayed. Though itisasbeautifulandsunny asitlookson This isacitythat’s bestviewed in-person. Destination: Miami By Heather Skumatz

Photo Kikor.com courtesy GMCVB I thought I knew about Calle Ocho – By my count, there are at What Miami, I realize now, has least eight cigar shops and factories on all come from the television. “Miami Vice,” SW Eighth St. in the Little Havana section “The Golden Girls” and “Burn Notice”— of the city. Even if you can’t tell a claro these fictional portrayals all shaped my from a maduro, you can’t help but feel idea of the city’s surroundings, its resi- fascinated while watching a master cigar dents and its culture. I think I was more roller create an authentic Miami-rolled wrong than I was right. Cuban cigar. When I started looking deeper, I real- For a similar amount of immersion in ized why Miami is portrayed so much in Cuban culture with none of the nicotine, films and on TV: it’s a huge hub for this maybe order a cafecito (Cuban espresso, or kind of thing. There are more than 2,000 Café Cubano) or stop in at El Rey de Los motion picture, music and video compa- Fritas for a fast lunch (fritas, of course), nies based in Miami; dozens of recording and then walk down to Maximo Gomez studios and sound stages; hundreds of Park to watch a game of dominoes—or freelance production crews; dozens of maybe to enjoy that cigar. (I’m sure you cable television networks. won’t be alone.) Miami looks shiny and new, and it is, The Miami Circle – One highly unusu- relatively speaking. Nothing here is much al feature in the city is the Miami Circle, more than a century old, as this port city a prehistoric limestone building site was incorporated in 1896 with, surprisingly, that’s 38 feet across—in the middle of just 300 residents. It’s downtown, off Brickell a city that has made its Avenue. Though many name known—so much Miami looks shiny and new, at first doubted its so that the former Dade and it is, relatively speak- age, the circle pre- County was officially ing. Nothing here is much dates other East Coast changed to “Miami-Dade more than a century old… settlements and is County” in the 1990s. believed to have been Today, by some mark- used by the Tequesta Photo courtesy Greater Miami Convention and Visitors Bureau ers, Miami is considered one of the richest Indians. Many Tequesta artifacts are cities in the United States. With miles viewable at the HistoryMiami Museum on of picturesque boulevards and high-end West Flagler Street. The museum is sev- shopping, hundreds of high-rise buildings eral blocks northeast of the site, across the and the most concentrated grouping of Miami River. international banks in the country, this Biscayne National Park – This natural isn’t hard to believe. haven is within sight of Miami in nearby Homestead, Florida. This park is differ- Set up for success ent than most: it’s mostly made of water. There is no shortage of informa- The National Park Service protects these tion about Miami. In fact, it’s almost shallow waters, coral reefs, marine wild- overwhelming how much is available. life and tropical hardwoods—there are no The 2017 Visitor’s Guide is a whopping roads or bridges, and only one hiking trail. 252 pages—and it’s one of a dozen free Since the vast majority—90 percent—of guides available on the Greater Miami the park’s half a million annual visi- Convention & Visitors Bureau website. tors enter the space by water, there is no With 22 regional visitor centers around entrance fee. There are, however, fees for Miami, this city was built for visitors. If special uses (overnight docking, camping you want to see the palm trees sway in at the two campgrounds in the park, etc.). real time, keep an eye on Miami through The Deering Estate – Environmental its seven live webcams. The information enthusiasts can also check out The available online is abundant. Deering Estate, a preserve in the village There are even mobile apps available of Palmetto Bay, which offers hikes and for free (or nearly free; they cost a few science education for visitors. It’s a lot dollars at most). With these apps you closer to the heart of the city (and a little can get detailed information on the arts easier to access than Biscayne National district, the parks, the airports and city Park if you don’t have a boat with you). transit, various historical sites and walk- The estate runs a moonlight canoe tour, ing tours, locally recommended food, which takes paddlers across Biscayne shopping and a lot more. Bay to a waiting campfire on Chicken Key. The tour costs $40 and is open to Photo courtesy Greater Miami Convention and Visitors Bureau Local attractions adults only. There are a few attractions that I think Art Deco Historic District – Lastly, Art are musts when you’re visiting Miami. Deco architecture is a worthwhile sight- Here are a few of my picks. seeing trip from downtown Miami across

PIPER FLYER >> 50 << JANUARY 2018 The Freedom Tower in downtowm Miami welcomed many Cuban Americans. The building was used as a facility to assist Cuban refugees in the 1960s and early 1970s. Photo courtesy Greater Miami Convention and Visitors Bureau

The Colony Hotel is an Art Deco landmark on South Beach. Photo courtesy Greater Miami Convention and Visitors Bureau

This colorful lifeguard tower is La Gloria Cubana cigars for sale at the El Credito cigar factory on Homestead Bayfront Park Beach on Calle Ocho in Little Havana. in South Miami.

PIPER FLYER >> 51 << JANUARY 2018 the causeway to the east end of Miami Beach’s South Beach neighborhood. Tours of all types—guided, private, self-guided— are available seven days a week through the Visitor Center. There are more than 800 buildings to see. Other ways to spend your time in Miami might include beaching it—no explanation necessary—or window shopping at one of Miami’s many retail districts. For an indoor (read: totally air-conditioned) experience, look to the Brickell City Centre. If you want the full “I’m in Miami!” retail experience, the outdoor Bal Harbour Shops on Miami Beach are a fashion mecca. With an astounding number of luxury brands and an eponymous fashion magazine, I’d consider this a tour- ist destination in its own right.

Upcoming events Miami has several great events coming up in the first part of this new year. I’ve listed a few here, along with the dates. To find out more, see the Resources at the end of the article. South Beach Jazz Festival – Latin, New Orleans-style and classic jazz music Photo courtesy Greater Miami Convention and Visitors Bureau will be performed at various venues in South Beach January 5, 6 and 7. Branford A view of the Bay Harbor Islands waterway. The town of Bay Harbor Islands (BHI) is one of several villages in Miami-Dade County located to the east of mainland Florida. With 22 regional visitor centers around Miami, this city was built for visitors.

Marsalis headlines this year’s event—it’s sure to be a big draw for a festival that’s just in its second year. Miami Marathon/Half Marathon – This unique single-loop marathon has been running (sorry, I had to) since 2003. Since Miami is a Boston Marathon quali- fier, it attracts 25,000 competitors from around the world—as well as 50,000 spectators. If you are in Miami on January 28 this year, you might want to be part of the cheering section. Coconut Grove Arts Festival – A huge and highly anticipated arts festival occurs

Feb. 15–17 in Coconut Grove. With fine Photo courtesy Greater Miami Convention and Visitors Bureau art, food, music and performing arts all on showcase, it’s worth a trip to eat, walk and shop around. One-day passes are available for as little as $10 for this 55th annual event. Calle Ocho Festival – This event has the feel of a neighborhood block party, except it spans 24 blocks. The Calle Ocho Festival has 30 stages of music and its vibrant atmosphere makes it a true Pan American celebration. This year, the date is March 11. If you go, just know The Old City Hall on Washington Avenue is now the Miami Beach Cinematheque. that it might be a little crowded: one

PIPER FLYER >> 52 << JANUARY 2018 Miami Homestead General Aviation Airport (X51) offers self-serve fueling, but no tower. Elevation is just 7 feet. (All Miami-area airports are on low ground.) This diagram shows the approach for Runway 10, one of the two runways on the field.

PIPER FLYER >> 53 << JANUARY 2018 million of your closest neighbors will and long. Fuel is about a dollar per gallon be quite busy. However, you won’t have to also be at the party. higher than at Miami Executive, though dodge many jets; the airport is closed to one of the three FBOs was comparable to aircraft over 12,500 pounds MTOW. Flying in KTMB’s prices. Miami is a bustling place, and the Miami Homestead General Aviation Wrap-up Miami International Airport (KMIA) Airport (X51) is a little further south and If you’re looking for a winter escape and offers the largest quantity of commer- west of the central city and is more set up like to be in the middle of the action, Miami cial flights to the Caribbean and Latin for the DIY types, with self-serve fueling may just be your ticket. It’s not all shady America in the entire United States. It’s at a more reasonable cost (right around smugglers, dotty retirees and former spies; also first in international freight in the $5/gallon) and no tower. X51 has two it’s oceanside beauty, mingled cultures and United States. There is a General Aviation paved runways and a turf strip along with exquisite architecture. There’s way more Center at KMIA, and with customs there, to see and do here than I’d ever known it’s a must for international visitors. Many If you’re looking for a winter if I’d stayed in front of the television. interstate flyers would probably look to escape and like to be in the mid- land elsewhere, if possible. dle of the action, Miami may Sources: miami-airport.com, miamiandbeaches. com, wikipedia.com, yelp.com. There are a few other appeal- just be your ticket. ing options. The first is the Miami International reliever airport, Miami 24-hour restrooms and lounge. Unlike Heather Skumatz is production coordina- Executive Airport (KTMB). It’s located to KTMB, gliders aren’t restricted here, so tor for Piper Flyer. Send questions or the southwest of downtown, has 24-hour parachutists, RC aircraft and agricultural comments to [email protected]. staff, three long runways and a helipad— aircraft are all in the vicinity; something to and has about 500 operations per day. keep in mind. RESOURCES >>>>> Fuel on the field averages around $6 per Finally, North Perry Airport (KHWO) is PILOT INFORMATION gallon at the time of this writing. located about 14 miles north of downtown Similarly, Miami Opa-Locka Executive Miami and 6 miles north of KOPF. North Miami International Airport (KMIA) (KOPF) to the north of the city is also a Perry offers four runways, a control tower, miami-airport.com/general_aviation.asp reliever for KMIA. It averages about 400 cheap Avgas ($4.25/gal) and a GA-friendly operations per day and lots of these are atmosphere. There are several flight schools Miami Executive Airport (KTMB) jets—which means the runways are nice at North Perry, so the traffic pattern(s) can airnav.com/airport/ktmb Photo courtesy National Park Service

A view of Boca Chita Key in the foreground and the Miami skyline in the background. The shallow waters in between are part of Biscayne National Park.

PIPER FLYER >> 54 << JANUARY 2018 Miami Opa-Locka Executive (KOPF) ® airnav.com/airport/kopf 888.750.5243 McFarlane Aviation Products 696 East 1700 Road, Baldwin City, Kansas 66006 Miami Homestead General Aviation FAA-PMA Manufacturer of Quality Aircraft Parts Ph: 785.594.2741 Fax: 785.594.3922 [email protected] Airport (X51) www.mcfarlaneaviation.com/PF airnav.com/airport/x51 Fuel Quantity Transmitters Alternator V-Belts for Piper Aircraft Stewart Warner direct replacement Approved belts at an affordable price! North Perry Aiport (KHWO) Piper PA28 thru PA32 Piper PA28, PA32 airnav.com/airport/KHWO FAA-PMA FAA-PMA Control Yoke Universal Joints Push-Pull Controls Restore safe, responsive control The best made for less! VISITOR INFORMATION • Kits for Piper AD including taper reamer • Throttle, prop, mixture, carb heat and more • Affordable taper pin removal tool • Maintain original factory appearance Greater Miami Convention • Piper PA28 thru PA34 • Piper PA18 thru PA38 & Visitors Bureau FAA-PMA FAA-PMA miamiandbeaches.com Flight Control Cables and Kits Aircraft Wheel Balancer Piper J3, PA11 thru PA22, PA28, PA32, PA34 Fast, accurate and affordable! Miami mobile apps • Cables are pre-stretched and proof loaded • Does not require removal of bearings or seals • Stabilator cables and kits for Piper AD • Fits almost all wheel/tire assemblies miamiandbeaches.com/plan-your-trip/ • Save with complete cable kits! • Our special bushings allow for mobile-apps FAA-PMA use as a prop balancer! Improved Fuel Strainer Seal Kits Cowl Saver™ Baf e Seal Material Miami webcams Better seal at half the price! Premium material: nothing else like it! miamiandbeaches.com/plan-your-trip/ • Fuel-proof o-rings and Stat-O-Seals • Stops cowl and  rewall cracks see-miami-webcams • Piper PA23 thru PA46 • Reduce transfer of engine vibration FAA-PMA • Scoring tool for customized  exibility Seat Rails and Rollers Seat Adjustment Springs PLACES TO VISIT Piper PA28 thru PA46 Piper PA28 thru PA46 Biscayne National Park FAA-PMA FAA-PMA nps.gov/bisc/index.htm Plastic and Fiberglass Parts Replacement Parts for Piper Aircraft High quality direct replacements PMA Products at substantial savings! • Nose and main strut fairings • Stabilator trim barrel kits Deering Estate • Engine nacelle fairings • Fuel caps and pumps deeringestate.org • Tail and wing tips • Nose strut bumpers • Interior parts and more! • Aileron hinges HistoryMiami Museum FAA-PMA FAA-PMA historymiami.org

Little Havana miamiandbeaches.com/places-to-see/ little-havana

The Miami Circle, Historical Museum of Southern Florida historical-museum.org/history/circle.htm

Miami Design Preservation League (Art Deco Historic District) mdpl.org

THINGS TO DO Bal Harbour Shops balharbourshops.com

Brickell City Centre brickellcitycentre.com

Calle Ocho Festival carnavalmiami.com/events/calle-ocho

Coconut Grove Arts Festival cgaf.com

Miami Marathon themiamimarathon.com

South Beach Jazz Festival southbeachjazzfest.com

PIPER FLYER >> 55 << JANUARY 2018 press releaseS Aerox Announces Hiring of Ken Ferriabough as General Manager BONITA SPRINGS, FLA., Nov. 28, 2017 – Aerox, a Shaw bility including Plant Manager, Business Unit Manager, Director Development Company, is proud to welcome Ken Ferriabough as of Commercial Operations, General Manager and Vice President/ its new General Manager. General Manager. Ferriabough will be responsible for driving growth, expand- Shaw Development Chief Operating Officer Lane Morlock ing the company’s presence globally, assuring effective product said, “Ken’s hands-on experience and a proven track record of development and delivery, advising on acquisitions and providing growth-oriented results with a balanced background of opera- general management for the company. tions and commercial leadership in the aviation industry will be a Ferriabough brings over 20 years of experience developing and significant asset... [for] the integration of the Shaw Business and implementing strategic and organic growth initiatives by leading Quality System into the Aerox operations.” business development efforts, business process improvements Shaw Development, LLC’s solutions are based on knowledge and operational improvements in multisite organizations. that combines the firm’s aerospace background with extensive Over 23 years of his experience was with Chromalloy, a $1 bil- experience in a wide variety of OEM and aftermarket applica- lion technology corporation that provides advanced repairs and tions. To learn more about its custom system design capabilities, parts for gas turbine engines. visit shawdev.com. Ferriabough started his aviation career working on the production floor and later held various positions of increasing responsi- For more information about Aerox, visit aerox.com.

Garmin® delivers one-millionth certified product OLATHE, KAN., Nov. 22, 2017 – Garmin International, Inc. “This incredible milestone doesn’t even include the hundreds a unit of Garmin Ltd. (NASDAQ: GRMN), today celebrated the of thousands of portable and other noncertified products that our delivery of the one-millionth certified avionics product from its customers use every day. On behalf of Garmin, I wish to express manufacturing facility in Olathe, Kansas. my utmost gratitude to our loyal customers, our dealers and the The milestone product was a GTX™ 3000 DO-260B compli- aircraft manufacturers all around the globe who have helped us ant Mode S Extended Squitter to accomplish such a tremendous achieve- (ES) transponder, which en- ment in Garmin’s history,” Wolf continued. ables ADS-B Out transmissions In conjunction with innovative advance- and features TCAS II/ACAS II ments made in General Aviation, Garmin compatibility for a wide range continues to broaden its pioneering vision of business and transport cat- into the Part 25 business and transport egory aircraft. aircraft market. “Since our inception over 28 Garmin boasts a number of retrofit instal- years ago, Garmin has been lation approvals in a variety of aircraft that committed to providing supe- span from the King Air series to the Beechjet rior products that are known 400A/Hawker 400XP. for their innovation, reliability Forward-fit products such as the mile- and intuitive design,” said Phil stone GTX 3000 provide operators with a Straub, Garmin executive vice transponder-based product that is flexible president, managing director From left: Jim Mazurek, Senior Director Aviation Op- enough to interface with the G5000 integrat- of aviation. erations; Trevor Whitney, Aviation Plant Manager; ed flight deck on the Citation Longitude or “This milestone is a testament Cliff Pemble, President and CEO; Phil Straub, Execu- provide a path to continued ADS-B compli- to our long-established com- tive Vice President, Managing Director of Aviation; ance for legacy aircraft such as an ATR 42/72, mitment to making significant and Carl Wolf, Vice President, Aviation Marketing a DC-9 or Falcon 900. investments in research and and Sales. Pemble and Straub are holding Garmin’s Established by co-founders Gary Burrell development, as well as the one-millionth product, a GTX 3000 transponder. and Dr. Min Kao in 1989 in Lenexa, Kansas, hard work and dedication of Garmin was founded with its core roots in thousands of passionate Garmin team members that I have the aviation. Today, Garmin has grown to comprise of five business pleasure of working with every day.” segments and over 11,000 employees around the globe. “As we celebrate this exciting accomplishment, I am very proud From a single product, the evolution of Garmin avionics solu- of how our teams have managed such significant growth while tions has grown to serve multiple segments within the aviation maintaining the culture of our company as our founders set industry, including General Aviation, business aviation, helicop- forth,” said Carl Wolf, vice president of aviation marketing and ter, experimental amateur-built (EAB), defense and air transport. sales. “The breadth and depth of our certified aviation product line has expanded greatly over the years, allowing us to develop For more information, visit garmin.com, or follow us at facebook. new markets for Garmin.” com/garmin, twitter.com/garmin, or youtube.com/garmin.

PIPER FLYER >> 56 << JANUARY 2018 EAA AVIATION New FAA-PMA approved wheel SCHOLARSHIPS NOW AVAILABLE FOR and brake STC for Piper aircraft FLIGHT TRAINING, Beringer’s total avoidance of brake fade COLLEGE STUDIES, results in a stopping distance that is 30 AIR ACADEMY CAMPS percent shorter than original equipment January 31 deadline for Dec. 6, 2017 — Beringer has contin- many college scholarships ued its efforts to provide quality STC installations on certified aircraft and a EAA AVIATION CENTER, OSHKOSH, number of Piper models will now benefit Nov. 28, 2017 – More than $135,000 in fi- from these inno- ping distance that is 30 percent shorter nancial aid opportunities for flight training, vative products. than original equipment. college aviation studies and EAA residence Now approved Beringer CNC machines all components camps are now open for applications for the installa- from billet aluminum. Machining from through the Experimental Aircraft Associa- tion of Beringer billet avoids the pitfalls of castings such as tion’s scholarship programs. Many of the wheel and brake porosity and brittle failure. CNC machin- scholarships, especially those for college systems are the ing allows the wheels to be optimized for studies, have a deadline of Jan. 31, 2018. Piper PA-28 weight and strength. The result is a wheel EAA scholarships are supported by Archer and with a high safety factor and low weight. aviation-minded donors who are helping Warrior. Additionally, certification testing Multiple design aspects of Beringer to build the next generation of flight. The has been successfully completed for Piper products reduce the maintenance burden. awards vary from $500 grants to four- M-Class aircraft (PA-46 Malibu, Mirage, The tubeless design precludes the occur- year, renewable $10,000 college scholar- Matrix and Meridian). rence of a pinch flat or blowout. Sealed ships for those interested in pursuing For off-airport performance, STC instal- ball bearings do not require greasing or more within aviation. lations will soon be available for the PA-18 replacement. Design geometry that is con- Categories include flight training Super Cub. ducive to even brake pad wear, along with scholarships, where aid is applied directly All STC kits include everything you careful material selection, ensures a long to instruction and flight time required to need for a straightforward installation: life for consumable components. become a pilot; college scholarships that • Main wheels and nosewheels with axles; Never satisfied with the status quo, cover a wide range of aviation-related col- • Tubeless tires mounted on the wheels; Beringer is always working on creative ret- lege and university studies; internships for • Master cylinders for pilot and copilot; rofit solutions. Development of a complete positions that introduce young people to • Stainless steel brake lines and fittings. landing gear for the PA-18 Super Cub has the aviation business world; and “camper- Beringer brake performance is marked- piqued the interest of many bush pilots. ships” that provide financial support for ly improved in comparison to other brake The landing gear uses oleo shocks instead young people age 12–18 who want to at- systems available on the GA market. The of the traditional bungee suspension. The tend the EAA Air Academy each summer. proprietary friction material used for the 12 inches of vertical travel provided by the “As with many aspects of higher educa- brake pads, coupled with a very specific gear protects the airframe and occupants tion, finding the funding to make aviation manufacturing process for the brake disc, from the most aggressive approaches. dreams come true can be a challenge,” said results in a progressive rise in perfor- Bret Steffen, EAA’s director of educa- mance as the temperature rises during System pricing is available by calling tion. “EAA is fortunate to have dozens of braking. Tests have shown that this total Beringer Aero USA at 864-214 4274 or members and benefactors who want to avoidance of brake fade results in a stop- emailing [email protected]. give back to the world of flight through our scholarships.” “As with many scholarships nationwide, CiES MAGNETIC FUEL LEVEL we encourage all qualified applicants, who in turn help us encourage more sup- SENDERS NOW AVAILABLE AT port from the aviation world. We want AIRCRAFT SPRUCE & SPECIALTY to ensure that young people who want to pursue flight get the support they need to The CiES digital fuel quantity system The non-contact measurement method make it happen.” utilizes a high technology sensor system insures a lifetime of operation providing While many of the awards have vary- that allows repeatable the same consistent fuel level output ing deadline dates, most of the college accurate measurement in the cockpit with modern digital scholarships must receive applications of fuel in aircraft tank. fuel indication. by Jan. 31, 2018. This high technology Find CiES’s entire aviation line at and patented sensor sys- https://www.aircraftspruce.com/cata- More information on all of EAA’s scholar- tem allows fuel measure- log/inpages/ciesfuellevelsender.php. ship and financial support programs is ments down to a change available at EAA.org/scholarships. in fuel level to less than 0.03 of an inch. For more information, contact Aircraft This measurement represents much less Spruce & Specialty at 1-877-477-7823 or than tenths of a gallon of Avgas or Jet-A. 1-951-372-9555 or visit aircraftspruce.com.

PIPER FLYER >> 57 << JANUARY 2018 Garmin Pilot grows feature set for iOS and Android mobile devices Garmin is pleased to announce the addition of new features for the Garmin Pilot application for Android and iOS mobile devices.

Android 6.2 Chart overlays – Pilots that utilize Garmin FliteCharts now have the option to overlay instrument approach procedures (IAPs) on the moving map. The chart overlays may be displayed in North Up or Track Up while flying, offering a seamless transition from the enroute to approach phase of flight.

The glide range ring is a cyan ring in An- Specializing in the service of droid 6.2. Turbochargers Glide range ring – Garmin Pilot offers Controllers pilots the option to display a glide range Wastegates ring on the moving map within Android Pressure Relief Valves mobile devices. The glide range ring is de- picted as a cyan ring around the estimated area that can be reached by the aircraft in a best glide configuration. Range is based on Best Glide (VG) speed and the glide ratio entered by the pilot within the aircraft profile, which then Overhaul or Exchange utilizes the aircraft’s altitude and wind to determine range ring distance. The option • Complete In-House Service/Repair/Testing to shape the glide range ring for rising ter- • Superior Customer Service with Competitive Pricing rain that may interfere with the aircraft’s • 18-Month Unlimited Hours, No-Hassle Warranty glide range is also available. • Fast Turnaround — AOG Priority at no extra charge Additional features for Android mobile devices: • Temporary Flight Restrictions (TFRs) specific to stadiums incorporate unique California Florida coloring to denote when the TFR is 1545 E Acequla Ave. 663 2nd Lane Visalia, CA 93292 Vero Beach, FL 32962 active or inactive. Blue TFRs depict the event is between 1–7 days in the future; 800-523-4809 800-626-0367 yellow TFRs indicate the event is 559-627-3600 772-569-2995 within 24 hours; and red TFRs depict [email protected] [email protected] the TFR is active. FAA Approved Repair FAA Approved Repair • GPS-based tracks can now be embedded Station #O7TR210O Station #U5AR184Y approvedturbo.com EASA 145.6055 EASA 145.5482 within a logbook entry, which displays a georeferenced map of the associated

PIPER FLYER >> 58 << JANUARY 2018 Detailed street maps for improved situational awareness are available in iOS 9.1.

flight so pilots can easily recall recent flight history and tie it to their electronic logbook within Garmin Pilot. • Automatic downloads, file updates and next cycles of existing data and charts are automatically downloaded to a mobile device as they become available so pilots always have the most up-to-date information. • Flight plans can be manually sorted and stored either alphabetically or in a customized fashion as determined by the pilot. iOS 9.1 OpenStreetMap – Utilizing OpenStreet- Map, pilots now have access to high resolution, detailed street maps for improved situational awareness. OpenStreetMaps display street names, parks, railways and other pertinent landmarks such as golf courses and schools. These high resolution maps are available as part of a standard Garmin Pilot subscription and once downloaded to a tablet, are accessible while on the ground and in flight. Additional features for iOS mobile devices: Since 1981 we have been providing • Garmin Pilot now incorporates grid- the aviation industry with innovative ded winds aloft forecast data based on the Global Forecast System (GFS) solutions for all of its oxygen needs. weather model. • The Garmin Pilot aircraft library has been expanded to include new performance profiles, checklists and weight and balance data for Beechcraft, Cessna, Cirrus, Van’s aircraft and more. • A new Connext Devices Page displays the associated Connext-enabled device along with symbology that depicts the specific features it supports.

The latest versions of Garmin Pilot for Android and iOS are available immediately. For additional information, visit garmin.com/aviation.

PIPER FLYER >> 59 << JANUARY 2018 AVIATION SAFETY alerts DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39

[Docket No. FAA–2017–1059; Product Identifier 2017–CE–035–AD]

RIN 2120–AA64

Airworthiness Directives; Piper Aircraft, Inc. Airplanes

AGENCY: Federal Aviation Administra- tion (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

SUMMARY: We propose to adopt a new airworthiness directive (AD) for certain Piper Aircraft, Inc. Models PA–28–140, PA–28–150, PA–28–160, PA–28–180, PA–28–235, PA–32–260, and PA–32– 300 airplanes. This proposed AD was prompted by reports of corrosion found in an area of the main wing spar not easily accessible for inspection. This proposed AD would require installing an inspection access panel in the lower wing skin near the left and the right A father/son team with 86 combined years of main wing spars if not already there, inspect- aviati on maintenance experience ing the left and the right main wing spars for corrosion, and taking all necessary corrective with A&P license/commercial pilot actions. We are proposing this AD to address the unsafe condition on these products.

DATES: We must receive comments on this proposed AD by December 22, 2017.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods: • Federal eRulemaking Portal: Go to In this business for 23 years OVERHAUL / EXCHANGE http://www.regulations.gov. Follow the Turbos balanced at 50,000 RPM by VSR Test Machine... Teaching subject at instructions for submitting comments. Visit our website to see the VSR in operati on! FAA endorsed events • Fax: 202–493–2251. • Mail: U.S. Department of Transpor- We Will Help You Troubleshoot Your System tation, Docket Operations, M–30, West Exchanges, Overhauls and Free Testi ng Building Ground Floor, Room W12–140, Turbochargers • Controllers • Wastegates • Pressure Relief Valves 1200 New Jersey Avenue SE., Washington, DC 20590. Gary Main • Bill Main • Main Turbo Systems, Inc. • Hand Delivery: Deliver to Mail address above between 9 a.m. and 5 p.m., Monday 234 South Cott a Court, Visalia, CA 93292 • Hours: 6 am to 6 pm PST through Friday, except Federal holidays. 1-888-847-8013 • (559) 635-3322 • Fax (559) 627-1960 For service information identified in this NPRM, contact Piper Aircraft, Inc., 2926 We buy cores! Piper Drive, Vero Beach, Florida 32960; telephone: (772) 567–4361; Internet: www. www.mainturbo.com • [email protected] piper.com. You may review this referenced service information at the FAA, Policy and

PIPER FLYER >> 60 << JANUARY 2018 Innovation Division, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329–4148.

Examining the AD Docket You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA–2017–1059 or in person at the Docket Management Facility between 9 a.m. and 5 p.m., Monday through Friday, except Fed- eral holidays. The AD docket contains this NPRM, the regulatory evaluation, any comments received, and other information. The street address for the Docket Office (phone: 800–647–5527) is in the ADDRESSES section. Comments will be available in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CON- TACT: Dan McCully, Aerospace Engineer, FAA, Atlanta ACO Branch, 1701 Columbia Avenue, College Park, Georgia 30337; telephone: (404) 474–5548; fax: (404) 474–5606; email: [email protected].

SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this propos- al. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. FAA–2017–1059; Product Iden- tifier 2017–CE–035–AD’’ at the beginning of your comments. We specifically invite comments on the overall regulatory, economic, environmental, and energy aspects of this NPRM. We will consider all comments received by the closing date and may amend this NPRM because of those comments. We will post all comments we receive, without change, to http://www.regulations. gov, including any personal information you provide. We will also post a report summarizing each substantive verbal contact we receive about this NPRM.

Discussion We received two reports of significant corrosion found on the main wing spars on certain Piper Aircraft, Inc. Models PA–28– 140, PA–28–150, PA–28–160, PA–28–180, PA–28–235, PA–32–260, and PA–32–300 airplanes. The corrosion was found during maintenance in an area that is not easily accessible for inspection. This condition, if not detected and corrected, could cause the main wing spar to fail. This failure could result in loss of control.

Related Service Information Under 1 CFR Part 51 We reviewed Piper Aircraft, Inc. Service

PIPER FLYER >> 61 << JANUARY 2018 Bulletin No. 1304, dated August 23, 2017. The service bulletin describes procedures for IN THE AIR, installing an inspection access panel in the lower wing skin near the left and the right ON THE GROUND. main wing spars, if not already there, inspect for corrosion, and, if corrosion is found, taking all necessary corrective actions. ALWAYS WORKING! This service information is reasonably available because the interested parties have access to it through their normal course of business or by the means identified in the ADDRESSES section. Works with all aircraft oils. FAA’s Determination We are proposing this AD because we AVBLEND Micro-lubricant® soaks into evaluated all the relevant information and metal and protects the engine while determined the unsafe condition described reducing wear. AVBLEND helps: previously is likely to exist or develop in • Restore Power other products of the same type design. • Lower Operating Temperatures • Reduce Friction & Wear Proposed AD Requirements This proposed AD would require accom- • Extend Engine Life plishing the actions specified in the service • Reduce Blow-by information described previously.

“I never take off without it!” Costs of Compliance Sean Tucker Hall of Fame Aerobatic Pilot We estimate that this proposed AD af- fects 11,476 airplanes of U.S. registry. We Save 10% on all online orders: estimate the following costs to comply with www.AVBLEND.com this proposed AD: When ordering use Promo Code AVX442E

ESTIMATED COSTS Action Labor Parts Cost per Cost on U.S. cost cost product operators INNOVATION The Better Performing Sealed Main 2 work- N/A $170 $1,950,920 Lead-Acid Battery wing hours x spar $85 per inspection hour = $170 to inspect both wings.

ON-CONDITION COSTS Action Labor cost Parts cost Cost per product Install 6 work- $175 for the $685 inspection hours × $85 kit that con- access panel per hour = tains pro- in the lower $510 to visions for wing skin install the installing in- near the left inspection spections and the right access access panels 41% to 177%* main wing panel on on both Higher Starting spars. both wings. wings. Power 7242-14 } AVAILABLE NOW AT DISTRIBUTORS 3% to 65%* The scope of damage found in the Higher Capacity required inspection could vary significantly from airplane to airplane. We have no way of determining how much damage may be FAA-PMA for PIPER MODELS found on each airplane or the cost to repair PA-31 | PA-31-300 | PA-31-325 | PA-31-350 | PA-36-285 | PA-36-300 See Gillbatteries.com for full list of aircraft models serviced by this battery damaged parts on each airplane or the number of airplanes that may require repair. *Based on comparison of competitor internet published numbers on 10/5/2017 for RG24-16, RG24-15M, RG24-11M, RG24-10, CB24-11M and CB24-11 series of batteries as compared to Gill model 7242-14 tested at Gill labs. Authority for This Rulemaking | GILLBATTERIES.COM Title 49 of the United States Code specifies the FAA’s authority to issue rules

PIPER FLYER >> 62 << JANUARY 2018 on aviation safety. Subtitle I, section 106, describes the authority of the FAA Admin- Parts istrator. Subtitle VII: Aviation Programs, avionics describes in more detail the scope of the EnginEs Agency’s authority. ProPs We are issuing this rulemaking under the authority described in Subtitle VII, #1 for Aircraft Parts Support Part A, Subpart III, section 44701: ‘‘Gen- Since 1984 eral requirements.’’ Under that section, Same-Day Worldwide Congress charges the FAA with promoting OverOver 55 MilliMilliOOnn Shipping safe flight of civil aircraft in air commerce by prescribing regulations for practices, We Price Match! iin-Stn-StOOckck PartPartSS!! methods, and procedures the Administra- Search our Parts tor finds necessary for safety in air com- for Free 24/7 merce. This regulation is within the scope DoDSon.coM cAll uS toDAy At 785-878-8000 of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. This AD is issued in accordance with authority delegated by the Executive Director, Aircraft Certification Service, as authorized by FAA Order 8000.51C. In accordance with that order, issuance of ADs is normally a function of the Compliance and Airwor- thiness Division, but during this transition period, the Executive Director has delegated the authority to issue ADs applicable to small airplanes and domestic business jet transport airplanes to the Director of the Policy and Innovation Division.

Regulatory Findings We determined that this proposed AD would not have federalism implica- tions under Executive Order 13132. This proposed AD would not have a substantial direct effect on the States, on the relationship between the national Government and the States, or on the distribution of power and responsibilities among the various levels of government. For the reasons discussed above, I certify this proposed regulation: (1) Is not a ‘‘significant regulatory action’’ under Executive Order 12866, (2) Is not a ‘‘significant rule’’ under the DOT Regulatory Policies and Procedures (44 FR 11034, February 26, 1979), (3) Will not affect intrastate aviation in Alaska, and (4) Will not have a significant economic impact, positive or negative, on a substantial number of small entities under the criteria of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39 Air transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.

The Proposed Amendment Accordingly, under the authority delegated to me by the Administrator, the FAA pro- poses to amend 14 CFR part 39 as follows:

PIPER FLYER >> 63 << JANUARY 2018 PART 39—AIRWORTHINESS DIRECTIVES PA–28–150 and 28–1 through 28–4377, and 28–1760A. (g) Determine if Inspection Access 1. The authority citation for part 39 PA–28–160 Panels Are Already Present continues to read as follows: PA–28–180 28–671 through 28–5859, 28–7105001 Within the next 100 hours time-in- Authority: 49 U.S.C. 106(g), 40113, through 28–7205318, and 28–7305001 service (TIS) after the effective date of this 44701. through 28–7505261. AD or within the next 12 months after the § 39.13 [Amended] PA–28–235 28–10001 through 28–11378, 28–7110001 effective date of this AD, whichever occurs 2. The FAA amends § 39.13 by adding through 28–7710089, and 28E–11. first, inspect the lower wing skin near the the following new airworthiness directive PA–32–260 32–04, 32–1 through 32–1297, and main wing spar on both wings for the pres- (AD): 32–7100001 through 32–7800008. ence of an inspection access panel using Piper Aircraft, Inc.: Docket No. PA–32–300 32–15, 32–21, 32–40000 through Part I of the Instructions section of Piper FAA–2017–1059; Product Identifier 2017– 32–40974, and 32–7140001 through Aircraft, Inc. (Piper) Service Bulletin (SB) CE–035–AD. 32–7840222. No. 1304, dated August 23, 2017. (d) Subject (a) Comments Due Date Joint Aircraft System Component (h) Install Inspection Access Panels We must receive comments by December (JASC)/Air Transport Association (ATA) of If it is determined that no inspection ac- 22, 2017. America Code 5711, Wing Spar. cess panels are present during the inspection required in paragraph (g) of this AD, (b) Affected ADs (e) Unsafe Condition within the next 100 hours TIS after the None. This AD was prompted by reports of effective date of this AD or within the next corrosion found in an area of the main wing 12 months after the effective date of this (c) Applicability spar not easily accessible for inspection. We AD, whichever occurs first install inspec- This AD applies to the following Piper are issuing this AD to detect and correct tion access panels on the lower skin of the Aircraft, Inc. model airplanes that are corrosion in the wing root area of the left and left wing and the right wing using Piper SB certificated in any category: the right main wing spars. The unsafe condi- No. 1304, dated August 23, 2017. tion, if not detected and corrected, could TABLE 1 TO PARAGRAPH (c) OF THIS cause the main wing spar to fail, which could (i) Inspect for Corrosion AD—AFFECTED MODELS AND SERIAL result in loss of control. Within the next 100 hours TIS after NUMBERS the effective date of this AD or within the Model Serial Nos. (f) Compliance next 12 months after the effective date of PA–28–140 28–20001 through 28–26946, and Comply with this AD within the compli- this AD, whichever occurs first, inspect the 28–7125001 through 28–7725290. ance times specified, unless already done. left and the right main wing spar for any evidence of corrosion using Part I of the Instructions section of Piper SB No. 1304, dated August 23, 2017.

(j) Corrective Actions Before further flight after the inspection required in paragraph (i) of this AD, if evidence of corrosion is found, take all necessary corrective actions to remove the corrosion using Part I of the Instructions section of Piper SB No. 1304, dated August 23, 2017, and/or make all necessary repairs using Part II of the Instructions section of Piper SB No. 1304, dated August 23, 2017.

(k) Alternative Methods of Compliance (AMOCs) (1) The Manager, Atlanta ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request to your principal inspector or local Flight Standards District Office, as appropriate. If sending information directly to the manager of the certification office, send it to the attention of the person identified in paragraph (l)(1) of this AD. (2) Before using any approved AMOC, notify your appropriate principal inspector, or lacking a principal inspector, the manager of the local flight standards district office/certificate holding district office.

PIPER FLYER >> 64 << JANUARY 2018 (3) For service information that contains steps that are labeled as Required for Com- pliance (RC), the provisions of paragraphs seat cylinder (g) through (j) of this AD apply. “av-lok” (i) The steps labeled as RC, including B.A.S. Inc. substeps under an RC step and any figures P.O. Box 190 direct replacement identified in an RC step, must be done to Eatonville, WA 98328 comply with the AD. An AMOC is required for piper cylinder ATTENTION pIpER at a substantial discount for any deviations to RC steps, including pA-28, -32 & -34 OWNERS substeps and identified figures. off of factory list price (ii) Steps not labeled as RC may be RESTRAINT WITHOUT deviated from using accepted methods in RESTRICTION accordance with the operator’s maintenance A four-point inertia reel shoulder harness / lap or inspection program without obtaining ap- belt system that is FAA-STC and PMA approved. proval of an AMOC, provided the RC steps, including substeps and identified figures, can still be done as specified, and the airplane FAA/PMA Approved Part can be put back in an airworthy condition. Applicable to PA-28, PA-32 & PA-34 Models (l) Related Information (1) For more information about this AD, 25 Years of aviation Passion contact Dan McCully, Aerospace Engineer, Seating Solutions | Cabin Upgrades FAA, Atlanta ACO Branch, 1701 Colum- Storage Upgrades | Component Repair bia Avenue, College Park, Georgia 30337; Stretchers | Exterior Solutions telephone: (404) 474–5548; fax: (404) Visit our website for a complete listing of 474–5606; email: [email protected]. available aircraft models and pricing for (2) For service information identified in Cessna, Piper, Beechcraft & Luscombe. this AD, contact Piper Aircraft, Inc., 2926 Piper Drive, Vero Beach, Florida 32960; www.basinc-aeromod.com telephone: (772) 567–4361; Internet: www. Toll Free 1-888-255-6566 (Pacific Time) Call Chuck at (660) 885-8317 piper.com. You may review this referenced (360) 832-6566 • Fax (360) 832-6466 or e-mail [email protected] service information at the FAA, Policy and Innovation Division, 901 Locust, Kansas City, Missouri 64106. For information on the availability of this material at the FAA, call (816) 329–4148.

Issued in Kansas City, Missouri, on October 30, 2017. Melvin J. Johnson, Acting Deputy Director, Policy & Innova- tion Division, Aircraft Certification Service. [FR Doc. 2017–24083 Filed 11–6–17; 8:45 am]

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

2017-19-05 Siemens S.A.S.: Amendment 39- 19035; Docket No. FAA-2017-0099; Product Identifier 2017-NE-02-AD.

(a) Effective Date This AD becomes effective Oct. 31, 2017.

(b) Affected ADs None.

(c) Applicability (1) This AD applies to Siemens S.A.S. smoke detectors, part numbers (P/Ns) PMC1102-02, PMC3100-00, and GMC1102- 02, with serial numbers (S/Ns) listed in

PIPER FLYER >> 65 << JANUARY 2018 paragraph 1/D/ of Siemens Service Informa- graph (c)(1) of this AD, replace the detectors (2) Before using any approved AMOC, tion Letter (SIL) No. PMC-26-002, Revision within the compliance times specified in Fig- notify your appropriate principal inspector, No. 1, dated January 2016; or paragraph ures 2, 3, and 4 to paragraph (f) of this AD. or lacking a principal inspector, the manager 1/D/ of Siemens SIL No. PMC-26-003, of the local flight standards district office/ Revision No. 2, dated February 2016. Figure 2 to Paragraph (f) of This AD– certificate holding district office. (2) This AD also applies to those smoke P/N PMC1102-02 detectors with P/Ns and S/Ns listed in Fig- [Cargo compartments] (i) Related Information ure 1 to paragraph (c) of this AD; installed Manufacturing Compliance time (1) For more information about this AD, on, but not limited to, any airplane, certifi- date (after the effective contact Erin Hulverson, Aerospace Engineer, cated in any category, listed in paragraphs (c) (month/year) date of this AD) FAA, Boston ACO Branch, Compliance (2)(i) or (ii) of this AD. 122010 to Within 5 months. and Airworthiness Division, 1200 District 112011 inclusive Avenue, Burlington, MA 01803; phone: 781- Figure 1 to Paragraph (c) of 122011 to Within 11 months. 238-7655; fax: 781-238-7199; email: erin. This AD – P/N and S/Ns of Repaired 012013 inclusive [email protected]. Smoke Detectors (2) Refer to MCAI European Aviation P/N S/N Figure 3 to Paragraph (f) of This AD– Safety Agency AD 2016-0024, dated January PMC1102 2129, 2281, 2335, 2343, P/N PMC3100-00 Detectors 26, 2016, for more information. You may -02 2356, 2399, 2411, 2428, [Cargo compartments] examine the MCAI in the AD docket on the 2588, 2731, 2851, 2888, Manufacturing Compliance time Internet at http://www.regulations.gov by 3658, 3696, 3710, 3729, date (after the effective searching for and locating it in Docket No. 3731, 5032, 5039, 5040, (month/year) date of this AD) FAA-2017-0099. 5107, 5216, 5233, 50069, 032011 to Within 5 months. 50075, 50087, 50122, 012012 inclusive (j) Material Incorporated by Reference 50204, 50250, 50264, 022012 to Within 11 months. (1) The Director of the Federal Register 50268, 50270, 50272, 012013 inclusive approved the incorporation by reference 50366 and 50386. (IBR) of the service information listed in PMC3100 201, 208, 213, 227, 260, Figure 4 to Paragraph (f) of This AD– this paragraph under 5 U.S.C. 552(a) and 1 -00 268, 312, 528, 588, 592, P/N GMC1102-02 CFR part 51. 606, 652, 655, 660, 667, [Passenger cabin or any other location] (2) You must use this service information 50037, 50046, 50058, Manufacturing Compliance time as applicable to do the actions required by 50060, 50062, 50067, date (after the effective this AD, unless the AD specifies otherwise. 50070, 50072 and 50090. (month/year) date of this AD) (i) Siemens Service Information Letter 112010 to Within 24 months. (SIL) No. PMC-26-002, Revision No. 1, (i) in production on Airbus A330, A330 022012 inclusive dated January 2016. freighter, and A380 airplanes; 032012 to Within 36 months. (ii) Siemens SIL No. PMC-26-003, Revi- (ii) in service by supplemental type certifi- 122012 inclusive sion No. 2, dated February 2016. cate modification on: (3) For Siemens service information iden- (A) Airbus A319 and A320, and Bombar- (3) For smoke detectors identified in para- tified in this AD, contact Siemens, Aviation dier CL-600-2B19 (Challenger 850), Boeing graph (c)(2) of this AD, replace the detectors Customer Support, 697 Rue Fourny, 78530 (formerly McDonnell Douglas) DC-9 series within 5 months after the effective date of Buc, France; phone: (33) 1 3084 6650; fax: 80 airplanes; and this AD. (33) 1 3956 1364. (B) Boeing 737-400 (BDSF), 767, and (4) You may view this service information 747-8 airplanes. (g) Installation Prohibition at FAA, Engine and Propeller Standards After the effective date of this AD, do not Branch, Policy and Innovation Division, (d) Subject install on any airplane a smoke detector: 1200 District Avenue, Burlington, MA. For Joint Aircraft System Component (JASC) (1) With a manufacturing date and P/N information on the availability of this mate- Code 2611, Smoke Detection. listed in Fig. 2 or 3 to paragraph (f) of this AD; rial at the FAA, call 781-238-7125. (2) listed in Figure 4 to paragraph (f) of (5) You may view this service informa- (e) Reason this AD unless the detector is marked ‘SIL tion at the National Archives and Records This AD was prompted by a report that PMC-26-002’. Administration (NARA). For information on the affected smoke detectors failed an accep- the availability of this material at NARA, call tance test. We are issuing this AD to prevent (h) Alternative Methods of Compliance 202-741-6030, or go to: http://www.archives. failure of the smoke detector, on-board un- (AMOCs) gov/federal-register/cfr/ibr-locations.html. controlled fire, and damage to the airplane. (1) The Manager, FAA, Boston ACO Branch, Compliance and Airworthiness Divi- Issued in Burlington, Massachusetts, on (f) Compliance sion, has the authority to approve AMOCs September 20, 2017. Comply with this AD within the compli- for this AD, if requested using the procedures Robert J. Ganley, Manager, Engine and ance times specified, unless already done. found in 14 CFR 39.19. In accordance with 14 Propeller Standards Branch, Aircraft Certifi- (1) Within 30 days after the effective date CFR 39.19, send your request to your princi- cation Service. of this AD, inspect each Siemens smoke pal inspector or local Flight Standards District detector, or review your maintenance Office, as appropriate. If sending information records, to determine if an affected detector directly to the manager of the Boston ACO more Aviation Alerts is installed. Branch, send it to the attention of the person online at PiperFlyer.org (2) For smoke detectors identified in para- identified in paragraph (i)(1) of this AD.

PIPER FLYER >> 66 << JANUARY 2018 Questions & Answers ontinued from Page 21... Piper made it parts, and the correct parts on your MANDATORY... Cherokee. I know $359 sounds like a lot of money for what appears to be a couple AirWard made it of flexible orange ducts, but it’s nowhere EASY! near as expensive as the cost of a power loss just after takeoff.

Happy flying, Steve

Know your FAR/AIM and check with Mandatory Service Bulletin 1006 your mechanic before starting any work. Wing/Fuel Tank Corrosion Inspection required every seven years

Mandatory Service Bulletin 1244B Aft Wing Attach Fitting Inspection Steve Ells has been an A&P/IA for 44 required every seven years and/or 2,000 hours years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style air- For All PA-28s and PA-32s planes and operations. He is the owner of ~ HUNDREDS of kits sold since 1997 ~ Ells Aviation (EllsAviation.com) and the proud owner of a 1960 Piper Comanche. See and order kits at Ells lives in Templeton, California with airward.com his wife Audrey. Send questions and comments to [email protected]. 1.800.524.3264 MC • VISA • AMEX • DISC • PayPal RESOURCES >>>>>

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Quality Aircraft Accessories, Inc. Updating your panel? Cleaning out your hangar? qaa.com Your old avionics, headsets or parts may be just the thing your Parker Hannifin Corp, fellow members are looking for! Post your items for sale or Airborne Division items wanted on PiperFlyer.org/forums and everyone benefits. ph.parker.com/us/en/aerospace-systems-and-technologies Members only. No commercial posts or advertising.

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

PIPER FLYER >> 68 << JANUARY 2018 Piper Flyer Association Directory

Mailing address: Piper Flyer Association P.O. Box 5505 Riverside, CA 92517

Benefits –

Piper Flyer magazine 800-493-7450 / 626-844-0125 or: Email [email protected] with questions, comments or concerns about the content of the magazine Email [email protected] for damaged or missing issues

Website – PiperFlyer.org 800-493-7450 / 626-844-0125 or: Email [email protected] for concerns regarding the website or with problems logging in

PiperFlyer.org contains an archive of all of our magazine articles, a listing of Service Bulletins, Airworthi- ness Directives and safety alerts, a product directory called the Piper Yellow Pages, plus an events calendar, knowledge base, our library of member photographs and videos—and our forums (see next item).

Online Forums 800-493-7450 / 626-844-0125 or: Email [email protected]

Our online forums, located within the association website, is a great source for question-and-answer inter- action and an excellent way to converse with other members, the PFA staff and Piper Flyer’s contributing editor, longtime A&P Steve Ells.

PFA Pre-Oshkosh Event 800-493-7450 / 626-844-0125 or: Email [email protected]

Our Gathering at Waupaca is an annual event held near Oshkosh, Wisconsin just a few days before EAA AirVenture. You’ll meet other Piper pilots and aircraft owners, listen to presentations given by aviation experts, win prizes and attend a banquet.

Parts Locating, Technical Support & Vendor Discounts 800-493-7450 / 626-844-0125 or: Email [email protected]

We have contacts everywhere in the industry and we’ll assist in finding you that part or getting an answer to your question. That’s what we’re here for.

Many vendors offer discounts to members. Call or email Kent for more information or ask our vendors when contacting them directly. Remember to tell them you are a Piper Flyer Association member.

PIPER FLYER >> 69 << JANUARY 2018 Vintage Piper back when: Advertising and Marketing

Piper Twin Comanche C Advertising Material

PIPER FLYER >> 70 << JANUARY 2018 Instrument Corporation