PA-23 Apache: Origin Story Page 44

PA-23 Apache: Origin Story page 44

PA-28 PA-32 Wing Spar Cracks

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CONTENTS VOLUME 15 ISSUE 07 JULY 2018

The View from Here 08 by Jennifer Dellenbusch PA-28 and PA-32 Wing Spar Cracks: WHAT YOU SHOULD KNOW Letters 08 30 Events 10 The High and the Writey 18 by Kevin Garrison

Questions & Answers 20 by Steve Ells

Full Circle 22 by Thomas Block Let’s Go TO THE BEACH! Lock Haven Low Wings Comanche Aileron ADs 36 by Kristin Winter

What Lies Beneath: Interior Renovation of Aging Piper Aircraft 54 64 by Dennis Wolter

Aerial Fire Detection 58 by Terry Hocking

Press Releases 72

Aviation Safety Alerts 76 PIPER PA-23 APACHE: Origin Story Advertiser Index 84 44 Back When: Vintage Piper Advertising and Marketing 86

Cover: Piper PA-23 Apache Photo: James Lawrence Photo: James Lawrence Less Weight. More Comfort.

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© 2018 David Clark Company Incorporated An Employee Owned ® Green headset domes are a David Clark registered trademark. American Company WWW.DAVIDCLARK.COM The Official Magazine of The Piper Flyer Association

PRESIDENT Jennifer Dellenbusch [email protected]

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

PRODUCTION COORDINATOR Heather Skumatz

Hartzell Propeller’s Top Prop CREATIVE DIRECTOR Program now offers the longest Marcus Y. Chan propeller warranty available

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The Hartzell Propeller MARKETING STRATEGIST Top Prop Conversion Program Nik Cielo

EDITOR AT LARGE TOP PROP Thomas Block FOR PIPER AIRCRAFT CONTRIBUTING EDITORS Mike Berry • Steven Ells • Kevin Garrison A Hartzell Top Prop performance propeller conversion will create even better Michael Leighton • John Ruley • Jacqueline Shipe performance, smoother operation and less noise for your Piper aircraft. Dale Smith • Kristin Winter • Dennis Wolter

CONTRIBUTING PHOTOGRAPHERS Paul Bowen • James Lawrence • Keith Wilson

PIPER FLYER ASSOCIATION 1042 Mountain Ave Ste B #337 Upland, CA 91786 Toll-Free: 800.493.7450 Call or Text: 626.844.0125

www.piperflyer.org

Piper Flyer is the official publication of the Piper Flyer As- sociation. Piper Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave Ste B #337, Upland, CA 91786. POSTMASTER: Send address changes to Piper Flyer, 1042 Mountain Ave Ste B #337, Upland, CA 91786. Subscriptions, advertising orders and correspon- dence should be addressed to 1042 Mountain Ave Ste B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.; 〉 3-blade ASC-II advanced Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dollars only). Eighty percent (80%) of structural composite scimitars annual dues is designated for your magazine subscriptions. for Mirage/Matrix The information presented in Piper Flyer is from many 〉 2- and 3-blade conversions sources for this there can be no warranty or responsibil- for Piper singles and light twins ity 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 HartzellProp.com/TopProp Aviation Group Limited will not assume responsibility for Contact us at 800-942-7767 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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by Dennis K. Johnson, June 2018

Hello Kent, Loved, loved, loved the article in this month’s issue about FlyPups. What a great story—and what a great man!

Marisa Bonno Main Turbo Systems, Inc. Piper Technical Support Visalia, California

What does it mean when we say we offer “technical support”? Let’s face it, a lot of groups throw the term around, but what is it really? feedback about events Let’s briefly talk about what we are not. We are not a substitute for your good judgment and your responsibility as an aircraft owner and pilot in command. It is Dear Editor, up to you, as we always say, to know your FAR/AIM and check with your mechanic My magazine arrived today, June 12, before starting any work. and I went almost first to Events. On the What we do is bring you together with the people and resources to help support “Other” list, all but the last four are his- you when you need it. tory. The list also stops June 19! Nothing How does that work? happening into late June or any of July? When you call or email Piper Flyer Association, you’ll likely reach either Kent As I plan my flight from Alaska to Dellenbusch or me. Sometimes we’ll have an immediate answer or suggestion, but Oshkosh by way of Murfreesboro, Ten- when we don’t, we start our search for the answer. nessee, I’d love to know of events along After 24-plus years working with Piper owners (14 here at PFA and a few years my route. But I’ll leave around July 6, and elsewhere), we’ve developed a pretty good network of experts. don’t expect to have my July magazine by Our writers comprise the backbone of our technical support team and are some then. Wish you could help. of the smartest and most experienced people in the industry. We have Steve Ells, A&P/IA and Piper Comanche owner with decades of experience wrenching on Ken Kokjer Pipers; Kristin Winter, A&P/IA, Comanche owner and acknowledged expert on Fairbanks, Alaska Comanches and other Piper models; Jacqueline Shipe, active A&P/IA; Dennis Wolter, A&P/IA, pilot and industrial designer; Michael Leighton, A&P, Master Flight Instructor and serial aircraft owner; and Mike Berry, A&P/IA and Apache owner. Staff reply That’s some serious experience and expertise to bring to bear on your problems. We also reach out to our advertisers/supporters; the folks who make and service Hi Mr. Kokjer, the components that you may be calling about. They are always willing to help our I appreciate your feedback about the Piper Flyer Association members resolve issues. timeliness (or lack thereof!) of the events By harnessing the power of the collective knowledge of all these resources, we listed in Piper Flyer. Of course space is are able to bring you the answers you need—and we do it all in a friendly, no- always a consideration, but in the future we judgment environment. will be revising our selection procedures to So, if you haven’t already, give our technical support service a try. It’s a benefit attempt to avoid any “old news.” that’s free with membership in the Piper Flyer Association. I’m sending you our in-house document with Events for July for your perusal. Blue skies, While it’s not an exhaustive list of events happening around the U.S., there are quite a few—many more than what are reflected in the magazine. Safe travels on your cross-country! Stop in at our booth (3126) if you get the chance, and say hello.

Respectfully, Heather Skumatz Production Coordinator

share your thoughts Send your letters to [email protected].

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PFA EVENTS craft, observe the flying events and inter- a chance to win big prizes. Enjoy a free Jul 21–22 — Waupaca, WI. Waupaca act with pilots. Among the popular events Southern smokin’ cookout and soda on Municipal (KPCZ). The 14th annual are the pilot proficiency contests held on us. 7 am to 3 pm. For more information, Gathering at Waupaca. PFA’s annual Saturday afternoon. A fun, family-friendly phone 951-372-9555 or 800-861-3192. pre-OSH event with fun, food and friend- event with food, beverages, T-shirts and ship. Saturday night welcome reception souvenirs available. Entry is free for spec- OTHER EVENTS at KPCZ sponsored by Wipaire. Informa- tators. Visit westcoastcubflyin.com. tive seminars with reps from Continental July 1–29 — Wabash, IN. Wabash Mu- Motors, Eagle Fuel Cells, Electroair, UTC, Jul 23–29 — Oshkosh, WI. Wittman nicipal (KIWH). Oshkosh Fuel Special. Parker Hannifin and more. Lunch and an Regional Airport (KOSH). EAA AirVen- Drop in on the way to Oshkosh and on evening banquet on Sunday. Motor coach ture Oshkosh 2018. The World’s Greatest the way home for fuel at a $0.50/gallon to and from Oshkosh for the first three Aviation Celebration with daily airshows, discount. Contact Richard Beamer, 260- days of EAA AirVenture sponsored by activities for youth and young adults, 563-4705. Tempest (two days) and Univair (one day). and thousands of forums and workshops. Registration is $125. Visit PiperFlyer.org. Special events, static displays, mass arriv- Jul 3–8 — Philadelphia, PA. Ninety- als, exhibitors, concerts and more. Daily Nines 2018 International Conference. FEATURED EVENTS tickets and weekly passes available. For Whether you’re a student pilot or seasoned more information, visit airventure.org. aviator, join us as we celebrate our passion Jul 13-15 — Lompoc, CA. Lompoc Air- for flight and fellowship! Expand your port (KLPC). 34th annual West Coast Sep 29 — Corona, CA. Corona Municipal horizons. Learn from the experiences of Cub Fly-in. One of the nation’s top fly-ins (CAJO). Aircraft Spruce West – Super hundreds of women pilots from across the for historic aircraft with more than 100 Sale. This is the time of year when we go globe. Keep up with developments in the planes expected to participate this year. all-out by offering spectacular discounts world of aviation. Grow as a leader in The This weekend is not just for pilots—we on our most popular products and provide Ninety-Nines. Make your voice heard by also welcome spectators and photogra- a chance for our loyal customers to meet attending the Ninety-Nines’ Annual Busi- phers! Visitors can walk among the air- our vendors. So come join the fun and get Continued on Page 12...

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Call Sarah to hear what she recommends for you: 888.255.2672 Continued from Page 10... Jul 7 — Placerville, CA. Placerville Air- Regional (KGPC). EAA Chapter 1374 ness Meeting. This is open to all, and the port (KPVF). EAA Chapter 512 Pancake Pancake Breakfast. Fly/Drive/EAT! floor is yours! Held at the DoubleTree by Breakfast. Join us for a hearty pancake Enjoy a pancake and sausage breakfast and Hilton Philadelphia Center City. Contact breakfast with all the fixins: pancakes, social gathering with EAA Chapter 1374 Mary Wunder, marywunder@gmail. eggs, sausage, coffee and juice. $6 adults; on the first Saturday of the month in June, com or phone 484-571-8145. Register at kids 12 and under $3. Fly-in and aircraft July and August. Breakfast begins at 9 am. 99sconference.org. displays. Classic car and motorcycle clubs General public invited. welcome! 8 to 11 am. Contact Jim Wilson, Jul 4 — Townsend, MT. Townsend Air- 916-337-6700. Visit 512.eaachpter.org. Jul 7 — Reno, NV. Reno-Stead Airport port (8U8). Townsend Festival of Flight. Terminal (KRTS). EAA Chapter 1361 An annual, deluxe fly-in breakfast and Jul 7 — North Salt Lake, UT. EAA Chap- General Meeting. The latest news about Young Eagles Rally for all GA, experimen- ter 23 Hangar Flying Lunch. A weekly aviation in Northern Nevada, Chapter tal, classic, vintage and Light-Sport aircraft hangar-flying lunch at Apollo Burger, 590 activities and the EAA Monthly Video sponsored by EAA Chapter 344. Breakfast E 1100 N in North Salt Lake. The group Magazine. Coffee and pastries provided. 9 served 8 to 10 am. Young Eagles flights 9 meets at the table against the north win- am to 12 pm. Contact Tracy Rhodes, 775- to 11 am. Proceeds support EAA programs, dows. All are welcome. 11:30 am to 1 pm. 393-9403. Visit eaa1361.org. including scholarships for AVMT students. Contact Shawn Crosgrove, 801-381-4402. Contact Neil Salmi, 406-980-0544. Visit Visit eaa23.org. Jul 8 — Dunkirk, NY. Chautauqua 344.eaachapter.org. County/Dunkirk Airport (KDKK). 54th Jul 7 — Urbana, OH. Grimes Field annual Dunkirk-Fredonia Rotary Fly-in Jul 6–7 — Detroit Lakes, MN. Detroit Airport (I74). Young Eagles. No pre- Breakfast. All visiting pilots will receive Lakes Airport–Wething Field (KDTL). registration necessary; parent or guardian a FREE breakfast of scrambled eggs, sau- Fly-in/Drive-in and Overnight Campout. must be present at the rally with the youth sage, pancakes, juice, coffee and milk. This Pancake breakfast and fly-in held Saturday and sign a waiver. 9 am to 1 pm. Sponsored is a major community service and fund- 8 am to 12 pm. Come see area pilots’ planes by EAA Chapter 9. Email questions to raising project for our club. All proceeds and homebuilt projects and a vintage car [email protected]. Check http://eaa9. will go to local charities. We expect over club exhibit. Friday night is a campout at org/youngeagles.htm for the latest status 1,200 area residents to turn out to see the “Airport Park,” with a supper meal planned. on the rally. Visit eaa9.org. various aircraft that come in. 7 am to 12 Please call for more info on camping. Con- pm. Contact Jefferson Westwood, 716-673- tact Heather Sorum, 701-640-8645. Jul 7 — Greencastle, IN. Putnam County 3200. Visit facebook.com/dunkirkrotary. Continued on Page 14...

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FOR A COMPLETE FORUM SCHEDULE AND TIMES, VISIT WWW.SUPERIORAIRPARTS.COM/FORUMS Continued from Page 12... Register at [email protected]. Jul 12 — Eau Claire, WI. Chippewa Val- Proceeds go to our Young Eagles program. ley Regional (KEAU). Wright Brothers Jul 8 — Norfolk, NE. Norfolk Regional Open to the public. 8 to 11 am.Visit 1067. Master Pilot Award and FAA Presenta- (KOFK). Fly-in Pancake Breakfast. eaachapter.org/apps/calendar. tion. Chapter updates and hamburger Come out to the airport for breakfast from cookout 6:30 to 7:30 pm. At 7:30, Wright 7 to 11 am. Contact Bruce Zimmerman, Jul 8 — Davis, CA. Yolo County Airport Brothers Master Pilot Award presented 402-649-5050. (KDWA). EAA Chapter 52 Pancake to John Holmgreen. FAA Presentation Breakfast/Antique Aircraft Display Day. by Jurg Grossenbacher, FAA Safety Team Jul 8 — Middleton, WI. Middleton No matter where you are, there are ways (FAAST) Program Manager, Milwaukee Municipal/Morey Field (C29). Fly-in/ for you to fuel your aviation interest and FSDO. Contact Jessica Barnier, 715-456- Drive-in Pancake Breakfast. All-you-can- live The Spirit of Aviation. Connect with 5028. Visit eaa509.org/node/852. eat pancake breakfast with eggs cooked to like-minded members and aviators while order and sausage. Adults $8; Kids $3. Ac- enjoying the camaraderie, great pancakes, Jul 14 — Logan, UT. Logan-Cache Air- tive military in uniform eat free. Sponsored and raffle prizes supporting youth in avia- port (KLGU). Breakfast Fly-in. Leading- by EAA Chapter 93. 7:30 am to 12 pm. tion. 9 to 11 am. Contact Bob Anderson, Edge Aviation invites you and your friends Contact Roger Stuckey, 608-335-3322. 858-395-6718. Visit 52.eaachapter.org. and family to attend our complimentary Visit eaa93.org. breakfast fly-in. We serve eggs, sausage, Jul 8 — Sciota, PA. Pegasus Airpark pancakes and fruit with coffee and juice. Jul 8 — Naples, FL. Naples Municipal (50PA). Fly-in/Drive-in Barbecue. EAA Avgas is discounted and anyone renting (KAPF). Chapter 1067 Fly-in Breakfast/ Chapter 839 is hosting a fly-in/drive-in a LeadingEdge Aviation aircraft for the Young Eagles Rally. Share stories with barbecue every second Sunday, April event will receive a rental and instructor flyers from near and far at our regular through October. We may have either discount rate of 10 percent. 8 to 10 am. For Sunday fly-in breakfast. $5 for pancakes, a Poker Run or aerial scavenger hunt more information, visit leaviation.com. sausage, biscuits and sausage gravy, orange depending on the number of aircraft. To juice and coffee. Pilots flying in receive a help us plan parking and food, please let us Jul 14 — Mason, MI. Mason Jewett Field free breakfast—and no landing fees. Our know if you plan to attend. See website for (KTEW). Young Eagles. EAA Chapter 55 Young Eagle Rally gives young people details on flying into our grass field. 12 to 4 provides kids ages 8 to 17 with an airplane 8-17 their first aviation experience at the pm. Contact John Cronin, 570-844-0710. ride free of charge. A parent or guard- controls of a small aircraft. All flights are Visit funatpegasus.com. ian must be present or provide a signed free. See YoungEagles.com for more info. Continued on Page 16...

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© 2018 Garmin Ltd. or its subsidiaries. *With appropriate equipment. Continued from Page 14... EAA Chapter 186 Young Eagles Rally. Jul 14 — Williston, ND. Sloulin Field In- permission slip. Flights are on a first-come, Pre-registration is required so that we ternational Airport (KISN). Third annu- first-served basis. 10 am to 1 pm. Contact can ensure we have the right number of al Fly-in Breakfast. Static display aircraft, Margie Clark, 517-853-1418 or email mar- airplanes/pilots and ground crew. Parent or plane rides, fire department equipment, [email protected] or [email protected]. Visit legal guardian must sign permission form airport snow removal equipment. 7 am to eaa55.org. the day of the event. 9 am to 12 pm. Post- 12 pm. No admission fee. Additional activi- rally Deck Barbecue with the pilots, crew and ties and sponsors available at https://www. Jul 14 — Terre Haute, IN. Sky King Young Eagles at 12 pm. Visit eaa186.org. facebook.com/events/191940948123724/. (3I3). P-Factor Days. Fly in for spe- Contact Anthony Dudas, airportadmin@ cialty pancakes and hangar flying at its Jul 14 — Abilene, TX. Abiline (KABI). ci.williston.nd.us. best hosted by EAA Vintage Chapter 41. EAA Chapter 471 Breakfast and Meet- Vintage aircraft from the first half of the ing. Monthly breakfast with bacon, sau- Jul 14 — Grayslake, IL. Campbell Air- 20th century on display. All aircraft are sage, eggs, hash browns, fruit and biscuits port (C81). Wings of Mercy Fly-in and welcome. 8:30 to 11 am. Contact John and gravy. Chapter meeting following Runway 5K. Join us for burgers and hot Ross, 812-466-2229. breakfast. Flyers-in are welcome to both. dogs. 10 am to 2 pm. Visit wingsofmercy. Donation bucket at the front of breakfast org. Contact Megan, 616-610-5857 or Jul 14 — Havana, IL. Havana Regional line. 9 to 11 am. Contact Charlotte Rhodes, email [email protected]. (9I0). Havana Grill-bana. Lunch at 325-669-9825. the airport every second Saturday of the Jul 14–15 — Avalon, CA. Catalina Air- month. The menu is homebuilt and fully Jul 14 — Erie, CO. Erie Municipal port (KAVX). Leading Edge Avionics’ aerobatic: Split-S Hot Dogs, Over-the-Top (KEIK). 10th annual Spirit of Flight First annual Fly-in and Campout. We Burgers and exotic specialty sandwiches, Day. Day-long celebration of aviation and will enjoy the day with activities, a potluck all made to order. Menu additions are history at Spirit of Flight Colorado. 12 to barbecue dinner, big screen movie, adult made each month to keep your palate run- 6 pm. Veterans tributes, food vendors, beverages and good times! This is a family- ning at full-rich. Open to all pilots, crews bands, kids’ stuff, beer garden, aviation friendly event. Come stay for the day, or and their guests. 11:30 am to 1 pm. Contact museum tours, car and aircraft displays, spend the night camping under the stars at Mike Perkins, 217-725-0628. fly-bys. Car show registration at 10 am. the airport, or at a hotel in town. Every- Cost is $5. Contact Gordon Page, gpage@ one is responsible for their own sleeping Jul 14 — Manassas, VA. Manassas airassets.com or phone 303-517-5078. Visit arrangements. We are happy to provide Regional/Harry P. Davis Field (KHEF). spiritofflight.com. Continued on Page 80...

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Adventure Awaits!

Need a little inspiration to introduce someone new to aviation? Examine why you fly.

My few-month-old (and very first) still is) my wife, but she saw the boy, not been skyrocketing. The alphabet aviation granddaughter and I were up late at night the pilot, when she made her choice. groups have been very active in trying to a couple of weeks ago. One of us needed It all worked out. Instead of a fighter pi- interest younger people to become avia- changing. Once we got that taken care lot, I became a flight instructor, forestry pi- tion adventurers, and maybe that will be of and I was putting her back down to lot, banner tower and charter guy. Instead a success. (hopefully) sleep, I noticed a cute sign her of becoming an astronaut, I had a fun air- The problem I see is that kids can no mom had hung above her crib. line career. And my hoped-for billionaire longer hang out at airports like they Adventure Awaits! phase turned out to be a low-key retire- could when I was young. They can see A cute sentiment for a baby, and a ment and the ownership of a two-seat tail- the adventure that flying offers, but they strong sentiment for all of us. Life is noth- dragger. All of it has been and continues to are fenced out and think it unattainable, ing if it isn’t an adventure. We pilots know be a big adventure. too expensive and perhaps even a little this better than most people. The EAA I know you did not start learning all old-fashioned. fly-in held yearly in Oshkosh, Wisconsin, about aviation to the point of being a pilot It is true that the days of kids like me is named “AirVenture,” deliberately recog- and perhaps an aircraft owner because hanging around airports hoping that nizing and promoting that fact. you thought it looked good on a resume. somebody would give me a ride are most All of us at Piper Flyer celebrate the likely over. A combination of added adventure of flying as well. Our biggest security and the general unease that get-together is held just before AirVen- today’s parents have when their kids are ture at Waupaca; the yearly Gathering is I know you did not start around strangers has probably put an comprised of nothing but clear-eyed and end to that era. excited adventurers. learning all about aviation… This means you are going to have to ask young people to go flying with you. You Why did you start flying? because you thought it don’t have to have a program to do that— This is a question we rarely ask of our- looked good on a resume. all you need to do is listen when people selves, but I think it is a good one to pose ask you about flying and then invite them every now and then. I started flying at a Admit it: you sought to join you on a future flight. young age. Working one week as a bellboy If it is impractical for you to take a kid at a hotel could get me a half-hour flying adventure too. flying, you might seek them out at the lo- lesson at the airport. cal schools. One of the most fun things The entire idea back then for me was I have done over my career was when I that flying was an amazing adventure. It went to various middle schools and high was an undertaking that was expensive, Admit it: you sought adventure too. schools and talked about flying. Young for sure—but doesn’t every adventure that You have found adventure every time people are starving for adventure and will is worthwhile come at a high cost? you head out to the airport to fly. When eat up every word you tell them about all When I began to fly, I had visions of you arrive at the field, you are taken away things flying. Call a school and offer to do other adventures that awaited me. I as- from the mundane day-to-day and are at this and I guarantee they will sign you up sumed I would be a steely-eyed fighter the threshold of something special. to give a talk. pilot, and once I had conquered that, I You are instantly among friends and Kids aren’t the only ones interested in would go on to explore space, and after fellow adventurers. Others at the field are having a flying adventure. I get questions that, make my billions with my flying skills immersed in the swashbuckling world of about my flying at least a couple of times and adventurous attitude. Another aspect aviation. In a way, they are your shipmates a week from people my age or older. Since of these assumptions, of course, was that and they are always around to help. If you there is no age limit on adventure, I take all the girls would flock to me. Remember, don’t believe that, go out, grab a tow bar, them flying when I can. I was 15 and was desperate for girls to no- and begin to pull your airplane out of the tice me for any reason. hangar. Chances are there will be a few Swashbucklers and This dream of derring-do did not turn people there instantly to help you. steely-eyed aviation ninjas out as planned. The fighter pilot thing fiz- Sometimes getting an idea for this zled. I could not become an astronaut due Adventure is meant to be shared column is a little tough for me, but this to a combination of poor grades in college Our flying world is faced with a dilem- month’s idea leapt off the page of our pre- and claustrophobia. Thank goodness I ma. The pilot population is dwindling and vious magazine issue. I saw an advertise- found a girl who would later become (and yet the demand for pilots of all kinds has ment for our Gathering in that issue. In

PIPER FLYER >> 18 << JULY 2018 that advertisement, there is a group picture of the attendees of last year’s event. I looked at that picture and realized that I was looking at an assembly of bright-eyed and eager adventurers; swashbucklers in a world filled with nine-to-fivers. The picture reminded me of the many Engineered aircrew group photos I have seen. It reminded me of my new-hire class picture at my airline. And it reminded me to Lead. that age, income and other factors have nothing to do with being an adventure- seeking aviator. I hope you never doubt your status as Tempest® innovation an adventurer. You are part of a group of is changing industry expectations and, in the process, making its When you arrive at the field, competitors go back to the drawing board to play catch you are taken away from up. Tempest leads modern the mundane day-to-day aviation spark plug design with its fi red-in suppressor and are at the threshold of resistor—others have since something special. followed. In oil fi lter design, Tempest leads the way with its proprietary, internal people doing a thing that humans longed magnetic, secondary to do for millennia. fi ltration system. Plus, Yes, flying is nowadays considered by Tempest’s Spin-EZ® oil fi lter many in the general, non-piloting pub- is an industry fi rst with its lic to be a quick way to get from place to place, but we know something that patent-pending, non-stick they don’t. Flying is the gateway to great seal technology. Forward- adventure, amazing friendships and a life thinking diff erences like well lived. these set Tempest apart

and prove what others now know—Tempest is engineered to lead. Kevin Garrison’s aviation career began at age 15 as a lineboy in Lakeland, Florida. He came up through General Aviation, retired as a 767 captain in 2006 and retired from instructing airline pilots in 2017. Garrison’s professional writing career has spanned three decades. Send questions or comments to editor@ piperflyer.org.

FIND MORE NEWS AND VIEWS online at piperflyer.org www.tempestplus.com 800.822.3200

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

Continued adventures in ADS-B, Janitrol heater maintenance, removing exhaust residue

Q: Hi Steve, interior to route a coaxial cable from the There are a bunch of very good EFBs out Do you know if anyone has installed the antenna to the GDL 82 box. there, such as Garmin Pilot, ForeFlight Garmin GDL 82 with a Bendix/King 76A You can forego the antenna installation and FlyQ from Seattle Avionics. transponder yet? I am thinking of doing if you can connect the GDL 82 to a WAAS ADS-B In receivers can be battery-pow- that and wanted to get some feedback. position source already in your panel, ered portable units such as the Garmin such as Garmin’s GTN 650/750 or GNS GDL 39 and Appareo Stratus 2. I person- 430W/530W. ally use a Stratux ADS-B dual-frequency A: The GDL 82 is Garmin’s low-cost solu- There’s not much more to it. The avion- unit. tion to the ADS-B Out mandate. It will ics installer will need to input some con- The main drawback of the portable work with your KT76A—provided that firmation information, and you’ll need to units is the somewhat short battery life. your KT76A is married to an encoder—or fly a confirmation flight, but that’s easy. Most units will work for between four and with any existing Mode A or Mode C tran- The GDL 82 transmits on 978 MHz and five hours on a charge. My Stratux needs sponder. The GDL 82 will not work with is called a Universal Access Transceiver a portable battery to power it, as it has no Mode S transponders. (UAT). Installation of a UAT like the GDL internal battery. I have two EasyAcc slim- The installation consists of connecting 82 fulfills the 2020 mandate for ADS-B line battery packs that provide enough the GDL “box“ to the coaxial cable which Out. Do note that 978 MHz UAT solu- power for eight hours of use. runs between your transponder and the tions can’t be used in Class A airspace or Many portable units can be powered transponder antenna. The box measures internationally; you’ll need a 1090 MHz from a USB power output plug in the 3.3 inches by 1.5 by 9.2 inches. That part ES unit for that. panel. I installed one in the same hole the of the installation is easy. ADS-B In provides NEXRAD weather, cigar lighter was in. I got my power output The second part requires the installa- traffic, METARs, TAFs, Notams, TFRs plug from Guardian Avionics. Other sup- tion of a GPS antenna or connection to and other very helpful information for pliers include Mid-Continent Instruments an existing onboard WAAS GPS posi- your cockpit. and Appareo Stratus. tion source. Since GPS antennas must There are different ways to display the You could also consider upgrading your be mounted on an upper surface of the In information. One commonly-used older transponder while adding ADS-B airframe, you’ll need to mount the an- method is to send the In data via Blue- Out at the same time. Transponders like tenna as near the centerline of the aircraft tooth or Wi-Fi to an electronic flight bag the Appareo ESG and Garmin GTX 335 as possible, and remove enough of the (EFB) app on an iPad or other tablet. have a built-in WAAS position source and

The GDL 82 is installed inline between the existing Mode A or Mode C transponder and the transponder antenna.

PIPER FLYER >> 20 << JULY 2018 broadcast on the 1090 MHz band. These rect, the resulting rich mixture will retail at $2,995. Since they operate on cause a sooty exhaust. 1090 MHz, they’ll also work internation- You can download a Janitrol heater ally and for operations in Class A airspace. service and parts manual from Janitrol’s There is a great deal of information website. The document available online about ADS-B at Garmin’s ADS-B Acade- may not be the exact manual for your my and on the Sporty’s Pilot Shop website. heater, but it will give you an exploded Engineered view of the heater parts as well as proce- Happy flying, dures to test the components. Steve There have been quite a few upgrades to Lead. and improvement in light airplane combustion heaters recently. It might be Q: Hi Steve, time to pull the heater and send it in for Surpassing others in The Janitrol heater exhaust ducting in an overhaul. starting power, energy my Piper Aztec sticks out about an inch While there are built-in safeguards on effi ciency, and performance below the belly and creates a lot of ex- these heaters to prevent problems, there’s haust soot under the belly, trailing almost a lot of comfort to be had when you know reliability, Tempest® is to the tail. The airplane is cleaned often so the controlled fire in the nose of your the leading infl uence in the soot doesn’t build up, but it is a chal- airplane is in top-notch shape and all the engine starter/alternator lenge to remove. safeguards have been tested and are work- innovation. Our PowerFlite® Two questions: ing properly. 1. Is there any sort of discharge assem- Service information is available by starters can reduce bly (or air-deflecting gizmo) that could be contacting Hartzell Engine Technologies current draw by up to installed to reduce the exhaust buildup on (HET), the parent company for Janitrol 20% compared with other the belly of the airplane? Aero. HET should be able to provide you brands. Plus, Tempest 2. What magic product can you rec- with a list authorized service centers. ommend to clean exhaust residue off an Most West Coast flyers I know get their starters are designed with airframe? heaters overhauled and serviced at Air- aerospace quality brushes craft Heating in Redding, California. for longer life, a proprietary Thanks, Kristin Winter, who also writes for ball bearing design for less Pete Piper Flyer magazine and flies a PA-30 Twin Comanche, reports that Easy-Off internal friction and heat, oven cleaner is the quickest and most ef- and a newly designed, A: Hi Pete, fective belly cleaner. She cautions that this fi eld-wound electric motor. First off, your Janitrol should not be product must be used in a well-ventilated Pair these with our FAA/ streaking black smoke clear to the tail. I area. The cleaner must be applied, then expect you need to get into the heater and rinsed with water and wiped off imme- PMA-approved PowerFlite check the spark plug (or just replace it), diately after application. After wiping, alternators and you’ll agree: check the spray pattern of the nozzle, the cleaned area must be rinsed again. Tempest is engineered check the fuel pressure (7.5 psi) and the Others say that Easy-Off is very caus- to lead. All others can do output of the combustion blower. If tic and that they would never use it on any of these components are not cor- bare aluminum, only on a good painted is follow. Continued on Page 78...

www.tempestplus.com Janitrol Aero provides a list of procedures to test the components 800.822.3200 of a Janitrol heater. The information is available online.

PIPER FLYER >> 21 << JULY 2018 FULL CIRCLE THOMAS BLOCK

A Return to the Airlines, Part Two

Managing a DC-7 is quite an adjustment for pilots used to Jet Age systems and instrumentation.

Part One of Capt. Block’s return to the on the screen were trying to tell you. It was like the difference between old- airlines appeared in the May 2018 issue of Back at the training manual, the physi- time radio and modern TV. The boob Piper Flyer. —Ed. cal and mechanical descriptions of the tube supplies everything the producers engines were intermingled with the oper- intended you to see and hear, whereas the As I continued my studies of the old ating reasons, techniques and limitations radio shows of yesteryear required that American Airlines DC-7B that was now for that particular device. The goal of the listener conjure up an image of the owned and operated by Florida Air operating big round engines properly was happenings from the suggestions that the Transport, a review of the powerplants to keep them warm enough, but not too voices supplied. was next on the agenda. It would, I sus- warm. This meant that the pilot (or, more While I was learning the DC-7, I found pected, be where the action was. In fact, than likely, the flight engineer) would have that, more often than not, I lingered here, my first impression of this system was to do battle using various weapons to heat skipped to there, backpedaled periodi- just the opposite of what I felt about hy- things up or cool things down. According- cally and basically forced myself to use my draulics—in the powerplant arena, old ly, the -7 was equipped with a complicated imagination right from the get-go. It was transports are incredibly different from a circuitous path, but it helped me learn those of the Jet Age. enough to ultimately feel comfortable in Although this is probably enough of an … in the powerplant this big old round-engine airliner. oversimplification to generate contrarian Like every airplane technical handbook mail, once you get a jet engine going, the arena, old transports are printed before or since, the DC-7 training pilot can basically ignore it most of the time. manual could also be an effective cure for It either runs, or it doesn’t. Not so with the incredibly different from insomnia. Still, during my training, I kept old recips—the big radial engines of that era stumbling across some very enjoyable needed to be baby-sat nearly every minute. those of the Jet Age. nuggets of information, insights and ex- The tools at the pilots’ disposal for amples of unique airman/airline mindset the engines’ care and feeding were com- The old manual had lots of from that long-gone era: paratively weak back then, too. As an 1. Cowls fail to operate: tap the overhead example, my last personal airplanes had stick drawings and hand- switch panel (to free sticking relays). a complete electronic readout of all cyl- 2. Ferry flights may be operated in VFR inder head temperatures and exhaust gas labeled diagrams… conditions with no flight engineer onboard. temperatures, connected to a monitoring 3. When starter system electrical failure gauge that will blink and shout at the pilot prevents engine start, begin a fast taxi and if any of the pre-established parameters arrangement of cowl flaps and oil cooler windmill start the engine… …the runway were exceeded. doors to keep powerplant temperatures must be dry and recommended 7,000 feet The DC-7 had no way to measure EGT, herded properly. long… …engine start should normally oc- and had only two CHT probes per engine The old manual had lots of stick draw- cur between 80 and 90 knots. for a ship’s total of only eight. That’s quite ings and hand-labeled diagrams that Armed with all of this in my head, I a small sampling considering that the made it a far, far cry from the slick Boeing went out and flew with Frank Moss, the airplane has 72 cylinders spread across its audiovisual curriculum that I sat through Chief Pilot for Florida Air Transport. I long wings. for my last type rating course. But the passed the copilot check. The final re- But one additional engine monitoring DC-7 handbook was, surprisingly more quired maneuver was a successful three- device that came on the Douglas proplin- than good enough. It was a sort of scaven- engine ILS approach to a landing. ers of the time was a Bendix ignition ana- ger hunt for information or, possibly, an I did a number of runs down to the Ba- lyzer. It was literally an oscilloscope for aeronautical crossword puzzle for the pilot hamas and back from the right seat. Frank peeking into each of the cylinder’s ignition to fill in. coached me from the left seat, giving me systems. As the training manual said, “the Back then, the pilot had to bring his hints here and there. We both had a good ignition analyzer will locate and identify own imagination, his own insights, his time—me more than Frank, I suspect— any existing abnormal ignition condition own questions and, sometimes, even his and in short order I was taking the DC-7B which may lead to, or be causing, an en- own answers to bear on the problem of out of Opa Locka Airport (Miami, KOPF) gine malfunction.” The only difficulty was learning the hows and whys of the air- at gross weight and learning how to trade that the unit spoke in tongues, so it took plane. Each student was much more a off every knot of airspeed for every foot a fair measure of study and experience to participant in the training, rather than per minute of climb that I wanted to see. really understand what the dancing lines simply being a receiver of the data. Unlike the Jet Age, where it was very

PIPER FLYER >> 22 << JULY 2018 easy for the airplane to outrun your the final model of the series, had more thought process, I constantly found my- wing, more fuel range and, from those self wanting something to happen with whom I have spoken to who have flown the -7…and then waiting…and waiting… them, more praiseworthy characteristics.) and waiting…and waiting…until it finally But with those mounting hours I logged showed up on the gauges. “Patience, grass- from the right seat, I became comfortable hopper!” was the line that kept running enough to feel basically at home. I was no Engineered through my skull. When your throttles are longer just a visitor in the cockpit of the connected to jet engines, in most cases DC-7; I felt that I had become a pilot of you’ve got some pretty big erasers out this airplane type. to Lead. there for eliminating aeronautical errors. I could now get this complex array of Not so with the old recips. vintage hardware up and back down in I did bring one improvement to the a reasonable fashion. Back when I was Tempest® knew there had to Florida Air Transport operation when performing this act every few weeks I had I climbed onboard. I had what, at the developed an understanding of what I was be a better way to change time, was a cutting-edge portable GPS. I doing when things went right and, more oil. The result: Tempest’s mounted it up on the broad glareshield important, an understanding of what I where it fit as if the folks in Kansas had should have done when things were head- patented Easy Drain™ oil this spot in mind when they designed ed metaphorically south. ﬁ lter tool—a drain tool that the GPS. Alas, the contract that Florida Air makes oil changes easier We used the portable GPS as the FAA- Transport had for that particular Baha- allowed “VFR advisory” tool. Frankly, mas run came to an end. With less fly- and cleanup faster. With its what we used the GPS advisories for was ing on the schedule for the foreseeable simple three-step process, so that we would accurately know where future, there was less flying available for the hell we were and where we were re- their gang of pilots. I decided to retire the Easy Drain tool saves ally going. once again. time, prevents drips and Flights on the DC-7B were over for me for the time being, and, to be truthful, the spills, and makes cleanup I was no longer just a drive back and forth to the Miami area as easy as 1-2-3. Innovative, had gotten pretty old. The ending of my forward-focused design — visitor in the cockpit of temporary part-time job on this old recip had occurred at a suitable time since, proof that Tempest is the DC-7; I felt that I had after all, being old and retired twice now, engineered to lead. I should not be creating more work than become a pilot of this fun for myself. Yet looking back, it was a kick to fly that airplane type. old airliner again—especially one that I had specifically drooled over as a teenager while it wore its original American Air- Without peeks at the portable GPS, lines regalia. When I climbed down the it would have been VORs and NDBs all crew stairs of N381AA for the last time, I the way—pure 1950s—as we tried to fit patted the fuselage and whispered to her, this big four-engine prop-liner into the “Good job, old girl.” 21st-century traffic flow around us. Frank It wasn’t too many years later that this had his own older portable GPS on his last of the DC-7Bs was retired herself. She side of the cockpit for his personal use, is parked as a static display at an airport but he quickly fell in love with the newer not far from where I live. Sometimes, and brighter color screen on my unit. At when I drive the highway that goes right the captain’s suggestion, we shared the by that old DC-7B, the sight of her can newer portable GPS by swiveling it back easily get my memories to rev themselves and forth. into high gear. The Turks and Caicos Islands in the Bahamas and Miami’s Opa Locka Air- port appeared on the schedule more or less weekly for a few months while I Editor at large Thomas Block has flown Manufactured by learned to drive Mr. Douglas’s penulti- more than 30,000 hours since his first mate piston airliner. hour of dual in 1959. In addition to his Right up to my last flight on the DC-7B, 36-year career as a US Airways pilot, he I found it was still a struggle to slow the has been an aviation magazine writer old girl down without pulling back more since 1969, and a best-selling novelist. engine power than Frank liked to see, and Over the past 30 years he has owned more touchdowns continued to be more like than a dozen personal airplanes of vary- www.tempestplus.com arrivals than any featherlike meltings of ing types. Send questions or comments to 800.822.3200 rubber onto the macadam. (The DC-7C, [email protected].

PIPER FLYER >> 23 << JULY 2018 Rust Never Sleeps

Corrosion is the biggest enemy of infrequently-flown aircraft engines. “Nickel-plated” cylinders are a proven weapon in fighting the battle against internal engine rust. By Tyler Knight

ust is expensive. The Pentagon don’t exercise regularly or eat right, oil temperature gets to 180 F or above to R spends tens of billions of dollars engines deteriorate if they’re inactive drive off moisture. annually fighting the same corrosion for more than a week—particularly in I’m obsessing over these facts while I that pits and destroys airplane cylinders. humid environments. Steel cylinders prepare to rebuild my Lycoming IO-360. I Unlike Congress, which mandated are especially vulnerable. As former Air grew up in humid Texas and have a home creation of the Department of Defense’s Force mechanic Dale Trout of Gig Harbor, in humid Seattle, so rust is my companion Corrosion Policy and Oversight Office in Washington, remarked, “The worst thing and enemy. To avoid it costing me more 2003, GA pilots can’t devote such sub- you can do to an engine is not run it.” money or causing me anxiety when I can’t stantial financial resources to fight the Some pilots are surprised that frequent fly enough, I want to eliminate any chance problem. We have to prevent it with knowl- flyers are more likely to exceed TBO than of my new cylinders rusting. edge and action. hangar queens. Cylinder endurance is A career in medical technology has Rust is a form of corrosion resulting rarely a problem for flight schools, com- taught me that well-documented scien- from iron being exposed to oxygen and mercial operators or active partnerships. tific proof and expert input is critical to moisture for extended periods. Moisture is However, many airplane owners barely fly making good decisions. The results of drawn into our engines during operation 50 hours annually, and those are the air- rigorous empirical research then must and produced during combustion. Even craft most at risk of having their engines be applied with top flight components, the engine shutdown process causes the rot from within. advanced manufacturing processes and engine to inhale moisture. Running the engine on the ground for quality control. Pat Heseltine, an A&P for nearly 40 short periods is actually worse than let- My research says the best way to pre- years who owns and operates Avian Flight ting it sit. When an aircraft is ground- serve my cylinders is with nickel silicon Center in Bremerton, Washington, says run, lots of moisture gets sucked in, but carbide electroplating, more commonly steel starts rusting as soon as the engine operating temperatures stay too low to called “nickel plating.” shuts down. burn it off. The general rule of thumb I should add that the cylinders in my Just like our bodies deteriorate if we is to fly for an hour and make sure the current engine were chromed roughly

PIPER FLYER >> 24 << JULY 2018 300 hours ago. Every 25-hour oil analysis shows rising levels of metal. The numbers suggest the chrome is flaking off the walls, which isn’t good. My mechanic endorses chrome for radial engines, but not so much for my IO-360. Others have different opinions, so I highly recommend doing your own research, since chrome is a proven rust- prevention option. It also looks great on classic car bumpers.

Decisions, decisions To my knowledge, the only legal options for nickel-plated airplane cylinders are aftermarket electroplating by Aircraft Cylinders of America in Tulsa, Oklahoma, or new NiC3™ cylinders from Continental Motors in Mobile, Alabama. Continental Motors Group, a subsidiary of AVIC International Holding LTD, has FAA approval to produce Continental components, parts that are approved for Lycoming engines, and experimental engines and components under the Titan name. A number of well-regarded engine shops I spoke with across America buy new NiC3 cylinders from Continental, or purchase Superior or Lycoming jugs and have them plated in Tulsa at Aircraft Cylinders of America. I recommend that anyone considering aftermarket modification of cylinders find out how the process might impact the manufacturer’s warranty. Aircraft Cylinders of America offers nickel plating, too, after customers asked for it. Production manager James Pitts told me Aircraft Cylinders of America has a favorable opinion of the chroming process as well. He said, “It’s been around Tim Kenney, Continental Motors Manager of Applications Engineering, is a veteran pilot forever and we think it’s dependable.” who said the company’s NiC3 cylinders break in much faster than steel cylinders and don’t rust. Pitts also made another important point: chromed cylinders can be re-plated numerous times, whereas nickel can’t. RAM Aircraft in Waco, Texas, states on its website that the company’s Nickel New Cylinder Package cylinder assembly is warranted for one year from the shipping date. Furthermore RAM warrants each nickel process cylinder bore to remain free of corrosion and wear beyond service limits in normal operating conditions during TBO, or for a period of 5 years following date of shipment from RAM, whichever occurs first. (For exact warranty details, contact RAM Aircraft. The website is listed under Resources. —Ed.) After much examination, I’m getting all new NiC3 cylinders from Continental for four reasons. First, it only adds about 10 percent to Continental Motors Cylinder Production Team member Todd Ewbank the cost of each cylinder. To me, that’s precisely mates cylinder barrels and heads.

PIPER FLYER >> 25 << JULY 2018 cheap insurance from a company that’s manufactured millions of cylinders. Second, I prefer having one organiza- tion in charge of a product from start to finish. I also want to feel confident the manufacturer will be around for decades. Continental has been producing engines since 1929, appears well-capitalized and keeps innovating. In the changing world of General Aviation, corporate stability is a big consideration for me. Third, NiC3 coating technology was developed more than 50 years ago for high performance sports cars. The material has proven extremely durable and effective over tens of millions of hours of use in cars and planes. Plus, it’s far easier to break in than chrome, which can make a huge difference when it comes to long- term performance and oil consumption. Fourth, in addition to the standard warranty (2 years or 1,000 hours, whichever comes first), these premium cylinders are backed by an additional warranty extension covering the cylinder barrels for abnormal wear and/or corrosion for 5 years or TBO, whichever comes first. (For more on the NiC3 product warranty, visit the Continental Motors website. It’s listed in Resources on page 28. —Ed.)

Seeing is believing When business recently took me to New Orleans, I arranged to drive two hours north to Mobile where I could talk with some of the Continental engineers. Some pilots may recall Continental acquired San Antonio-based PMA parts manufacturer Engine Components International (ECi) in 2015. The FAA had granted ECi permission The NiC3 electroplating line at Continental Motors is a highly controlled, carefully to improve existing technology and sell monitored system. the results as proprietary if it met ASTM International’s standards. ECi subsequently developed the process of applying nickel silicon carbide to its experimental Titan engines, which were based on Lycoming designs. Once ECi was acquired, Continental gained access to ECi’s technical inventory—including what ECi had developed to apply nickel silicon carbide to its experimental Titan engines—and moved everything to Mobile. Staff metallurgist Mike Byrnes has multiple degrees in metallurgy from the University of Wisconsin and is a pilot and instructor. He told me ancient black- smiths produced steel by heating iron ore in coke, which is a carbon-rich fuel source derived from coal. That lowered the metal’s melting temperature and made it easier to shape. Steel cylinder barrels at Continental Motors have been continually improved through To ensure durability, the steel must be advances in metallurgy, production processes and computer design.

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DETAILS: Hardware and subscription sold separately. SiriusXM Satellite Radio and Marine (Aviation) services each require a subscription sold separately, or as a package, by Sirius XM Radio Inc. Service automatically renews and bills at then-current rates until you call 1-800-985-9200 to cancel. Fees and taxes apply. See SiriusXM Customer Agreement for complete terms at www.siriusxm.com. All fees and programming subject to change. Not all devices are capable of receiving all services offered by SiriusXM. Data displays and individual product availability vary by vehicle hardware. Current information and features may not be available in all locations, or on all receivers. NOTE: SiriusXM Service may include weather and other content and emergency alert information and data. Such information and data is not for “safety for life,” but is merely supplemental and advisory in nature and, therefore, cannot be relied upon as safety critical in connection with any aircraft, sea craft, automobile, or any other usage. SiriusXM Visa Prepaid Card is issued by MetaBank®, Member FDIC, pursuant to a license from Visa U.S.A. Inc.

© 2018 Sirius XM Radio Inc. Sirius, XM, SiriusXM and all related marks and logos are trademarks of Sirius XM Radio Inc. All rights reserved. “normalized,” since fresh-forged steel is The electroplating process was invented your plane a lot, it won’t rust up and a jumble of iron and carbon atoms. To in 1805 and is well understood and highly ruin your rings and barrels.” normalize cylinders, the steel is heated refined, as I saw at Continental’s sizable Flying more is my dream, but working beyond its upper critical point, then air- plant on the edge of Mobile Regional too much is my reality. Thankfully, nickel- cooled. It’s then hardened by repeated Airport (KMOB). plated cylinders will put my worries about heating and quenching, creating a durable Plating adds about 8/1,000th of an rust to rest. microstructure. The company’s metallurgy inch to the barrel’s thickness. Half of that lab has an electron microscope and other is precisely removed when the cylinder Tyler Knight is a private pilot based instruments where they regularly test and barrel is ground and honed by computer- near Seattle. His favorite flights are up confirm products. controlled machines. and down the West Coast near the ocean, Byrnes explained that nickel and silicon I recommend you watch a YouTube where humidity is high but the scenery’s carbide have strong, independent prop- video about nickel plating cylinders. It amazing. Send questions or comments erties in cylinders when they’re applied illustrates the concept well, and is only a to [email protected] with electroplating. Under a powerful few minutes long. Although the video is microscope, the combination resembles focused on racing engines, the produc- RESOURCES >>>>> concrete with chunks of silicon carbide tion process is similar for aircraft. (See resting in nickel. Resources for the link. —Ed.) Aircraft Cylinders of America The coating naturally retains oil, which Bryon Denton, Senior Manager– 918-582-1785 flows between the carbide much like Engineering, joined Continental with the water between rocks. “The silicon, which ECi acquisition. One of the things Denton Avian Flight Center is nearly diamond-hard, protects the and his colleagues work on is combining avianflight.com nickel, and they work together to get a the best qualities of Continental and ECi smooth surface that will allow an oil film technologies into new products. Continental Motors – PFA supporter to remain,” he explained. When I asked about the production continentalmotors.aero According to Byrnes, NiC3 cylinders line for nickel plating cylinders, Denton also break in far easier than steel or said it has been improved since they RAM Aircraft – PFA supporter chrome cylinders because all the wear moved everything up from San Antonio. ramaircraft.com is in the rings, not the super-hard NiC3 “Continental implemented more quality coated cylinder wall. (For more on the controls and the chemistry is controlled to break-in procedure for certain Continental even higher tolerances than before.” FURTHER INFORMATION engines, see Resources. —Ed.) “That’s not to say ECi wasn’t diligent,” Continental Motors Service Bulletin The industry-standard Knoop hardness he continued, “but we’re doing more here and SB15-6A test for mechanical hardness confirms now have an on-site chemist. [Continental] Part IX, “Engine Break-in Instructions” what he said. On that scale, diamond is is a larger company with more resources tcmlink.com/pdf2/SB15-6A.pdf 7,000; nickel silicon carbide is 3,300; and this product line is growing.” hard chrome is 972; hardened steel is 822 When I asked about the flaky chrome “Nickel Silicon Carbide Plating” and tooth enamel is 343. cylinders in my current engine, Denton, Video by Millennium Technologies Byrnes noted that the pistons in lots who is a pilot as well as an engineer, https://www.youtube.com/ of chain saws and string trimmers are said, “You get hard chrome circulating watch?v=XrweImPvlzU&t=2s nickel-plated, since they run so rarely and through an engine and it’s not a good would rust up otherwise. thing.” He explained that with nickel U.S. Dept. of Defense Office of “When you get corrosion in a cylinder silicon carbide, “Not only do pilots enjoy Corrosion Policy and Oversight and start the engine, it’s like a cheese grater longer cylinder life, but if you don’t fly corrdefense.org on your rings. You expose new, bare metals to rust again. With the nickel [electroplating], you don’t have to worry about that, because the nickel protects the surface.” Interestingly, even though the silicon carbide in Continental’s NiC3 is chemi- cally identical to the grit in sandpaper, the cylinder barrels feel super-smooth, since the particles are only three microns in diameter and represent less than 5 percent of the mixture’s weight. To electroplate a cylinder barrel, a pow- der of dissolved nickel and other chemi- cals is dissolved in water and continually stirred. A continuous, positive electrical charge is dispersed through the solution and the cylinder attracts the metallic salts that “plate out” the barrel. In addition to being harder, Byrnes believes nickel carbide also adheres to the Glistening steel cylinders are like works of art, but they rust unless flown regularly or cylinder walls better than chrome. coated with nickel silicon carbide. Unless you’re flying a lot, NiC3 is cheap insurance.

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STEVE ELLS delves into now, every Cherokee owner, Wing separation history BY from the earliest PA-28-180 Unfortunately for Piper Aircraft, the the history of Cherokee to the most recent Arrow, has FAA, and PA-28 and PA-32 owners, this is heard about the inflight wing separation not the first wing separation in PA-28/-32 wing spar cracks and that occurred April 4, 2018, to a Piper Ar- series aircraft. investigates inspection row owned by Embry-Riddle Aeronautical The first recorded separation took place University in Daytona Beach, Florida. 31 years ago when the left wing of a PA- methods. A very experienced flight instructor/ 28-181 Archer II broke off. check airman and a student perished Following that accident, Jim Burnett, when the left wing of a 1997 Arrow with Chairman of the National Transportation slightly more than 7,000 airframe hours Safety Board, sent this letter to Donald broke off. Engen, Director of the Federal Aviation The NTSB issued Preliminary Report Administration: No. ERA18FA120 following the April 4, On March 30, 1987, a Piper PA- 2018, wing separation. The report said, “The 28-181, N8191V, crashed following an airplane entered the traffic pattern and per- in-flight separation at the wing root formed a touch-and-go landing.” ATC issued attachment while in cruise flight at low a transponder code and the pilot asked for altitude near Marlin, Texas. The air- approval to turn crosswind. ATC told the plane, which was owned and operated pilot to continue his upwind heading. by Griffin Pipeline Patrol Company, The next sentence in the NTSB report was patrolling a pipeline right of way stated, “Radar data indicate the aircraft at the time of the accident. climbed to 900 feet MSL at a groundspeed The pilot, the sole occupant, re- of 80 knots and a heading of 240 degrees ceived fatal injuries. before radar contact was lost. According Although the investigation is contin- to multiple witness, all within 2,500 feet uing, preliminary examination by the of the accident site, they saw the airplane Safety Board’s Materials Laboratory flying normally, then watched as the left disclosed features indicative of fatigue wing separated from the aircraft.” cracking in the separated left wing

PIPER FLYER >> 30 << JULY 2018 main spar. Fatigue cracking initiated AD 87-08-08 and Service Letter 997 to be repaired using repair methods ac- at two locations just outboard of the The FAA published Airworthiness Di- ceptable to the Administrator. outermost forward attachment bolt rective 87-08-08, issued May 5, 1987, only AD 87-08-08 did not require further hole in the lower T-shaped spar cap 36 days after the wing separation. inspections. Apparently, the author(s) of of the main spar. Fatigue propagation Piper followed with Service Letter 997, the AD didn’t plan for any future cracking. was upward through the thickness and issued May 14, 1987, which detailed the impor- That assumption was incorrect. chordwise completely through the for- tance of proper wing removal procedures. In an effort to determine the extent of ward leg of the lower spar cap (about AD 87-08-08 applied to all PA-28 the cracking in the fleet, AD 87-08-08 1.3 inches). A small area of fatigue models, including the PA-28-201T Turbo also mandated that within five days of the cracking also was noted in the forward Dakota. It also included PA-32-260 and completion of each inspection, that all web fracture piece adjacent to the for- PA-32-300 aircraft. Additionally, the AD inspection results be sent to the National ward outboard attachment bolt hole. applied to PA-28R retractable gear ver- Safety Data Branch of the FAA in Okla- Examination of the left wing at the sions of the PA-28. The only model ex- homa City, Oklahoma. accident site disclosed evidence of an cluded was the PA-28-236 Dakota. AD 87-08-08 was rescinded Sept. 28, approximate 10-inch-long crack that Aircraft with less than 5,000 hours total 1987, less than six months after it was had been stop-drilled in the upper time in service (TIS) had to comply before issued. PA-28 and PA-32 owners and op- wing skin. The crack was located for- reaching 5,050 hours; aircraft with more erators no longer had to pull the wings to ward of the main spar at the wing root than 5,000 hours TIS had to comply with- inspect for cracks. and was oriented chordwise parallel to in the next 50 hours of flight time. the fuselage. The AD required that both wings be Piper Service Bulletin 886 removed. One shop owner I spoke with On June 8, 1988, Piper Aircraft issued The accident airplane had been flown told me than his two-man experienced Service Bulletin (SB) No. 886 entitled 7,488 hours since new. Following the “Wing Spar Inspection.” (This and a re- separation, the operator then inspected a lated Service Bulletin are available under second PA-28-181 with 7,878 hours and I have purchased the “Magazine Extras” on the forums at Piper- found upper wing skin cracks that the ownership and major Flyer.org. —Ed.) maintenance department had stop-drilled. SB 886 divided the PA-28 and PA-32 When the wings were removed, a visual repair records from the airplanes into two groups.1 inspection of the spar caps at the outboard Group I applies to all PA-28-140 through attachment hole showed “crack indica- FAA Aircraft Registry PA-28-181 Archer II; and PA-28R-180 and tions” in the same area. office… But these records PA-28R-200 Arrow II aircraft. The Burnett letter also included this: Group II applies to all PA-28-235 “Representatives of Piper Aircraft Corpo- only hint at how each airplanes; PA-32-260 and PA-32-300; ration (Piper) indicate that other Piper airplane was flown prior as well as all PA-28R-201 Arrow III, models have wing spar structures similar PA-28R-201T Turbo Arrow III and PA- to that of the PA-28.” to my ownership. 28RT-201 Arrow IV and PA-28RT-201T The NTSB issued three recommenda- Turbo Arrow IV aircraft. tions to the FAA: The SB—in CAPITAL LETTERS— 1. Issue an airworthiness directive to crew could support the fuselage and re- warns operators and owners that: “FAIL- require an immediate inspection of the move both wings in 16 man-hours. His URE TO FULLY COMPLY WITH THIS main wing spars and upper wing skin at shop already had the fixtures to support SERVICE BULLETIN COULD SERI- the wing root of Piper PA-28 airplane with the fuselage and wings. A shop doing the OUSLY AFFECT THE STRUCTURAL over a specified number of service hours inspection for the first time would need to INTEGRITY, SAFETY AND AIRWOR- for evidence of cracking. Particular atten- build these tools. THINESS OF THE AIRCRAFT!” tion should be placed on inspecting the Compliance required a visual inspec- It also includes this sentence: “To date, bottom surface of the lower spar cap adja- tion—using a magnifying glass of at least over five hundred (500) inspections have cent to the outboard forward attachment 10 power—“for cracks in the lower spar been accomplished. Only two (2) negative bolt hole at the wing root attachment, as cap from the wing skin line outboard of findings were reported on a pair of PA-32s well as along the upper wing skin adjacent the outboard row of wing attach bolt holes operating in a severe environment and to the fuselage just forward of the main to an area midway between the second with considerable damage histories.” spar. (Class I, Urgent Action) (A-87-40) and third row or bolt holes from the out- The SB directs owners and operators to 2. Based on the inspection described in board row.” determine which “usage class” applies to Safety Recommendation A-87-40, estab- The AD also mandated the use of non- their airplane. lish a recurrent periodic inspection of the destructive crack detection tools such as This Service Bulletin provides instruc- wing root area for cracks by an approved the dye penetrant method and eddy cur- tions for: method to identify those cracks before rent testing to aid in the search for cracks. 1. determining the aircraft’s “usage they become critical. (Class I, Urgent Ac- If no cracks were found, the wings could class;” tion) (A-87-41) be reinstalled. 2. determining the initial and recurring 3. Conduct a Directed Safety Investi- If even the tiniest crack was found, the inspection times; and gation to inspect the lower spar cap and airplane was deemed to be unairworthy 3. accomplishing the wing spar upper skin on other Piper model airplanes until a new spar or a wing with no spar inspection(s). that have a similarly configured wing spar cracks was installed. structure to that of the model PA-28 air- The upper wing skins were also inspect- Determining aircraft usage class plane. (Class I, Urgent Action) (A-87-42) ed for cracks. If found, the skin cracks had The usage classes that Piper provides

PIPER FLYER >> 31 << JULY 2018 PA-28 wing under repair. in SB 886 are Normal Usage (Class A), inspection at 62,900 hours total TIS. The I have purchased the ownership and Severe Usage (Class B), Extreme Usage aircraft must also have repetitive inspec- major repair records from the FAA Air- (Class C) and Unknown Usage (Class D). tions thereafter every 6,000 hours TIS. craft Registry office—available to all own- The SB defines “normal flight training All Group II aircraft in the Normal Us- ers on CD for nothing more than a phone operations” as Normal Usage (Class A). age category must have the initial inspec- call and less than $20—for all the air- Severe Usage is defined as “aircraft tion at 30,600 hours TIS, and the repeti- planes I’ve owned. (For a link to the online which have engaged in severe usage, in- tive inspections every 3,000 hours TIS. request form, see Resources. —Ed.) volving contour or terrain following op- Group I aircraft in the Severe Usage cat- But these records only hint at how each erations, (such as power/pipeline patrol, egory must comply with the initial inspec- airplane was flown prior to my ownership. fish/game spotting, aerial application, tion requirement at 3,700 hours TIS with Unless past ownership and flight condi- aerial advertising, police patrol, livestock tions are known, an airplane is automati- management or other activities) where a cally in the “Unknown Usage” category. significant part of the total flight time has What if there’s a way to been spent at below one thousand (1,000) The smoking guns feet AGL.” do the inspection without In 1987, William Johnson was an A&P Extreme Usage is defined as aircraft removing the wings? mechanic and station manager for Yute that have been significantly damaged, such Air in Dillingham, Alaska. Johnson, in as damage which “required major repair addition to holding an A&P, also holds an or replacement of wing(s), landing gear or Inspection Authorization (IA), and is an engine mount.” repetitive inspections every 1,600 hours Airline Transport Pilot (ATP) with over Unknown Usage is defined as “aircraft TIS thereafter. 20,000 Alaska flying hours. and/or wings of unknown or undeter- Group II requirements are initial at During my annual trip to the Alaska mined operational or maintenance history.” 1,800 hours TIS and repetitive inspections Airman’s meeting at Anchorage Interna- The SB warns owners: “However, if every 800 hours thereafter. tional Airport (PANC) in early May 2018, there is any doubt as to the aircraft’s op- Johnson told me that every PA-32 that he erating history, it is recommended that Interpreting this complex bulletin and his crew inspected following the 1987 the initial inspection be conducted in ac- The catch here is that the Piper SB says AD had cracks in the suspect area. cordance with the UNKNOWN USAGE that aircraft in the Unknown Usage cate- “I sent in over 40 Malfunction and CLASS ‘D’ Compliance Time.” gory should have the wings pulled to com- Defect (M&D) reports to the FAA about plete the initial inspection within 50 hours cracks,” he explained during a recent Determining inspection compliance times TIS unless the crack inspection required phone conversation. Once the Usage Class has been defined, in AD 87-08-08 has been completed. The At the time of the AD, Yute Air was flying it is used to “determine the applicable repetitive inspection intervals are then 4 PA-32-300 Cherokee Six 300s. In addi- initial or repetitive wing spar inspection based on which Usage Category applies. tion to changing the spars on the company compliance time from TABLE 1.” What this means for owners is that if Cherokees, Williams also changed spars The compliance times differ somewhat the usage history prior to their purchase on other western Alaska Cherokees. between Group I and Group II aircraft. of the airplane is unknown, this SB, which Johnson told me that Ray Boyce of Based on engineering studies completed Piper considers mandatory, requires that the FAA and a representative from Piper by Piper, all Group I aircraft in the Normal the wings be pulled, and the crack inspec- Aircraft visited him in Dillingham to Usage category must have an initial crack tion completed right now. view the results of his inspections. Com-

PIPER FLYER >> 32 << JULY 2018 ments from the FAA engineer seem to In 1987, Cessna had stopped the manu- If cracks are found, and the aircraft is back up Johnson’s concerns that this will facture of piston-powered airplanes as a returned to airworthy status by installing be a big problem. statement to Congress; calling for the need a used wing, that used wing must be infor legal protection from enormous losses spected for cracks prior to installation. Inspection methods in civil courts. A common practice in avia- Given the gravity of a failure, and that Since it takes about 16 man-hours to tion civil lawsuits to “name everyone who 7,000 hours was the tipping point for the remove the wings prior to the inspection, has deep pockets and has ever touched the two spar failures, and that a well-main- an estimate of the costs for wing removal, airplane” meant Cessna was always listed tained airplane was found to have cracks inspection and reattachment, assuming a as a defendant—even though it had not at around 7,000 hours, I strongly suggest $75/hour shop rate, would probably start touched the subject airplane for decades, that Piper Flyer owners start to budget for at $3,000. This unexpected cost could be in some cases. this inspection. I expect a new AD will be daunting to many owners. Piper Aircraft did not stop production, issued mandating inspection for cracks. What if there’s a way to do the inspec- but the effects of high product liability Hopefully, a low-cost inspection will elimi- tion without removing the wings? costs contributed to the company closing nate the need for wing removal and rein- I wondered if an inspection panel could its Vero Beach plant in 1990 and declaring stallation to determine if cracks exist. be cut that would expose the inspection bankruptcy in 1991. area, so I asked this question of Paul New The entire industry breathed a huge of Tennessee Aircraft. New is very experi- sigh of relief and celebrated Jan. 25, 1994, Steve Ells has been an A&P/IA for 44 years enced with structural repairs of Piper and when Congress enacted Senate Bill 1458, and is a commercial pilot with instrument Cessna aircraft. also called the General Aviation Revitali- and multi-engine ratings. Ells also loves New said there’s no way to cut an in- zation Act (GARA) of 1994. The bill was utility and bush-style airplanes and op- spection hole to perform the inspection. enacted to “amend the Federal Aviation erations. He’s a former tech rep and editor However, in an Investigative Update Act of 1958 to establish time limitations for Cessna Pilots Association and served to the original NTSB Preliminary re- as associate editor for AOPA Pilot until port (ERA18FA120) on the April 4 wing 2008. Ells is the owner of Ells Aviation separation, a second Embry-Riddle flight I expect a new AD (EllsAviation.com) and the proud owner of training PA-28R-201 Arrow (Serial No. a 1960 Piper Comanche. He lives in Tem- 2844135) was inspected using an eddy will be issued… pleton, California, with his wife Audrey. current inspection (ECI) method. Wing Send questions and comments to editor@ cracks were found. The second airplane piperflyer.org. had 7,661 hours TIS. It was further reported that the cracked on certain civil actions against aircraft 1 wings were reinstalled and subsequently manufacturers, and for other purposes.” Service Bulletin 978A was issued Aug. 6, 1999 and includes serial numbers not manufactured in inspected using a new ECI inspection pro- Cessna resumed production in 1996—a when SB 886 was issued. A note on page 2 of Piper cedure developed by Piper Aircraft. The full nine years after it stopped production Service Bulletin No. 978A reads, “This Service new method, utilizing a bolt-hole probe of piston-powered GA aircraft. Bulletin is similar to Service Bulletin 886 issued June 8, 1988 with the identical purpose and has inspection technique, was able to confirm The most important provision of GARA been released to add models and serial numbers the location and size of the previously was the implementation of an 18-year not manufactured at the time of the original identified cracks. window of responsibility by light airplane Service Bulletin.” Based on the reported success of the manufacturers. This “Statute of Repose” bolt-hole ECI inspection, this method may excused Cessna (and Piper) from involve- RESOURCES >>>>> be the fastest and least expensive method ment in civil suits in accidents involving to inspect for wing cracks. Additionally, airplanes that had left the factory more NTSB Safety Recommendation eddy current inspections are much more than 18 years before. (A-87-40, -41, -42) effective than dye penetrant inspections. However, Paragraph 2 of the Act is By Jim Burnett, dated April 10, 1987 In every AD, there’s a paragraph say- worded that if Cessna (or Piper, or any https://www.ntsb.gov/safety/safety-recs/ ing that users are encouraged to submit other light airplane manufacturer) creates recletters/A87_40_42.pdf alternate methods of compliance (AMOC) a significant change and mandates the to solve the condition cited as causing the installation of that change on an airplane Piper Aircraft Service Letter No. 997, AD. The question now is whether there is a outside the 18-year window, the company “Wing Removal and Reinstallation” company that could create an eddy current is again subject to civil lawsuits during a Piper Aircraft Service Bulletin No. 886, inspection—or other definitive inspection new 18-year window. “Wing Spar Inspection” technique that doesn’t require wing remov- In my opinion, installation of a new Piper Aircraft Service Bulletin No. al—for approval as an AMOC. Due to the wing spar or installation of an airworthy 978A, “Wing Spar Inspection” equipment required and the possibility of used wing does not constitute a change PiperFlyer.org/forums under stressing the wing structure during remov- that would reopen the statute window. “Magazine Extras” al and installation, removal of the wing is the least desirable inspection mode. The takeaway Request Copies of Aircraft Records So that’s where Piper and the owners https://aircraft.faa.gov/e.gov/nd Liability concerns and operators of its PA-28 and PA-32 air- In another classic case of “be careful craft stand today. According to Piper SB 886 Piper Wing Spars Explained - Video what you pray for,” and, “behind every and 978A, if owners and operators can’t de- piperflyer.org/piper-knowledge-base/ survivor is a lawyer,” any change to an air- termine the usage history, a crack inspection latest-member-videos/Jen-D/video/52- plane structure runs into a liability glitch. should be performed immediately. piper-wing-spars-explained.html

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Comanche Aileron ADs This detailed report from a Comanche expert spells out exactly how to check for compliance with two Airworthiness Directives. By Kristin Winter

Comanche’s ailerons have been is installed. The kits resolved the issues THE a source of trouble from the with the Comanche ailerons. Any further beginning. It was not a good bit of detail problems are rare or nonexistent for design. Poor loads analysis led to compo- modified aircraft. nent cracking in two locations. It is very common to find Comanches One issue was the outer hinge bracket that have not had one or both of the kits concentrated stress in the aileron spar and installed, hence removing the ailerons caused cracks. The other was the nose ribs every 100 hours is required. I have often used to attach the aileron counterweight found that the logbooks claim the ADs to the aileron spar were cracking. These have been complied with, but do not spec- issues apply to both single Comanches and ify the method of compliance. Twin Comanches. Vague logbook entries can lead less- The aileron issues date from the early careful IAs to terminate the 100-hour days of the Comanches. The first Piper inspections thinking that the correct kit service information regarding the ailerons was installed, when in fact it had not been. was issued in 1959. Additional bulletins I will discuss each AD and explain how came out in the late 1960s. A pair of Air- to make a visual inspection to determine worthiness Directives provided a final whether the ADs were in fact properly ter- resolution in the late 1970s. minated by installation of the correct kits. Piper did step up nearly 40 years ago and offered a kit which resolved the is- Outer aileron hinge bracket sues. Unfortunately, not all aircraft have AD 77-08-01 and Piper Service Letter 787 had the kits installed and thus require At the end of 1976, Piper issued Service additional inspections. Letter 787, alerting the fleet to the pos- Both of those ADs are current and re- sibility of cracks developing in the aileron curring at 100-hour intervals until a kit spar at the outer aileron hinge bracket. SL

PIPER FLYER >> 36 << JULY 2018 A newer-style steel hinge bracket installed on a Comanche.

787 recommended a recurring 100-hour aircraft has the new steel bracket. from the “Members” menu, click on “Parts visual inspection which required the ailer- Most aircraft I see have had this kit Locating” and fill out the form. We’ll get on ons to be removed. installed. It was easy to accomplish, and it as quickly as we can. You can also email SL 787 also provided for a terminat- doubtless rather inexpensive back in [email protected]. —Ed.) ing action by installation of Piper Part the 1970s. No. 760-914, Aileron Outboard Hinge The 760-914 kits are very difficult to Aileron nose ribs Bracket Replacement. find these days. Piper doesn’t stock AD 79-20-10 and Piper Service Letter 850 The FAA mandated these aileron in- them. Piper’s price is about $600 per kit The aileron nose ribs attach to the coun- spections with the issuance of AD 77-08- terweight that extends inside the wing. 01. This AD also approved the installation The shaft bolts to the nose ribs, with a lead of kit 760-914 as a terminating action. It is very common to find mass at the other end. This puts a lot of Comanches that have stress on the nose ribs. Complying with AD 77-08-01 not had one or both of Problems with the aileron nose ribs go You can tell if your aircraft has kit 760- back to 1959. Cracks started appearing very 914 installed by visual inspection of the the kits installed… quickly. It took four versions of nose ribs outboard hinge bracket. The replacement before Piper got it right, and each was fur- bracket has a much larger base/reinforce- ther reinforced from the previous version. ment to spread the load over more of the and two kits are necessary to do both ai- Piper issued Service Bulletin 173 which aileron spar. In addition, the new bracket lerons. Piper’s delivery time is about four mandated installing a second version of is made from steel instead of aluminum. months. Installation should be about an the nose rib with some additional rein- CherryMAX rivets will have been used to hour per aileron. forcement. In about 1968, Piper issued a attach the hinge bracket to the aileron. (These brackets are difficult to find! Service Spares Letter and associated kit, If you know what to look for, the dif- If you read last month’s “The View from Part No. 757-162. This kit further upgrad- ference between new and old brackets Here,” you know that as a Piper Flyer ed the nose ribs to the third version of the is immediately obvious. Until then, a member, you have access to PFA’s parts rib: Part No. 20234-31. magnet is a quick way to check if your locating service. Log in to PiperFlyer.org; Several years later, the FAA issued AD

PIPER FLYER >> 37 << JULY 2018 74-10-03 which mandated the installation ones that had the previous kit (757- This is the only sure way of verifying of kit 757-162 or a recurring inspection. 162) installed. AD 79-20-10 merely that the Part No. 20234-42 nose ribs Subsequent history showed that cracks mandates compliance with Service Let- have been installed and that removal could develop even in the third version of ter 850 and provides the same termi- of the ailerons every 100 hours is no the nose rib. nating action. longer required. In 1979, Piper issued a Service Letter In my experience, most aircraft have not to Comanche owners, warning of further Complying with AD 79-20-10 had this kit installed. I am skeptical as to cracks in the aileron nose ribs and pos- Compliance with the nose rib AD is whether the rest are receiving the mandat- sibly the spar itself. Service Letter 850 somewhat challenging to confirm without ed 100-hour inspection for cracks, as there sets forth recurring 100-hour inspections, removing the aileron. However, the aileron is some confusion in the field. which can be discontinued when kit 763- nose rib can be inspected for compliance Often, IAs see that a kit was installed in 893 has been installed. with a flexible videoscope. the late 1960s or early 1970s and assume The 763-893 kit contained the fourth By going in through the inboard hinge that terminates the AD. This has even version of the nose rib, Part No. 20234-42. and snaking the scope outboard in the ai- confused some longtime Comanche-savvy The FAA also issued another Airworthi- leron, one should be able to see enough of mechanics; one in particular insisted that ness Directive, AD 79-20-10. the nose rib to make a positive identifica- version three of the nose ribs (i.e., installa- AD 79-20-10 superseded AD 74-10- tion. An example of what can been seen is tion of Part No. 20234-31) terminated the 03 and included all aircraft—even the shown on Page 40. AD. Piper confirmed to me by email that

The evolution of the Comanche aileron nose rib.

Original. Second version.

Third version. Fourth (current) version, Part No. 20234-42.

PIPER FLYER >> 38 << JULY 2018 only version four nose ribs comply with SB 850; and hence terminate the inspection requirement of AD 79-20-10. An IA must also be careful if an aileron has been replaced. I have seen cases where

Problems with the aileron nose ribs go back to 1959… It took four versions of nose ribs before Piper got it right. the logs stated that the 20234-42 kit had been installed in both ailerons, but I found them installed only in one. As it turned out, the aileron had been replaced with one from a salvage aircraft—and no one thought to retrieve the -42 nose rib from the removed aileron and install it on the replacement aileron.

Kit 763-893 installation The Piper instructions for installing The fourth version of the nose rib as seen through a videoscope. the kit require removal of the aileron and removing numerous rivets. This allows the skin to be peeled back and permits a mechanic to get to the back side of the spar to buck the rivets for the new nose ribs.

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PIPER FLYER >> 40 << JULY 2018 A20® AVIATION HEADSET

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Connect with us @BoseAviation *In select models © 2018 Bose Corporation There is an approved Alternative Meth- It takes only about an hour to remove Library/rgAD.nsf/AOCADSearch/23E39 od of Compliance that uses rivnuts and each aileron, do the visual inspection and A518733EFE28625699E004A9AD5?Op screws instead of rivets, which eliminates reinstall. However, only doing the inspec- enDocument the need to unstitch most of the upper tion and not installing the kit raises skin of the aileron. This is a big time-saver. the potential of a much more expensive AD 79-20-10 Mandating Compliance (A copy of the AMOC can be found at repair later. The inspection finds cracks. with Piper Service Letter No. 850 rgl. PiperFlyer.org. —Ed.) Cracks mean that the repair might be faa.gov/Regulatory_and_Guidance_Li- As with the aileron kit, the nose rib kits more expensive than installing the kit in brary/rgAD.nsf/AOCADSearch/B81EE4 have become very hard to find. Piper still the first place. 072873C7688625699E004AF817?Open lists them but doesn’t stock them. The Document last time I checked, the delivery time was listed at over four months and the cost was Kristin Winter has been an airport rat for over $1,200. One kit covers both ailerons, almost four decades. She holds an ATP-SE/ unlike the kit for the outer hinge bracket. ME rating and is a CFIAIM, AGI, IGI. In Occasionally, a nose rib kit comes up addition, Winter is an A&P/IA. She has for sale as new old stock, but those have over 8,000 hours, of which about 1,000 HAVE A PIPER become rarer and rarer. The installation are in the Twin Comanche and another takes a fair amount of time; and the high 1,000 in the Navajo series. She owns and MAINTENANCE labor cost is likely the reason that a large operates a 1969 C model Twinkie affection- percentage of Comanches have not had ately known as Maggie. She is a recognized QUESTION? the nose rib kit installed. authority on Piper Comanche aircraft. I installed kit 763-893 on my aircraft Currently she is serving as Director of Op- several years ago. I have done a few oth- erations for a commuter airline in South- ers since. The first time I installed the kit, east Alaska. Send questions or comments SEND IT TO it took me about 12 hours to do the first to [email protected]. aileron, and six hours to do the second editor@ one, using the AMOC. Obviously, there RESOURCES >>>>> piperflyer.org is a learning curve here. If I had to pay shop labor rates, the return on investment AD 77-08-01 Aileron Spar Cracks would have been questionable. rgl.faa.gov/Regulatory_and_Guidance_

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PIPER FLYER >> 42 << JULY 2018

Piper PA-23 Apache: Origin Story

Research into the development timeline of the Piper Apache helps answer some—but not all—questions about the origins of the model. By Jennifer Dellenbusch with help from Scott Kinney | Photographs by James Lawrence

PIPER FLYER >> 44 << JULY 2018

don’t know where the (apparently false) notion that the Piper Apache I was derived from a Stinson design came from, but that idea certainly has persisted through the years. Perhaps it comes from the timing of Piper’s acquisition of the assets of the Stin- son Division of the Consolidated Vultee Aircraft Corporation in 1948 that seemed to fit in with the timeline of bringing the Apache to market in 1954. However, you’d think with the head start of a completed design in hand, Piper could have cut a couple of years from the development time. With the purchase of Stinson’s assets came the Stinson Model 108 design and inventory. Piper marketed its version of that model as the Piper Stinson 49. So it doesn’t appear that Piper had any trouble sharing the marquee. However, the only early photos of the Apache prototype that I’ve seen clearly show a Piper logo—and only a Piper logo—on the cowling. Piper’s official historian, Roger Peperell, has access to original documents and files of the company. He is unequivocal in his assertion that the PA-23 Apache was an original, clean-sheet Piper design: “It has been suggested that the PA-23 was based on a twin-engine design found in the files of Stinson Aircraft. This is incorrect; the PA-23 was designed by Piper from scratch and there was no twin design in the Stinson files [at the time Piper acquired them].” Conspiracy theorists who think that the Stinson twin information has been sup- pressed or scrubbed from Piper records should read on. Piper did look into buying and using another company’s twin design and those efforts were recorded for posterity. Additional insight into the use of the Twin Stinson name can be garnered from a couple of passages in older Flying magazine issues. First, in May 1952, Flying magazine shared a snippet of news about a “Piper Twin-Stinson” and went on to quote William T Piper as saying “We feel that this type of airplane will do a great deal to give the businessman even more utility since it will permit him to complete more of his trips after dark and over weather.” So, it does appear that the Twin Stinson name was in use during the PA-23’s development. In August 1975, a Flying magazine article about the development of the Aztec, by Richard B. Weeghman, indicates that the PA-23 was a Twin Stinson in name only: “Enter therefore, in 1952, a snubby-looking, twin-tailed, box of an airplane. It is built by Piper but called the Twin Stinson, reflecting Piper’s recent acquisition of and respect for the name of that company.“ So, what do Piper Aircraft’s official

PIPER FLYER >> 46 << JULY 2018 Above: The Apache prototype started with a twin tail, but the production model was fitted with a single tail as shown here.

Left: As is the case with many early Pipers, including the J-3 Cub, the Apache uses the USA 35B airfoil.

Right: Piper planned for the Apache to be an all-weather aircraft, which is reflected in the instrument panel.

PIPER FLYER >> 47 << JULY 2018

PIPER FLYER >> 48 << JULY 2018 records tell us about the development of Piper’s first twin? Parts avionics Give ‘em what they want EnginEs In the late 1940s, Piper management was actively surveying the aviation market ProPs to see what customers were looking for. #1 for Aircraft Parts Support They had noticed a shift from the prewar Since 1984 emphasis on personal aircraft to a desire Same-Day Worldwide for a platform that could support busi- OverOver 55 MilliMilliOOnn ness travel. Shipping Prospective customers wanted a plane We Price Match! iin-Stn-StOOckck PartPartSS!! that could reliably be used for night trips Search our Parts over hostile terrain; and also one which for Free 24/7 would provide additional range and speed. DoDSon.coM cAll uS toDAy At 785-878-8000 Piper believed that a twin-engine aircraft would be the best fit for that mission. As Piper drew up the requirements for the new airframe, they wanted seating for five, a maximum speed of 175 mph, 750- mile range and a gross weight of about 3,000 pounds. They hoped to deliver the model for between $10,000 and $15,000.

But not that In an attempt to keep costs down, Piper looked into the possibility of buying an existing design and adapting it to their use. They also considered reimaging the abandoned PA-6 model as a twin. In 1949 after reviewing and examining the twin-engine L.3095 design from Ted Smith’s Aero Design and Engineering Corp. of Culver City, California; and the Bauman Brigadier being developed by The Bauman Aircraft Corp. of Los Angeles, California, Piper opted to pursue the Brigadier. Piper purchased manufacturing (but not design) rights from Bauman in July escape 1949, and dubbed the project the PA-21. Piper invested about six months into the PA- and 21 before canceling the project in early 1950 EXPLORE due to projected high production costs. Wipline 2100 floats offer outstanding handling and the best To the drawing board! gear design in a lightweight, robust package. Paired with our In December 1950, Piper engineers ® Clyde Smith, T. Kitt and J.W. (Bill) Mc- exclusive safety-enhancing Laser Gear Advisory, Wipline Nary developed updated design specs for floats deliver the innovation, quality, and reliability you and the new twin. It was to be a four-place, your PA-18 or PA-12 deserve. twin-engine, twin-tail airframe with tricy- cle landing gear. Where will Wipline floats take you? It would be powered by Lycoming O- 290-D engines rated at 130 hp for takeoff and 125 hp continuous and fitted with South St. Paul, MN (KSGS) - 651.451.1205 fixed-pitch metal prop. Further, it should carry four people with 90 pounds of bag- Leesburg, FL (KLEE) - 352.323.4809 gage and 60 gallons of fuel. Desired gross weight was 2,900 pounds. www.wipaire.com The airframe was to be fabric (excluding nacelles and fuel tank covers) stretched over a tubular frame and have a span of See us at EAA AirVenture (Booth 226-228) & enter 35 feet and a length of 22 feet 9 inches. to win $1,500 towards a seaplane rating! The nose would be made of formed metal

PIPER FLYER >> 49 << JULY 2018 to improve aerodynamics and provide a engines delivering 135 hp were installed. the distributors and gained through test- streamlined profile. Confident that they had a winner in the ing of the fabric-covered prototype. The In a nod to safety over potential perfor- making, Piper invited its distributors to original twin-tail design was thought to mance, the landing gear was to be left half look at the PA-23 prototype. provide more effective single-engine rud- exposed when retracted to minimize dam- der control and would also make it easier age in the event of a wheels-up landing. The It’s great, but can you change it? to fit the plane in smaller hangars. Some nosewheel would retract to the aft and the The general consensus at the Piper on the engineering team thought a single main gear would go up and forward. distributors meeting was that the PA-23 tail would provide better stall characteris- This “all into the middle” configuration was on the right track and, with just a few tics and would look better, to boot. would reduce the change in CG when go- tweaks, it would be perfect. Tests were carried out comparing the ing from wheels-up to wheels-down. Main For example, the distributors thought it twin tail and a single tail (the tail from a wheels would be stowed in the nacelles needed more power and better equipment. PA-6 was fitted to the prototype). When rather than the wings allowing the wings the single tail performed as well as the to be made stronger. Another safety fea- When the aircraft twin, the design was quickly changed. ture was moving the fuel tanks outboard finally came to market, the Several problems were identified dur- of the nacelles. factory had trouble keeping ing the testing phase. Poor single-engine They planned for 150 mph cruising performance was addressed by changing speed and a single-engine ceiling of 5,000 up with the demand. to 150 hp Lycoming O-320-A engines feet—and they planned to bring this all to with full-feathering, constant-speed market for $15,000. The newly named PA- Things like radios, heaters and IFR instru- Hartzell propellers. 23 project was off and running. mentation were now desired by business Stalling of the root section of the Weight was a major consideration in flyers. Customers had also indicated a will- wing was solved by modifying the wing the design of the PA-23, as single-engine ingness to pay more for a fancier interior with leading edge fillets and moving performance on the available horsepower and streamlined look. the flaps lower. would be critical. Weight-saving design Oh, and distributors wondered if Piper Additional changes addressed single- considerations included scrapping the could just make one more tiny change: engine cooling problems and added steer- original plan for two doors plus a baggage produce it as an all-metal aircraft. ing to the nosewheel. door, in favor of one door; using rubber And, of course, the entire fuselage fuel cells; and using hydraulics for gear This time, we get it right! was redesigned to accommodate all the and flap operation. Piper began revising the PA-23 design changes and to create Piper’s first all- During the design phase, new Lycoming based on the information garnered from metal airplane.

PIPER FLYER >> 50 << JULY 2018

PIPER FLYER >> 51 << JULY 2018 The distinctive lines of the Apache date to the early 1950s.

PIPER FLYER >> 52 << JULY 2018 By the time the PA-23 Apache was cer- tified Jan. 29, 1954, its gross weight had Contact us today for a FREE increased to 3,500 pounds. Looking for some (really... it’s free!) 20-page booklet and “How to Soundproof Light Aircraft” They like it! They really like it! peace quiet? Piper began accepting deposits for the Reduce your cabin noise and (888) 942-7723 Apache in 1953. When the aircraft finally you’ll enjoy flying even more. came to market, the factory had trouble keeping up with the demand. In fact, the To get your copy, demand was so great that the Piper fac- by mail... send your name and address to us! tory was enlarged to accommodate the by email... [email protected] additional work. by internet: Free download at It debuted at a price of $32,500. The soundproofing.org/infopages/soundprf.htm soundproofing.org price was much above the originally- planned-for $15,000, but was still less Super Soundproofing Co. | 455 East Carmel Street | San Marcos, CA 92078 than the Cessna 310 at $49,000 and the Beech Model 50 at $70,000. The Apache faced criticism for its single-engine performance, but devotees loved it (and continue to love it) for its low cost of operation, gentle handling characteristics, low wing loading and ability to get in and out of short airstrips. Piper Flyer Facebook followers Paul J. Anderson and Tom Lawrence had this to say about the Apache: Anderson: A great airplane. Perfect multiengine trainer. Flies sweet and hon- est. Cheap to operate. Has a few little quirks, but once you get to know them, no big deal. I keep thinking about selling mine, but I can never quite get myself to do it. She’s sweet! Lawrence: [The] Apache was a great multiengine training aircraft in the 1960s and early 1970s. Docile and forgiving. Piper would produce 2,047 Apaches before ceasing production of the model in 1963. So, there you have it. Although the name Twin Stinson was attached to the prototype in the aviation press of the time, from everything that I could find, the Apache was an “all-Piper” aircraft and not a Stinson design. Perhaps Piper management felt the Stinson name added status to the project, but I don’t know that we will ever know for sure. Hopefully I’ve been able to shed some light on the origins and development of the PA-23 Apache. Of course, if you’ve got the original plans for the “Stinson Twin” sitting in a desk drawer, please let me know and I’d be happy to revisit the history of the Apache.

Jennifer Dellenbusch is president of the Piper Flyer Association. Send questions or comments to [email protected].

Sources: “Piper Aircraft: The development and history of Piper designs,” by Roger Peperell. Air- Britain, 1996; Type Certificate Data Sheet 1A10, Rev. 52 dated Feb. 10, 2009; Flying. May 1952, Oct. 1954, Aug. 1975. [Note: many back issues of Flying, including all cited here, are available free on Google Books: books.google.com.]

PIPER FLYER >> 53 << JULY 2018 zinc chromate. (The corrosion mitigation process will be covered in-depth in a future article. —Ed.) Corrosion isn’t the only aging airplane What Lies Beneath: issue that must be addressed, however. We often encounter other problems such as neglected or poorly-executed mainte- Interior Renovation of nance and carelessly-installed upgrades.

Aging Piper Aircraft Addressing problems takes time This total approach to renovation has made a very pronounced change in both the time required as well as the cost involved in fully renovating the interior of a 40-plus- year-old Piper. When Air Mod first opened By Dennis Wolter its doors in 1973, the scope of work required to renovate an aircraft interior was much Renovating an aircraft interior is a prime opportunity to see what’s less than the task we face today. really underneath all that ugly old upholstery. Whether you do it I remember one of the first interiors yourself, hire it out, or choose a combination of the two, you want we did in a six-place 1964 Aztec. Working to make informed decisions. Industrial designer and airplane interior 12-hour days, a part-time assistant and expert Dennis Wolter is here with a series of articles to help you. I completed the job in two weeks. This turnaround time was possible for a number of reasons. First and foremost was the fact that the a difference 50 years time has come in this world of General airplane was only 10 years old, and it cer- What can make. During my Aviation to either save these airplanes tainly did not present many of the issues college days back in for future generations of pilots, or let we would see today in the same, now the late 1960s, I had a job where I would them slowly deteriorate and end up in 54-year-old airplane. occasionally be sent to ferry a new air- a salvage yard, where their corroded A second factor was that, at the time, plane from the distributor back to Lunken airframes will be picked clean of usable our customers typically did not add items Field (KLUK, now Cincinnati Municipal) parts to support the dwindling number beyond what we included in a full interior for delivery to its new owner. To this day, I of still-airworthy airframes. renovation. Today, an extensive list of can remember the look, feel and smell of a Some readers may feel that this is an upgrade items can bring airplanes up to new, ferry-time-only airplane. overly pessimistic comment, but in my 21st century standards. Very few of us have the opportunity to own business, I see far too many airplanes that These optional upgrades include safety- a brand-new airplane, but there are obvi- are deteriorating before our eyes. Various enhancing four-point inertia reel shoulder ously many older airplanes out there in need aging-airplane problems seem to apply to harnesses; more efficient, quieter ventila- of upgrades that can in many ways elevate all makes and models of older airplanes, tion systems; LED lighting; super sound- them to exceed the design, comfort, per- no matter the value of the airframe. proofing; thicker glass; fully-articulating formance and safety of a new airplane. High-dollar Senecas are as susceptible as seats; composite side panels with recessed After graduating from the University of Cherokee 140s. armrests (see Photo 04, Page 56); and Cincinnati as a newly-minted industrial Installing a new interior in a Piper pre- custom instrument panels with exotic designer, I tried two “real” jobs before sents a great opportunity to really see into wood trim, to mention a few. deciding to pursue my true passion of every nook and cranny of the cabin area A third issue adding to today’s longer renovating airplanes. The key word here is with all interior components and insula- downtimes involves avionics installa- passion; I believe it is the glue that holds tion removed. tions and maintenance. Our company the General Aviation community together. About 15 years ago, I realized we were partners with two companies located Folks who own, fly and maintain these dealing with an increasing number of at Clermont County Airport (I69), and wonderful machines do it primarily out non-upholstery issues, such as corrosion coordinating these projects while the of love of flying. I am committed to help- (Photo 01, Page 55); questionable wiring interior is being renovated makes it con- ing save these irreplaceable machines. In (Photo 02, Page 55), leaking windows venient for a customer. coming months, I will submit a series of (Photo 03, Page 55), degraded static and But the bottom line is this: the Aztec articles that will cover in detail the work fuel lines, and so on. interior that took two weeks to complete required to truly renovate an entire cabin, These problems were becoming almost in 1974 has become an eight- to 10-week from the firewall to the aft bulkhead. commonplace in the majority of airplanes project in 2018. I plan to walk readers through each going through our shop, so I decided to step in the process, with photos showing make it standard practice to invest the Proper intervention is key all of the tricks we’ve learned over the past time necessary to repair all of the techni- Here’s the good news. For most of the 44 years—including the tools and supplies cal issues we discovered. airplanes in the fleet, the level of degrada- required—to thoroughly execute the job. To address corrosion, we started with tion is at a point where it can be stopped antiseptically cleaning all floors, bulk- with proper intervention, saving these Common issues in aging aircraft heads and cabin skins, followed by a thor- airframes for the future. I often mention in seminars that the ough application of corrosion-controlling The other good news is that 95 percent

PIPER FLYER >> 54 << JULY 2018 of what is required to mitigate corrosion and upgrade an interior can legally be 01 done by an owner under the FAA guidelines of preventive maintenance, FAR Part 43, Appendix A(c). AC 43.13-1B is an excellent “how- to” manual from the FAA, and a must for every handy aircraft owner to have. Armed with this great resource, you will have concise and clear guidance as to how to properly perform many of the tasks that are required to keep your airplane in tip-top shape.

Steps in a cabin and interior renovation project The following is a list of the steps we take during a typical renovation of cabin and interior in a 40-year-old airplane. In upcoming months, I will work my Many older airframes exhibit corrosion, but it often can be mitigated. way through the major items on this list, with descriptions of processes accompa- nied by photographs. 02 1. Remove and secure all documents and personal items. 2. Perform an ergonomic study of the pilot seating station. 3. Test radios, intercom, autopilot, electrical components and lights for function. Report findings and recommendations. 4. Remove and evaluate existing side panels, seats, headliner, carpet, insulation, floor inspection panels and window trim. 5. Inspect all structures and skins for corrosion. Remove corrosion and glue from inner cabin skins, spar carry- through and related components. Treat all inner surfaces and appropriate components with corrosion-control materials. 6. Clean exposed antenna connections and inspect all systems and controls. 7. Strip seats to bare frames to perform A tangle of wires from years of incremental instrument panel “upgrades.” a complete mechanical and structural inspection. Repair as required. 8. Install heavy sling reinforcement 03 straps on seat frames and install a new seat sling. The reinforcement keeps the sling from stretching or coming loose from the frame and prevents future sagging. 9. If requested, build the height of the seat back structure to accommodate the stature of the pilot. Many of our customers choose this option as an alternative to a headrest. (Note: this requires appropriate FAA approval and a Form 337.) 10. Build new seat foam, shaping with several densities of flame retardant ure- thane foam. The new foam is contoured to fit the customer as determined by meas- urements taken earlier. 11. Clean, mask, prime and paint all seat frames to match the new interior color scheme. 12. Sew and fit the new seat upholstery. Leaking windows is another non-upholstery issue common to aging Pipers. Shaping is done with hidden sewn-in rods

PIPER FLYER >> 55 << JULY 2018 and pulls to insure long-lasting structural integrity, eliminating sagging and shift- 04 ing. All seams are double-lock stitched to prevent seam failure. All seat panels have backing foam and backing fabric to insure proper fill. 13. Strip side panels to bare metal. Factory cardboard panels are replaced with new aluminum panels; existing metal panels are repaired to be in like- new condition or made new. 14. Temporarily install the non-upholstered panels. Check for fit and layout of the new design; modify as necessary to ensure ease of installation and removal when upholstered. Fill in ashtray holes if requested. 15. Sew and mount side panels using new high-density, flame retardant backing foam and upholstery material of choice. 16. Prep, paint and placard plastic trim, door and window trim, and cabin components. 17. Clean, mask, sand, fill and paint all Composite side panels with recessed armrests are one of many door frames and related interior airframe optional upgrades available when renovating a Piper interior. trim with custom-matched interior paint. 18. Install new insulation behind side panels, in doors and behind headliner. 21. Install new windlace cord on doors; are re-formed and reinforced with alu- 19. Clean below floors and behind rud- install reupholstered side panels using minum as necessary to prevent future der panels as required. new hardware. sagging or warping. 20. Clean all seat tracks. Buff or paint 22. Strip headliner panels and repair 23. Fit, sew and install new headliner heater outlets and similar components. or replace as required. Plastic headliners and reupholstered sunvisors, if applicable.

PIPER FLYER >> 56 << JULY 2018 24. Cut and fit new carpets for cabin ment parts; painting and placarding of ness issues. These areas can be hidden floor, baggage compartment and related instrument panel, pedestal and circuit from view during routine maintenance surfaces. Special attention is made to breaker panels. when interior components and insulation allow for future removal and reinstallation Other items might include installa- remain in place. without removing seats. tion of special composite insulation and Many owners may choose to renovate 25. Serge all carpet edges; sew on soundproofing; glareshield modifica- their airplanes incrementally, removing Velcro and heel pads. Insulate the under- tion, repair and upholstery; repairs to or one side panel at a time and cleaning, side of the floor carpets with heavy den- replacement of side panel components chromating and insulating the exposed sity, flame-retardant foam. Bond Velcro to and repair or replacement of damaged structure of that one area. I have men- floors and install the new carpet. floor boards. tored a number of people through this 26. Reinstall existing lap belts and In addition, the owner may choose to process over the years. shoulder harnesses, or install new and/or add extra map cases, storage boxes, cup Whether you are planning to have a re-webbed components. holders and gooseneck maplights and professional shop renovate your airplane, 27. Install cabin seats. Lubricate all install a new windshield and/or windows. or you plan to do part or all of it yourself, door and seat latches. stay tuned. Upcoming articles should help 28. Perform a safety and function check Things to consider guide you in your decision-making. on the interior, radios, flight controls and Some owners will read through this Until next time, fly safe! electrical components. list and realize that some of the work is 29. An A&P mechanic will make all beyond their ability. (Sewing seats and necessary logbook entries and weight and headliners come to mind.) Fortunately, Industrial designer and aviation balance changes, and check that all plac- there are companies who can provide enthusiast Dennis Wolter is well-known ards are in place. quality interior kits and components with for giving countless seminars and con- 30. Wash and ground-run aircraft to good product support for those wanting to tributing his expertise about all phases of prepare for customer delivery. install a mail-order interior. aircraft renovation in various publica- I highly recommend that any owner tions. Wolter founded Air Mod in 1973 Other items that may be addressed undertaking interior renovation work seek in order to offer private aircraft owners Some additional items that may be the advice of his or her A&P mechanic the same professional, high-quality work addressed during a renovation include: and arrange for that mechanic to inspect then only offered to corporate jet operators. reinforcement and repair of aluminum the stripped-out cabin structure, systems Send questions or comments to editor@ and plastic cabin components; replace- and seat frames for signs of any airworthi- piperflyer.org.

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PIPER FLYER >> 57 << JULY 2018 Aerial Fire Detection

PIPER FLYER >> 58 << JULY 2018 Administration (WPA) and Civilian tation for small crews to arrive at island Conservation Corps (CCC), both of which fires in the lake area. The conclusions were created by President Roosevelt to drawn from this study opened a door for put people back to work during and after moving forward with aerial fire detection. When looking for wildfires in the Great Depression. The lookout towers were built of steel, Aerial fire detection in the 1970s densely-forested areas like those averaging about 100 feet high, albeit some My first introduction to aerial fire in Northern Minnesota, there’s no extended to a height of 130 feet agl. The detection came when I learned to fly in towers all shared a common denominator: 1975. Up to that point, I had assumed substitute for an eye in the sky. a small cupola at the top for the observer. fire towers—still a notable presence in TERRY HOCKING describes his One can still observe many fire tow- Minnesota—were the front line for ers dotting the landscape in northeastern early detection. experience with the stick-and- Minnesota. I have climbed the Aiton However, once I began to fly, my Heights Fire Tower in Itasca State Park, thought process quickly shifted, as the rudder tests and other challenges and while it does provide the panoramic flight school I enjoyed on an almost-daily of flying fire watch routes. view intended by the designers, it pales in basis had a contract with the Minnesota comparison to what we can see from an DNR. I would watch as the CFIs took aircraft at 1,500 feet agl. a break from endless touch-and-goes, There was also a huge cost associated grabbed a bag of charts and proceeded to with these methods of detection. By some the aircraft to fly fire detection routes. estimates, there was one fire tower every In the 1970s, the aerial fire detection was hot and dry on a late sum- 8 square miles in Northern Minnesota. routes of Northern Minnesota were much mer day in 1894, when an esti- These had to be staffed and maintained, different than they are today. Many of the IT mated 500 people lost their lives and this put a hit on the state’s taxpay- well-planned grids we currently fly were in what many consider the worst wildfire at that time much longer in terms of time in Minnesota history. The death toll flown to completion, and they were also would exceed the Great Chicago Fire by a The Minnesota DNR a single-pilot operation. The pilot was wide margin. responsible for all parameters of not only The scope of the Great Hinckley Fire focuses on safety with detection and communication with ATC included several towns destroyed with laser intensity, and it and fire dispatch, but was additionally the quickly-moving firestorm, which required to practice the tenets of good air- amazingly only lasted about four hours. crews its detection manship as well. At the peak of the inferno, temperatures aircraft with two people. It can become very busy over a fire. exceeded 2,000 F, and welded the wheels There was an accident many years ago in of boxcars to the railroad tracks. which a pilot lost his life in another state Logging was an important part of his- while over a fire. He simply became task- tory in Minnesota at the turn of the last ers. Once the towers were constructed, saturated and lost control of the aircraft. century. The state was growing and tim- authority was transferred from the federal I am proud of the vision of my home ber cruisers were working their way north government to the Minnesota Department state. The Minnesota DNR focuses on to Canada as they harvested the dense of Natural Resources (DNR). safety with laser intensity, and it crews its pine forests of northern Minnesota. detection aircraft with two people. While In their wake, the lumberjacks left Fixed station versus air patrol both crewmembers intensely scan for branches on the ground after the logs The Superior National Forest in smokes, once we are over a fire, the duties were limbed. During the summer of 1894, Minnesota studied aerial detection on that are clear: the pilot flies the aircraft and the debris was tinder dry, and once the forest over a period of three years (1956 to communicates with ATC and other air- slash ignited, the fires quickly spread. 1958). The study indicated that detection craft; the observer communicates with fire costs of fixed stations as compared to air- dispatch, plots the fire coordinates, and Early wildfire warning systems ground detection are approximately the leads fire equipment into the fire ring. The way we detect and fight wildfires same. However, building and tower main- has changed dramatically in the last 124 tenance were not taken into consideration Aerial fire detection now years. Wildfire detection was virtually in the fixed station cost, while airplane The Air Tractors on floats currently nonexistent in the late 1800s and the maintenance and repair were included in utilized by the Minnesota DNR can easily Hinckley fire swiftly gained traction on its aircraft costs. access the plethora of lakes in our region path of destruction. When you couple that Advantages of air patrol over fixed sta- and hit the fire at an extremely rapid pace. with the tenuous methods of communica- tions were revealed in the study. Air patrol The only limiting factor for these turbine- tion of the day, this was indeed a recipe was found to be more flexible, required powered aircraft is fuel capacity. for disaster. less communication equipment and pro- But before a water “bomber” is ever Due in part to lingering memo- vided the means of leading ground crews dispatched to a fire, the fire’s smoke must ries of the Hinckley Fire, the state of to fires in isolated areas. Air patrol made first be detected. And that is where I play Minnesota explored the need for some it possible for the observer to give a more an active part. method of early warning. The idea sur- detailed description of the fire to the dis- The FBO I work for has been a DNR faced to construct fire towers to provide patcher, prevented many costly false alarms, contractor for many years. I could not ask a means of early detection. This was provided more satisfactory detection than for a better boss. Like other fire watch a joint effort with the Works Progress lookout towers and provided fast transpor- pilots, I have singled out one aircraft in

PIPER FLYER >> 59 << JULY 2018 These Canadair CL 215s recently retired from the Minnesota DNR and are now serving a corporation in Fairbanks, Alaska.

the fleet I prefer over the others. Ancillary We turn them on as part of our preflight change. Observers always want to capture to that desire, I also prefer a certain checklist, and once we do, dispatch can images, and steep turns to the right so route. This has become public knowledge. track us in real time. they have a clear image are the norm. I always smile when I view the roster The dispatchers are the best of the Furthermore, we may be required to and notice I am assigned to not only my best and take their job to heart—they orbit over a fire until cleared by dispatch. favored route, but my chosen aircraft— not only embrace our safety, but make I have been in a dispatch-mandated orbit which includes the most comfortable seats suggestions as to how they can be more for over 45 minutes at times. Keeping the I have ever experienced in an aircraft. helpful. It’s not just the dispatchers; the ball in the cage becomes axiomatic! When the routes are bid on, there are DNR makes the decision as to when we specific aircraft requirements that must be fly. It is based on projected activity on the strictly adhered to. Because of the range The way we detect ground, such as a holiday weekend. The of demands, which primarily include fuel pundits also rely heavily on a Canadian limits, but also the fact that we may have and fight wildfires has computer model which takes into con- a trainee in the aircraft, models such as changed dramatically sideration the winds, temperatures and a Cessna 150 or Piper Tomahawk are not in the last 124 years. humidity. This modeling assesses fire risk allowed. The aircraft must be at least and assists in the path we will follow. four-place and over 150 hp. Often during peak fire season, red While a high-wing design is the clear flag warnings will be issued. We detec- winner for the mission, it is not a require- managers and smoke chasers also have a tion pilots know we will be flying—and it ment. For example, the route south of my strong commitment to safety. won’t always be enjoyable. Strong surface usual route utilized a Piper Warrior to fly We have a series of checkpoints along winds can produce low-level wind shear the patterns. each route, with none being more than and turbulence that keeps the seatbelts Detection aircraft follow strict guide- 15 minutes apart. At each point, we must cinched tight. I have been very lucky and lines. Once we launch, we are under abso- make a 360-degree turn and make our never had an observer get sick on me. My lute control of DNR dispatch. We must check call to dispatch. As an aviator, the crosswind landing skills are always the never be out of contact more than 15 min- workload of fire detection always hones sharpest post-fire season, too. utes. If we are, they begin to call. my stick-and-rudder skills. I have learned much in the capacity of Recently, another safety component was While the en route checkpoints do detection pilot, and with the passing of added to our aircraft. Detection aircraft not necessitate banking greater than 30 time, gained a fundamental understand- now have PLBs mounted in the aircraft. degrees, once over a fire, the demands ing and appreciation regarding a fire’s

PIPER FLYER >> 60 << JULY 2018 Air Tractors on floats are the front-line fighters for air attack in the State of Minnesota.

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PIPER FLYER >> 61 << JULY 2018 behavior. There is an intrinsic level of awe and respect watching a fire light up in a pine forest. I have viewed a fire create mini-tornados, and have been amazed how sometimes a fire can creep, while the next time it moves at an unbelievable and rapid pace. And there are times you just have to laugh. One such moment was over a “smoke” in an open field. It was clear it had started in a brush pile, despite the fact that the area was under a burn ban. The wind carried the embers from the debris pile and started a grass fire in a homeowner’s field. It was putting up a lot of white smoke and when we arrived on-scene, I went into an orbit to the right over the fire. There was a hint of incre- dulity in my observer’s voice radiating through my headset. He asked, “Do you see what I see?” The fire was growing—and the homeowner’s solution to extinguish the blaze

While the en route checkpoints do not necessitate banking greater than 30 degrees, once over a fire, the demands change.

was to try and put the fire out by driving over it with his old Dodge pickup. We will never know if it would have worked, as, at some point, the truck died. If this did not introduce a level of hilar- ity—observing his wife waving her arms to attract his attention—the moment when she pointed up at us exacted an augment- ed level of amusement in the cockpit. We were released once DNR Fire arrived and cleared us through dispatch. However, the two of us in the aircraft discussed it for some time. The odds are pretty good that the homeowner received a citation from DNR, however, those of us whom enjoy wedded bliss can feel his pain was likely much greater when he was severely excoriated by his bride.

In conclusion Wildfires stimulate a natural level of curiosity and inquisitiveness in aviators, and I cannot close this narrative without putting on my CFI hat. Fire Incident Command Center can request a TFR over the fire, and the FAA often will comply, predicated on intensity of fire and/or expected duration. The fire ring can extend outward from

PIPER FLYER >> 62 << JULY 2018 the fire up to 12 miles. It will include aircraft that are fighting the fire, as well as obstructions—and as such, the fire aircraft’s primary focus is not on bogies. Even if a TFR has not been generated, the fire area is no place for nonparticipa- tory aircraft. I often wonder, with the pieces we have in place today as the Minnesota DNR detection and firefighting matrix, whether the words “Great Hinckley Fire” would have ever appeared in a sentence. We will never know the answer. I do, however, know this to be a fact: I am incredibly fortunate to have been afforded the opportunity to fly fire patrol.

Terry Hocking learned to fly in 1976 and first attended EAA AirVenture in 1977. He has been married to his wife, Karen, for 37 years. Karen encouraged Terry every time he added a rating, certificate—or airplane—to their Bucket List. Terry and Karen have two Pomeranians, Gypsy and Oshkosh. Send questions or comments to [email protected].

Resist the urge to “have a look”

According to the Minnesota Interagency Fire Center (MIRC), a TFR allows certain aircraft (i.e., law enforcement or media) under strict guidelines. Other nonpartici- patory aircraft need clearance from the controlling office. Any violation of the TFR is turned over to the FAA. Penalties for violating TFR(s): 1. Certificate suspension. 30 to 180 days and/or remedial training through the program safety manager at the Flight Standards District Office (FSDO). Training may be ground school or flight instruction at pilot’s expense. If the pilot does not complete training, suspension will take place. 2. Certificate revocation. Normally due to record falsification (ultralights have no certificates). 3. Fines. Up to $1,000 per violation.

Source: Minnesota DNR Forestry Airspace Coordination De-Confliction Action Plan and Procedures Guide, Chapter 3, “Temporary Flight Restrictions.”

PIPER FLYER >> 63 << JULY 2018 Let’s Go to the Beach!

By Heather Skumatz

A PFA staffer and her family enjoy their first “real” vacation in Gulf Shores, Alabama.

Photo courtesy Gulf Shores and Orange Beach Tourism PIPER FLYER >> 64 << JULY 2018 Shores, Alabama, is Our view from the condo was amazing. I whether cyclics can be configured for right- a destination that I would have been happy sitting on the balcony ies or lefties. His recollections and stories Gulf had always wanted all day, every day of our vacation. But there about his time on board the Seaguard to visit, and I had was no way I was going to come this close to reminded all four of us that real people planned to make the trip with my mother, Pensacola, Florida, and the National Naval flew these machines, and real people were my husband and our two young sons. A Aviation Museum without paying a visit. rescued. It was the kind of serendipitous multigenerational family vacation of this Meanwhile, my husband Randy would encounter you hope for as a parent. kind was likely to become part of our fam- have been happy to fish on the pier at day- ily storybook for decades; we just had to break each morning, then escape the sun Gulf Shores Pier wait for the boys to get a little older. for a seafood lunch and an afternoon nap. Destruction from hurricane winds is an But, as the saying goes, even the best- The boys, well, they just wanted to unfortunate fact of life in the Gulf States. laid plans can go awry. My mother passed jump in the pool—over and over and over When the old pier was destroyed by away suddenly in April 2017. The trip to and over and over again. Thankfully, eve- Hurricane Ivan in 2004, Gulf Shores used Gulf Shores that Mom and I had talked ryone got an opportunity to spend their it as an opportunity to come back bigger about as something we had wanted to precious vacation days doing what made and better. experience together “as soon as the boys them happiest. The new pier is 1,500 feet long with were old enough,” was put aside. almost 2,500 feet of fishing space along Once the shock of her loss wore off, I NAS Pensacola and the National the rails on both sides. It’s accessible 24 started to wonder if Gulf Shores might be Museum of Naval Aviation hours a day; the pier office and bait shop just the perfect way for our family to get Pensacola is an easy drive east from are open from 6 a.m. to 6 p.m. daily. away and still feel close to Mom. When Gulf Shores. After an embarrassing delay Gulf Shores Pier is utilized by fishers and I booked our vacation rental last October at the checkpoint due to presenting an sightseers alike—being so far into the water, from desperately landlocked Wisconsin, all expired drivers’ license (Why did I keep it has a reputation for excellent fishing— I could think about was how I wanted to be the old one in my wallet? Because the and the large parking lot was mostly full brushing white sand out of my shoes on photo was more flattering!) we got to the for the entire week we were there. the first anniversary of my mother’s death. flight line about one minute before the After securing his out-of-state fishing Blue Angels began their 11:30 a.m. practice. license and paying the daily fishing fee to Bright and sunny The Blue Angels, officially the United be on the pier ($9), Randy joined dozens The coastline of Alabama spans about States Navy Flight Demonstration of others of all ages to try his luck. His 53 miles, and the white-sand beaches ambitions were humble: he was looking here are clean, well-cared-for and family- …in the eyes of a 6-year-old and to land a mackerel or a pompano with the friendly. The resort city of Gulf Shores is live shrimp he used as bait. a sunny place with around 11,000 per- an 8-year-old [Gulf Shores is] a Although the waters weren’t generous manent residents. And in the eyes of a sandcastle-maker’s paradise. that day, Randy did marvel at a shark and 6-year-old and an 8-year-old, it is also a a ray he spotted in the waters. What’s the sandcastle-maker’s paradise. joke about a bad day fishing being better Condo rentals are available by the thou- Squadron, are headquartered at Forrest than a good day working? Randy came sands, but you can also opt for a hotel Sherman Field in Pensacola (KNPA) and back to the condo relaxed, happy, and full room, a cottage or lease one of numerous several practice days are open to the pub- of stories about the legions of dedicated large beach houses right on the water. lic from March through November. men and women anglers who have made Our family was delighted by the sight On the day we were there, the team was fishing from this pier their daily mission. of lofted pastel houses of all sizes lining the missing one F/A-18 due to a mechanical issue, main streets of Orange Beach, Gulf Shores but their maneuvers were no less impres- Gulf State Park and Fort Morgan. Many had clever names sive. It was the first “airshow” our boys had Another charming place in Gulf Shores like “Going Coastal,” “Dune R Thing” and seen in-person, and they were awe-struck. is Gulf State Park. This park is mas- “Sea Y’all;” some of my other favorites Although we were all sorry to see the sive—over 6,100 acres—and offers visitors were song title puns: “After Dune demonstration conclude, it was also a many perks. From the park you can access Delight,” “Sand By Me” and “Alabama relief to move from the sun on the flight oceanfront beach, a freshwater lake, a golf Dreamin’.” Oh, the whimsy of it all—my line back to the shady museum campus. course, swimming pool and splash pad, and sun-loving mother would have loved it. The National Museum of Naval Aviation miles and miles of paved biking trails. The We chose tidy fourth-floor condo on the is, quite simply, a must-see. Admission is RV campground is spacious with 500 sites far eastern edge of Beach Boulevard. It free, it’s open 362 days a year and features and there are cabins and cottages, too. had a breathtaking view of the Gulf, and more than 150 aircraft from all eras of the At the nature center, our boys par- was within walking distance to the Gulf 107-year history of naval aviation. ticularly loved the “curiosity box,” where State Park Pier. In Hangar Bay One, we encountered you reach your hand in to a large box to Capt. Jon. My youngest son was asking feel different natural items. I’m pretty What to do first? me about the cyclic on a HH-52 helicop- sure there was an antler in there, but the Once we arrived and got settled, and ter—he’s left-handed and it looked “back- other items were much harder to distin- after many (unnecessary) trips up and ward” to him—and Jon, a retired Coast guish. What our boys felt but couldn’t see down the condo’s spiral staircase—a nov- Guard pilot who had flown that rotorcraft became the source of many theories and elty for our boys, who previously believed on many air-sea rescue missions, was discussions the rest of the day. that all dwellings are single-family within earshot. My favorite spot in the park, though, ranches like their own—it was difficult to Jon was visiting the museum, too, and was underneath the nature center in a decide what would be first on the agenda. he didn’t just answer our question about sort of open-air basement area. Two res-

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cued owls who cannot be released into the Other fun spot in Gulf Shores are wild reside there in dim, breezy comfort. LuLu’s, a large and boisterous restau- Garmin GTX ADS-B - In Stock I spent a lot of time watching them; my rant on Portage Creek owned by Jimmy mom loved owls. Buffett’s sister Lucy. LuLu’s has daily live The nature center hosts 40,000 visi- music and is near the airport. Two other tors a year and the park’s total visitor count popular spots, Tacky Jacks and Acme reaches 2 million, This peaceful park is a Oyster House, are also in the vicinity. AUDIO Gulf Shores destination in itself, and will PANELS only become more attractive with $140 mil- Fort Morgan lion slated for park improvements. As part Our day trip to Fort Morgan was one of Hear Them Clearly... of that project, a brand-new interpretive those “we definitely don’t have anything center and pedestrian bridge opened May like this in Wisconsin” experiences. First Time, 24, 2018, about a month after we departed. This pentagonal fort, maintained by Every Time the Alabama Historical Commission, has The Parts to Start Seafood restaurants earthen winding paths, dark corridors Everytime In Stock Most of our dining was al fresco at the and steep staircases. It’s a unique outdoor condo, but we did venture out for a few attraction. The grounds are open 8 a.m. meals. We enjoyed a nicely-spicy Low to 5 p.m. every day, and guided tours are Country Boil from Gulf Shores Seafood on offered at 10 a.m. Gulf Shores Parkway; they also have a sea- My boys and I took the self-guided food market where you can get fresh Gulf tour and we were fascinated by the aged shrimp, plus crab legs, assorted fresh fish, stone walls, the various levels of the struc- fresh oysters, gumbo and lots more. ture, and the abandoned open spaces. Fort The kid-friendly and very casual Morgan was finished in 1834. During World FREE Shipping on Most Shrimp Basket restaurant offers plenty of War I, 2,000 troops were stationed here to covered outdoor dining. Prices here are very support the coastal defense mission. Orders Over $500 reasonable, and the drinks are frosty-cold. The fort has been unused since 1944. TOLL FREE ORDERS The Shrimp Basket’s kitchen gave our boys From the top edges of the fort you have their first tastes of hush puppies and corn great views of Mobile Bay—it is quite lit- 1-800-447-3408 fritters, but the unanimous favorite at our erally at the end of the land. WWW.CHIEFAIRCRAFT.COM table were the fried pickle chips. The 154th Commemorative of the Battle

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PIPER FLYER >> 68 << JULY 2018 Photo courtesy Gulf Shores and Orange Beach Tourism

Need caption

The white-sand beaches of Gulf Shores are clean, well-cared-for and family-friendly It’s difficult to imagine the largest oil spill in history happened just 10 short years ago. Photo: Heather Skumatz

Visiting Pensacola is a must! The National Museum of Naval Aviation features more than 150 aircraft from all eras of the 107-year history of naval aviation.

PIPER FLYER >> 69 << JULY 2018 Jack Edwards National Airport has nice, long runways and three FBOs that all get great reviews on Airnav.com. Runway 09/27 is 6,962 x 100 feet and Runway 17/35 measures 3,596 x 75 feet. The average fuel price at KJKA was $4.59 at press time. The Gulf Shores/Pensacola/Mobile area has a high density of military traffic, several military-only airfields and multiple restricted areas which GA pilots must avoid. Additionally, pilots approaching from or departing to the east will want to research and understand the special FAR Part 93 Eglin/Valparaiso terminal area operating procedures. The FAA offers a handy online course in navigating this airspace. (We’ve included the link in

Photo courtesy Gulf Shores and Orange Beach Tourism Resources. —Ed.)

The nature center inside Gulf State Park was a source of wonder for our two children. Final reflections People like to say that a trip to the ocean can be healing. While I can’t say I experienced any profound transformation just by being within sight of the ocean for a week, there is an image that remains with me. I went on daily morning walks alone on the beach to reflect on and honor my mother. One morning, in the misty early light, I noticed a very small bird at the shoreline. Of course this bird was looking for breakfast; it had first caught my eye as it skittered this way and that way, poking around in the wet sand after the waves retreated. I noticed that the tiny bird moved his tiny feet quickly and simply worked around the incoming waves. Then a foamy wave took an unusual hook toward the bird. It looked to me as if the bird was about to be swamped by the

Photo courtesy Gulf Shores and Orange Beach Tourism water. I felt concerned. The bird wasn’t moving! Even the lightest wave would Fresh shrimp and other regional delicacies are abundant in Gulf Shores. surely knock this bird off his feet! I shouldn’t have worried. I forgot that bird could fly.

Heather Skumatz is production coordinator for Piper Flyer. Send questions or comments to [email protected].

RESOURCES >>>>>

Pilot information Airnav airnav.com/airport/KJKA

Jack Edwards National Airport (KJKA) Airport Authority jka.us.com

FAA Destin/Eglin AFB Operating Photo courtesy Gulf Shores and Orange Beach Tourism Procedures Course https://www.faasafety.gov/gslac/ALC/ Fort Morgan, unused since 1944, is unlike any other place we’d ever visited. course_content.aspx?cID=47&sID=278 &preview=true

PIPER FLYER >> 70 << JULY 2018 Visitor information Gulf Shores and Orange Beach Tourism gulfshores.com

Accommodations Gulf Shores condo rentals vrbo.com/vacation-rentals/usa/alabama/gulf-shores

Dining Acme Oyster House acmeoyster.com/gulf-shores

Gulf Shores Seafood gulfshoresseafood.com

LuLu’s lulubuffett.com/gulf-shores

Shrimp Basket shrimpbasket.com

Tacky Jacks tackyjacks.com

Attractions Cetacean Cruises cetaceancruises.com

Fort Morgan State Historic Site fort-morgan.org

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SUPERIOR AIR PARTS ANNOUNCES THE 2018 OSHKOSH FORUM SERIES SCHEDULE AND PARTICIPATING PRESENTERS

In addition to Superior Air Parts, RAM Aircraft, CamGuard, the cost of flying while extending their engine’s operational life Hartzell Propeller, Aviation Product Services and others will host and lowering maintenance costs.” presentations July 23–28, 2018. Superior’s vice president of Product Sup- port, Bill Ross, who has been an FAA A&P/IA COPPELL, TEX., June 11, 2018 – Scott for 33 years, will serve as presenting host the Hayes, vice president, sales and marketing 2018 Forum Series. for Superior Air Parts, Inc., announced “These sessions are not about theory or today that the company is again hosting opinions,” Ross said. “What we are going its series of 45-minute educational forums to deliver are sessions packed with proven during Oshkosh AirVenture 2018. information that the other presenters and I Joining Superior Air Parts in the have gained over our various careers. These 2018 Oshkosh Forum Series are RAM are practices and tips pilots can use every time Aircraft, Hartzell Propeller, CamGuard, they fly.” Don’s Dream Machines, Aviation Product The free, 45-minute Forum sessions will be Services and others that will to present held daily at the Superior Air Parts tent (#257), educational sessions during the daily ses- which is just north of Hangar B. sions at Superior’s Oshkosh tent #257. Forum times are 9:30 a.m., 11:00 a.m. and “Oshkosh 2017 was a fantastic year for 12:30 p.m., Monday, July 23, through Satur- the Superior forum series. I can’t think of day, July 28, 2018. any of the 18 forums that weren’t packed In addition to all the other valuable infor- by pilots wanting to know how they can mation, forum attendees will receive a free operate their engine more efficiently and digital copy of Bill Ross’ popular 144-page save money on maintenance,” Hayes said. book, “Engine Management 101.” “Sharing this kind of valuable informa- Forum sessions hosted by Bill Ross tion is exactly why we created the forum will be held daily at the Superior Air For more information and complete forum series,” he continued. “Each session will Parts tent just north of Hangar B. At- schedule, visit http://superiorairparts.com/ give pilots and owners proven procedures tendees will receive a free digital copy about-us/event/oshkoshforums2018/. and insights that will help them reduce of Ross’ popular 144-page book.

PIPER FLYER >> 72 << JULY 2018 Curtis Superior EAA AirVenture Oshkosh offers Valve Co. re- something for everybody ceives FAA PMA Here are just a few of the many features newly-restored DH.4 Liberty biplane approval for oil and attractions that you just can’t miss: and a rare 1915 Bleriot replica quick drain valve • U.S. Air Force Reserve 70th anniversary Only in Oshkosh • Hatz Biplane 50th anniversary • Early jets including T-33 Shooting • Acro Sport 45th anniversary Stars, F-86 Sabres and Soviet-era • Quicksilver 40th anniversary MiG-17 • Current military muscle will feature Educational and entertaining the E-4, C-17, C-5, F-16, KC-10, KC- •World-class airshows presented by 135, HC-130 P/N, B-1, A-10 and F-18 Quest Aircraft Company and Pratt & • Innovations Day, Tuesday, July 24, Whitney Canada with unique programming and en- •Two night airshows with fireworks— hanced exhibits Wednesday presented by Covington • The Yak-110, an innovative, twin-fuse- Aircraft and Saturday presented by This low-profile aluminum valve lage aerobatic airplane: two Yak-55s Oshkosh Corp. fits most Lycoming engines joined together (you have to see it to • 1,000 forums and hands-on work- believe it) shops CHANDLER, ARIZ. – Curtis Superior • Year of the Tanker featuring the KC- • 900-plus industry-leading exhibitors Valve Co. Inc. has been a manufacturer of 10, KC-135 and HC-130P/N King • Delve into an aircraft’s history by at- oil and fuel valves for the aviation industry • 12 vintage Travel Air biplanes from the tending the daily Warbirds or Vintage for over 70 years. American Barnstormers Tour in Review Curtis is proud to announce that it has • 1951 Bell 47 helicopter from the TV • Twilight Flight Fest at the Fun Fly received FAA PMA approval for the CCB- series “M.A.S.H.” Zone featuring EAA STOL Invitation- 38000 low-profile, aluminum oil quick- • Heritage flights including an Air Com- al Flying, Paradigm Aerobatic Team, drain valve. This drain valve fits most bat Command F-16 Viper demo team 3D RC airplanes and helicopters, Lycoming engines. • Skydiving activities scheduled for Patriot Parachute Team and Red Bull When installed, the valve extends Wednesday, July 25, include the Air Force skydivers slightly more than the drain plug installed International Skydiving Museum • B-29 Boeing Superfortress Doc re- by Lycoming. Eagles, Vertical Elite and more turns! The valve was designed specifically for • More than 10,000 airplanes and 2,500 • Diverse evening activities and infor- retractable gear aircraft and twin-engine showplanes including warbird, home- mative programs including history- aircraft with close-fit cowling; however, built, aerobatic, vintage, ultralight making lineups at the Theater in the it will fit any Lycoming engine where and military aircraft Woods sponsored by M&M’S there might be interference from struc- • Blockbuster movies at the outdoor ture, exhaust, hoses, wiring or where Commemorations and anniversaries AIRBUS Fly-in Theater weight is a concern. • Royal Air Force 100th anniversary The CCB-38000 valve comes with a • World War I centennial featuring a Continued on Page 75... separate activating tool (CCA-38001) that can be kept in the aircraft or mechanic’s tool box, and can be ordered PICK UP YOUR AIRCRAFT SPRUCE separately if lost. Customers may purchase the CCB- ORDERS AT EAA AIRVENTURE OSHKOSH 38000 from Curtis’ worldwide distributor network. This convenient service is available oversize) due to the limited space on our at no additional cost to customers truck and in the booth. Visit curtissuperiorvalve.com Online shoppers: when you place your for a distributor listing. Place your order with over $100 online online orders, select “Pickup at Oshkosh or by phone and pick up at the Aircraft 2017, Hangar A, Booths 1022-1029” in Spruce and Specialty booth in Hangar A your shipment options. during EAA AirVenture Oshkosh. Important note: $100 order minimum is Orders for pick up must be placed by required for this service. noon EST Monday, July 16, 2018, and they Aircraft Spruce’s complete product line will be brought to the show on our truck at is available at aircraftspruce.com as well no additional cost to you. as through the company’s free 1,000-plus find MORE NEWS All orders must be paid by credit card page catalog. at the time the order is placed, and any online at products not in stock can be processed as a Visit aircraftspruce.com for complete piperflyer.org standard backorder following the show. Oshkosh preorder service details. For more Orders for pick up at Oshkosh are lim- information, contact us at 1-877-477-7823 ited to small, UPS shippable products (no or 1-951-372-9555.

PIPER FLYER >> 73 << JULY 2018 Orolia teams with OEMServices for global ELT AOG support

LONDON, UK, May 30, 2018 – Orolia, the global leader in resilient positioning, navigation and timing (PNT) solutions, has signed an agreement with OEMSer- vices to provide global airline AOG (aircraft on ground) support for its Kannad brand ELTs. OEMServices, a leader in component, logistic and trading services for airlines and OEMs, will base its Orolia AOG services supporting more than 200 airlines worldwide using Kannad ELTs at four of its primary service centers: Paris Charles De Gaulle Airport (CDG), Dubai Interna- tional Airport (DXB), Singapore Changi Airport (SIN) and Hartsfield-Jackson Atlanta International Airport (ATL). OEMServices has been an Orolia distributor since 2015 and began providing AOG support for Kannad ELTs in January 2018. This support includes a 24/7 AOG desk and hotline to answer operators’ urgent needs within one hour, two other levels of service with critical and routine requests, as well as standard exchanges when required. OEMServices’ expertise will ensure that adequate solutions are immediately provided to minimize operational inter- ruptions and rapidly enable the aircraft’s airworthiness. “We are very excited to have OEM- Services providing AOG services to our airline customers around the world,” said Christian Belleux, Aviation Product Line Director at Orolia. “AOG support is all about eliminating downtime for our customers, so maintaining strategic supplies of our Kannad products at these four OEMServices service centers greatly enhances the level of service that customers can expect from Orolia.” “This new agreement with Orolia adds another important scope of components to

PIPER FLYER >> 74 << JULY 2018 our expanding AOG portfolio,” said Didier Granger, OEMServices President. Orolia provides a range of fixed and portable Kannad ELTs to 30 aircraft manufacturers and has sold more than 65,000 Kannad ELTs to customers around the world. The company recently announced its new GADSS ELT-DT distress transmit- ter which provides complete autonomous aircraft tracking to help airlines comply with the upcoming GADSS requirement.

For more information on the full line of fixed and portable emergency locator beacons for recreational, commercial and military applications, visit orolia.com.

For more information on OEMServices and its AOG services, visit oemservices.aero.

Airventure 2018 CONTINUED FROM PAGE 73...

• Skydiving activities scheduled for Wednesday, July 25, include the International Skydiving Museum Eagles, Vertical Elite and more • KidVenture, celebrating its 20th anniversary, where youths can experience everything from flying radio-controlled airplanes to airplane building projects • Tour EAA founders Paul and Audrey Poberezny’s legendary estate

EAA AirVenture Oshkosh admissions, camping and parking and merchandise can be purchased in advance. Visit eaa. org/en/airventure.

Are you a satisfied customer of one of P FA’s supporters

Rate your experience in the Piper Yellow Pages at PiperFlyer.org

PIPER FLYER >> 75 << JULY 2018 Piper_may_7035-28.qxp_Layout 1 3/19/18 12:11 PM Page 1 AVIATION INNOVATION The Better Performing Sealed Lead-Acid Battery SAFETY alerts

NOTE: What follows are two ADs first published in 1979 and 1977. These ADs apply to Piper Comanche and Twin Co- manche aircraft; for more information, see “Comanche Aileron ADs” on Page 36 of this issue. These and all other ADs, Advisory Circulars, NPRMs and other official regulatory documents are available at FAA Regulatory & Guidance Library (rgl.faa.gov). —Ed.

DEPARTMENT OF TRANSPORTATION START 7035-28 Federal Aviation Administration STRONG, AVAILABLE NOW, 14 CFR Part 39 FLY LIGHT AT DISTRIBUTORS Higher Starting Amendment 39-3579; AD 79-20-10 Power Airworthiness Directives; Piper Model PA-24, PA-24-250, PA-24-260, PA-24- 400, PA-30, and PA-39 Airplanes SUPPORTS 153 PIPER AIRCRAFT MODELS See Gillbatteries.com for a full list of aircraft models serviced by this battery AGENCY: Federal Aviation Administra- | GILLBATTERIES.COM tion, DOT

DATES: Effective October 4, 1979.

79-20-10 PIPER: Amendment 39-3579. Applies to the following Piper Model airplanes:

PA-24 Serial Nos. 24-1 and up PA-24-250 Serial Nos. 24-1 and up PA-24-260 Serial Nos. 24-3642, 24-4000 and up PA-24-400 Serial Nos. 26-1 and up PA-30 Serial Nos. 30-1 and up PA-39 Serial Nos. 39-1 and up,

certificated in all categories except airplanes incorporating Piper Kit Part No. 763 893: (a) Within the next 50 hours in service, after the effective date of this AD, unless already accomplished within the past 50 hours in service and at intervals not to exceed 100 hours in service thereafter, inspect in accordance with paragraph “In- structions” in Service Letter No. 850 dated April 18, 1979, Parts 1, 2, 3, 4a, b and c or equivalent inspection. (b) Upon incorporation of Piper Kit No. 763 893 or equivalent, compliance with this AD may be terminated. (c) Equivalent parts and inspections and alterations must be approved by the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region.

PIPER FLYER >> 76 << JULY 2018 (d) Upon submittal of substantiating ® 888.750.5243 data by an owner or operator through an McFarlane Aviation Products FAA Maintenance Inspector, the Chief, 696 East 1700 Road, Baldwin City, Kansas 66006 Ph: 785.594.2741 Fax: 785.594.3922 [email protected] Engineering and Manufacturing Branch, FAA-PMA Manufacturer of Quality Aircraft Parts www.mcfarlaneaviation.com/PF FAA, Eastern Region, may adjust the inspection intervals specified in this AD. Fuel Quantity Transmitters Alternator V-Belts for Piper Aircraft Stewart Warner direct replacement Approved belts at an affordable price! This supersedes AD 74-10-03. Piper PA28 thru PA32 Piper PA28, PA32 This amendment is effective October 4, FAA-PMA FAA-PMA 1979. Control Yoke Universal Joints Push-Pull Controls Restore safe, responsive control The best made for less! • Kits for Piper AD including taper reamer • Throttle, prop, mixture, carb heat and more DEPARTMENT OF TRANSPORTATION • Affordable taper pin removal tool • Maintain original factory appearance • Piper PA28 thru PA34 • Piper PA18 thru PA38 Federal Aviation Administration FAA-PMA FAA-PMA 14 CFR Part 39 Flight Control Cables and Kits Aircraft Wheel Balancer Piper J3, PA11 thru PA22, PA28, PA32, PA34 Fast, accurate and affordable! Amendment 39-2871; AD 77-08-01 • 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 • Save with complete cable kits! • Our special bushings allow for Airworthiness Directives; Piper Models FAA-PMA use as a prop balancer! PA-24, PA-24-250, PA-24-260, PA-24- Improved Fuel Strainer Seal Kits Cowl Saver™ Baf e Seal Material 400, PA-30, and PA-39 Airplanes Better seal at half the price! Premium material: nothing else like it! • Fuel-proof o-rings and Stat-O-Seals • Stops cowl and  rewall cracks AGENCY: Federal Aviation Administra- • Piper PA23 thru PA46 • Reduce transfer of engine vibration FAA-PMA • Scoring tool for customized  exibility tion, DOT Seat Rails and Rollers Seat Adjustment Springs DATES: Effective April 18, 1977. Piper PA28 thru PA46 Piper PA28 thru PA46 FAA-PMA FAA-PMA

77-08-01 PIPER: Amendment 39-2871. Plastic and Fiberglass Parts Replacement Parts for Piper Aircraft High quality direct replacements PMA Products at substantial savings! Applies to Models PA-24, PA-24-250 and • Nose and main strut fairings • Stabilator trim barrel kits PA-24-260, Serial Nos. 24-1 through 24- • Engine nacelle fairings • Fuel caps and pumps 5047; Model PA-24-400, Serial Nos. 26-2 • Tail and wing tips • Nose strut bumpers • Interior parts and more! • Aileron hinges through 26-148; Model PA-30, Serial Nos. FAA-PMA FAA-PMA 30-2 through 30-2000; Model PA-39, Se- rial Nos. 39-1 through 39- 155; certificated in all categories except aircraft incorporating Piper Kit number 760 914. To prevent possible hazards in flight associated with aileron spar cracks, accomplish the following: (a) Within the next 100 hours in service from the effective date of this AD or upon the attainment of 1000 total hours in service, whichever is later, and at intervals not to exceed 100 hours in service from the last inspection, inspect and alter as necessary in accordance with the instructions sections of Piper Service Letter No. 787 dated December 1, 1976, or equivalent. (b) Upon the incorporation of Aileron Outboard Hinge Bracket Replacement, Piper Kit No. 760 914 or equivalent, compliance with the requirements of this AD may be dispensed with. (c) Equivalent inspections and alterations must be approved by the Chief, Engi- neering and Manufacturing Branch, FAA, Eastern Region. (d) Upon submission of substantiating data by an owner or operator through an FAA Maintenance Inspector, the Chief, Engineering and Manufacturing Branch, FAA, Eastern Region may adjust the inspection intervals specified in this AD. This amendment becomes effective April 18, 1977.

PIPER FLYER >> 77 << JULY 2018 questions and answers CONTINUED FROM PAGE 21...

surface. Since it is caustic it must only be used on a painted surface and must be rinsed immediately with plenty of clean water. It will attack bare aluminum. Some have also suggested less-toxic cleaners, such as Goop hand cleaner (the version without pumice) or Simple Green (the noncorrosive aviation-friendly “Air- craft & Precision Cleaner”) mixed 50/50 with water. Sporty’s and Aircraft Spruce sell a product called Aero Glaze Dry Wash which may also help.

Happy flying, Steve

Know your FAR/AIM and check with your mechanic before starting any work.

Steve Ells has been an A&P/IA for 44 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He’s a former tech rep and editor for Cessna Pilots Association IN THE AIR, and served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells ON THE GROUND. Aviation (EllsAviation.com) and the proud owner of a 1960 Piper Comanche. ALWAYS WORKING! He lives in Templeton, California, with his wife Audrey. Send questions and comments to [email protected].

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PIPER FLYER >> 78 << JULY 2018 ADS-B IN SOLUTIONS

Appareo Systems, LLC (Stratus 2) appareo.com/stratus-adsb-in

Garmin, Ltd (GDL 39 and others) ads-b.garmin.com

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Mid-Continent Instrument Co. mcico.com/product-fliers

BATTERY PACKS

EasyAcc amazon.com/EasyAcc-10000mAh-Porta- ble-Charger-External/dp/B07221FMF3

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PIPER FLYER >> 79 << JULY 2018 EVENTS CONTINUED seat cylinder FROM PAGE 16... a pancake breakfast Sunday morning. “av-lok” Please RSVP. Cost is your contribution. B.A.S. Inc. We look forward to meeting you! Contact P.O. Box 190 Eatonville, WA 98328 direct replacement Megan, [email protected] for piper cylinder or phone 714-955-6151. ATTENTION pIpER at a substantial discount pA-28, -32 & -34 OWNERS off of factory list price Jul 15 — Howell, MI. Spencer J. Hardy RESTRAINT WITHOUT Airport (KOZW). Livingston County Airshow. Produced by Livingston County RESTRICTION Airshow, Inc. to support area students A four-point inertia reel shoulder harness / lap pilots and patients in need through Wings belt system that is FAA-STC and PMA approved. of Mercy. This year’s show will promise aviation excitement for the entire family. World War II trainers, an AD-1 Skyraider, FAA/PMA Approved Part aerobatic demonstrations and more. 10 am Applicable to to 3 pm. Contact Matt Dahline, 517-552- PA-28, PA-32 & PA-34 Models 1101. Visit livingstonairshow.com.

25 Years of aviation Passion Jul 15–17 — Brainerd, MN. Brainerd Seating Solutions | Cabin Upgrades Storage Upgrades | Component Repair Lakes Regional (KBRD). 2018 American Stretchers | Exterior Solutions Barnstormers Tour. Step back in time to the 1920s. Get up close and see these Visit our website for a complete listing of 10 beautiful Travel Airs. Rides available. available aircraft models and pricing for Aerobatic demos daily; check notams for Cessna, Piper, Beechcraft & Luscombe. time. Food from EAA Chapter 1610. Plenty www.basinc-aeromod.com of parking. Contact Mike Peterson, 612- Toll Free 1-888-255-6566 (Pacific Time) Call Chuck at (660) 885-8317 750-2981. Visit facebook.com/tour2018. (360) 832-6566 • Fax (360) 832-6466 or e-mail [email protected] Jul 16 — Pittstown, NJ. Sky Manor Air- port (N40). EAA Chapter 643 Monthly Meeting. Monthly meeting of EAA Chap- A father/son team with 86 combined years of ter 643. Social and food at 6 pm; meeting at 7 pm. Visitors and guest are welcome! aviati on maintenance experience Contact Bruce Windom, 908 586-4875. with A&P license/commercial pilot Visit eaa643.org.

Jul 20 — Middleton, WI. Middleton Municipal/Morey Field (C29). Pre-Osh Ramp Party. Held at Capital Flight FBO. Contact Matt Hofeldt, 608-332-6110.

Jul 21 — Plattsville, ON. Lubitz Flying Field (CLB2). Ayrborne Aviators Month- ly Meeting. Be sure to come for breakfast. In this business for 23 years OVERHAUL / EXCHANGE Your $5 breakfast donation helps pay the Teaching subject at Turbos balanced at 50,000 RPM by VSR Test Machine... clubs operating expenses and keeps your FAA endorsed events Visit our website to see the VSR in operati on! dues at an affordable $0.00/yr. 8 to 10 am. Contact Edward Lubitz, 519-684-7686. We Will Help You Troubleshoot Your System Visit ayrborneaviators.com. Exchanges, Overhauls and Free Testi ng Jul 21 — Tea, SD. Lincoln County Air- Turbochargers • Controllers • Wastegates • Pressure Relief Valves port (Y14). EAA Chapter 289 Monthly Fly-in/Young Eagles Breakfast. 8 to Gary Main • Bill Main • Main Turbo Systems, Inc. 10:30 am. Contact Gary Pelach, 605-310- 234 South Cott a Court, Visalia, CA 93292 • Hours: 6 am to 6 pm PST 9984. Visit 289.eaachapter.org. 1-888-847-8013 • (559) 635-3322 • Fax (559) 627-1960 Jul 21 — Apex, NC. Cox Airport (NC81). We buy cores! EAA Chapter 1114 Pancake Breakfast and Meeting. Join us every third Saturday of the month at 8 am for our world-famous www.mainturbo.com • [email protected] pancake breakfast followed by an aviation-

PIPER FLYER >> 80 << JULY 2018 themed presentation starting around 9:15 am. Contact Paul Hardin, 919-523-3242. Visit eaa1114.org

Jul 21 — Lawrenceville, GA. Gwinnett County Airport (KLZU). EAA Chapter 690 Young Eagles Rally. Youth ages 8-17 are welcome to come out and enjoy a ride with one of our pilots. 8:30 am to 12 pm. Contact Wes Riddick, 770-377-4739. Visit eaa690.org.

Jul 21 — Vine Grove, KY. Vine Grove Airport (70KY). Young Eagles Rally. 9 to 11:30 am. Contact Dick Ardisson, 270-319-1320.

Jul 21 — St. Maries, ID. St. Maries Municipal (S72). Ninth annual Fly-in Breakfast. Pancakes, eggs, ham and sausage, plus all the trimmings. $6. 8 to 11 am. Contact Carol Koelbel, 208 245-2914 or email [email protected].

Jul 21 — Compton, CA. Compton Wood- ley Airport (KCPM). EAA Chapter 96 Monthly Meeting and Barbecue. After chapter business and news, we have an in- teresting presentation. After the presentation it’s a hot dog and burger barbecue ($5 donation appreciated). Meet at the EAA hangar; members will be happy to show you around. Feel free to contact us before the event to get program details, etc. Look- ing forward to seeing you 10 am to 12:30 pm. Contact Craig Louis, 424-242-9664. Visit eaa96.org,

Jul 21–22 — Janesville, WI. Southern Wisconsin Regional (KJVL). Janes- ville Warbird Weekend 2018. Air rides, ground tours, live 1940s music, re-enac- tors. Food and ice cream vendors. B-24, B-25, AC-47, Grumman C1A, BT-13 Vultee, North American SNJ, C-45 Expeditor, T-6, PT-13 Stearman, L-5 Stinson, Ryan PT-22, Since 1981 we have been providing L-29 Delfin Jet and more! Fly-over from the aviation industry with innovative 100 Beechcraft Bonanzas. 8 am to 6 pm. solutions for all of its oxygen needs. Visit jvl18.splashthat.com.

Jul 22 — Wautoma, WI. Wautoma Mu- nicipal (Y50). All-You-Can-Eat Pancake Breakfast. Pancakes, sausage, scrambled eggs, applesauce, coffee, milk, orange juice, hot chocolate and a fire. 7 am to 12 pm. Contact Paul Paris, 920-295-2525

Jul 28 — Norfolk, VA. Hampton Roads Executive (KPVG). EAA Chapter 339/ CAF Fly-in Pancake Breakfast. EAA Chapter 339 in conjunction with the Old Dominion Squadron of the Commemora- tive Air Force is having our monthly Fly-in Pancake Breakfast. Menu includes pan-

PIPER FLYER >> 81 << JULY 2018 cakes (regular and blueberry), sausage, eggs, orange juice and coffee, all for only $7 donation. Please note that this event Aero Design AircrAft services has moved from Franklin Airport. 8:30 the restorAtion experts to 10:30 am. Contact Pete Pearson, 757- www.AeroDesignconcepts.com 615-6300. Jul 28 — Brighton, MI. Brighton Airport You Don’t hAve to buY A new plAne to flY one (45G). Breakfast at Brighton Airport. mAintenAnce | interiors | refinishing All are welcome for breakfast and hangar cAll the restorAtion experts flying at the clubhouse at 8664 Hyne Road. We typically gather at 8:30 am. Food is 413-568-7300 served at 9 am SHARP. $3 donation is 112 Airport roAD, bArnes Airport, westfielD, mA 01085 suggested. Proceeds benefit improvements to our member-owned, -operated and -financed airport. 8:30 to 10:30 am. Contact Jason Burton, 734-775-6459. Visit brightonairport.org.

Jul 29 — Wiley Ford, WV/Cumberland, MD. Greater Cumberland Regional join us and enjoy (KCBE). EAA Chapter 426 Fly-in/Drive- the benefits in Breakfast. All-you-can-eat hotcakes, French toast, homes fries, scrambled eggs, of membership sausage, sausage gravy, fruit cocktail, orange juice and coffee. Adults $8; 12 and under $6. Young Eagles airplane rides for piperflyer.org ages 8 to 17, weather permitting and pilots available. 9 am to 1 pm. Contact Katie Kight, 301-268-2624. Visit facebook.com/ eaachapter426.

AUGUST

Aug 3–5 — Valparaiso, IN. Porter County Regional (KVPZ). Wings of Freedom Tour 2018. B-17 Flying Fortress, B-24 Liberator, B-25 Mitchell and P-51 Mustang will be available for tours and rides. Food and beverages available for purchase through EAA Chapter 104. EAA Chapter 104 will host a Pancake Breakfast on August 4, 7 to 11 am. Contact Collings Foundation, 800-568-8924. Visit collings- foundation.org/event/valparaiso-in.

Aug 4 — Hagerstown, MD. Hagerstown Airport Firehouse (KHGR). Breakfast and Lunch Fly-in/Drive-in. Breakfast 8 to 10:30 am with hotcakes, sausage, eggs, coffee, orange juice. Lunch 11 am to 1 pm with hot dogs, hamburgers, french fries; a la carte! Young Eagle airplane rides available free for youth ages 8 to 17 from 9 am to 12 pm, weather permitting. Visit 36.eaachapter.org.

Aug 4 — Gardner, KS. Gardner Munici- pal (K34). Vintage Aircraft Association Chapter 16 Young Eagles Rally. Join us as we inspire the next generation of aviators! Register a Young Eagle or as a vol- unteer pilot by visiting: http://www.vaa16. com/young-eagles. Flights from 8 am to

PIPER FLYER >> 82 << JULY 2018 12 pm. Pancake Breakfast from 7 to 10 am. Contact Brian Plank, 402-802-8836. Visit Piper made it vaa16.com/young-eagles. MANDATORY... Aug 11 — Heber, UT. Heber City Munici- pal (KHCR). EAA Chapter 23 Young AirWard made it Eagle Rally. Introduction flight for youth EASY! age 8-17. 8:30 to 11 am. Parental authorization form required. Please RSVP for this event by calling Kurt Johnson, Young Eagle Coordinator, 801-590-9814. For more information on the program, visit eaa.org/en/eaa/aviation-education-and- resources/eaa-youth-educa. Mandatory Service Bulletin 1006 Aug 25–26 — Olathe, KS. G500/G600 & Wing/Fuel Tank Corrosion Inspection GTN Pilot Training at Garmin Head- required every seven years quarters. For pilots who are considering an avionics upgrade or those who already Mandatory Service Bulletin 1244B have an existing GTN 650/750 and/or Aft Wing Attach Fitting Inspection G500/G600 installed in the panel of their required every seven years and/or 2,000 hours aircraft, Garmin is hosting a two-day class tailored specifically to flying with this avionics suite. The collaborative class For All PA-28s and PA-32s environment is designed to help pilots ~ HUNDREDS of kits sold since 1997 ~ transition from analog flight instruments. A presentation and practice format offers See and order kits at attendees the opportunity to practice airward.com real-world in-flight scenarios with Garmin avionics. 8 am to 5 pm both days. $625 for 1.800.524.3264 instruction and a factory tour, lunch and MC • VISA • AMEX • DISC • PayPal Kansas City barbecue dinner. To see a list of all classes and register, visit https://fly. garmin.com/fly-garmin/training/. Piper Tomahawk Owners SEPTEMBER FAA/PMA Approved Sep 20–21 — Yarmouth, ME. G500/600 Wing Life Extension (EASA approved) ...... $4,300. and GTN™ Regional Pilot Training FS 221.42 Aft Bulkhead...... $1,200. Seminar. The same in-depth instruc- Aft Fuselage Fin Plate (EASA approved) ...... $130. tion offered at Garmin Headquarters, Anti-Shimmy NLG Link ...... $700. this course explores all of the capabili- Upper Cabin Door Loop ...... $80. EASA approved ties the G500/G600 retrofit glass-panel Steel Tail Skid ...... $125. Wing Fatigue Life Extension — and GTN series of navigators has to offer. Sun Visor (set of 2) ...... $425. Add a minimum of 7,650 hours to your wing life Hands-on, scenario-based training in a STERLING AVIATION classroom environment for novice and Phone 623-925-8205 Fax 623-925-2881 TECHNOLOGIES, INC. experienced users with a strong empha- Web sterlingaviationtech.com the tomahawk experts sis on flight planning and instrument procedures. $795. To see a list of all classes and register, visit https://fly.garmin.com/ fly-garmin/training/. TAKE A SEAT Sep 24–25 — Olathe, KS. Garmin G1000/G1000 NXi Pilot Training. A two-day course to serve both novice and experienced aviators. We’ll explore the capabilities of the G1000 Integrated Flight Deck by providing hands-on, scenario- based training in a classroom environment. 8 am to 5 pm both days. $715. To see a list of all classes and register, visit https://fly. Impeccable, Innovative Designs garmin.com/fly-garmin/training/. www.AviationsCreations.com Send events to [email protected]. 480-998-1752 mobile 480-980-0639

PIPER FLYER >> 83 << JULY 2018 advertiserADVERTISER index Index

Acorn Welding Ltd. acornwelding.com 81 IceShield iceshield.com 02 AeroDesign aerodesignconcepts.com 82 Icom icomamerica.com/A25 07 Aerox aerox.com 81 Insight Instrument Corp. insightavionics.com 87, 88 Aircraft Door Seals aircraftdoorseals.com 76 JP Instruments jpinstruments.com 43 Aircraft Spruce & Specialty aircraftspruce.com 03 Knots 2U knots2u.com 74 Airmark Overhaul Inc. airmarkoverhaul.com 12 Lycoming lycoming.com/TBO 34 AirWard airward.com 83 Main Turbo Systems mainturbo.com 80 Alpha Aviation alphaaviation.com 83 McFarlane Aviation mcfarlane-aviation.com 77 AOPA Insurance aopainsurance.org 11 MH Oxygen Systems mhoxygen.com 75 Approved Turbo Components approvedturbo.com 71 Micro AeroDynamics microaero.com 74 AvBlend Micro Lubricant avblend.com 78 Mtn View Aviation mtnviewaviation.com 71 Avemco Insurance Co. avemco.com 17 Parker Hannifin Corp. parker.com 53 AvFab avfab.com 80 Piper Flyer Aviation Creations aviationscreations.com 83 Gathering at Waupaca PiperFlyer.org 85 Aviation Insurance Resources air-pros.com 39 Precise Flight preciseflight.com 51 B.A.S. basinc-aeromod.com 80 Preferred Airparts preferredairparts.com 19 Bendix King go.bendixking.com/MST-70B 29 Premier Aircraft Sales flypas.com 61 Beringer Aero beringer-aero.com 67 Rocky Mountain Propellers rockyprop.com 62 Bose Corporation bose.com/A20 41 SCS Interiors scs-interiors.com 62 Bruce’s Custom Covers aircraftcovers.com 52 SiriusXM Aviation siriusxm.com/aviation 27 Chief Aircraft chiefaircraft.com 66 Smooth Power LLC smoothpowerllc.com 79 CIES Inc ciescorp.net 75 Sporty’s sportys.com 82 CJ Aviation cjaviation.com 33 Sterling Aviation Technologies Inc. sterlingaviationtech.com 83 Concorde Battery concorde.com 68 Super Soundproofing soundproofing.org 53 Cox Airparts coxairparts.com 06 Superior Air Parts superiorairparts.com 13 David Clark davidclark.com 05 Survival Products survivalproductsinc.com 63 Desser desser.com 10 Teledyne Battery Products gillbatteries.com 76 Dodson International dodson.com 49 Tempest tempestplus.com 19, 21, 23 Eagle Fuel Cells eaglefuelcells.com 69 TKM Avionics tkmavionics.com 78 Floats and Fuel Cells ffcfuelcells.com 16 Univair Aircraft Corp. univair.com 14 Garmin Ltd. garmin.com/GFC500 15 Vantage Plane Plastics planeplastics.com 56 Goodrich De-Icing Service Center goodrichdeicing.com 09 Wentworth Aircraft wentworthaircraft.com 57 Great Lakes Aero Products glapinc.com 77 Whelen Engineering whelen.com 63 Guardian Avionics guardianavionics.com/piperusb 79 Wilco, Inc. wilcoaircraftparts.com 82 Hartzell Propeller hartzellprop.com/topprop 06 Wipaire, Inc wipaire.com 49

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

PIPER FLYER >> 84 << JULY 2018 come and be a part of the fun.

REGISTERING register today! IS EASY TH • Visit PiperFlyer.org 14 ANNUAL GATHERING AT WAUPACA • Email [email protected] • Call 626-844-0125 JULY 21–22, 2018 RESERVE Seminars, food, fun & friendship | $125/person YOUR HOTEL • Event rate $114/night Sunday July 22 (con’t) • Call Comfort Suites Waupaca Reps from Continental Motors, Eagle Fuel Cells, Foxfire at 715-942-0500 Electroair, UTC, Parker Hannifin and more will be speaking. You won’t want to miss these presentations! SCHEDULE OF EVENTS 7:30 – 11:30 Seminars. REGISTRATION 11:30 – 12:30 Lunch – provided. Saturday July 21 12:30 – 3:30 Seminars. FEES & DETAILS 5:30-6:00 pm – Registration. 3:30 – 4:30 Wrap up and • Event registration includes all (Late arrivals can complete registration any time m e a l s , s e m i n a r s a n d b u s t r a n s p o r- during the event.) door prize drawing. 6:00 – ? Banquet at the Waupaca tation (except night bus). Ale House. Sponsored • $125 per person for Piper Flyer 6:00-8:00 pm – Welcome Reception. Includes beverages and a Wisconsin brat by SCS Interiors. members and their guests. fry. Sponsored by Wipaire. • Free for kids ages 8 and under; Mon/Tues/Weds July 23–25 half-price for ages 9 to 16. The City of Waupaca and the Waupaca Municipal 7:30 am – Bus to AirVenture. • Special dietary needs can be Airport (KPCZ) are sponsoring a shuttle from the Sponsored by Tempest (Mon and Tues) accommodated for additional cost. airport to the hotel for attendees flying in to KPCZ. and Univair (Weds). • Hotel and AirVenture admission Sunday July 22 The bus to AirVenture will be at the Comfort Suites fees are not included. (To book a All seminars and prize drawings will be held at at 7:00 am and will leave for Oshkosh at 7:30 am. room, see “Reserve your Hotel.”) the Waupaca Ale House & Conference Center on The bus will depart the AirVenture grounds at 6:00 the grounds of the event hotel, the Comfort Suites pm to return to the Comfort Suites. An optional Foxfire in Waupaca, Wisconsin. night bus will be offered on Wednesday for those wishing to attend the night airshow. FABULOUS DOOR PRIZES THANK YOU TO OUR 2018 SPONSORS! Platinum Sponsors: Tempest Aero Group, Univair Aircraft Corp, Electronics International • Great prizes from Icom, Banquet Sponsor: SCS Interiors Welcome Reception Sponsor: Wipaire, Inc. T-shirt Sponsor: Continental Motors McFarlane, Van Bortel, Turbine Goodie Bag Sponsor: Tanis Aircraft Products Proud Sponsors: Lycoming, AOPA Insurance Agency, City of Waupaca, Flight Resource, Conversions, AvBlend and more! Electroair, Air Capitol Dial, Turbine Conversions, Smooth Power Door Prizes: Icom, McFarlane, Van Bortel, Turbine Conversions, AvBlend

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PIPER FLYER >> 86 << JULY 2018 Instrument Corporation