Tires and Brakes the Gathering at Waupaca

piperflyer.org

Renovating an Interior Mounting Side Panels p. 20 September 2020 / Volume 17 / Issue 09

p. 34

Destination: Preventive Maintenance, The Gathering at Waupaca Part 4: Tires and Brakes p. 46 p. 26 …the heart of your aircraft®

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What’s inside / VOLUME 17 / ISSUE 09 CONTENTS

The View from Here 8 by Jennifer Dellenbusch 8 Letters 10 Events The High and the Writey 12 By Kevin Garrison Questions & Answers 14 by Steve Ells The Speed of Flight 18 by Tom Machum Renovating an Interior Part 20 Fourteen: Mounting Side Panels by Dennis Wolter

Preventive Maintenance, Part 4: 20 26 Tires and Brakes by Kristin Winter

Time Flies…Like an Arrow 32 By Robert Marks 34 Piper PA-20 Pacer: 70 Years of 34 Fun, No-Frills Flying by Jennifer Dellenbusch

M-Series Maintenance Matters 40 by Kristin Winter Destination: The Gathering at 46 Waupaca by Jennifer Dellenbusch 32 52 Press Releases 56 Aviation Safety Alerts 64 Advertiser Index Back When: Vintage Piper 66 Advertising and Marketing

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September 2020 | Piper Flyer • 5 The Official Magazine of The Piper Flyer Association

PRESIDENT Jennifer Dellenbusch [email protected]

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

CREATIVE DIRECTOR Mike Kline

GRAPHIC DESIGNER Pierre Kotze

ASSOCIATE EDITOR Scott Kinney

EDITORIAL AND PRODUCTION ASSISTANT Diana Hart

CONTRIBUTING EDITORS Mike Berry Steven Ells Kevin Garrison Michael Leighton Tom Machum John Ruley Jacqueline Shipe Dale Smith Kristin Winter Dennis Wolter

CONTRIBUTING PHOTOGRAPHERS Paul Bowen James Lawrence Keith Wilson

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230-37845 ONE-X Comfort 825X1075AG.indd 1 7/20/20 4:54 PM The View from Here Letters to the Editor Jennifer Dellenbusch

Send your letters to [email protected] WHAT’S RIDING ON The Virtual Gathering Necessity is the Mother at Waupaca Webinars YOUR CYLINDERS? Hi Kent, Thank you guys for putting on these “When you’ve got over 17 hours of open Pacific Ocean in front of you, of Invention seminars this weekend! I really enjoyed them. I’ve been to Oshkosh multiple you’ve got to have cylinders you can trust. I wouldn’t attempt a flight As has been the case with everything, 2020 created a unique chal- times; however, this would’ve been my like that with anything but Superior’s Millennium Cylinders.” lenge for the annual Piper Flyer Association member Gathering at first year to Waupaca. Looking forward —Adrian Eichhorn Waupaca. to it next year! Keep up the great work. In the wake of the forced cancellation of that event, we were I appreciate what you guys do for the pushed to move forward with a digital initiative we’d been discuss- Piper community. You guys are awe- ing for years, but never quite found the time to enact. And so, we some! found ourselves, on the weekend we had reserved for the Gathering, Cheers, sitting in front of our screens, and maintaining a socially distant —Chris Felton connection with our members. It wasn’t the same as meeting in person, but it allowed us to reach Thank you, Chris, your words are members we wouldn’t have otherwise. In addition to reaching mem- very kind. Have a great week. bers across the U.S., members from Argentina, Australia, Bulgaria, —Kent Dellenbusch Canada, Chile, Germany, Ireland, and Kenya joined in. For our first take, I think the virtual Gathering went very well.All Hello Kent, six webinars got high marks from the attendees in the post-event Thank you for hosting the excellent survey. webinars today. Out of the necessity of changing the format for our Gathering, an- Cheers, other way of connecting with members was born. We will host webi- —Doug Zahody Adrian Eichhorn, Globe trotting Bonanza nars on a regular basis going forward. We have received some good pilot, FAA A&P/IA ideas for future topics and are looking for more. Please send your Kent, suggestions to [email protected]. The webinars will not replace our Unfortunately, I was unable to in-person Gathering at Waupaca, which we fully expect to be back attend the “Yes, You Can Paint Your and better than ever in 2021, but rather bring an added enhancement Plane!” webinar that I was signed up to to your membership. attend. Was it recorded where I could To view the webinars from the Gathering, please go to the Piper watch the recording? As an A&P/IA and FAA National Aviation Flyer Association YouTube channel: tinyurl.com/PFAYouTube Thanks, Maintenance Technician of the Year, when it Be sure to subscribe to the channel for updates on future videos. —Dennis Dunaway Blue skies, came time for Adrian Eichhorn to rebuild the Hi Dennis, engine that would take him around the world, he Yes, they were all recorded. You chose Superior Millennium Cylinders. They were can find them on our YouTube the only cylinder brand with the superior quality, channel. The link is at the end of superior engineering, and superior reliability he this month’s View, at left. Steve’s demanded. So, whether you’re flying around conversation was a good one. From touch-up spots to complete the patch or around the world, put your trust stripping/painting. Techniques, in the number one replacement cylinders for tools, and materials. Continental and Lycoming engines: Superior Happy Monday! Air Parts’ Millennium Cylinders. —Kent

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20-SA-025-1_Millenium_Campaign_CPFlyer.indd 1 6/10/20 8:26 AM WHAT’S RIDING ON YOUR CYLINDERS? “When you’ve got over 17 hours of open Pacific Ocean in front of you, you’ve got to have cylinders you can trust. I wouldn’t attempt a flight like that with anything but Superior’s Millennium Cylinders.” —Adrian Eichhorn

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

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September 2020 | Piper Flyer • 9

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September 2020 | Piper Flyer • 11 The High and The Writey / Kevin Garrison

Odd Jobs High risk, low pay, and questionable working conditions were all part of the day-to-day routine for this young commercial pilot.

don’t think of my professional life in tried that expensive and real-world-experi- to and from the Midwest to pick up new aviation as a career. I see it more as a ence-free route. airplanes and fly them back to Florida when I collection of very interesting odd jobs A liberal arts degree from Florida State I was a senior in high school. and adventures. Some lasted longer than University and a number of years scaring You may not remember this today, but others, and they varied in how much money myself in various airplanes and situations back then, most airplanes were brand new. I made doing them. made me a much better airline captain than You are still probably flying airplanes I flew Now that I am more or less retired, they any flying course taught in a college ever back from the factory in 1973, thinking, all seem to be of equal value to me. It may could. I am not saying that my way of getting “Hey, this plane doesn’t seem that old.” seem odd to you, but flying a Boeing 777 through my career was the best, but it sure There are several books and movies kind of melds into flying a small airplane was interesting! in the stories I could tell about what I towing banners or flying forestry. To me, Here are some piloting jobs I have had learned as a VFR-only 17-year-old pilot. For they seem to be essentially the same. and what they did to or for me. example, reading water towers to figure out Another odd thing comes to my mind Editor’s note: Times have changed since where you are is a real thing. Also, there is when I review all the flying jobs I have Kevin was a teenage commercial pilot. Remem- a great story about me being stuck on top had. They all seemed to pay just enough ber to consider appropriate regulations and of clouds having to, shall we say, “drain the for what I needed at the time. I feel that I risk management procedures before taking on main,” with only a fuel strainer tube to help made just enough money when I was flying these types of experience-building jobs. me out. skydivers, and also made just enough as an airline captain. AM radio “Eye-in-the-sky” Piper Random pilot or co-pilot When I was flying all-nighters carrying Cherokee 140 pilot When still a callow teen, I was frequent- canceled checks in Beechcraft Barons and Yes, for two hours a day, one flight in the ly asked to go on various trips as what could Piper Navajos, my financial requirements early morning and one beginning at 5 p.m., I only be referred to as a “warm body.” These were sparse. An apartment, a car, and took to the skies with a WONN traffic report- trips were in Lockheed Lodestars, Cessna enough to eat at McDonald’s did me just er to give our Lakeland, Florida, listeners the 411s, and all other kinds of flights that fine. Later, when flying airliners, I needed a scoop on all the traffic in Polk County. This needed a sweaty teen to make them seem house, money to raise kids, and an extra car. job ended after three months because, as it legal and safe. There were tons of other “Hey, we need a pilot to do what nobody else wants to If it was boring or questionably legal, do” flying gigs that I got. If it was boring or questionably legal, this kid got the call. Here this kid got the call. is an example that really happened: Boss: “Kevin, have you ever flown an It all kind of worked out. turned out, there was no traffic on which to Ercoupe?” Except for that one desperate time report. We actually announced when we saw Me: “Sure!” (I had never seen or flown just between college and when the airline a train pulling into the Lakeland area. It was an Ercoupe in my life.) hired me, when I got so low that I weak- that bad. Still, 180 hours in a Cherokee at Boss: “Well, OK. Get in that Ercoupe ened and interviewed for a non-aviation five bucks an hour was serious coin for this over there and fly it for a few hours. The job, I have been happy in whatever pilot- 19-year-old. owner says the engine quits all the time, and ing career I had. he is scared to fly it.” When I was young and starting out, Ferry-from-the-factory pilot Me: “OK, boss!” the idea that I could go to an aviation I have written about this before, and I The airplane in this little drama did college and then expect an airline career am not sure if it was a job since they did not have a pesky “the engine quits all the time” was an alien thought, and I am glad I never pay me for it, but I made a dozen or so trips problem. After three engine-out landings

12 • Piper Flyer September 2020 THE HIGH AND THE WRITEY somewhere around Lakeland airport, I fig- paper checks (you may have to explain flying course that keeps you up at night ured out that the fuel tank vent was clogged. paper checks to our younger readers) all five nights a week and then wants you to Move aside, Chuck Yeager—a real test pilot over the southeastern United States in a teach a full schedule of students during is coming through! broken-down series of old twins like Cessna the day. I bet you won’t get this kind of 310s, Beech Barons and Piper Aztecs. experience in a class. Skydiving pilot These planes had no radar or autopilot, Second, the couple of thousand hours Picture a beat-up old airplane with me so flying through the stormy nights around I got doing this gave me confidence and a flying five stoned jumpers over the wilds places like Atlanta; Savannah, Georgia, and strong will to survive. Later in my airline ca- of Cairo, Georgia. It paid five bucks a flight Tallahassee, Florida, got kind of sporty more reer, I had no qualms about chickening out hour, and since I was drug-free but had often than I liked. To this day, I am terrified of bad weather situations or taking charge nothing against drinking, I was given all of thunderstorms because they banged when I needed to during an emergency. the Boone’s Farm Strawberry Hill Wine I me up so violently and unexpectedly back could quaff in the evenings after we were during my youth. Banner towing done flying. Here is the thing about flying all night Our flying service and flight school There was nothing remarkable to report and then getting up to fly days.. After about towed banners as a sideline business. I about this job except I was shot in the tail three days and nights of this stuff, you really bet that towing a banner at 70 knots on a with a high-powered rifle when a local farm- need to get some sleep. You tend to halluci- 95-degree day over a college football game er thought the Russians were invading as I nate on night No. 3. I knew I needed to get a in Florida is one of the hottest flying jobs flew over his place looking for a lost jumper. full-day’s sleep when I began to see Hannah out there. Barbara characters in my cockpit. No kid- If you enjoy six flight hours a day flying Canceled-check cargo pilot ding. When I saw “Quick Draw McGraw,” it 1 knot above stall speed, I suggest you get a Right after college, I joined the ranks of was time to get some rest. banner towing job. My favorite banner? “You the all-night check-hauling pilots for a while. This all-night flying served me well in Had the Best but Settled for Less!” was one I I flight instructed during the day and then my airline career. First, I learned my phys- flew all night for five nights a week, running ical and mental limits. Try taking a college Continued on Page 63

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September 2020 | Piper Flyer • 13 QUESTIONS & ANSWERS / Steve Ells

Comanche Gear AD, Wing Spar NPRM Update Actions and tools to complete AD 77-13-21 R1, the latest on the proposed Piper wing spar AD.

Smaller Larger .3735 My mechanic and I are starting the 1 1,000-hour landing gear inspection .3735 .3765 Q on my 1958 Piper PA-24-180 Co- .3765 manche 180. We are looking for the tools to check tolerances and where to purchase the bushings and other parts. .4990 Thanks for any and all suggestions. .4990 2 .5025

Ted .5025

The inspection you refer to is man-

dated by Airworthiness Directive .4985 A 77-13-21 R1. The title of the AD .4985 3 .5015

reads “To prevent collapse of the landing .5015 gear after manual extension.” The FAA concluded that a number of

uncommanded landing gear retractions .4355 were caused by “inadequate system main- .4355 4 .4395 tenance and inspection.” These retractions .4395 occurred after manually extending the landing gear following the failure of the electrical (normal) landing gear extension. .4970 The AD requires owners of Piper Comanches to do three things. The first is .4970 5 .5010 to inspect the landing gear components in .5010 accordance with Piper Service Letter 782B. This requires a detailed disassembly and the measuring of every bushing, rod end, .5600 bolt, stud, and link in the system. .5600 6 .5640

In addition, the AD requires the in- .5640 stallation of Piper Service Kit No. 761 082, titled “Nose Gear Down Lock Spring and

Installation Kit.” If this kit has been done, .2480 there will be two springs at the lower end of .2480 7 .2520 the nosegear extension links. .2520 Maurice Taylor is a longtime Piper em- ployee who, after retiring, worked as a technical adviser for Piper owners and created a .3720 checklist for this AD. The checklist included 8 specifications for 8 “go/no-go” gauges to .3720 .3760 .3760

14 • Piper Flyer September 2020 QUESTIONS & ANSWERS check for wear in the bushings. The gauges are numbered 1 through and 22 hours. If the gear is very worn, requiring extensive rebuild, it 8. In Piper Service Letter 782B, there is a table for the inspection of can take longer. the nosegear bushings and bolts, and a table for the inspection of New bushings and bolts are available from Webco Aircraft and main gear bushings and bolts. These tables provide the dimensions from Piper. of airworthy and out-of-limits bushings and bolts. For example, the “go” end of “go/no-go” gauge No. 1 measures 0.3735 inches. The “no” end of the No. 1 gauge Using the gauges is simple; the go measures 0.3765 inches. Using the gauges is simple; the go end should slide in, but if the no end slides in, the bushing end should slide in, but if the no is out of limits and must be changed. end slides in, the bushing is out Use the No. 1 gauge to check for wear in items 1 through 4, 6, 8 and 9 in the nosegear checklist table; and the No. 2 of limits and must be changed. gauge for items 11 and 12. Items 5, 7 and 10 are bolts. On the main gear checklist table, use gauge No. 1 for item 3; In addition to landing gear disassembly and measurement every use No. 4 for item 4 and 11; use No. 5 and No. 6 for items 5 and 6; use 1,000 hours of operation, the AD requires that the bungees that No. 7 for item 8 and use No. 8 for item 10 in the checklist. The rest of assist in raising the main landing gear must be replaced every three the items are bolts. years or every 500 hours in service. Many Comanche maintenance Piper Flyer contributing editor, Kristin Winter, a very experi- experts strongly suggest that the bungees be replaced every year. enced Piper Comanche mechanic, believes that these landing gear The bungees on my 1960 PA-24-180 are Part No. 8097. Today’s price bushings can’t be accurately assessed using the “go/no-go” gauges is $22.50 from Aircraft Spruce and Specialty. because the wear in the bushings is not even over the length of the I bought a set of Comanche bungee replacement tools from bushing. Winter uses small ball gauges and a very accurate 0 to eBay. I didn’t see any there today, but a new tool from Bogert Avia- 1-inch micrometer. tion retails for $156. Winter, who has performed many landing gear inspections, says Happy flying, the complete inspection and reassembly should take between 20 Steve

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To err on the safe side, I had the eddy current inspection done There is, of course, nothing wrong with an owner getting the bolt on my 1976 PA-28-181 Archer II as per NPRM FAA-2018-1046. hole eddy current inspection done anyway. It must give you some QFortunately, the results show sound wing attachments. comfort to know that the area that was focused on by the NPRM is I have been working with somebody who is interested in buying structurally sound. my plane. According to him, the proposed AD has been set aside, and I hope this answers your question. the only aircraft it may apply to is the Piper Arrow. Happy flying, I cannot find any supporting documentation to support this or Steve the outcome of the NPRM decision from the submissions for the results of the inspections. Can you provide an update on this issue? Follow-up Q: Many thanks, Many thanks, Steve. Clarity has been achieved. There may be a Ron perception out there that the FAA has retracted the NPRM and the potential for an AD to be issued. No worry, turbulence here I come! The NPRM, issued in December 2018, has not yet caused an Ron AD to be issued. A Piper wrote a rebuttal to the NPRM content on Jan. 15, Follow-up A: 2019. In it, Simon Caldecott, president of Piper Aircraft, cited the For what it’s worth, I spoke with James Hofer of Aero Hoff about following: this concern. AeroHoff is a large company that specializes in nonde- 1.) During the course of the joint Piper/NTSB initial preliminary structive testing. According to Hof, he has seen three rejections out investigation (with partial FAA participation) a single (1) PA-28-161 of the 65 Piper PA-28 series airplanes he has tested; not an insignifi- aircraft and twenty one (21) PA-28R-201 aircraft were inspected along cant number. with 2 additional wings with no cracks found in any of the bolt holes for I’m glad you got the eddy current inspection done on your a total of 46 wing attachments successfully inspected. The following is a airplane. summary of the aircraft inspected/serial numbers/times/approximate Happy flying, number of cycles (if available): Steve PA-28R aircraft: S/N 2844029, 9,111.9 hours, 39,000 cycles; S/N 2844030, 8,486.9 hours, 36,000 cycles; S/N 2844136, TTAF 3,923.9; IMPORTANT S/N 2844125, TTAF 2,777.5; S/N 2844081, TTAF 5,964, 15,808 cycles; This article describes work that may need to be S/N 2844147, TTAF 2,829, 10,930 cycles; S/N 2844148, TTAF 2,905, performed/supervised by a certificated aviation 11,008 cycles; S/N 2844149, TTAF 2,779, 10,646 cycles; S/N 2844150, maintenance technician. Know your FAR/AIM and check with your mechanic before starting any work. TTAF 2,887, 11,165 cycles; S/N 2844151, TTAF 2,856, 11,193 cycles; S/N 28R-7837125, TTAF 8,884.0, 35,536 cycles; S/N 28R-7837257, TTAF 9,237.4, 28,455 cycles; S/N 28R-7737142, TTAF 8,819.0, 29,180 Steve Ells has been an A&P/IA for 45 years and is a commercial cycles; S/N 28R-7737078, TTAF 10,148.6, 28,875 cycles; S/N 28R- pilot with instrument and multi-engine ratings. Ells also loves utility 7837108, TTAF 9,421.2, 33,228 cycles; 6 additional aircraft (1977 to and bush-style airplanes and operations. He served as associate 1978), TTAF 7,150 to 9,230 (serial numbers not provided); PA-28-161 editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation aircraft: S/N 2841035, TTAF 21,916.5. (EllsAviation.com) and the proud owner of a 1960 Piper Comanche. 2.) Based on the data and analysis review by Piper the FAA would He lives in Templeton, California. Send questions and comments to be well advised to limit its data gathering inspection activity. Through [email protected]. the SAIB process it would be prudent to examine a representative sam- ple of only the following aircraft and serial number ranges: PA-28R-180, RESOURCES PA-28R-200, PA-28R-201, PA-28R-201T, PA-28RT-201, PA-28RT-201T: All serial numbers for each model listed. PA-28-235: All serial numbers. PA- Aerohoff Inspection Services Inc. 32-260 and PA-32-300 airplanes: 32-40000 through 32-7840202. aerohoff.com The design loads and fatigue spectrum exclude the other aircraft listed in the “interim” NPRM AD because each of the models in the as- Aircraft Spruce and Specialty sociated families has been evaluated by Piper using the FAA approved aircraftspruce.com type design data which shows lower fatigue and static stress values at the spar bolt hole location due to various design factors and thus does Bogert Aviation not warrant invasive and potentially damaging inspections on such a bogertaviation.com large group of aircraft. A revised SNPRM has since been issued, modifying the particular SNPRM 2018–CE–049–AD Update models and serial numbers which would be covered by the proposed tinyurl.com/PFWingSpar AD. Your PA-28-181 Archer II, and many other fixed-gear PA-28s, are included in the model list. Your airplane’s factored service hours will Webco Aircraft Co. determine whether the eddy current inspection is required. webcoaircraft.com

16 • Piper Flyer September 2020 Thank you! In this difficult time, we at Piper Flyer Association want to express our gratitude to our loyal members and advertisers.

We work hard every day to continue to earn your loyalty.

Blue skies, Kent & Jennifer Dellenbusch

September 2020 | Piper Flyer • 17 THE SPEED OF FLIGHT / Tom Machum The Mentor Within Can you be the type of pilot that others look to for support and encouragement?

ou don’t often get surprised by someone you’ve case, it would make sense that a female would seek the support of known for 25-plus years, of which you’ve been a female. married for 23! However, that was exactly what This is the challenge we face in aviation. For so long, aviation happened a few weeks ago when we were having has been dominated by male. According to Forbes magazine, just “socially distanced” beverages with a friend. over 5% of the world’s airline pilots are female. Another source YMy friend, Lance Davis, asked my wife Jennifer why she had states that just over 7% of all pilots (private and commercial) in left her pursuit of a career as a pilot. When Jennifer and I first met, the U.S. are female. Yet, examining global statistics, approximately she was working on her commercial certificate. 50% of the world’s population is female. It varies slightly from About six months later, we went on our first date, ferrying a region to region, but it’s hard to ignore the statistics. recently repaired PA-34-220T Seneca III Turbo back to its owner Back to Jennifer’s story. It was the mid-1990s. Her aviation in Ottawa, Ontario, Canada. By that time, she was an instructor. experience was dominated by testosterone. The young men in her About a year after that, Jennifer moved from instructing and into midst at flight school were glossing over their lack of experience the office, where she was a great recruiter and capable assistant to with bravado and blasé machismo. It would have been a tough the general manager of the school. environment for sure. Shortly after that, we got married and babies came along…etc. In my time as a flight instructor in the late 1980s, I remem- You get the idea. Her shift away from flying never really crossed ber that some of the young fellers would show up for their my mind. The busy-ness of our lives and the way things worked so flight lesson with Ray-Bans, a David Clark headset, flight bag, well, I guess, caused that conversation to fade into the shadows of leather jacket, and to top it all off, a suffocating ego. And that’s our life. just about all some of them had. Back to the other evening. Her response to Lance was, “I didn’t I would home in on the most obnoxious of them and be have a mentor that I could relate to.” sure to schedule myself for a lesson on spins or unusual atti- Interesting. And enlightening. For a moment, I felt a little sad tudes to see if there was any talent to back up all that BS in the that she didn’t feel that way about me, but it made perfect sense. dispatch lounge. Usually, there was a moment of humility that Mentors are often “representatives” of their protégés. So, in this would occur on the sortie, and I felt that I was doing my part Sharing stories about when you messed up or were wrong are some of the most powerful moments of learning a mentor can share. Photo by Ryan Fletcher/Dreamstime.com Ryan by Photo

18 • Piper Flyer September 2020 THE SPEED OF FLIGHT to mold these people into aviators that the height of honesty that one exhibits be more than a passenger in our Piper PA- you wouldn’t mind being stuck with for when they show vulnerability. That means 28-236 Dakota. That makes me happy, and hours or days on end. talking about fears and how they are dealt I will continue my role as chief cheerleader I also sought out the quiet and with or were overcome. Sharing stories when it comes to her endeavors. thoughtful types. They were sponges about when you messed up or were wrong Then, maybe sometime in the future, that wanted to learn and were often are some of the most powerful moments of we will buy that Seneca we had our first quick to master a new skill. They pos- learning a mentor can share. date in. It has come up for sale a few times sessed the greatest sense of self, and How can we bring more new people in the past. It would be a fun (and expen- were easy to teach, or rather, I would into aviation? I guess if we keep the wel- sive) project, but in many ways, it would often learn from them. come mat on the porch and invite every- bring us back where we started. I suppose And that’s the magic of mentoring. It one in, that’s great. Take it to the schools, it could also be the beginning of the end can work both ways; we all learn from each on the web, wherever we can. Despite the for us! Perhaps I should consult a mentor. other. It is ultimately about support and setbacks created by the pandemic, I am Stay safe! simply being there for another person. confident that moving forward we will What are the qualities of a good need any and all interested to join our Tom Machum is a 767-300 captain with just mentor? Well, bearing in mind that this future ranks. over 20,000 hours in his logbook. He lives is simply my opinion: listening, empathy, And this isn’t just about commercial with his wife, Jennifer and his two daughters, knowing where to find things, pointing the aviation. We need more pilots that enjoy Emily and Bridget, in Moncton, New Bruns- protégé toward the answer or the source flight in little airplanes, too! Share the wick, Canada, where he is also a partner in a and letting them figure it out themselves. experience and encourage them to encour- Piper Dakota. When Machum isn’t flying or Sometimes, it’s about having those age others. writing about flying, he reads, tinkers in the difficult conversations to remind them of In the meantime, I am happy to report workshop, rides his bicycle, volunteers with the error in their ways and, as mentioned that Jennifer is considering getting her li- local organizations, and teaches a business previously, reset their dispositions. cense back. She has no interest in pursuing class at a nearby university. Send questions Perhaps the greatest quality would be a career in aviation, but she would like to or comments to [email protected].

September 2020 | Piper Flyer • 19 RENOVATING AN INTERIOR PART FOURTEEN

Mounting Side Panels

This month, Dennis Wolter walks us through wrapping and mounting Piper side panels.

ast month’s article on side panels ended with the com- pletion of the sewing process. Now we’re ready to trim, mount, and wrap the finish Lcovers on the repaired or new metal side panels. I want to remind you how important it is to install the bare side panels for one final check of alignment, clearance and fit of the newly fabricated or repaired panels. Once you are certain that everything passes this critical final check, it’s time to actually bond the new covers to the side panels. The first step in this process is to apply a coat of brush-on or spray-on upholstery contact cement to the back of the seams and pleat lines of the upholstery, and along the marker lines on the metal side panel. After allowing the adhesive to partially dry for 10 to 15 minutes, carefully bond the finish material to the backing panel. Be sure to locate the seams and pleats Important check of the side panels in the accurately over the marker lines drawn on airplane for fit and clearance prior to covering. the backing panel. Pay particular attention to the tapered ends of the cording, making sure that

20 • Piper Flyer September 2020 September 2020 | Piper Flyer • 21 Applying glue to the seam lines on both the Neatly ending a corded seam back of the finish cover and the side panel. at the edge of a side panel.

Using sharp scissors to precisely cut the surplus foam and backing material along the edge of a side panel.

The all- important V-cut that creates a relief to allow the thick cording to neatly wrap over the edge of a side panel.

Cutting the finish material to accommodate a slightly rounded outside corner. Note that the cuts are set back about 1/8 of an inch from the corner of the side panel.

Wrapped, slightly rounded, inside corner.

Finish material cut and ready to be wrapped at a rounded inside corner.

Finished side of a slightly rounded outside corner.

22 • Piper Flyer September 2020 One important edge cutting detail: do not cut the finish material all the way up to the edge of the backing panel.

they end neatly at the edge of the backing wrap and bond the approximately 2 inches a small radius at each corner of the back- panel. Don’t forget to accurately make a of finish material down onto the side pan- ing material. Then we make small pie cuts, neat V-cut at the edge of the backing panel el. The idea is to ensure none of the foam as shown in the photo on Page 24. so that the extra thickness of the cording wraps over onto the side panel. Wrap the center pie cut over the edge lays flat at the panel’s edge when the cover Repeat this step at the center area of with a light pulling motion as you press material is wrapped over the end of the all four edges of the panel. With the finish the material down and move outward to backing panel. material glued at the centers, continue the others. Using this process allows the Now, we begin the edge-wrapping wrapping the edge of the panel by lightly corners to be nicely wrapped, with no of surplus finish material around the pulling the material toward the corners as surplus material overlapping that would perimeter. Start by separating about you bond it to the metal panel. create a bulky mess at outer corners. 2 inches of the lightly glued foam and Moving evenly from the center to the Now, let’s talk about inside corners. cambric backing from the finish materi- edge will allow you to work any potential When cutting the material for an inside al. Next, neatly trim away the foam and wrinkles out toward the corners of the corner, we like to allow for a 1/8-inch cambric backing to the edge of the metal panel. Carefully pulling the material as you inside radius. Wrapping this slightly radi- side panel. Apply a coat of adhesive to the go will result in a wrinkle-free and snugly used corner involves two cuts in the finish perimeter of the back of the side panel as stretched side panel. material approximately 1/8 of an inch well as to the back surface of the exposed The final step in wrapping side panels apart and ending just short of the edge of finish material. is neatly trimming and wrapping the finish the backing panel. Again, wrap the thin Start at the center of the side panel material at the corners. It’s a good idea to center strip first and then the two ends of and, with a light pulling motion, neatly avoid sharp corners. At Air Mod, we create the adjoining material. This will create a

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September 2020 | Piper Flyer • 23 Nicely wrapped rounded inside corner.

V-cuts ready to be wrapped over the V-cut finish material wrapped over edge of an outside curved panel. the outside curved edge of a panel.

Straight-cut finish material ready to be wrapped Wrinkle-free edge of an outside curved side panel. over the edge of an inside curve of a side panel.

Smoothly wrapped finish side of the same inside curve.

Wrapped inside curve of a panel.

24 • Piper Flyer September 2020 Carefully pulling the material as you go will result in a wrinkle-free and snugly stretched side panel.

neat, wrinkle-free inside corner. As with so many technical things we Move on to wrapping long curved edges. attempt, practice makes perfect. Make up little Wrapping an outside curved edge of a side panel test samples that replicate the geometry and involves small V-cuts along the edge. The tighter materials of the process at hand. You will be glad the radius of the curve, the closer the cuts you did. should be to one another. Wrap the material over the edge with Next month, it’s on to those dreaded headlin- a light even pulling motion. For an inside ers. But, with only a few exceptions, they aren’t curved edge, you need to make multiple the monsters some think them to be. Until then, straight cuts in the finish material along the fly safe! curved edge of the panel. Pull the material outward as it is being pressed down along the Industrial designer and aviation enthusiast curved edge of the side panel. Dennis Wolter is well-known for giving count- One important edge cutting detail: do not less seminars and contributing his expertise cut the finish material all the way up to the edge about all phases of aircraft renovation in various of the backing panel. Stop the cuts short of the publications. Wolter founded Air Mod in 1973 in panel edge by about 1/16 to 1/8 inch. This small order to offer private aircraft owners the same amount of material will create a neat finish as professional, high-quality work then only offered you wrap the material around the edge of the to corporate jet operators. Send questions or metal backing panel. comments to [email protected].

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September 2020 | Piper Flyer • 25 Preventive Maintenance, Part 4: Tires and Brakes A&P/IA KRISTIN WINTER explains the steps an owner can take to keep their Piper’s wheels, tires, tubes, and brakes in runway-ready condition.

ircraft wheels and tires tak- tire from service. If the tire is wearing more diameter. The most common example en together are a very broad on one side than the other, the tire can be of a three-number tire that I see in light subject. Airlines have dedicated dismounted and reversed. General Aviation is the 15x6.00-6, used tire shops in their maintenance However, if the uneven wear is signif- on the nosegear of some Comanches. It establishments. There are several icant, it is likely that the landing gear is is a lower-profile tire having a 15-inch categories of tires including mili- not rigged properly. Either the toe in or nominal diameter instead of the stan- Atary, commercial, General Aviation jet, and toe out is not correct, or in the case of a dard 17.5. light civilian aircraft. retractable-gear aircraft, that the gear Ply rating can be a bit more compli- Here we focus on the Type III tires, leg is not extending to be perpendicular cated. It requires research as you can’t which are lower speed and lower pressure to the ground. be sure that what is on the aircraft is and hence suited for the light aircraft that correct for the plane if you are new to it. many of us fly for fun and business. Specif- Tire specifications Again, the POH and the service manual ically, we will walk through the process of When it comes to replacing tires, make are your friends. inspecting and changing out a tire. sure you know the size, ply rating, and Often, the question comes up as to rated speed. Determining the correct size whether you can use a higher rating than Preflight inspection is generally as easy as reading the POH, the aircraft manufacturer called for. The When preflighting your aircraft, tires the service manual, or looking at the tires answer depends on whether the Type are always a point of concern. Look for on the plane. One note about sizing: some Certificate Data Sheet (TCDS) specifies a bald spots, tread showing, cuts in the tires are sized with two numbers and some particular ply rating. Some older aircraft, tread, foreign objects or worse…cuts in with three numbers. like the single-engine Comanches, specify the sidewalls, weather checking (surface For the older two-number system, the a ply rating and FAA inspectors have been cracking), uneven wear, inflation, and first number is the nominal tire section known to ground ones that had a 6-ply so on. width and the second is the nominal diam- when the TCDS called for a 4-ply. According to Goodyear, cracks or cuts eter of the wheel upon which it fits. For most of us, the speed rating is that reveal the plies or fabric below the Newer designs use the three-number not critical. Some tires are rated at 120 casing are grounds for rejection of the tire. system. The first number is the nomi- mph and some at 160 mph. Some of it is Also, wear that erases the tread grooves nal diameter, followed by the nominal just the quality of the construction. For in any place is also a reason to remove the tire section width, and nominal wheel example, most Goodyear Flight Special

26 • Piper Flyer September 2020 tires are rated at 120 mph while the Flight Custom tires are rated at 160 mph. Few of us land our aircraft at speeds higher than 120 mph. There are several manufactures of General Aviation tires. Goodyear, Michelin, and Specialty Tires are the most common. Specialty makes the Air Hawk line of less-expensive tires. Recapped (retread) tires are also available, though I don’t have any personal experience with them. They seem more popular for the training market, as primary students are notoriously hard on tires.

Removing wheels and tires Once you have your new tire in hand (and preferably a new tube), it is time to get on with the business of changing the tire. I recommend replacing the tube at the same time as the tire. The reasons are twofold. One is that the tube stretch- es during its life on the plane. This can lead to folds when reinstalling it in a new tire, and those folds can fail with the flexing of the tire. The other reason is that the tubes are deteriorated by the oxygen in the air. Since the failure of the tube can be rather embarrassing when you have to shut down the runway to get a tow, it is worth the few extra dollars to replace the tube along with the tire. The first step to changing a tire is, obviously, to remove the existing tire from the aircraft. In high-wing aircraft, this is usually accomplished with a floor jack or bottle jack and some sort of adapter to allow the jack to seat itself on the strut. In low-wing aircraft, there is the additional option of using a wing jack under one or both wings. While this works on the high-wing as well, the jack setup needed for a high-wing is more than most owners have available. With the wheel off the ground, the next step should be to release the air pressure in the tire and remove the valve core. This protects you in case one or more of the bolts holding the wheel halves together have sheared and removing the nut holding the wheel on would cause it to separate. Obviously, this is a much bigger dan- ger with high-pressure jet tires than on our GA aircraft.

September 2020 | Piper Flyer • 27 SOME OLDER AIRCRAFT, LIKE THE SINGLE-ENGINE COMANCHES, SPECIFY A PLY RATING AND FAA INSPECTORS HAVE BEEN KNOWN TO GROUND ONES THAT HAD A 6-PLY WHEN THE TCDS CALLED FOR A 4-PLY.

Brake components.

The brake back plates must be removed With the wheel and tire assembly off Health Administration! in order to remove the wheel and disk the airplane and the valve core removed, I have used a hydraulic press of the assembly. There are two 1/4-inch bolts for the next project is separating the tire kind you can get from a discount tool store each back plate, and they are normally from the wheel. The tire is not always very and just pushed down on the sidewall next safety wired, one to the other. cooperative. to the rim in a few places until the tire After the bolts have been removed Aircraft suppliers sell a hand-oper- released from the rim. and the back plates collected, the large ated bead-breaking tool. Discount tool Once you have the tire off the rim, you cotter pin holding the axle nut can be stores advertise them as well. I have can remove the through bolts and sepa- removed. As the axle nut is typically a seen mechanics more athletic than I am rate and remove the wheel halves and the threaded sleeve, large slip-joint pliers, separate the tire by setting it on the floor, brake disk. a strap wrench, or another such tool resting on the brake disk, and jumping Cleveland is the dominant manufactur- may be necessary to loosen it. With the on the tire, landing just outside the rim. er of wheels and brakes on the light planes nut off, the wheel and tire will slide off This procedure is not recommended by most of our readers fly. Parker Hannifin the axle. Cleveland or the Occupational Safety and has some good manuals for maintenance

Packing the bearings.

28 • Piper Flyer September 2020 SOME OLDER AIRCRAFT, LIKE THE SINGLE-ENGINE COMANCHES, SPECIFY A PLY RATING AND FAA INSPECTORS HAVE BEEN KNOWN TO GROUND ONES THAT HAD A 6-PLY WHEN THE TCDS CALLED FOR A 4-PLY.

of their Cleveland-line products (Check This is also a good time to clean, get one of the numerous gizmos for in- under “Literature and Reference Materials” inspect, and repack the wheel bearings. jecting grease into the bearing. Your local on the Parker Hannifin website listed in The bearings are generally held in with a auto parts store likely has something along Resources. —Ed.). circlip, a couple of washers, and a grease those lines. felt. The configuration can change a bit Wheel and brake inspection; from aircraft to aircraft, but the aircraft Reassembly repacking wheel bearings parts catalog or Cleveland’s parts catalog With the bearings now cleaned, Wheels are typically either made of will show you the breakdown. inspected, repacked with fresh grease, and aluminum or magnesium. Given that Once the bearing is out, the grease reinstalled, you can get on with the reas- aluminum and particularly magnesium can be cleaned out with mineral spirits, sembly. Here is where you need a special are susceptible to corrosion, a careful both from the bearing and the race. Look lubricant—talcum powder. inspection should be made once the tire is for pitting, flat spots or corrosion on the To my knowledge, the military has separated from the wheel. roller bearings and the bearing race in the never put out a spec for talcum powder, so Besides inspecting the wheel halves wheel half. if it is good enough for a baby, it will work for corrosion, cracks, or other damage, Assuming all looks good, you can for your tire. it is a good time to check and make sure repack the wheel bearing with whatever The inside of the tire and around the that the brake disk is not worn beyond grease the airframe manufacturer recom- bead gets a coating of talc. The tube is the limits. Cleveland’s maintenance mends. One old standby is Aeroshell No. then inserted, noting the red mark on the manual gives the minimum dimension for 5, but more modern choices are Braycote tire and the yellow mark on the tube, or each disk, so they are easy to check with a 622, Mobil SHC 100, and Royco 22CF. the valve stem if there is no yellow mark micrometer or dial caliper. Hand repacking works fine, or you can on the tube. The red spot on the tire is the

September 2020 | Piper Flyer • 29 light spot of the tire. The yellow mark, or Regular wheel balance weights can be more often just the valve stem, is the heavy used. In a pinch, one can try to balance the spot on the tube. Inflate the tube enough wheel on the axle, but it is not nearly as to fill the inside of the tire and make final accurate due to the resistance of the grease adjustments in position. in the bearings. With the tube in place, the wheel can be reassembled with the brake disk. Use Mounting the wheel new bolts if any corrosion or other defects Remounting the wheel to the aircraft are noted. It is advisable to replace the is the final step. If the brake pads need self-locking nuts regardless of condition, as replacing, find your friendly A&P, as this is it is cheap insurance. not considered to be preventive mainte- Once the bolts are in place and the SINCE THE FAILURE nance by the FAA. nuts just started, inflate the tube slightly After sliding the wheel on the axle, to make sure that the wheel halves will not OF THE TUBE thread the axle nut on and tighten by be pinching the tube. With just that slight hand. While spinning the wheel, tighten inflation, the wheel halves can be pushed with your wrench until the bearings just together, and the nuts tightened. CAN BE RATHER start to drag from the pressure of the nut. Don’t overtorque these bolts. In its Then back off just enough to align with the maintenance manual, Cleveland lists most EMBARRASSING WHEN holes for the cotter pin. wheel bolt torques as between 90-150 Test to make sure that the wheel can’t inch-pounds. Don’t forget to add the drag YOU HAVE TO SHUT slide back and forth on the axle. There torque of the self-locking nut to the setting should be no play there. Then, install a new on the torque wrench. DOWN THE RUNWAY cotter pin. Once the wheel and brake disk have Assuming a Cleveland brake is used, been assembled and bolts torqued, the TO GET A TOW, IT you will reassemble the brakes with ap- tire and tube can be inflated to the proper propriate spacers, back plates, and back pressure for the aircraft. It is advisable to IS WORTH THE FEW plate bolts. balance the wheel/tire assembly before It is important not to overtorque installing it on the axle. the backplate bolts, as doing so can The aircraft suppliers sell a multitude EXTRA DOLLARS TO deform some of the spacers and/or the of tools for this. It has been suggested that caliper, causing the brakes to drag, not a discount tool shop’s motorcycle wheel REPLACE THE TUBE to mention setting up for an additional balancer stand might work nicely as well. maintenance expense. The torque values I have not tried that one myself. If some- ALONG WITH THE TIRE. are given in Appendix A of the Cleveland one else has, let us know if it worked. Maintenance Manual.

30 • Piper Flyer September 2020 IMPORTANT This article describes work that may need to be performed/ Now, there is the fun job of safety CHIEF AIRCRAFT supervised by a certificated avi- wiring the bolts. When safety wiring two chiefaircraft.com ation maintenance technician. bolts to each other, make sure there is a Know your FAR/AIM and check backward “S” formed. Even experienced with your mechanic before start- DESSER AEROSPACE mechanics occasionally mess up and safe- ing any work. desser.com ty wire something in such a way that it is pulling to loosen and not to tighten. Wheels and Brakes After letting the plane off the jacks, all PARKER HANNIFIN CORP. that remains is to make a logbook entry She is currently based in Minnesota, which with date, aircraft time, your name, and is where it all started. Send questions or ph.parker.com/us/en/aero- pilot certificate number. With luck, you comments to [email protected]. space-systems-and-technologies won’t have to replace that tire again for many years. RESOURCES OTHER RESOURCES

Kristin Winter has been an airport rat for THE GOODYEAR TIRE & RUBBER CO. over four decades. She holds an ATP-SE/ PFA SUPPORTERS goodyearaviation.com ME rating and is a CFIAIM, AGI, IGI. In addition, Winter is an A&P/IA and reformed avi- Tires MICHELIN AIRCRAFT TYRES ation defense attorney. She has over 9,000 AIRCRAFT SPRUCE aircraft.michelin.com hours in various GA aircraft. She owns and & SPECIALTY flies her Twin Comanche, “Maggie.” She aircraftspruce.com SPECIALTY TIRES OF AMERICA flies professionally, instructs, and provides stausaonline.com/product-category/ purchasing and operations consulting. aircraft-tires/

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September 2020 | Piper Flyer • 31

2020 Cessna Flyer Piper Flyer2 Wednesday, December 11, 2019 8:46:27 AM Time Flies…Like an Arrow In Part 1 of a multi-part series, Piper Flyer Association member ROBERT MARKS describes the process of updating the aging panel on his beloved PA-28RT-201T Turbo Arrow IV.

uying an airplane is like having a baby and buying a house at the same time. They are Bboth investments for your entire life, but will give you much more than you invest in them if you do it right. Babies sometimes violently vomit on you; but that isn’t the point right now. As you may recall, I recently wrote about our experience buying a 1979 T-tail PA-28RT-201T Turbo Arrow IV. (“Buying Your Own Aircraft” appeared in the December 2019 issue of Piper Flyer. —Ed.) She has treated us well, taking us on all sorts of adventures from California to Nevada and Arizona. But she was showing her age. The panel was a relic of generations past. Of course, the panel could say the same thing about us! I am old enough to remember when BendixKing KX-155 radios, a BendixKing KT-76 transponder, a BendixKing DME, and a Garmin 150XL VFR GPS made up a state-of-the-art modern aircraft avionics suite. That was the time when a vacuum artificial horizon with an electric backup was a luxury. You’d have a clock that doubled as a timer, with gas-discharge light elements, that weighed only 25 pounds. The panel would have gyros that served well as paperweights once the bearings went. Powering some of these gyros was a vacuum system that bookies in Vegas were taking bets on, and that kept actual IFR, um, interesting. Ah, the good old days.

Time for an upgrade But, alas, the well and faithful panel in my Ar- row had served out its long life in wonderful, distinguished service. The radios’ hearing was going, the airspeed indicator was arthritic, the GPS stopped our old panel, give it a decent buri- logged until at least the first of the GPSing, and the transponder’s Mode C now stood al (resale), and from the ashes of year, several months away. for “coma.” ATC would just assign us 7600 for flight the Phoenix raise a powder-coat- Frustrating? Yes. But the silver following when the transponder worked, in antici- ed, modern-day miracle panel of lining was this would give us time pation of the certain communications failure. avionics, worthy of flight. to save up money and make a It was time. With a budget still reeling from just We discovered they could considered, well-reasoned deci- buying our beloved airplane, we contacted several all do it, but due to the ADS-B sion. We would fly the airplane avionics shops, asked them if they could euthanize mandate, all the shops were back- in the meantime and apply the

32 • Piper Flyer September 2020 “Weekend at Bernie’s” principle to the the first time since college. We had crossed transponder and communications. That Was I seeing a the threshold, and our spirits started to is to say, we had a shop prop up the dead panel upgrade or lift as determination took over. We had and we convinced ATC they were alive. a vision of what she would look like and It worked. an accident site? were motivated to bring that to reality. Another Turbo Arrow IV owner who had Considering options an upgrade some months earlier sent me So, now it was decision time again. We contacted five shops—two local a picture of his panel. That became our What are our wants? What are our needs? and three in different states. The bids motivation to see this project through. What is our mission? Most importantly, came back a mixed bag. Some shops will what is our budget? give you a credit directly for your old avi- The surgery begins We wanted reliability, redundancy, onics, others return your equipment, and Our plane sat, patiently waiting its ease of use, modernization, and a lighter leave it up to you to sell it. Some offer a few turn. I went by one day about a week airplane. We needed solid IFR capabil- extra benefits, like USB port installations later, and it was nowhere to be seen. Can ity. Our mission was simply to fly. We free of charge. it be? Slowly, I walked around the huge, looked at our aching checkbook. Having open hangar door. There she was, looking not spent our entire purchase budget Choosing a shop as pretty as ever, wondering if we were on the Arrow, we had our upgrade nest For us, it was important to find going flying that day. No, Pretty Piper, not egg ready to go, and we waded into the something close by. This was going to be a for a while. 21st-century world of avionics. mid-five-figure investment, and one of the A strange head popped up behind the As with buying an airplane, it is cautions we received was how easy it was windshield, excitedly motioning me over always good to talk to others who have for miscommunication to happen. That to see his wondrous work. I walked around gone through the experience. A friend can be expensive, time-consuming, and the wing, up to the door, and gasped. of ours, over a period of years, had may lead to hard feelings, or worse. It was like my first skydive. That first patchwork-quilted his avionics upgrade We solicited bids from around the step really wakes you up. I was stunned, with different models from different country. We asked them to include labor, first at how much had been ripped out manufacturers. parts, tax, and freight. Our bids came and then in wonderment at how a human It’s like the old joke about how the back grouped pretty tightly, with the local could keep track of all this with any hope platypus was thrown together with cre- shops being the highest. The difference of putting this Humpty Dumpty back to- ation’s leftover parts. Our friend ended up wasn’t enough to overcome our desire to gether again. Was I seeing a panel upgrade with a Platypus Panel. be close to our airplane. We could check or an accident site? Did he save money doing that? Yes. in during visiting hours, and speak direct- So, there she was, in an avionics-in- Did the regret outweigh the money saved? ly to the surgeons. duced coma, spread out like the Scare- Sure did. The time spent getting each of We chose Instrument Overhaul at crow in the Wizard of Oz after the flying the components to actually talk to each San Diego’s Gillespie Field (KSEE). A monkeys got done with him. What had other was immense, and as aggravating pilot friend recommended them after we done? as starting off Thanksgiving dinner with having work done there, and we liked It was too late to go back. There was “Let’s talk politics!” the vibe. There were no openings until no more runway left. This project was One theme surfaced early and repeat- the new year, so we made the deposit airborne. edly. “I wish I had planned more and done and locked in the date. It was coming more during my upgrade.” We came to un- true, our panel upgrade! Robert Marks has been a pilot for over 40 derstand this was going to be like surgery With the several months we had, we years and holds a commercial multi-en- in one way. “Hey, as long as you’re in there, drafted a budget that set aside money for gine certificate and instrument rating. maybe you can take care of that appendix, the inevitable unforeseen expenses. The He is a retired air traffic controller, and too.” We began to formulate our project. time went quickly as it always does when currently works as a writer, producer, We wanted reliability. We decided we trying to save money, and we dropped the and director for King Schools. His home also wanted uniformity and consistency airplane off on ADS-B Mandate Eve. airport is Montgomery-Gibbs Executive with the new components. And we had It was sad in a way, our beautiful, Airport (KMYF), in San Diego, California. an idea of what we wanted to start with faithful airplane ground-bound by the budget-wise. stroke of a regulator’s pen, surrounded by RESOURCES We decided to go with Garmin. We other beautiful aircraft. It was an aviation decided on twin G5s, an ADS-B Out tran- “Island of Misfit Toys,” all begging to take Garmin Ltd. sponder, two navcoms, two new digital flight once again. garmin.com indicators, and maybe a new audio panel. Here we were, with a wallet sentenced The G5s gave us redundancy and could to a temporary future of emptiness, and Instrument Overhaul of San Diego drive our ancient Piper autopilot. our stomachs sentenced to Top Ramen for instrumentoverhaul.com

September 2020 | Piper Flyer • 33 70 Years of Fun, No-Frills Flying

The PA-20 allowed Piper Aircraft to persevere through challenging times.

By Jennifer Dellenbusch

34 • Piper Flyer September 2020 Photo by Colin Underhill / Alamy Stock Photo Stock Alamy / Underhill Colin by Photo

September 2020 | Piper Flyer • 35 SPECIFICATIONS

Piper PA-20-135 Pacer

Horsepower: 135 Top speed: 121 knots Cruise speed: 109 knots Stall speed (dirty): 42 knots Gross weight: 1,950 pounds Empty weight: 1,020 pounds Fuel capacity: 36 gallons Range: 470 nm

Performance Takeoff Ground roll: 1,120 feet Over 50 foot obstacle: 1,600 feet

Landing Ground roll: 780 feet Over 50 foot obstacle: 1,280 feet

Rate of climb: 620 fpm Ceiling: 15,000 feet

36 • Piper Flyer September 2020 t’s no exaggeration to say that the Short Wing Pipers saved Piper Aircraft. The company had fallen on hard times as a postwar recession hit the United States in the late 1940s. Debt was piling up, and

sales were falling. The company’s ability to Photo courtesy Short Wing Piper Club and Jim Corba Icontinue as a going concern and to pay its obligations grew more uncertain. In 1947, Piper’s largest creditor, Manufacturers Trust Co. of New York, took over management of Piper, removing William Piper and placing William Shriver in control.

The first of the Short Wing Pipers Tasked with making an inexpensive airplane using the existing stockpile of Piper Cub parts, the design team of Tony Piper, Howard Piper, and Dave Long developed a short-coupled, high-wing, fabric-covered, two-place aircraft with side-by-side seating. The first of the Short Wing Pipers, the PA-15 Vagabond, was certificated July 1, 1948. THE PA-20 AND ALL THE SHORT WING It was no-frills and sold—at a profit— for just $1,990. PIPERS ARE WELL-SUPPORTED BY THE The PA-17 Vagabond Trainer and the four-place PA-16 Clipper followed, and by 1950 William Piper regained control PIPER FLYER ASSOCIATION AND THE of his company. In that same year, the PA-20 Pacer SHORT WING PIPER CLUB. was introduced. Photo by Susan & Allan Parker / Alamy Stock Photo Stock Alamy / Parker Allan & Susan by Photo

September 2020 | Piper Flyer • 37 VARIANTS PA-20 Four-seat, conventional landing gear, light cabin aircraft, powered by a 125 hp (93 kW) Lycoming O-290-D engine. Certificated Dec. 21, 1949. Piper PA-20 Pacer PA-20S Based on the PA-16 Clipper, but Four-seat, conventional landing gear, light cabin aircraft, with optional float with a redesigned tail and an updated installation, powered by a 125 hp (93 kW) Lycoming O-290-D engine. interior that included control wheels to Certificated May 18, 1950. replace the control sticks, the original PA-20 Pacer came with a 125 hp PA-20-115 Lycoming O-290-D engine. Four-seat, conventional landing gear, light cabin aircraft, powered by a 115 The 1952 model Pacer received a 12- hp (86 kW) Lycoming O-235-C1 engine. Certificated March 22, 1950. inch increase in landing gear track, a bub- ble windshield, and other improvements. PA-20S-115 The PA-20-115 Pacer, a 115 hp Pacer Four-seat, conventional landing gear, light cabin aircraft, with optional float fitted with a Lycoming O-235-C1, was cer- installation, powered by a 115 hp (86 kW) Lycoming O-235-C1 engine. tificated March 22, 1950. This lower-power Certificated May 18, 1950. version did not sell well, and only 23 were produced. PA-20-135 The 135 hp PA-20-135 was certificated Four-seat, conventional landing gear, light cabin aircraft, powered by a 135 May 5, 1952, and replaced the original PA- hp (101 kW) Lycoming O-290-D2 engine. Certificated May 5, 1952. 20. Powered by a Lycoming O-290-D2, it cruised at 134 mph. Used Aircraft Marketplace PA-20S-135 1979 CESSNA 421C • N401DL • 4MEYERSThe 1953 model PA-20-135 came with a 1946 PIPER J3C-65 • N6158H • Four-seat, conventional landing gear, light cabin aircraft, with optionalTTAF: 6223, float Annual Due: widened rear fuselage. TTAF: 7559, A758F Engine: 75HP Used Aircraft Marketplace August 2020, Hangared, 1966 MEYERS 200D • N2983T & 353 SMOH, Slick Mags, NEW installation, powered by a 135 hp (101 kW) Lycoming O-290-D2ENGINES: engine. LEFT - 456 SMOH & Piper certified• High seaplane Quality Maintenance versions of ( ELT, tires, tubes and bungees.) Factory Reman 2017, RIGHT - 1586 SMOH, 845 SIRAN, & each of the iterationsand Care, with TTAF: the 4340 designa Hours, Full- Skylight. Metal Spars, Sealed Struts, All AD’s complied Certificated May1964 15, PIPER 1952. SUPER CUB 160/L-21 • N407WBFactory Reman 2014, PROPS: LEFTSELLING - 1854 SPOH YOUR & 1114 AIRPLANE? • List it here!TCM IO-520A Engine: 1015 with, Complete Restoration in 1989. Fabric, Paint, & Since Reseal, RIGHT - 845 SPOH, Garmin GTX 345 tionSMOH, PA-20S. Prop: 1015 Hours SNEW, Garmin: GTN750, Plexiglass: Excellent Condition. Hangared since at least 1989. Transponder with ADS-B In/Out, Total Fuel: 271 GAL • GI-106A, GTX330, GDL88, ADS-B In and Out Compliance, Logs from Date of Mfg. • REDUCED PRICE: Only $27,500 • ONLY $299,000 • Healdsburg Aviation Inc • Barry @ GMA340 Audio (4 Place Intercom), KX155, Mid-Continent Forrest SimsUsed • 206-979-1751 Aircraft • [email protected] Marketplace 707-433-8540 • [email protected] 4300-433 AI (PRIMARY), Vacuum AI (SECONDARY), JPI 1979 CESSNA 421C • N401DL • EDM700,4MEYERS GAMIs, ARTEX 406Mhz ELT • Hangared at 19411946 PIPER PIPER J3C-65 J-5A • N6158H CUB • 4 CIRRUS TTAF: 6223, Annual Due: KDWH in Texas • ONLY $124,900 • Mark Jensen • CRUISERTTAF: 7559, •A758F N38719 Engine: • TTAF: 75HP August 2020, Hangared, 281-380-7681 • [email protected] MEYERS 200D • N2983T 3085,& 353 SMOH, Engine: Slick Mags,Lycoming NEW 2011ENGINES: CIRRUS LEFT SR22 - 456 G3 SMOH GTS &• • High Quality Maintenance O-290-D2,( ELT, tires, tubes135 HP, and TSOH: bungees.) 245, Factory Reman 2017, RIGHTLowest - 1586 SMOH,Time On845 MarketSIRAN, &• 4 MOONEY and Care, TTAF: 4340 Hours, FullAlternator, Skylight. Starter,Metal Spars, 720 Comm,Sealed Struts,Encoder, All AD’sNEW complied ADS-B Factory Reman 2014, PROPS:440 LEFTHours -TTAF, 1854 Hartzell SPOH 3& Blade 1114 TCM IO-520A Engine: 1015 with,Transponder, Complete Garmin Restoration 696, NEW in406 1989. ELT, ClevelandFabric, Paint, Brakes, & 2005 ROCKET 305 CONVERSION Highly Modified, Totally Rebuilt, Modeled after the L-21Since Military Reseal, Version RIGHT - 845Composite SPOH, PropGarmin - Hot GTX Weather 345 SMOH, Prop: 1015 Hours SNEW, Garmin: GTN750, Plexiglass:Maule Tailwheel, Excellent Ceconite Condition. Fabric. Hangared Carries since 3 Peopleat least (One1989. with Extended Wings, ailerons & flaps. Lycoming O-320 160 HP Engine MOONEY M20K • CF-DHG • Package,Transponder FRESH with ANNUAL ADS-B INSPECTION! In/Out, Total No Fuel: Damage 271 History, GAL • GI-106A, GTX330, GDL88, ADS-B In and Out Compliance, Logsin Front from plus Date Two of in Mfg. Back-Side • REDUCED by Side.) PRICE: Good Only Short $27,500 Field • • ONLY 141 Hours since Total Restoration • Annual Due: January TTAF: 3170, Engine: 302 s/2005 CirrusONLY Perspective$299,000 • AvionicsHealdsburg Suite Aviationby Garmin, Inc 12 In.• BarryScreens, @ GMA340 Audio (4 Place Intercom), KX155, Mid-Continent ForrestAirplane Sims • Located: • 206-979-1751 Fort Lauderdale, • [email protected] FL • ONLY $39,000 • 2021 • ADS-B Out Compliant • Will DELIVER to Buyer’s Location • Rocket Conversion-1600 TBO. $134,500 or $132,000 without ALASKA Bushwheels596707-433-8540 Hrs Hobbs, • [email protected] Garmin SVT, ADS-B Out, FLORIDA • 4300-433 AI (PRIMARY), Vacuum AI (SECONDARY), JPI 954-790-9030 • [email protected] ASK: $465,000 • 561-757-9861 • [email protected] EDM700,104 Gal. Capacity, GAMIs, 5-hr.+ ARTEX Range, 406Mhz Autopilot ELT Coupled, • Hangared HSI, Speed at 1941 PIPER J-5A CUB Located: Driggs, IDAHO • [email protected] CIRRUS 515-574-2241 KDWHBrakes, Doorin Texas Seals, •Inboard ONLY Oxygen, $124,900 Electric • Mark Aileron Jensen trim, Full • 1976CRUISER PIPER • SENECA N38719 II, • PA-34-TTAF: 907-315-6006 (Chuck) • 907-354-62034 (Nick) COMPAIR [email protected], Hangared, •Annual [email protected] Completed: March 2019, New Prop, JPI 200T3085, •Engine: C-GRPI Lycoming • TTAF: 2011 CIRRUS SR22 G3 GTS • Engine Monitor, Canadian Registered, Owner Since 2007 • 4105,ContinentalO-290-D2, 135 HP, TSOH:TSIO-360- 245, 2003 COMP AIR 7SLX Lowest Time On Market • 4$119,000 MOONEY U.S.D. (Offers Welcome) • David Haines • Alternator, Starter, 720 Comm,EB- TBO:1800 Encoder, NEWHours, ADS-B Left: LIST4 AERONCA YOUR AIRCRAFT4 BELLANCA TURBINE440 Hours TTAF,• S/N Hartzell 037111SLX 3 Blade •FOR SALE1980 CESSNA P210N • N117UM 450-243-6292 • [email protected] Transponder,1372 SMOH, Garmin Right: 696,1370 NEW SMOH, 406 ELT, Hartzell Cleveland Props: Brakes, 178 N74PF • 485TT, 656hp Walter 2005 ROCKET 305 CONVERSION Composite Prop - Hot Weather • One of the best equipped MauleSPOH,King Tailwheel, KMA-20 Ceconite Audio Fabric.Panel, CarriesKing Nav/Com, 3 People KMD(One 1936 AERONCA C3 MASTER • 1972601D BELLANCA Eng, 7ACA6-7 Place CHAMP Exec • 4 PIPER MOONEY M20K • CF-DHG • Package, FRESH ANNUAL INSPECTION! No Damage History, Cessna P210N’s around • in150 Front GPS, plus Altimatic Two in Back-Side IIIc Autopilot, by Side.) King Good KR-86 Short ADF,Field NC15729 • ABSOLUTE Seating, UPSTAT Apollo N10983Audio Panel• TTAF: (SL15M), 790.2, ENGINE Tailwheel, TT: TTAF: 3170, Engine: 302 s/2005 Cirrus Perspective Avionics Suite by Garmin, 12 In. Screens, Garmin 530W Navigator & 330 AirplaneExterior •& Located: Interior: Fort 9/10, Lauderdale, ANNUAL FL DUE:• ONLY OCTOBER $39,000 • BARGAIN of THE CENTURY • 6 place Oxy, Cargo Pod,899.6, 200kts STOH: at 40gph, 169.3, RARE All Inspections Franklin Rocket1968 PIPER Conversion-1600 ARROW 180 TBO. • 596 Hrs Hobbs, Dual Garmin SVT, ADS-B Out, FLORIDA • ES Transponder w/ADS-B Out, KFC 200 Autopilot, Aspen 954-790-90302020 • Val-d’Or, • [email protected] QC (CANADA) • $79,900 CAD or ONLY Very RARE • Standard Completed. Sold with Current2A-120-A Annual,Two Cyl., 60Factory HP Engine. Assist 104 Gal. Capacity, 5-hr.+ Range,N7418J Autopilot • TTAF: Coupled, 3850, HSI, Engine: Speed ASK: $465,000 • 561-757-9861 • [email protected] Glass Panel, BAE-28 Turbo Alternator Backup, JPI EDM 830 $61,500 USD Category, Original Options, Full Instrument Panel, Always Hangared since 1992-1993 Ground Up Restoration. Like Brakes, Door Seals, Inboard Oxygen,1990 SMOH, Electric 170 Aileron Hours trim,on New Full Construction.$ Owner Lost Medical • $199,000 FIRM • Total Engine Monitor, Dual Vacuum Pumps with Cooling 1976 PIPER SENECASOLD II, PA-34- 4 ECI Cylinders, Less than 20 Tailwheel, Instruments, Doors, Brakes, Original Wheels. NewPatrick Sensenich COMPAIR Farrell PROP, 814-688-3668 Annual Due: [email protected] 2020, Full Electrical Shrouds,IFR, Hangared, GAMI Injectors, Annual Completed: ANNUAL DUE:March NOVEMBER 2019, New Prop, 2020 JPI 4 STEARMAN 200T • C-GRPI • TTAF: Refinished 2012 with Randolf butyrate dope. Annual Due: System including Electric Start, Includes SPARE Engine with • Located:EngineHours on Monitor, NewWarsaw, Hartzell Canadian IN. Scimitar • Registered,ONLY PROP $249,000 and Owner Governor, • SinceSteve ADS-B2007 • • 4105,Continental TSIO-360- 4 2003 COMP AIR 7SLX October 2020, ONLY 65 Hours SMOH, TT: 1251for Hours. as Loglow • DIAMONDWalden, as New York • Reduced Price: $22,222 • 574-551-8226$119,000Out Installed, •U.S.D. [email protected] Brand (Offers New Interior, Welcome) Fresh Power • David Pack Haines Overhaul, • EB-1941 BOEING/STEARMANTBO:1800 Hours, PT-17Left: TURBINE • S/N 037111SLX • CHANCE to OWN HISTORIC AIRCRAFT • N.Y. State’s 914-213-1878 • [email protected] 450-243-6292KLN-36 GPS, Fresh • [email protected] MAG Overhaul, Annual Due: May 2021 • 1372 SMOH, Right: 1370 KAYDETSMOH, •Hartzell N6348 • Props:530 SMOH, 178 2000’SN74PF ERA• 485TT, DIAMOND 656hp Walter DA 20 HUDSON VALLEY Location • ONLY $23,999 • 212-620-0398 49 Conveniently Located in CYPRESS,1965 CESSNA TEXAS 320C • ONLY • N3040T $48,000 • • SPOH,King KMA-20 AudioW670 Panel, Continental, King Nav/Com, Redline KMD 4 CESSNA 601DKATANA Eng, • DISPLAY6-7 Place PLANE Exec 4 PIPER • [email protected] 713-408-7119 • [email protected]/N: 320C0040 • PROJECT 150 GPS, Altimatic IIIc Autopilot,Brakes, Always King Hangared. KR-86 GreatADF, Seating, UPSTAT Apollo AudioONLY Panel • Non-Flying, (SL15M), Tailwheel, Non- Aircraft that has Potential • Shape!Exterior • $93,000 & Interior: • Joe • 530-979-7000.9/10, ANNUAL DUE: OCTOBER 4 BEECHCRAFT 6 place Oxy, Cargo Pod,1971 200ktsCertified CESSNA at 40gph, 177RG Display All CARDINAL Inspections Unit • 20021968 PIPER PIPER PA-28R-201 ARROW ARROW 180 • TTAF: 2393, Continental TSIO- 2020 • Val-d’Or, QC (CANADA) • $79,900 CAD or ONLY WasCompleted. Registered, Sold NDH. with A Current• Display N8008G Annual,Plane, • SN complete 177RG0008Factory with Assist • an •N7418J N53580 • TTAF: • TTAF: 3850, 3947.5,Engine: 4 STINSON Welcome!® 470-D Engines: RIGHT-Total Time Unknown, 415.8 SMOH, $61,500 USD Used Aircraft1976 BEECHCRAFT 58P Since 1978,EngineeredConstruction. Aviator Hot Line PEDESTAL! has Owner been a leaderLost TTAF( Black, Medical 2194, Powder TTSN • $199,0001035, Coated Lycoming 24FIRM Inch • Lycoming1990 SMOH, Factory170 Hours Rebuilton New SOLD 16.7 STOH, RIGHT-2392 HSN, 21.3 SMOH, S/N: 138529-70, BARON • N925TP • TTAF: in bringingSTEEL aircraft Pedestal.)buyers and sellers Take together. a IO360-A1B6.SUMMER TRIP 200HP. to Sarnia, McCauley Ontario Eng.-1974.1.ECI Cylinders, PROPS: Less 100 than SNEW, 20 1947 STINSON 108-1 • ALL Our missionPatrick is to bring Farrell you the 814-688-3668 best selection [email protected] McCauley Props: RIGHT-D2AF34C-54-NP, 2393 HSN, 21.3 4 STEARMAN 4420, 310 HP ENGINES: Left Prop 33hrs SMOH. Garmin 430 NAV/COM w/WASS, GA-35 GPS Hours on New Hartzell Scimitar PROP and Governor, ADS-B of inused CANADA, aircraft at the bestand market see price. firsthand the ALLURE of this SPOH,Garmin S/N: GMA-340 791935, LEFT-Audio D2AF34C-54-KMB,Panel/Intercom, Garmin 2393 GNS-430HSN, METALIZED • 1460.7 TT, 150 & Right-1390 SMOH, Antenna,4 DIAMOND GL 106A Nav Indicator w/Glidescope. GMA-340 Audio Out Installed, Brand New Interior, Fresh Power Pack Overhaul, Marketplace ThroughoutDIAMOND, this section, in you’ll the find qualityRight Setting • $7,600 USD • 21.3Nav/Com/GPS, SPOH, S/N: 687434, Garmin KNS SL-30 80 Area Nav/Com, Navigation Garmin System, GTX-327 1941Franklin BOEING/STEARMAN Engine, 328 SMOH. PT-17 Will Left Engine: 300 Since Major Repairs, Right Engine: 320 Panel,aircraft,519-402-2199 ELTall priced Battery to sell.or due. 226-402-1881 Enjoy Monarch shopping • Fuel [email protected] Caps & Adapter Plates, Transponder,KLN-36 GPS, Fresh Dual MAG PTT Overhaul, Switches, Annual Interior Due: & May Exterior: 2021 • KAYDETTrade for • N6348Piper Cherokee• 530 SMOH, of Aviator Hot Line®’s Used Aircraft Marketplace! 2000’S ERA DIAMOND DA 20 Must See • FLORIDA • $40,000 • 305-298-0295 • Since Major Repairs, GAMI Fuel Injectors, 3-Blade Transponder• [email protected] KT-76A, Altitude Reporting System. All ADs 8/10,Conveniently New Starter-783.5 Located in CYPRESS, Hrs., Annual TEXAS Due: • ONLY May $48,000 2020 • equal value. • Located: Fairview,W670 Continental,MI • $22,000 O.B.O.Redline • KATANA • DISPLAY PLANE [email protected] Hartzell Prop, Garmin 340 Audio Panel, King 89B GPS, Complied with. ALWAYS Hangared, Annual Scheduled Dec Romeoville,713-408-7119 •IL [email protected] • $119,999 O.B.O. • Marilina Angarone • David Kauffman • 989-848-2446Brakes, • [email protected] Always Hangared. Great 4 ONLY • Non-Flying, Non- FRESH ANNUAL with Sale • MEXIA, TEXAS (LXY) • 2018. HELIOTan Leather Seats/Sheepskin Covering • $73,500 • 815-834-6311 • [email protected] CESSNA 340 • N269WT • Shape! • $93,000 • Joe • 530-979-7000. $119,999 or MAKE OFFER Robert Casey • 847-420-7589 • [email protected] Display Unit • 2002 PIPER PA-28R-201 ARROW 1934 STINSON SR-5E RELIANT SOLD 1961 HELIO H-395 • N4XV • TT: TTAF: 3830, 310 HP Engines Was Registered, NDH. A Display Plane, complete with an • N53580 • TTAF: 3947.5, with1977 Gami PIPER Injectors: TURBO Left-781 ARROW III 4 STINSON • NC14187 • TTAF: 1578, 1978 ROCKWELL / COMMANDER 690B-101954 • N20MA BEECHCRAFT2005 THUNDER E35 MUSTANGEngineered • N451KC PEDESTAL! 1971( Black,4,000. CESSNA PowderU10B, CARDINAL 3460 Coated EDO 177RG 24 Floats, Inch Lycoming Factory Rebuilt SMOH,• PA28R-201T Right-600 • N8907F SMOH, • TT: Lycoming Engine: 378 SMOH, BONANZAAll • N3216C our •aircraft TTAF: listingsSTEEL Pedestal.) are also Take a included•SUMMER N8039G700 SMOH • TRIP TTAF: on to &3800, Sarnia, New IO-360- OntarioProp, Eng.-1974.1. PROPS: 100 SNEW, 1947 STINSON 108-1 • ALL Hartzell Q-Tips Props: 115 Hrs., A/C,3681 MX Hours, 20, GNS TSOH: 430 36, WAAS, Low Tail, Hamilton Standard Prop, 7619.30, Tach Time: 3411.30, in CANADA, and see AQ1B6firsthandexcellent Lycoming the conditions, ALLUREL 7515-51A of 200 Kingthis Garmin GMA-340 Audio Panel/Intercom, Garmin GNS-430 METALIZED • 1460.7 TT, 150 GNS 430 with Separate CDI, GTXWing 345 with Fairings, ADS-B In 3-Blade& Out, Appraised by Air Assets on 09/16/19--Market Value: SMOH: 271.48, Hydraulic Prop, AudioDIAMOND, panel, ADF,in the King Right HPTransponder, Engine: Setting 350 SMOH, 4-Place• $7,600 New Intercom, DashUSD • Nav/Com/GPS, Garmin SL-30 Nav/Com, Garmin GTX-327 Franklin Engine, 328 SMOH. Will GMAMcCauley 340, KN 64Prop, DME, Continental Artex 345 ELT,TSIO-360-F Bendix AutopilotEngine, Garmin FD, $113,500 • Exterior in Excellent Condition: Original 1934 Apollo GX60 GPS, KMA 24 Audio Panel & MKR, Century 1 Panel,Narco519-402-2199 MX170B, Nav or KLN-90B,Com 226-402-1881 Radio, Navomatic •Shadin [email protected] Autopilot, Fuel FlowAll Interior Meter, Transponder, Dual PTT Switches, Interior & Exterior: Trade for Piper Cherokee of 38 • Piper Flyer September 2020 S-TECG5-EFIS Yaw (HSI/DG),Damper, A.A. GNS-430 Intercoolers, WAAS GPS/Com, Vortex Generators, GNS 430 Non- Colors in a 12-Coat Stits Polyfiber • Annual is Good Until Autopilot, New Windshield, New Aluminum Ailerons and New-2017,Simultaneous• [email protected] New Brakes-2017, 6 Cylinder New EGT/CHT. Spark Plugs 1 New & Tires, Fuel 10 Bladder. GPH, 8/10, New Starter-783.5 Hrs., Annual Due: May 2020 • equal value. • Located: Fairview, MI • $22,000 O.B.O. • WingWAAS Spoilers, Backup, L-3 WX-500S-TEC 60-2 Stormscope, Autopilot, LastGTX335 Annual: Transponder April February 28th, 2021 • Always in a Museum or Hangar • Ruddervators Replaced, Garmin GPS MAP 196, Garmin UsefulFreshly Load: 1049.70,Waxed, Annual Two Tone:Due: July Blue 2020 & • SOUTHWhite CAROLINA• $118,000 • ADS-BRomeoville, Out Compliant, IL • $119,999 Annual O.B.O. Due: • Marilina August 2020 Angarone • Fresh, • ElDavid Cajon, Kauffman CA (KSEE) • 989-848-2446 • ONLY • [email protected]$99,999 • 916-532-8004 TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI, Built by Ezell Aviation-TX • Engine:4HELIO Falconer V12, TTAF and Engine: 75 2020 • Central California • $165,500 OBO • 661-303-1606 • Right Engine:345 2562.0 ADS-B Hrs, 2298 In Cycles & Out SMOH, • Annual61.1 Hrs. SHSI, Due: Annual August Due: 2020Hours, • UTAHPROP: MT, • Model• ReducedMTV-16-1-E-C,Marvin Price:Grendahl Garmin Only Avionics: • $68,000 907-244-8379. 430 Nav/ FIRM • 803-606-0985 (Walter) Flawless815-834-6311 paint • [email protected] “Hall Aviation”. • KCQW (South Carolina) • [email protected] FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345 Com/GPS, 340 Audio Panel, 327 Transponder. Century NSD360 HSI • King [email protected] 1934 STINSON SR-5E RELIANT w/ADS-B $56,999In/Out, GTX 327,(will Bendix negotiate) KMH 820 TCAS/TAWS • 801-376-6651 • Reduced Price: (LEAVEKX155 MSG) with KI-209 • Glideslope• 803-360-9185 Indicator, S-Tec 30 (John) Autopilot • •[email protected] $525,000 • ALWAYS HANGARED • PRICE REDUCED: Only $111,111 • $649,000 19661961 HELIOHELIO H-395 SUPER • N4XV COURIER • TT: 1977 PIPER TURBO ARROW III 4 VANS • NC14187 • TTAF: 1578, Located:[email protected] JACKSON, MS (KJAN) • [email protected] Located: Troy, Alabama (TOI) • [email protected] 843-623-3200 • [email protected] CESSNA 421C GOLDEN 1978H-2954,000. CESSNA U10B, • N808BD 182RG 3460 •EDO N7359T• $35,000 Floats, • PA28R-201T • N8907F • TT: Lycoming Engine: 378 SMOH, Paul Alexander • 662-392-5034 Kenny Campbell: 334-372-7283 or 334-566-1563 700 SMOH & New Prop, EAGLE • N421HF • SN 421-0116 • 1994 BEECHCRAFT B-36 TC • TTAF:Spent 7846.2, with ENGINE:J. Metzler 9116.4 JAARS 19663681 Hours, PIPER TSOH: 36, LowTWIN Tail, Hamilton2003 VANS StandardRV-6 • N822WY Prop, • excellent conditions, King 8397TT, Left Eng 862 SRAM- 1998 PIETENPOL GREGA GN-1 • N4FQBONANZA • N1559U1934 • STINSON TTAF: SR-5E RELIANT • NC14187 SNEW,in 2018 •1885.6 TTAF: 4000, SMOH Lycoming COMANCHEWing Fairings, PA30B •3-Blade 6 Place, Appraised by Air Assets Regretfullyon 09/16/19--Market Selling my Value: Vans Audio panel, ADF, King Transponder, 4-Place Intercom, Right: 629 SMOH, Prop- Left 1800 Hours, Continental GO-480 Engine: 400 SMOH,(Lycoming Low Time Factory Prop: Overhaul), 350 SNEW, McCauley Prop, ContinentalWOW TSIO-360-F Cowlings Engine, Wheel Garmin Spats, $113,500 • Exterior in ExcellentRV-6 Condition: • TTAF: Original650 (App.), 1934 Narco Nav Com Radio, Shadin Fuel Flow Meter, 134 SPOH, Right 134 SPOH, Garmin, King & Collins Equipped, Engine, Gami Injectors, Garmin KMA-24New AudioBattery Panel & Plugs, with 3 Carburetor Light Marker Tune Beacon, Up, NoGNS-430 Damage G5-EFIS (HSI/DG), GNS-430 WAASFlap GPS/Com,Seals, Other GNS 430 Speed Non- Colors in a 12-Coat Stits PolyfiberLycoming • AnnualO-320 isEngine Good withUntil Simultaneous 6 Cylinder EGT/CHT. 1 New Fuel Bladder. Vestal White Ext., Taupe Leather Interior, 8 Seats, GTX 330 Transponder, Garmin 200, Garmin 530. IFR with Nav/Com/GPS,History, Garmin KING 430 Autopilot,KX155 Nav/Com, ADS-B In KING & Out KT76C • Annual ModsWAAS 3Backup, Axis Autopilot, S-TEC 60-2 DME, Autopilot, Sstormscope, GTX335 TransponderDigital ADF, Februaryapproximately 28th, 6502021 Hours • Always SMOH, in a Constant Museum Speedor Hangar Prop, • Freshly Waxed, Two Tone: Blue & White • $118,000 • Annual Due 1/21, New Exhaust System • $425,000 • WAAS, Air-Conditioned • CALL FOR MORE INFO. • Located: Transponder,Due: January ARC 300A 2021 Autopilot, • WEST Sigtronics COAST SPA-400Location 4 • 170B/ADS-B Glide Out Compliant, Slope, 70 Annualwith V/OR, Due: IFR, August Elec. 2020 Trim, • Fresh, Dual ElApollo Cajon, GX 650CA GPS/COM,(KSEE) • ONLY Autopilot $99,999 with Altitude• 916-532-8004 Hold/G5 Marvin Grendahl • 907-244-8379. Call 317-650-3327 • [email protected] Chappell Hill, TX 77426 • $298,999 O.B.O. • Stephanie Detmer Place$169,500 Intercom O.B.O. (New-08/18), • 541-840-8949 Dual • [email protected] Switches, Electric ArtificialFlawless paint Horizon, by “Hall Ram Aviation”. Horn Control, • KCQW 4 Strobes, (South Carolina)RETT 402 •PFD, [email protected] First Flight in 2003, Current Owner Bought in 2007 • Ralston, WY • PRICE REDUCED: Only $59,999 • Owned, Flown,• 979-451-0295 and Maintained • [email protected] an A & P Owner • TTAF: 576, TTAF: 1578, Lycoming Engine:Trim, 378Tanis SMOH, Preheater Hamilton Standard System, Prop, Annual Due: March 2020 • hrs,• ALWAYS LETT 1512 HANGARED hrs, Props • 1979PRICE TT 0CESSNA hours,REDUCED: New421C Only Fuel• N421SF $111,111 Bladders • • Appraised by Air Assets on 09/16/19--Market Value: $113,500 • 1966 HELIO SUPER COURIER 4 VANS Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Romeoville, IL • $64,999 O.B.O. • Marilina Angarone • Aux.843-623-3200 Extensive • [email protected] Annual June 2018. 75 lb Wing Lockers • Mike D. Martin • 307-899-5528 or 307-754-4705. Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits H-295 • N808BD • $35,000 TTAF: 5975, IFR Due: June 1970 BEECHCRAFTPolyfiber QUEEN • Annual is Good Until February 28th, 2021 • Always in a Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. Museum or Hangar • ONLY815-834-6311 $99,999 • [email protected] $70,000 • Call Charles Johnson2022, RAM • 469-323-1159. Engines: Left: 438 AIR 70 • N7515D • TTAF: Spent with J. Metzler JAARS 1966 PIPER TWIN 2003 VANS RV-6 • N822WY • MONTANA Location (MT53) El Cajon, CA (KSEE) SMOH & Right: 647 SMOH, 5373.2, ENGINES: LEFT-1163.6 1980in CESSNA 2018 • TTAF: 182Q 4000, SKYLANE Lycoming • COMANCHE PA30B • 6 Place, Regretfully Selling my Vans 406-499-2756 • [email protected] 916-532-8004 • [email protected] BOTH Props: 145 SPOH, Garmin 530 & 430 GPS, ADS-B In & SMOH & RIGHT-1214.5 GO-480 Engine: 400 SMOH,N5124N Low •Time 11,700 Prop: TT, 350Garmin SNEW, WOW Cowlings Wheel Spats, RV-6 • TTAF: 650 (App.), Out, Navomatic 400B Autopilot, Color Radar and 1969 PIPERSMOH CHEROKEE • King 6/300 Radios • N8950N • Dual Inverters, Alcor1946 PIPER EGT, J-3 CUB/PA-11New •Battery N71081 & Plugs, Carburetor430W, Cont. Tune O-470USTC Up, No 252 Damage HP, Flap Seals, Other Speed Lycoming O-320 Engine with Stormscope, Wing Locker Fuel Tank (225 GAL Useable), Electric Attitude Gyro, Full De-Ice, Electric Props, History, Garmin 430 Autopilot,Great A/C. ADS-B well In taken & Out care • Annual of. Mods 3 Axis Autopilot, DME, Sstormscope, Digital ADF, approximately 650 Hours SMOH, Constant Speed Prop, NDH, ALWAYS HANGARED • Annual Due July 2020 • New Battery • $69,500 • Call Michael • 956-607-4819 • PaintDue: 8.5/10 January Int 9/10. 882021 gal fuel. • WEST Has 170 COAST hrs on both Location engine • 170B/ Glide Slope, 70 with V/OR, IFR, Elec. Trim, Dual Apollo GX 650 GPS/COM, Autopilot with Altitude Hold/G5 Eastern MISSISSIPPI • PRICE REDUCED: $299,000 • [email protected] and$169,500 prop. FliesO.B.O. often • 541-840-8949 so times • [email protected] change some • Artificial Horizon, Ram Horn Control, 4 Strobes, RETT 402 PFD, First Flight in 2003, Current Owner Bought in 2007 • 601-917-5194 (Cell) or 601-632-4266 (Ofc) • [email protected] CONVENIENTLYwww.aircraftforsale.com Located at KTMB- Miami, FL • hrs, LETT 1512 hrs, Props TT 0 hours, New Fuel Bladders Ralston, WY • PRICE REDUCED: Only $59,99921 • PRICE REDUCED: ONLY $99,999 • Panair Flying Club • Aux. Extensive Annual June 2018. 75 lb Wing Lockers • Mike D. Martin • 307-899-5528 or 307-754-4705.

TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin TOTALLY Rebuilt and Highly305-724-7810 Modified Piper J-3, • Overhauled David WardContinental • [email protected] $70,000 • Call Charles Johnson • 469-323-1159. GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System, HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL, Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location • Cherokee 206/300 $109,500 www.aviatorshotline.com Convenient FLORIDA Location Location in Alaska • [email protected] 612-387-2486 • [email protected] 907-315-6006 (Chuck) • 907-354-6203 (Nick) www.aircraftforsale.com 15

www.aircraftforsale.com 21 The flying public liked the roomy cabin and performance of the PA-20, and 1,120 were produced between 1950 and 1954. A recent search of the FAA database shows 341 still on the U.S. registry. The PA-20 and all the Short Wing Pipers are well-supported by the Piper Flyer Association and the Short Wing Piper Club. The Short Wing Piper Club had planned to celebrate the 70th anni- versary of the Pacer at EAA AirVenture Oshkosh this year, but the cancellation of that show due to COVID-19 threw a monkey wrench in those plans. Since we can’t celebrate in person, Photo by Keith Wilson Keith by Photo let’s raise a (socially distanced) glass to this sturdy little airplane that helped keep Piper aircraft alive. RESOURCES Happy 70th, Pacer! Piper Flyer Association piperflyer.org Jennifer Dellenbusch is president of the Piper Flyer Association. Send questions Short Wing Piper Club

or comments to [email protected]. shortwingpiperclub.org Underhill Colin by Photo Photo Stock Alamy /

September 2020 | Piper Flyer • 39 14.5 ' (4.42 m)

Wing Area (sq ft) 175.0 Min. Turning Radius (ft) 35.4 (from pivot point to wing tip)

7.43 ' 11.59 ' (2.28 m) (3.53 m) Photo courtesy Piper Aircraft Piper courtesy Photo 43.0 ' (13.11 m)

4.58 ' (1.38 m) 80.0 " DIA (2.03 m) 4.42 ' (1.35 m) 4.5˚ Dihedral

6.17 ' (1.88 m) 12.3 ' (3.7 m) 28.9 ' (8.81 m)

11.3 ' (3.4 m)

5.17 ' 2.25 ' (1.57 m) (.68 m)

8.04 ' Static Ground Line (2.45 m)

40 • Piper Flyer September 2020 14.5 ' (4.42 m)

Wing Area (sq ft) 175.0 Min. Turning Radius (ft) 35.4 (from pivot point to wing tip)

7.43 ' 11.59 ' (2.28 m) (3.53 m) M-Series Maintenance Matters The Piper PA-46 series of aircraft, which would later become the M350, M500, and M600, were a clean-sheet, high performance design. These aircraft will get you up to the Flight Levels and to your destination quickly, but they can be challenging to maintain. 43.0 ' (13.11 m) BY KRISTIN WINTER 4.58 ' (1.38 m) 80.0 " DIA (2.03 m) 4.42 ' (1.35 m) 4.5˚ he PA-46 series of aircraft were Meridian sub-series is a well-known Dihedral a game-changer for Piper and engine and has few faults. I will be for the industry as a whole. talking more about the turbine M-series The first Piper PA-46-310P aircraft, including the PA-46-500TP 6.17 ' Malibus were on the leading Malibu Meridian, M500, and M600 in a (1.88 m) edge of high performance, future article. 12.3 ' pressurized single-engine air- I would be remiss not to point out (3.7 m) Tcraft. The current reciprocating-powered that not every maintenance shop is 28.9 ' versions, the Piper M350 and PA-46R- sufficiently equipped and sufficiently (8.81 m) 350T Matrix (unpressurized), are still the knowledgeable to keep one of these only non-turbine option in this class. birds in the air safely. Most small shops One characteristic of this class of don’t have the pressurization cart aircraft, be they Piper, Cessna, Pilatus, necessary to check the pressure vessel 11.3 ' etc, is that they are complex aircraft that for leaks. (3.4 m) take a fair amount of care and feeding. Also, there are numerous special The reciprocating engines are not tools needed just for the PA-46 aircraft. 5.17 ' unique in that they have basically the Some of these, such as the Safe Flight (1.57 m) same issues as every other large-bore Instrument tool for the lift detection 2.25 ' turbocharged aircraft engine. I will also system, can run up to $10,000. This re- (.68 m) touch on the high points of the recipro- ality is not limited to the PA-46 series cating engines. and is true of other similar sophisti- The Pratt & Whitney PT6 in the cated aircraft. 8.04 ' Static Ground Line (2.45 m)

September 2020 | Piper Flyer • 41 Other emphasis areas As suggested by the relative paucity of repetitive ADs, the aircraft has only a few areas that an experienced PA-46 mechanic will key in on when making an annual inspection. During our interview with Ron Mangon, he only pointed to a few areas where extra care is warranted. One key issue is the spring that forces the nosegear to go over-center if an emergency landing gear extension should be necessary. Hydraulic pressure holds the landing gear up. When an emergency extension is needed, hydraulic pressure is released, and the gear falls free. However, due to the wind resistance on the nose strut, a spring is incorpo- rated to overcome the air flow and lock the gear down. If the spring is not strong Airworthiness Directives The other repetitive Airworthiness enough, the nosegear won’t lock, and an Surprisingly, for an airframe that has Directive is AD 2011-06-10, which is expensive repair will result. been in production since 1984 and has directed at the turbine inlet temperature Mangon recommends replacing that gone through as many iterations as has (TIT) probe on the Lycoming-powered spring at least every other year. Piper the PA-46, there are few repetitive Airwor- variants. The main thrust and main issued Service Bulletin 1193, which thiness Directives. There are only two. expense of this AD is that it requires re- highlighted the problem of the spring AD 2015-19-07 is minor; it requires a placement of the probe every 250 hours taking a set, but only called for a one- visual inspection of the fuel injector lines time in service. time replacement. on all Lycoming fuel-injected engines. I queried Ron Mangon of Mangon Given the cost of a nosegear col- This AD has been around for more than Aircraft in northern California about the lapse on landing, regular replacement two decades and just keeps getting cost. Ron’s shop is one of the most expe- seems prudent. The spring costs around changed when Lycoming comes out with rienced PA-46 shops on the West Coast $150, and a couple of hours of labor are new models. The AD mandates what any and a certified Piper Service Center. Ron required to replace it. competent mechanic would already do estimated that the cost with labor to Engine mounts live a hard life when while inspecting a fuel-injected engine. replace that probe is close to $900. they must support a large, heavy engine

42 • Piper Flyer September 2020 and the loads from the nose landing gear, not to mention the occasional clumsy pilot. Piper issued Service Bul- letin 1103D to mandate an inspection of the PA-46 engine mounts, and Piper also provided an upgraded replacement. (Additionally, FAA SAIB CE-09-13R1 was issued in July 2014. This SAIB highlights the importance of compliance with Piper PA-46 engine mount SBs. This SAIB is linked below in Resources. —Ed.) I asked Mangon what his experience was with the mounts, and he said he has not only seen a number of them cracked, but he has personally picked up two off the runway after the mount broke and the nosegear collapsed. He did say that he hasn’t seen many issues with the upgraded mount, though SB 1103D does continue the 100-hour inspection interval. This is not an inexpensive upgrade, taking around 70 man-hours to accomplish, plus the cost of the mount. It’s definite- ly something to look for if considering purchasing one of the series.

SURPRISINGLY, FOR AN AIRFRAME THAT HAS BEEN IN PRODUCTION SINCE 1984 AND HAS GONE THROUGH AS MANY ITERATIONS AS HAS THE PA-46, THERE Airbags Save Lives! SOARS • Universal Airbag System for Part 23 ARE FEW REPETITIVE State of the Art Restraint System Aircraft • 2- and 3-Point Configuration $2,580 • Installed by Local A&P Mechanic AIRWORTHINESS www.AmSafe.com • System covers Pilot & Co-Pilot Seat DIRECTIVES.

September 2020 | Piper Flyer • 43 Engine Monitoring & Flight Instruments Premium ANR Headsets

Lowest Prices on Radios Go LED & Be Brighter - In Stock

Reciprocating engines over 285 hp. The engine ran into early Stratus 2S Garmin aera 660 Turbocharged engines all have trouble when they were supposed to be ADS-B In GDL-39 In Stock certain issues in common. Exhaust pipes run lean of peak, but pilots in general crack and erode; turbochargers can wear were not familiar or comfortable running or the vanes chip; and the V-band clamps the engines that way. that hold piping to the turbo inlet can Run properly, many owners have had break. Broken exhaust parts can in turn success with the engine and praise it spew 1,500 F exhaust gases into an en- for being fuel efficient and economical. Garmin GTX ADS-B - In Stock closed environment replete with fuel and One area that is a bugaboo on most of oil lines. What could go wrong? the big Continentals is the start drive Lycoming Service Bulletin SB 521 which needs special care, and even then, addresses the slip joints and their SB 531 sometimes decides to torture the owner’s addresses the turbocharger itself. Piper wallet. AUDIO Service Bulletins 884 and 1182 address Piper bailed on the Continental in PANELS the V-band clamps. The information 1989 and went with the 350 hp Lycoming Hear Them contained in these bulletins is largely the TIO-540-AE2A engine and changed the Clearly... kind of thing that any mechanic experi- aircraft’s name to Malibu Mirage. That First Time, enced with turbocharged, reciprocating engine, and many other Lycoming en- Every Time engines would look for anyway. gines, promptly had crankshaft problems. The Parts to Start Most observers are aware that the These problems were not the fault Everytime In Stock PA-46-310P Malibu and then the PA-46- of the Mirage design, but were rather 350P Malibu Mirage had some engine is- either an engine manufacturing or design sues. This is not unique to these aircraft. problem, depending on whose lawyers Big-bore reciprocating engines all you talk to. The crankshaft issues seem have maintenance issues when the to have been worked out after much horsepower starts to exceed 300, espe- engineering and legal finger pointing. cially when turbocharging is thrown However, 350 hp is a lot to pull from 540 into the mix. It is the nature of the cubic inches. manufacturers to get as much out of an I have long service experience with FREE Shipping on Most existing design as is feasible. Lycoming TIO-540 engines of various Orders Over $500 The Continental TSIO-520-BE engine horsepower ratings. I have personally run TOLL FREE ORDERS in the Malibu is rated at 310 hp. The 520 multiple 310 hp TIO-540-A2C engines cubic inch engine, in my experience, is to TBO with no significant repairs. I 1-800-447-3408 stretching its capability when pushed cannot say the same when running the WWW.CHIEFAIRCRAFT.COM 44 • Piper Flyer September 2020 350 hp TIO-540-J2B engines on a Piper systems are getting hard to find and cost- PA-31-350 Chieftain. The Chieftain uses ly. A switch to a Parker-Hannifin system the same basic engines as in the Mirage/ occurred in the mid-1986 model year, Matrix/M350, and it is common to end starting with Serial No. 46-08008. With up swapping numerous cylinders during that change came an electric flap system. the run to TBO. A turbocharger overhaul As can be expected with a new was also common at mid-time. clean-sheet design like the PA-46, there I asked Ron Mangon if in his experi- have been a number of Airworthi- ence maintaining the PA-46 recips was ness Directives and Service Bulletins. similar. He stated that a top overhaul at Overwhelmingly, these have all been about 1,200 hours was pretty standard. one-time fixes. The turbo needing to be overhauled at However, anyone paying the substan- mid-time was also very common. tial price that these aircraft command on Ron also mentioned to watch for the used market would be well advised to cracks in the oil sump where the tur- have a very thorough logbook review and bocharger mounting brackets attach. A pre-purchase inspection by a shop that search of Service Difficulty Reports bear specializes in the Malibu series. this out, as there are several reports of Additional resources are available such cracks. through the Malibu M-Class Owners & Pilots Association (MMOPA). Also, Setting expectations Piper Service Centers and other specialty None of the issues that have come maintenance shops are available as well up over time with the Malibu series are as some independent consultancies. particularly unique to the breed. All Of course, for new buyers, Piper itself turbocharged engines have additional is a great source of information, though inspection and maintenance needs. Cer- perhaps not the most objective if one is tainly, PA-46s are not the first nor the considering other options in this class of last to have engine mount cracks. aircraft. For a buyer needing the capa- However, whenever dealing with a bilities that the Malibu series offers, this complex aircraft, be it a PA-46, a PA-23, family of aircraft deserves a hard look. PA-31, etc., it helps to have a mechanic who knows exactly where to look and Kristin Winter has been an airport rat for exactly what to look for. over four decades. She holds an ATP-SE/ Annual inspections typically run 55 ME rating and is a CFIAIM, AGI, IGI. In ad- to 60 hours for the basics. Piper has a dition, Winter is an A&P/IA and reformed list of special inspections in Section V of aviation defense attorney. She has the service manual which many owners over 9,000 hours in various GA aircraft. follow. Adhering to them will add a bit to She owns and flies her Twin Coman- the cost of an annual inspection. For the che, “Maggie.” She flies professionally, basics, $5,000 to $7,000 is a good estimate instructs, and provides purchasing and for an annual inspection, depending on operations consulting. She is currently the prevailing shop rates in the area. based in Minnesota, which is where it all For those considering purchasing a started. Send questions or comments to PA-46, there are a few other maintenance [email protected]. considerations of which one should be aware. The electric-heated windshield is a high-dollar item, so you want to make RESOURCESRESOURCES sure that it is functioning. Early models came with a plastic windscreen, later Malibu M-Class Owners & Pilots Asso- models came with a more durable glass ciation windscreen. Replacing one of these could mmopa.com easily run $30K. The early hydraulic systems were SAIB CE-09-13R1 made by Gar Kenyon. The parts for these tinyurl.com/CE-09-13R1

September 2020 | Piper Flyer • 45 46 • Piper Flyer September 2020 When COVID-19 forced the cancellation of The Gathering at Waupaca 2020, a virtual event was formed to fill the void.

By Jennifer Dellenbusch

September 2020 | Piper Flyer • 47 48 • Piper Flyer September 2020 For 15 years, we have 2020, a year like no other (or so we fervent- a spark plug to different types of spark ly hope and pray), broke the streak. Unable plugs, to maintenance, and more, this gathered in Waupaca, to gather in Waupaca, we gathered around webinar covered it all. Wisconsin. Some years our screens. The Saturday line-up included with boasted record-breaking Chris Holder, Eastern U.S. Sales Manager, The Virtual Gathering at Concorde Battery. Chris’ presentation attendance. Some “Faux-Paca” “Lead-Acid Aircraft Battery Airworthiness: years, bad weather or As soon as we knew we would have What Does It Mean?” discussed the care to cancel the Gathering at Waupaca, we and maintenance of batteries, how to a bad economy limited reached out to the speakers who had extend battery life, and more information turnout. Still, we never been scheduled to present seminars in for aircraft owners. missed a year. Filled Waupaca. Every one of them agreed to Following Chris was Piper Flyer provide a webinar for the virtual event. The contributing editor Kristin Winter with with lots of good food, virtual Gathering took place July 17, 18, “Logbooks 101.” Kristen walked members camaraderie, and and 19, 2020. through what you should have in your logbooks—the legal requirements and the informative seminars, The Webinars additional information that facilitates fu- the Gathering grew Bill Ross, Vice President Product ture maintenance and increases the resale and became a yearly Support for Superior Air Parts, kicked off value of our Pipers. the event Friday, July 17, with his seminar Sunday morning, Piper Flyer contrib- essential for many “Anatomy and Physiology of a Cylinder.” uting editor Steve Ells was up with his of us. Every year, The presentation took a deep dive into “Yes, You Can Paint Your Airplane!” With cylinder structure, function, and operation advice to stay safe and legal and practical like clockwork, there and elicited over 30 minutes of Q&A (and tips for do-it-yourselfers, this was another was EAA AirVenture could have gone longer). popular webinar. Oshkosh; preceded Next up was Vince Bechtel, Director, Rounding out the weekend of webi- Aftermarket Sales, Tempest Aero, dis- nars was Kevin Garrison’s “Things You by the Piper Flyer cussing “Spark Plug Design and Main- Shouldn’t Do in Aviation and How I Sur- Gathering at Waupaca. tenance.” From what to do if you drop vived Them.” Drawing on experiences from

September 2020 | Piper Flyer • 49 CONCORDE BATTERY & PIPER PILOTS Filled with lots of good

food, camaraderie, and EXPERTS IN AVIATION his General Aviation and airline career, Kevin Concorde Batteries recounted personal lessons learned from informative seminars, feature superior starting past mistakes. the Gathering grew and sustained power All the webinars were well-attended for all seasons. and well-reviewed, and all are available to and became a yearly view online on the Piper Flyer Association YouTube channel. (See resources for link essential for many of us. information. —Ed.)

Social Hour 2020 Following Kevin’s presentation, we held our first-ever virtual Social Hour. One of the Piper Archer attendees commented that we talk a lot more RG24-11M | Piper PN 601-925 in person. I think we all were trying to figure out the new format. While I am sure we will get more comfortable with this as time goes on, I hope we don’t have to rely on it too much! I hope we are all reunited in Waupaca next year, talking and laughing in person. Piper Seminole Until that time, I’ve included some photos RG24-15M | Piper Part No. 601-926 from previous years for inspiration.

I’ll see you there.

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

Piper Seneca RESOURCESResources RG24-20 | Piper Part No. 601-923 Piper Flyer Association YouTube channel tinyurl.com/PFAYouTube

Piper Matrix Piper Mirage RG24-17 | Piper Part No. 601-919

Piper Meridian RG-41 | Piper Part No. 601-910

CONCORDE BATTERY CORPORATION 626.813.1234 | ISO 9001 + AS9100 www.ConcordeBattery.com

50 • Piper Flyer September 2020 September 2020 | Piper Flyer • 51 PRESS RELEASES September 2020 *Compiled from press releases

HARTZELL ENGINE TECHNOLOGIES ANNOUNCES SUPPLIER PARTNERSHIP WITH CONTINENTAL AEROSPACE TECHNOLOGIES TO BE EXCLUSIVE PROVIDER OF NEW STARTER ADAPTERS FOR CONTINENTAL PISTON AIRCRAFT ENGINES

MONTGOMERY, Ala., July 6, 2020—Representatives of Hartzell Engine Technologies recently announced that the company had begun a supplier partnership with Continental Aerospace Technologies to manu- facture a line of starter adapters for current and leg- acy-series Continental piston aircraft engines. As of July 1, Hartzell Engine Technologies is the exclusive manufacturer of starter adapters for all Continental Aerospace Technologies factory-new, rebuilt, and factory overhauled engines. “As part of the new agreement, we have been working closely with Continental to complete an engineering transition of the current units,” said Keith Bagley, president of Hartzell Engine Technologies. “We have also completed the transition of production tooling and manufacturing to our facility here in Montgomery. “We are currently shipping the first two models of the new-generation Sky-Tec Starter Adapt- ers for Continental IO/TSIO-360 and GTSIO (geared)-series piston aircraft engines,” he added. “And we are currently working through production readiness builds on units for the remainder of the engine models. “Hartzell Engine Technologies’ Sky-Tec brand is the leader in starter and starter accessory systems. Continental recognized that we could update the performance of these units using our technology, and that’s exactly what we have done,” Bagley stated. “While the two new Sky-Tec Starter Adapters have seen some manufacturing improvements, you will see more significant upgrades in future product releases.” Bagley said that Sky-Tec Starter Adapters for the Continental Aerospace Technologies IO/TSIO-360 and GTSIO-series of engines are currently available for both the new product and aftermarket seg- ments in North America through Aircraft Spruce and Specialty, Quality Aircraft Accessories, Hartz- ell Engine Technologies international distribution channels, as well as through Continental’s master distributor, Boeing. For more information, please visit hartzell.aero.

52 • Piper Flyer September 2020 CHART IT ALL COMPANY FOUNDER PLANS RECORD- BREAKING FLIGHT AROUND THE WORLD WHILE TEACHING AND INSPIRING OTHERS

ORLANDO, Fla., July 21, 2020—During this uncertain time when most social interactions are no longer face to face, when people in masks are heroes, and when an agitated world seeks answers to troubling, complex questions, it is comforting to know that passion for fulfilling dreams remains in the hearts of our youth. For Trevor Simoneau, 17, a dream that took flight figura- tively in 2014—when he formed his own apparel company, Chart it All, to finance his aviation training and education— will take flight literally in March 2021. Departing from the storied Space Shuttle Landing Facility at Kennedy Space Center, Simoneau will set off on a solo circumnavigation of the globe hoping to become the youngest person to complete the quest. “Fly Infinite Horizons” is Simoneau’s brainchild and his in June 2019 and began flying VFR cross-country flights the heart’s passion. Many young people seek adventure, but following September. He recently passed his written knowl- few shape that wanderlust into a voyage of discovery and edge exam and plans to take his checkride this summer. purpose. Fly Infinite Horizons is more than just a record-set- His instrument rating checkride will follow shortly after. ting solo circumnavigation flight. For students around the A group of dedicated mentors and instructors are work- world, it will be a catalyst to pursue careers in aviation; an ing with Simoneau to ensure he is fully prepared, physically invitation to embrace science, technology, engineering, and and mentally, for the risky voyage. Simoneau’s flight advi- mathematical (STEM) opportunities. sory team will oversee his training prior to departing on his As Simoneau hopscotches around the world on a 27-stop quest and will assist with planning the trip and throughout tour, he will share his adventure via social media and in var- the mission. ious STEM workshops taught by the young adventurer. This The team includes a distinguished panel of advisors outreach will demonstrate to his followers and students who are volunteering their time and expertise to ensure the that they can become pilots, engineers, mechanics, air traf- highest likelihood of success for the Fly Infinite Horizons fic controllers, astronauts, or scientists. Global students will mission: learn about the myriad opportunities available in aviation, • Matt Guthmiller, youngest person to fly solo around the the steps to becoming an effective leader, the importance world in 2014 at 19 of teamwork in a professional setting, and the importance • Josh Flowers, CFII, founder of Aviation101 of networking with aviation professionals. • Arnaldo Santiago, instrument pilot, mechanical engineer “My hope is to plant the seed,” Simoneau said. “I want • Jason Schappert, CFII, founder of MzeroA.com others to experience what Fly Infinite Horizons means to • Christy Wong, CFII me—expanding knowledge, exploring cultures, seeking ad- • Tom Frick, CFII venture, and embracing what the world of aviation offers.” • Lochie Ferrier, CFI The quest for the aviation record will rely on a 1977 Cess- • Ed Gibson, A&P na 210M. Simoneau spent months researching the best Dedicated training for the world flight began this aircraft to accomplish his journey of discovery, and he was summer. Simoneau’s training will focus on applying basic able to acquire the aircraft from a private owner in Okla- flight skills to the realm of possible scenarios he may homa. The Fly Infinite Horizons project is privately funded encounter while flying around the world. With an empha- with the support of charitable supporters and sponsors, sis on heavy instrument cross-country flying, Simoneau including Denver real estate mogul, Cory Calvin, whose will complete oceanic crossing, mountain flying, advanced generous contribution enabled the aircraft purchase. survival training, and aircraft transition training for the Simoneau originally began flight training in a Schweizer Cessna 210 he will be flying. 2-33 glider at 13 years old. He soloed the 2-33 at 14 and To learn more about the entire mission, visit flyinfinite- began his private pilot certificate training the following horizons.org. For more information about Chart it All, visit year. Simoneau soloed a Cessna 172P on his 16th birthday chartitall.com.

September 2020 | Piper Flyer • 53 PRESS RELEASES

EAA SKILLSCORE 2.0 PILOT PROFICIENCY TRACKER OFFERS MORE TOOLS TO ENHANCE FLYING SKILLS More detailed information immediately available to pilots

OSHKOSH, July 30, 2020—The newly enhanced 2.0 version of the SkillScore Tracker from EAA has expanded technology that makes more detailed information available so pilots can gauge their flying proficiency and take steps to enhance their skills. The EAA SkillScore Tracker was introduced at EAA AirVenture Oshkosh 2019 as the first resource that allows pilots to measure flying proficiency on an EAA web portal or their mobile devices. Using data generated by the Performance CloudAhoy mobile app, pilots can track Promised; flying consistency and stability. Using Delivered! this data, the EAA SkillScore Tracker Performance will generate a comprehensive, per- • Smoother engine operation • Increases power sonalized, and confidential SkillScore, • Better fuel efficiency • Reduces maintenance costs confirming a pilot’s overall strengths or need for additional work. This resource Factory Support: 248-674-3433 is available to all EAA members. electroair.net | Sales 281-728-8732 “The success of the SkillScore

54 • Piper Flyer September 2020 Tracker over its first year allowed EAA and CloudAhoy to further develop and evolve the technology to provide even more valuable information for pilots,” said Radek Wyrzykowski, EAA’s manager of flight proficiency. “The goal with this enhanced information is building proficiency and safety for all aviators by suggesting areas of improvement.” Instead of a single overall score that measures pilot proficiency, SkillScore 2.0 has individual results for specific skill and areas of activity that include: • Quality of flight, which encompass- es such factors as stability of landing approach, maintaining altitude in straight-and-level flight and turns, and quality of FAA-standard maneu- vers such as steep turns. • Number of takeoffs and landings within the last 90 days. • Number of flights with a flight instructor. • Time spent in the air.

“Tracking and measuring in an orga- nized manner means that every flight is an even better opportunity for pilots to improve their skills,” Wyrzykowski said. “When coupled with CloudAhoy’s SUPER CAPACITY standard app, EAA SkillScore Tracker Gill LT 12V Sealed VRLA Aircraft battery* is the best way to track your progress, without the time and expense of unnec- GetG MMaximumi RReserve CCapacityi to HHandledl essary effort, so you can continually Increased Aviation Electronics. build your abilities with every flight.” 7025-24 7035-34 While the EAA SkillScore Tracker is Available Now, Available Now, free to all EAA members, CloudAhoy at Distributors at Distributors also offers more in-depth and detailed analysis for premium account holders. More information about the EAA SkillScore Tracker is available at EAA. org/Proficiency. It is part of EAA Pro- ficiency365, where pilots can develop and refine skills that make them a better, safer pilot. EAA Proficiency365 also features IMC Clubs and VMC Clubs for local flying groups, EAA Virtual Flight FAA-PMA Approved FAA-PMA Approved For Over 242 Academy, flight planning tool market- For Over 162 Aircraft Models Aircraft Models place, and information about the Pilot Proficiency Center pavilion featured each year at EAA AirVenture Oshkosh, including in a virtual way in 2020 during EAA’s Spirit of Aviation Week. For additional information about Celebrating 100 Years of Battery Innovation EAA, contact 800-JOIN-EAA (800-564- *For aapprovedd applicatioons; See GGillbattteries.comm foor a full list of airrcraft models sservicced by tthis battery 6322) or visit eaa.org. | 909.793.3131 | GILLBATTERIES.COM

September 2020 | Piper Flyer • 55 ASAAIRCRAFT SAFETY ALERTS

EDITOR’S NOTE: This AD was truncated to fit the space and eliminates mention of non-Piper models among other omissions. For the complete AD please go to: tinyurl.com/aspen20201608AD

DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA-2020-0723; Project Identifier AD-2020-00586-Q; Amendment 39-21192; AD 2020-16-08]

RIN 2120-AA64

Airworthiness Directives; Aspen Avionics, Inc. AGENCY: Federal Aviation Administration (FAA), DOT. (239) 405-6117 ACTION: Final rule; request for comments. ––––––––––––––––––––––––––––––––

SUMMARY: The FAA is adopting a new airworthiness directive (AD) for certain Aspen Avionics, Inc., Evolution Flight Display (EFD) EFD1000 Emergency Backup Display, EFD1000 Multi- Function Display, and EFD1000 Primary Flight Display systems installed on various airplanes. This AD imposes operating restrictions on these display systems by revising the Limitations section of the airplane flight manual (AFM). This AD was prompted by an automatic reset occurring when the display internal monitor detects a potential fault, causing intermittent loss of airspeed, attitude, and altitude information during flight. The FAA is issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective August 17, 2020. The FAA must receive comments on this AD by September 14, 2020.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 11.43 and 11.45, by any of the following methods:

56 • Piper Flyer September 2020 • Federal eRulemaking Portal: Go to https://www.regulations.gov. Follow the instructions for submitting comments. • Fax: 202-493-2251. • Mail: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590. • Hand Delivery: U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays.

Examining the AD Docket You may examine the AD docket on the internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2020-0723; or in person at Docket Operations between 9 a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD docket contains this final rule, the regulatory evaluation, any comments received, and other information. The street address for the Docket Operations is listed above. Comments will be available in the AD docket shortly after receipt. For service information identified in this final rule, contact Aspen Avionics, Inc. at either address: 5001 Indian School Rd. NE, Suite 100, Albuquerque, NM 87110; or 19820 N 7th Street, Suite 150, Phoenix, AZ 85024; telephone: 1 (888) 992-7736; internet: https://aspenavionics.com/ contact/.

FOR FURTHER INFORMATION CONTACT: Mahmood Shah, Aerospace Engineer, Fort Worth ACO Branch, FAA, 10101 Hillwood Pkwy, Fort Worth, TX 76177; phone: 817-222-5133; fax: 817- 222- 5960; email: [email protected].

SUPPLEMENTARY INFORMATION:

Discussion On February 25, 2020, Aspen Avionics, Inc. (Aspen), notified the FAA of 35 instances of software interacting with a graphics processing chip defect and causing an automatic reset to occur on Aspen EFD1000 Emergency Backup Display, EFD1000 Multi-Function Display, and EFD1000 Primary Flight

September 2020 | Piper Flyer • 57 AIRCRAFT SAFETY ALERTS

Display systems. The reset occurs when the display internal monitor detects a potential fault. The display will go black and then it will restart, which lasts about 50 seconds. In installations where multiple Aspen EFDs serve as the primary and backup attitude, altitude, and airspeed displays instead of independent instruments; this repeat resetting may affect both Aspen units, resulting in loss of all attitude, altitude, and airspeed information during the reset period. Loss of all airspeed, attitude, and altitude information during flight may cause a loss of control of the airplane in instrument meteorological conditions (IMC) or at night. The actions required by this AD will restrict operations to flight under visual flight rules (VFR) and prohibit night operations to allow safe operation in the event of a loss of flight display functionality.

Related Service Information The FAA reviewed Aspen Operator Advisory OA2020-01, dated March 3, 2020. This document advises operators of the automatic reset event and provides recommended operating limitations. The FAA also reviewed Aspen Service Bulletin Number: SB2020-01, dated April 1, 2020. This document provides instructions for updating the EFD software to correct Manufacturing Quality FAA-PMA Aircraft Parts for Over 40 Years! the automatic reset issue. This AD does not apply to airplanes that are compliant with this service information.

FAA’s Determination FROM NOSE TO TAIL The FAA is issuing this AD because it evaluated all the relevant information You want it, we have it. and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. 30,000+ FAA-PMA products, with over 30 quality brands AD Requirements This AD requires revising the AFM We recently expanded our Tempest line! limitations section to add language restricting operations to Day VFR only, either by making a pen and ink change or by inserting a copy of this AD.

FAA’s Justification and Determination of the Effective Date An unsafe condition exists that requires the immediate adoption of this AD www.McFarlaneAviation.com 866-988-4994

58 • Piper Flyer September 2020 without providing an opportunity for public comments prior to adoption. The FAA has found that the risk to the AT APPROVED TURBO COMPONENTS, INC flying public justifies waiving notice and WE ARE MORE THAN JUST A BOX WITH A PART comment prior to adoption of this rule NUMBER ON IT. WE PROVIDE EXCEPTIONAL because intermittent loss of attitude, CUSTOMER SERVICE WITH EVERY altitude, and airspeed information OVERHAUL OR EXCHANGE! during flight could result in loss of control of the airplane in IMC or at night. The required corrective actions TURBOS TESTED must be accomplished before further @ 100,000 RPM ON flight, which does not allow the time necessary for the public to comment VSR MACHINE and for publication of the final rule. Therefore, the FAA finds good cause that notice and opportunity for prior public 2 FACILITIES TO BETTER SERVE YOU! comment are impracticable. In addition, 800-523-4809 1545 E. ACEQUIA AVE. • VISALIA, CA 93292 for the reason stated above, the FAA finds FAA #07TR210O EASA.145.6055 that good cause exists for making this amendment effective in less than 30 days. 800-626-0367 663 2ND LANE • VERO BEACH, FL 32962 FAA #U5AR184Y EASA.145.5482 Comments Invited CALL US... WE'RE HERE TO HELP! This AD is a final rule that involves requirements affecting flight safety TURBOCHARGERS - WASTEGATES - CONTROLLERS & PRV'S OVERHAUL OR EXCHANGE and was not preceded by notice and an opportunity for public comment. www.approvedturbo.com However, we invite you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under the ADDRESSES section. Include the Docket Number FAA-2020-0711 and Product Identifier MCAI- 2020-00719-A at the beginning of your comments. Except for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments we receive, without change, to https://www. regulations.gov, including any personal information you provide. The FAA will also post a report summarizing each substantive verbal contact we receive about this final rule.

Confidential Business Information CBI is commercial or financial information that is both customarily and actually treated as private by its owner.

Costs of Compliance The FAA estimates that this AD affects 900 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD:

September 2020 | Piper Flyer • 59 AIRCRAFT SAFETY ALERTS

A Estimated Costs (see table below) TUO 2020-16-08 Aspen Avionics, Inc.: SSTS, . Amendment 39-21192; Docket No. FAA- 2020-0723; Project Identifier AD-2020- 00586-Q. We Will elp ou Trouleshoot our Sstem Teaching Suect At FAA norse vents (a) Effective Date This AD is effective August 17, 2020.

TUOAS PSSU F AS (b) Affected ADs OAU - A WASTATS TUOAS None. AA OTOS W U OS AT OPATOA SPS O OU S TST A (c) Applicability (1) This AD applies to Aspen Avionics, Inc., isit Our We Site to See the S n Action Evolution Flight Display (EFD) EFD1000 “ A family operated business since 1988, including a Primary Flight Display part number (P/N) licensed A & P mechanic and commercial pilot” 910-00001-011, EFD1000 Multi-Function Display P/N 910-00001- 012, and EFD1000 Emergency Backup Display P/N 910- 1-800-847-8815 55-635-3322 00001-017 units that meet both conditions Fa 55-627-160 A A in paragraphs (c)(1)(i) and (ii) of this AD. “Sensitive to your needs” (i) Software version 2.10 or 2.10.1 is 6am 6pm PST on Fri www.mainturbo.com installed; “Sensitive to your needs” [email protected] (ii) Independent attitude, altitude, and airspeed back-up instruments are not installed. (2) These flight display units may be installed on, but are not limited to, the seat cylinder following airplanes, certificated in any “av-lok” category: (ii) Piper Aircraft, Inc. (type certificate direct replacement previously held by The New Piper Aircraft, for piper cylinder Inc.), Model PA-18, PA-18 “105” (Special), PA-18 “125” (Army L-21A), PA-18 “135” at a substantial discount (Army L-21B), PA-18 “150,” PA-18A, PA-18A off of factory list price “135,” PA-18A “150,” PA-18AS “125,” PA- 18AS “135,” PA-18AS “150,” PA-18S, PA-18S “105” (Special), PA-18S “125,” PA-18S “135,” PA-18S “150,” PA-19 (Army L-18C), PA-19S, PA-20, PA-20 “115,” PA-20 “135,” PA-20S, PA-20S “115,” PA-20S “135,” PA-22, PA-22- 108, PA-22-135, PA-22-150, PA-22-160, PA- FAA/PMA Approved Part 22S-135, PA-22S-150, PA-22S-160, PA-23, Applicable to PA-23-160, PA-23-235, PA-23-250, PA-24, PA-28, PA-32 & PA-34 Models PA-24-250, PA-24-260, PA-24-400, PA-28- 140, PA-28-150, PA-28-151, PA-28-160, 25 Years of aviation Passion Seating Solutions | Cabin Upgrades PA-28-161, PA-28-180, PA-28-181, PA-28- Storage Upgrades | Component Repair 201T, PA-28-235, PA-28-236, PA-28R-180, Stretchers | Exterior Solutions

Call Chuck at (660) 885-8317 or e-mail [email protected]

60 • Piper Flyer September 2020 Piper made it MANDATORY... PA-28R-200, PA-28R-201, PA-28R-201T, PA-28RT-201, PA-28RT- 201T, PA-28S-160, AirWard made it PA-28S-180, PA-30, PA-32-260, PA-32-300, PA-32-301, PA-32-301FT, PA-32-301T, EASY! PA-32-301XTC, PA-32R-300, PA-32R-301 (HP), PA-32R-301 (SP), PA-32R-301T, PA-32RT-300, PA-32RT-300T, PA-32S-300, PA-34-200, PA-34-200T, PA-34-220T, PA-39, PA-40, PA-44-180, PA-44-180T, PA-46-310P, and PA-46-350P airplanes; Mandatory Service Bulletin 1006 (d) Subject Wing/Fuel Tank Corrosion Inspection Joint Aircraft System Component required every seven years (JASC)/Air Transport Association Mandatory Service Bulletin 1244B (ATA) of America Code 3410, FLIGHT Aft Wing Attach Fitting Inspection ENVIRONMENT DATA; 3420, ATTITUDE required every seven years and/or 2,000 hours AND DIRECTION DATA SYSTEM.

(e) Unsafe Condition For All PA-28s and PA-32s This AD was prompted by an automatic ~ HUNDREDS of kits sold since 1997 ~ reset occurring when the display internal monitor detects a potential fault causing See and order kits at intermittent loss of airspeed, attitude, and airward.com altitude information during flight. The FAA is issuing this AD to address the software 1.800.524.3264 interacting with a graphics processing MC • VISA • AMEX • DISC • PayPal chip defect. The unsafe condition, if not addressed, could result in intermittent loss of airspeed, attitude, and altitude information during flight with consequent When buying from one of our loss of airplane control. advertisers, tell them you saw their (f) Compliance Comply with this AD within the ad in Piper Flyer magazine. compliance times specified, unless already done.

(g) Required Actions (1) Before further flight, revise the limitations section of the airplane flight manual (AFM) for your airplane by inserting a copy of this AD or by making a pen and ink change to add: “Operation under Instrument Flight Rules (IFR) or night Visual Flight Rules (VFR) is prohibited.” Aero Design AircrAft services (2) The action required by paragraph (g) the restorAtion experts (1) of this AD may be performed by the www.AeroDesignconcepts.com owner/operator (pilot) holding at least You Don’t hAve to buY A new plAne to flY one mAintenAnce | interiors | refinishing cAll the restorAtion experts 413-568-7300 112 Airport roAD, bArnes Airport, westfielD, mA 01085

September 2020 | Piper Flyer • 61 AIRCRAFT SAFETY ALERTS When buying a private pilot certificate and must be from one of our entered into the aircraft records showing compliance with this AD in accordance advertisers, tell with 14 CFR 43.9(a)(1) through (4) and 14 CFR 91.417(a)(2)(v). The record must be them you saw maintained as required by 14 CFR 91.417. COMPOSITE PIPER FAIRINGS This authority is not applicable to aircraft Wing Tips • Fin Tips their ad in Piper being operated under 14 CFR part 119. Stabilator Tips • Dorsal Fins Flyer magazine. (h) Special Flight Permit Special flight permits are prohibited. NEW PRODUCTS (i) Alternative Methods of Compliance (AMOCs) (1) The Manager, Fort Worth ACO Branch, FAA, has the authority to approve AMOCs for this AD, if requested using the procedures found in 14 CFR 39.19. In PA-24, PA-28, PA-28R, accordance with 14 CFR 39.19, send your request to your principal inspector or PA-32, PA32R Series local Flight Standards District Office, as FAA PMA APPROVED appropriate.

If sending information directly to the 800.597.1911 manager of the certification office, send it STENEAVIATION.COM to the attention of the person identified in paragraph (j). (2) Before using any approved AMOC, Parts notify your appropriate principal avionics inspector, or lacking a principal EnginEs inspector, the manager of the local flight ProPs standards district office/certificate holding district office. #1 for Aircraft Parts Support Since 1984 (j) Related Information Same-Day Worldwide OverOver 55 MilliMilliOOnn For more information about this AD, Shipping contact Mahmood Shah, Aerospace We Price Match! iin-Stn-StOOckck PartPartSS!! Engineer, Fort Worth ACO Branch, FAA, Search our Parts 10101 Hillwood Pkwy, Fort Worth, TX for Free 24/7 76177; phone: 817-222-5133; fax: 817- 222- DoDSon.coM cAll uS toDAy At 785-878-8000 5960; email: [email protected]. Issued on July 24, 2020. Lance T. Gant, Director, Compliance & Airworthiness TAKE A SEAT Division, Aircraft Certification Service. [FR Doc. 2020-16592 Filed 7-30-20; 8:45 am]

Find More Aircraft Impeccable, Innovative Designs Safety Alerts online www.AviationsCreations.com Go to Aviation Alerts under the Knowledge Base tab at piperflyer.org 480-998-1752 mobile 480-980-0639

62 • Piper Flyer September 2020 THE HIGH AND THE WRITEY Continued from Page 13 Mention Code towed around the wedding reception of a guy PF2020 who had broken up with the lady who paid for 5% off for this banner two weeks before, and was marrying her best friend.

Forestry pilot This one entailed flying over the Apala- chicola National Forest for at least three hours a day, looking for lightning strikes that might cause fires. I got turned inverted three times below a thousand feet flying under the kind of severe thunderstorms you can only find over the panhandle of Florida in August. During fire season, when there were huge fires, I got to fly up to nine hours a day. We mostly flew through the hot spots leading a Consolidated B-24 Liberator water bomber. This was before GPS and cell phones, so I also spent a lot of time looking for lost firefighters and bulldozers.

Other miscellaneous flying adventures There are lots of other odd jobs I have done, like when I did a turtle survey around the entire coast of Florida at two hundred feet over the beach—a two-week trip, believe it or not—or our “Aerial Burial” business that we added so we could dump people’s ashes out over the Gulf of Mexico. Like I said before, I don’t know if I made B.A.S. Inc. enough money, but I was getting paid experi- P.O. Box 190 PJ2 Eatonville, WA 98328 ence that you cannot find anywhere else, and COM RADIO that experience made me a much better pilot. ATTENTION pIpER You can’t appreciate sitting in the air-con- Backup radio with pA-28, -32 & -34 OWNERS ditioned, pressurized cockpit of a transport built-in headset jacks jet until you have spent time sweating out an RESTRAINT WITHOUT all-nighter in bad weather or sweating (even RESTRICTION more) hauling a banner around the State Fair. A four-point inertia reel shoulder harness / lap Every day was a new adventure for me, belt system that is FAA-STC and PMA approved. and I loved it all. Adventures still abound for this aging pilot, but I hope my surprises • Standard GA are limited to things like finding a great ice headset jacks cream place at an airport or discovering that • Oversized screen sectional I lost last month under my seat. • Large keypad • Last frequency button Kevin Garrison’s aviation career began at age • 20 scannable 15 as a lineboy in Lakeland, Florida. He came memory channels up through General Aviation, retired as a 767 #1812A $199.00 Visit our website for a complete listing of captain in 2006, and retired from instructing available aircraft models and pricing for airline pilots in 2017. Garrison’s professional Cessna, Piper, Beechcraft & Luscombe. writing career has spanned three decades. www.basinc-aeromod.com Send questions or comments to editor@ Toll Free 1-888-255-6566 (Pacific Time) piperflyer.org. SPORTYS.COM (360) 832-6566 • Fax (360) 832-6466

September 2020 | Piper Flyer • 63

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

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

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

September 2020 | Piper Flyer • 65 Vintage Piper Advertising BACK WHEN and Marketing

Piper Tri-Pacer The state-of-the-art panel circa 1957.

66 • Piper Flyer September 2020 Instrument Corporation September 2020 | Piper Flyer • 67 68 • Piper Flyer September 2020