october 2021 / volume 18 / issue 10

October 2021 / Volume 18 / Issue 10

piperflyer.org

2 • Piper Flyer October 20212 • Piper Flyer | March 2020

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4 • Piper Flyer October 2021

What’s inside / VOLUME 18 / ISSUE 10

October 2021

CONTENTS

Cover: Piper PA-28-181 Archer II.Photo Jim Lawrence.

8 The View From Here by Jennifer Dellenbusch

8 Letters

10 Events

12 The High and the Writey by Kevin Garrison

14 Questions & Answers by Steve Ells

18 The Speed of Flight by Tom Machum

20 Comanche Landing Gear, Part 4 by Kristin Winter

28 Engine Preheating by Dale Smith

34 The Fighting Tri-Pacer by Dennis K. Johnson

42 Unleaded 100-Octane Avgas Receives FAA Approval by Steve Ells

46 A Letter From Wisconsin by Michael Leighton

56 Press Releases

64 Advertiser Index

66 Back When: Vintage Piper Advertising and Marketing

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Piper Flyer is the official publication of the Piper Flyer Association. Piper Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. POSTMASTER: Send address changes to Piper Flyer, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. Subscriptions, advertising orders, and correspondence should be addressed to 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.; Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is designated for your magazine subscriptions.

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

The Official Magazine of The Piper Flyer Association

PRESIDENTJennifer [email protected] VICE PRESIDENT / DIRECTOR OF SALES Kent [email protected] CREATIVE DIRECTORPierre Kotze ASSOCIATE EDITORSScott KinneyTroy Whistman EDITORIAL AND PRODUCTION ASSISTANTDiana Hart CONTRIBUTING EDITORSMike Berry Steven Ells Kevin Garrison Michael LeightonTom Machum John Ruley Dale Smith Kristin Winter Dennis Wolter CONTRIBUTING PHOTOGRAPHERSPaul Bowen James Lawrence Keith Wilson PIPER FLYER ASSOCIATION1042 Mountain Ave. Ste. B #337 Upland, CA 91786 626.844.0125 www.piperflyer.org

Vol. 18 • Issue 10 • October 2021

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Location in Alaska • [email protected] 907-315-6006 (Chuck) • 907-354-6203 (Nick)

TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90 HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location • $109,500

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1978 ROCKWELL / COMMANDER 690B-10 • N20MA

Located: Troy, Alabama (TOI) • [email protected] Kenny Campbell: 334-372-7283 or 334-566-1563

Built by Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75 Hours, PROP: MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/Com/GPS, 340 Audio Panel, 327 Transponder. Century NSD360 HSI • King KX155 with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000

2005 THUNDER MUSTANG • N451KC

MONTANA Location (MT53) 406-499-2756 • [email protected]

Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O.

1998 PIETENPOL GREGA GN-1 • N4FQ

El Cajon, CA (KSEE) 916-532-8004 • [email protected]

TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop, Appraised by Air Assets on 09/16/19--Market Value: $113,500 • Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits Polyfiber • Annual is Good Until February 28th, 2021 • Always in a Museum or Hangar • ONLY $99,999

1934 STINSON SR-5E RELIANT • NC14187

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TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System, No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL, Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper Cherokee 6/300

1969 PIPER CHEROKEE 6/300 • N8950N

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The View From Here Jennifer Dellenbusch

Send your letters to [email protected]

Letters to the Editor

Every month, we send out thousands of magazines. A few—sometimes several—are returned to us by the post office as undeliverable. If we’re lucky, they return them to us. Often, they are just dumped.

It may be that you’ve moved, and we don’t have your current address, or perhaps you are temporarily away and are having your mail held. The post office will not, as a general rule, forward or hold mail in the class within which we mail.

If you are a snowbird or are otherwise away from your primary address for an extended period, please let us know and we can hold your magazines or temporarily send them to an alternate address.

If you’ve moved, here are the ways you can notify us so that we can update your address:

1. Call (626) 844-0125. If we’re available, we will answer, or you’ll be put through to voicemail. In that case, please leave a message and we will get back to you.

2. Email [email protected] with your change of address request.Unfortunately, for now, updating your address in your online profile does not

update the address for mailing purposes. We are working on a solution for that. Wherever life takes you, we wish you tailwinds and…Blue skies,

Mailing Issues

Maintenance MattersTom MachumJuly 2021

To Tom Machum,I really enjoyed your recent article

“Maintenance Matters.”Do you have a sample Test Card

that you could e-mail to me? I own a 1981 Piper PA-28-236 Dakota that I purchased in 2017, that is based in Naples, Florida. I have done a fair amount of maintenance and panel upgrades since acquiring the aircraft.

I like the idea of thorough test flights after maintenance.

Many thanks,Charlie Mueller

Hi Charlie,Tom will provide more information

and a sample in an upcoming issue of Piper Flyer. Stay tuned!

Blue skies,Jennifer Dellenbusch

Continued on Page 58


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The High and The Writey / Kevin GarrisonThe High and The Writey / Kevin Garrison

If You Can Do It, Teach ItFlight instructing isn’t right for everyone, but it might just be a good fit for you.

The very first flight instructor was Wilbur Wright. His brother, Orville, had shown up in the lounge of the

very first flight school at Kill Devil Hills, North Carolina, with his spiffy new pilot bag that contained the world’s first E6B, two sick-sacks, and a 20% off coupon from Aircraft Spruce.

Orville had always dreamed of flying, and had built the very first flight trainer in a bike shop with his brother. It rented for $16 an hour, wet, but you could buy block time a little cheaper.

The first flight lessonWilbur was sitting next to the coffee

machine. He was talking on the recently in-vented telephone about a possible corpo-rate flying gig, when Orville eagerly arrived in the lobby for his first flying lesson.

“Oh, hi,” said Wilbur. “The keys to the Flyer are on this clipboard. Why don’t you go out and do the preflight? I’ll be right out.”

And thus, the first flying lesson had begun. It ended after a 59-second hop. Wilbur followed flight school policy and rounded the 59 seconds up to one hour for instructor billing purposes. He also charged Orville for an hour of ground briefing, along with $27 for a new pilot kit that came in its own previously mentioned canvas bag.

The first flying lesson was also the first solo. It seemed weird at the time that Wilbur insisted on cutting off Orville’s shirttail, but we accept that as a customary ritual now.

The evolution of flight instructingFlight instructing has not changed

much since those heady pioneering days when you could buy a nice flying helmet for 50 cents, and a weather briefing was looking through the flight school window

to see if the cow out on the runway was wet or covered in snow. Instructors still inhabit dank, coffee-scented flight school lobbies, and students still do not know how to use an E6B.

I have been a flight instructor since before Tabitha was a sparkle in the eyes of Darrin and Samantha Stevens. Joanie had not even met Chachi when I flew with my first flying students.

During my long flight instructing career, I built up enough hours to get an airline job, taught countless pilots, and cut off many a shirttail. I have reduced the amount I instruct now that I am in my “mature” years, but I still teach from time to time.

Many of you have been around flying as long or longer than I have, but have never instructed. I want to suggest that maybe now is the time for you to suit up and start your teaching career.

The idea of you becoming a CFI is not as far-fetched as you might think. You probably have enough experience. You have the wisdom of a pilot who has been around for a while.

The job of a flight instructor is a serious one. You teach habits and techniques that keep pilots and their passengers safe in the sky. While it is not a job to be taken lightly, it is fun, and I have found it a satisfying way to earn a living.

The pandemic slowed pilot hiring down for a while, but the rebound has begun. Pilots are returning to airline and corporate cockpits. The long-talked-about pilot shortage will soon become a reality. In other words, there will be no lack of eager flying students looking for good instruction and instructors.

Questions, please!You have questions, I’m sure. I’ll try to

anticipate and answer some of them here.

Am I too old to become a CFI? The only certificate with an age limit is the Airline Transport Pilot (ATP), which is only applicable when you are flying as an airline pilot. You can be 100 years old and become a CFI. Older, more experienced pilots make excellent flight instructors.

I don’t have a First or Second Class medical. Can I still instruct? Yes, you only need a Third Class or BasicMed to instruct because the FAA does not consider flight instruction to be “flying for hire.” Your stu-dents pay you for teaching, not flying.

Can I earn a living flight instructing? That depends on what you call a “living.” I have made enough to survive and even thrive as a CFI, but I never made what most people consider a vast income. If you work very hard and take very little time off, you can earn a living. I suggest you start part-time and see how it goes.

Should I work at a flight school or on my own? I work with my students inde-pendently, but I have also worked for big flight schools, including two flight train-ing departments at major airlines. You make less money per hour at most flight schools than you would on your own, but have the advantage of their marketing department that will find you students, and the school will likely have liability insurance coverage.

Is it hard to become a CFI? It is not the easiest thing around, and you will have to do some serious studying, but people do become instructors every day. To put it in perspective, I became a CFI at the ripe old age of 19. You already have more experi-ence and wisdom than I had then, and I easily passed the written and check ride.

Benefits for youBecoming a flight instructor is a

good idea, even if you do not instruct much. The rating will require you to stay


current on the regs and procedures, because you will renew your rating every two years, usually through an online course.

Nothing reinforces your flying skills more than teaching them to others. It has been three years since my last one, but I can run through the steps and perform an engine-out V1 cut on a Boeing 767 like the last time I did it was yesterday because I taught and sat through hundreds of them in the sim. You will never forget your IFR alternate minimums if you become an instrument instructor, or your proper cruising altitudes for direction of flight if you instruct private students.

Here are a few last-minute thoughts on why I think you should instruct.

Instructing is a great part-time flying job. You control how much, how often, and when you fly with students. Being a flight instructor is one of the only flying jobs in existence where you have almost complete control over your schedule and your days off.

Teaching is a way of paying it for-ward. Somebody inspired and taught you how to fly. It is a nice thing to pass your knowledge along to the next group of pilots. You can make a difference and influence the careers of dozens, if not hundreds of future pilots.

You get flying opportunities you would not have gotten if you weren’t a CFI. I would never have learned about and flown many of the aircraft I have flown over the years if I was not an instructor.

Next time you are sitting around considering going to another pancake breakfast or flying club airplane wash, I hope you give some serious thought to becoming a flight teacher.

You can do it. I have faith in you. Message me through this magazine if you have a question or need help.

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

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Q I am wondering if you have a path to legally replace the pitot tube on an older PA-28-150 Cherokee 150. We are trying to go from the old-style bent rigid tube to the more

modern pitot mast. It doesn’t necessarily need to be heated. Perhaps an example of an old field approval?

Eric

A The tube type is used on PA-28-150, PA-28-160, and PA-28-180 Serial Nos. 28-1 to 28-1760, inclusive.

The parts manuals show the blade-type pitot (actually it’s a pitot and static mast) installed on PA-28-150, PA-28-160, and PA-28-180 Serial Nos. 28-1761 and 28-2477, inclusive; and Serial Nos. 28-2478 to 284377, inclusive.

Part number of that mast is 65797-05. I found a couple of used ones by typing 65797-05 into Google.

As an A&P holding an Inspection Authorization (IA), I would consider it a minor alteration to remove the original tube-style pitot tube and replace it with a blade-type pitot source.

This change does not constitute a major alteration as defined in FAR Part 43.1, Appendix A. Therefore, it’s a minor alteration and can be signed off by an A&P.

There may be discussion on not using the static part of the blade mast, as there already is a functioning static system in the airplane.

There’s also the fact that both types of pitot were installed on the PA-28-150; so, this is very similar to exchanging parts that are manufactured under a TSO for that part

Happy flying,Steve

Q I am the new owner of a 1977 PA-34-200T Seneca II Turbo, with Continental TSIO-360-E engines. What is the best leaning procedure for my engines? At the

current time, I do not have an engine monitor system in my airplane, just the standard CHT and EGT gauges that come stock from Piper.

Jerry

A Congratulations on getting a Seneca. We have some very experienced Seneca II owners in the Piper Flyer family.

The POH for your Seneca contains no useful infor-mation on leaning the mixtures. It suggests you consult the Continental operator’s manual for information on the correct operation of the engines.

If you don’t have one already, I suggest you Google “Continental TSIO 360 operator’s manual.” You’ll find that Continental sells printed copies and online access to these manuals.

The Continental Operator’s Manual reminds owners that the gauge labeled “EGT” is really located at the inlet to the turbo-charger, instead of in the exhaust downpipe of a single cylinder. This means it is a turbine inlet temperature (TIT) gauge. The manual cautions against letting the TIT temp go above 1,650 F, which is the red line on the gauge.

After reaching cruise altitude and setting the manifold pres-sure and cruise rpm to 65% power or less, I recommend that you let the engine stabilize for a few minutes, then gradually start pulling the red knob back until the TIT peaks.

Then, I would richen the mixture 50 to 100 degrees. While this setting is somewhat richer than ideal, setting to a TIT tempera-ture doesn’t account for what’s known as the EGT spread.

EGT spread is the difference in fuel flows between the first cyl-inder to get to peak EGT and the last cylinder to get to peak EGT while leaning. If the EGT spread is wide (0.7 to 1.3 gallons per hour between the first and last cylinders to peak), then you may feel a little engine roughness at the 50 to 100 F rich of peak mixture setting. If so, richen until the engine feels smooth.

So, in summary, lean the engine until the TIT peaks, then richen it.

General Aviation Modifications Inc. (GAMI) does sell sets of “tuned” fuel injection nozzles that will tighten up the EGT spread. There’s more information on EGT spread at the GAMI website.

I suggest you start salting away dollars to install an engine

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I would consider it a minor alteration to remove the original tube-style pitot tube and replace it with a blade-type pitot source.


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QUESTIONS & ANSWERS

monitor system. Modern engine monitors take the work out of leaning, during both rich of peak and lean of peak operations.

Happy flying,Steve

Q I own a 1962 PA-24-250 Comanche 250 that has been a great aircraft to own. I am hoping that you might be able to point me in the correct direction for some brake help.

My plane currently has the original riveted-style rotors, and they are coming due for replacement. I know that there is an STC out there for replacing half the wheel and installing bolted rotors (which appear to be significantly cheaper). I’m wondering if you have firsthand experience with this transition, know of any pros/cons, and where I can find parts.

Also, if you have good things to say about just getting a set of riveted rotors, and where a good place to find them would be, I’d appreciate that input as well.

Joel

A I was not able to get any information on the price, part number, or availability of a new riveted disc.

However, the wheel half kit, which includes two wheel halves and two discs, is STC’d and is available from Webco in Kansas.

The price of the kit is $2,175.I urge you to consider buying the kit containing complete

wheel, disc, bolts, and later-style brake cylinder instead. That kit is available from Webco for $2994.50.

I switched from the original wheel/brake parts on my 1960 PA-24-180 Comanche 180 to the new complete kit, and I’m very happy with the quality of all the new parts.

Also, the new-type brake cylinders are much easier to bleed than the older style.

I hope this gives you the information you need.Happy flying,Steve

Q My 1966 PA-32-260 Cherokee Six 260 is missing the small, half-dollar-sized caps that push into the wing’s top surface. Any ideas for a source for replacements?

Neale

A The Piper part number is 453 966. It’s called a “plug button” in the parts book.

You can find one at many parts houses by typing the part number into your favorite search engine. Prices are around $7 each.

This is a very generic part. I have heard them referred to as Wilkie buttons. If you want to do a little sleuthing, you could mea-sure the hole and see if your local hardware store has one that fits.

Happy flying,Steve

Q My carb heat airbox bushings seem to be fairly sloppy. Is there any fix? I looked at the parts manual, but it only references the complete airbox, Part No. 62921-00. This is

for a 1965 PA-28-180 Cherokee 180.Dennis


Cleveland brakes installed on a PA-24 Comanche.

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THE SPEED OF FLIGHT / Tom Machum

Be BriefThere’s no such thing as one-size-fits-all briefs; smart pilots will tailor their briefings to the flight’s demands.

Lawyers use them to remind themselves about a case. Doctors and nurses use them to hand over

care of a patient. ATC uses them during a shift change. The military use them all the time. Pilots should use briefs too, lest we soil the other kind of briefs we should be wearing!

Briefings should be a part of every flight, and their complexity is directly proportional to the complexity of the flight and the airplane. For example, a sultry, still summer evening’s jaunt around the countryside in a Piper Cub, operating from a sleepy, uncontrolled grass strip, would re-quire a briefing a fair bit simpler than what would be required for a fully loaded PA-31 Navajo launching into solid IFR in the New York area.

Basic briefingsGoing back to the Cub example, if you

were bringing along someone for their first flight, you would be wise—and obligated—to provide them a briefing regarding the seat belt, how to get out, where safety gear is…you get the idea.

Something else I include when taking a novice for a ride is the sterile cockpit rule. Before the engine starts, I mention that there will be a point prior to takeoff when all nonessential conversation will end, and that I will indicate when con-versation can resume after takeoff. I also mention that this will be repeated on the descent and landing.

This briefing also includes the callsign of the airplane and that we should cease conversation if we hear our callsign on the radio, as someone is calling us (probably ATC) to pass along information or a clearance.

In the airlines, we utilize this sterile cockpit from the point we initiate the pushback until we get above 10,000 feet. The reverse is followed on the descent until we get parked at the gate. Of course, there are exceptions like if we’re sitting in a long lineup and it’s pretty obvious we won’t be moving for a while.

Even for the Cub flight, it’s wise to get a weather briefing or peruse the weather to ensure there’s nothing ne-farious lurking just over the horizon to ruin your tour.

Less-brief briefingsFor the Navajo crew, a thorough

preflight briefing must occur to look at weather hazards along the route, alter-nate airports, and a review of relevant NOTAMs.

Once the crew gets in the airplane and has received the departure clearance, there should be a briefing regarding the

departure, how the plan may be altered if an emergency occurs, and a discussion of any threats that may be unique to this particular flight.

The threat discussion is a relatively new requirement that my airline has added, and it’s a good one, as it prompts you to review weather threats, crew com-petency, quirks unique to the airport, and any mechanical issues that may exist with the airplane that aren’t bad enough to cancel the flight, but may require extra attention or alternate pro-cedures be followed.

Incidentally, it has been the expe-rience of my airline (for the most part) that crew competency hasn’t been an issue due to reduced flying hours during the pandemic. Pilots are checking in for work extra-prepared, as they cannot rely on the repetition of a full flying sched-ule. It leads one to think that perhaps complacency through recency may be a bigger threat!

The best time to brief the descent and approach is during cruise on an IFR flight. A thorough briefing will cover all the points like programming the airplane’s GPS and setting appropriate navaids, de-termining the transition from cruise into the arrival (and later, the approach), set-ting or reviewing important altitudes like safe altitudes on the arrival and approach including minimums. This briefing should also include a review of the runway and exit points and possible taxi routes to our destination on the field.

There’s also contingency planning, including preparation for a possible missed approach; including a review of the procedure and following that up with a

…if we are planning a flight with out-of-the-ordinary aspects, like a training flight, or maybe some loose formation flight with another airplane, a briefing prior to the flight is essential.



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The Piper Comanche series of aircraft, which includes the Twin Comanches, are subject to an often-misunderstood Airworthiness Directive, AD 77-13-21. This on top of an al-

ready often-misunderstood landing gear system. This month, I will discuss AD 77-13-21 and its simpler little brother, AD 97-01-01.

AD 77-13-21Few realize that AD 77-13-21 has three

separate parts. Each should have a sep-arate signoff in the aircraft maintenance records. I rarely see this AD consistently and properly recorded. Ultimately, it is the owner/operator’s responsibility to make sure that the ADs are recorded properly.

Paragraph A of AD 77-13-21 is often referred to as the “1,000-hour” amongst Comancheros. It requires a detailed inspection in accordance with the no-longer-current Piper Service Letter 782A. The current Service Letter is 782B. The FAA issued an Alternative Method of Compliance (AMOC) to accept 782B as the equivalent.

In brief, Paragraph A requires the

removal of the main gear drag links; the side brace stud and housing; and the nosegear drag links and the nosegear strut. Sadly, this is not always done in its entirety, or sometimes not at all, yet is still signed off as having been completed. Some me-chanics have referred to this as “the shake test,” and that is perhaps how they are supposedly complying with Paragraph A.

Paragraph B addresses the landing gear retraction assist bungee cords installed in

the wing. It requires an inspection of the bungees for “frayed protective covering, breaks, soft areas” and requires replace-ment of any damaged bungees. It also requires replacing the bungees every 500 hours or three years.

Paragraph C mandates that Paragraph A be done every 1,000 hours; and then it tosses in another requirement that is more often missed than not. It says that the in-spection required by Paragraph B must be done every 500 hours or annually, which-ever comes first. Typically, this amounts to being done at annual inspection time.

Rarely do I see a specific notation that the bungees were inspected, though arguably the entry for the annual inspec-tion covers this, as bungees are specifically called out in both the Piper checklist and the FAA’s generic scope of an annual inspection in Part 43, Appendix D.

AD 97-01-01AD 97-01-01 superseded an earlier

AD from 1995. That AD was a one-time NDT inspection of the left and right main gear sidebrace studs. AD 97-01-01 R1 makes the inspection repetitive at 1,000-hour intervals.

KRISTIN WINTER describes the two Airworthiness Directives that apply to Piper Comanche and Twin Comanche landing gear systems.

Few realize that AD 77-13-21 has three separate parts. Each should have a separate signoff in the aircraft maintenance records.


A word of caution about AD 97-01-01. It covers the PA-28R and the PA-32R as well, which can lead to some confusion as there is a terminating action for those aircraft, but not for the Comanches.

Main gear drag links.


The inspection requires removal of the housing and the studs from the housing. Then, a magnetic particle inspection or a fluorescent particle inspection is re-quired of the shaft. The magnetic particle is preferred, as it is the most accurate. Most engine and prop shops can do this inspection.

Once the sidebrace stud is removed, the cost for the inspection has run me anywhere from $30-$80 each. Usually, the

pair runs about $100. This inspection is best done in conjunction with the other 1,000-hour inspection of AD 77-13-21, as it avoids duplication of labor in removing them. Always remember to check dimen-sions, as if they are worn past limits, there is no point in having them tested. Just buy new ones.

A word of caution about AD 97-01-01. It covers the PA-28R and the PA-32R as well, which can lead to some confusion as there

is a terminating action for those aircraft, but not for the Comanches. Installing larger studs in the PA-28R and -32R aircraft will terminate the requirement for the repetitive inspection.

There have been instances reported where it was discovered that some mechanic had bored out the Comanche housing and installed the larger studs. This ultimately resulted in the owner having to buy the correct housing, the correct

Nosegear drag links.


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bushings, and the correct studs, in order to return their airplane to an airworthy condition. The expense was not minimal.

Logging AD complianceBefore we discuss the ins and outs of

performing these inspections, a note of caution for owners. Very often, mechanics performing AD 77-13-21 make an inade-quate and vague entry in the maintenance records. As the owner, you are likely paying between $3,000 and $5,000 to have this inspection done, so make sure you get full credit for having done so, either down the line or when it comes to sell.

An entry that merely states that the AD was complied with is unacceptable, as it doesn’t specify which part of the AD is being referenced. Even an entry that states that they inspected in accordance with the AD is inadequate, as there are two inspection requirements; one for the landing gear wear components and one for the bungee cords.

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A proper logbook entry should refer-ence inspecting for wear in accordance with SL 782B or Paragraph A of the AD. If parts have been replaced, these should be in the logbook entry, not just the invoice you get after the inspection. An inspec-tion with no parts replaced is extremely unlikely and lacks credibility in the eyes of an experienced Comanche mechanic.

Limits and tolerancesJust as there are quality issues to keep

in mind with the logbook entries, there are quality issues to consider in performing the inspection set forth in Piper Service Letter 782B. It is up to the owner of the aircraft to determine what level of quality they are willing to accept.

The first step to a quality job is a Comanche-knowledgeable A&P. This is not a job that any A&P can do with a set of tools from a discount tool outlet.

The first issue of quality in the execu-tion is to decide whether to instruct the

mechanic to bring the tolerances to “New” or “Service Limits.” While the 0.001-inch or so difference doesn’t sound like a lot, it can increase the slop in the tolerances by 25% or more. An owner should be specific with the mechanic about which standard they want.

The next issue of quality is how much effort and expense to put into keeping the tightest allowed tolerances. The two most common bushings used are the seven Part No. 14843-018 bushings in the nosegear drag links and the eight Part No. 14843-016 bushings used on the mains.

Into these bushings go a nominal 3/8-inch bolt. These two bushings are available as a PMA that come with a 0.375-inch internal dimension. Given that a standard 3/8-inch bolt is 0.372 inch, give or take 0.0005 inch, you can see that about 0.003 inch of tolerance is already baked in.

The bushings are available from Piper as well, but they are all slightly undersized, and must be reamed to size. They are also

about $10-$15 more expensive per bush-ing. The upside is that a properly equipped maintenance shop can tailor the fit to the minimum, which might be half of what the PMA bushings allow.

Reaming Piper bushings to a precise fit can result in a 0.002-inch tolerance, where a service limits wear on the bolt and the associated bushing could allow for as much as 0.006 inch of slop in the joint. You don’t have to have a Ph.D. in aeronautical engineering to know which is better and will last longer before becoming unairworthy.

Choosing the right shopThe desire to have the tightest tol-

erances will be for naught if the shop selected does not have the capacity to execute. Many of the published dimensions are in 0.0001-inch increments. I know lots of shops that don’t even have micrometers which will measure to that accuracy or the small-bore gauges necessary for checking


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internal dimensions. This kind of accuracy is not possible with an old pair of calipers that have been bouncing around the bottom drawer of a mechanic’s toolbox for a couple of decades.

It is one thing to measure dimensions, but another to create them. For most of the Piper bushings, it is necessary to properly ream them to fit the bolt, thus creating a proper, minimum tolerance. It takes a col-lection of reamers to do the job, and they don’t come cheaply.

One enemy of a really quality job is go/no-go gauges. Many shops utilize them as a quick and easy way to minimally meet the requirements of the AD. They would be great if these bushings wore evenly around the circumference. However, they wear el-liptically. A quality job will use a small-bore gauge to measure in the axis of the most wear, and use that dimension.

If all this sounds like it is not a job for any old aircraft maintenance shop, then you have gotten the gist. In addition, it

is good if the shop is prepared to make tools for pressing the bushings in and out. They should also have some way to heat the aluminum components in which the bushing sits.

Lastly, doing such a job will require that the shop be able to properly rig the landing gear and adjust all the down limit switches, etc. All the careful replacing of the bushings and maintaining good toler-ances will be wasted if the landing gear are not properly rigged.

In the last installment of this series, we will address the replacement of the main landing gear push-pull conduits and rigging the landing gear.

IMPORTANT: This article describes work that may need to be performed/supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your me-chanic before starting any work.

Kristin Winter has been an airport rat for over four decades. She holds an ATP-SE/ME rating and is a CFIAIM, AGI, IGI. In addi-tion, Winter is an A&P/IA and reformed avi-ation defense attorney. She has over 9,000 hours in various GA aircraft. She owns and flies her Twin Comanche, “Maggie.” She flies professionally, instructs, and provides purchasing and operations consulting. She is currently based in Minnesota, which is where it all started. Send questions or comments to [email protected].

RESOURCES

AD 77-13-21tinyurl.com/77-13-21

AD 97-01-01 R1tinyurl.com/97-01-01R1

RESOURCES


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28 • Piper Flyer October 202128 • Piper Flyer October 2021


With the right insights, tools, and engine preheating techniques, you can turn those numbingly cold winter morning engine starts into just another day at the beach. By Dale Smith

We’ve been flying gasoline-powered, piston-engine aircraft for well over 100 years, and yet aviation is still a hotbed for all kinds of rumors, myths, and mis-understandings. Take engine preheat-

ing, for example. It seems straightforward enough. It’s cold outside, so you heat the engine prior to starting. Simple. But, no…there are all kinds of urban legends and tribal beliefs about the “right” way to do it and if you need to do it at all.

I’d like to do my small part to unravel all the mis-information to get you ready when the temperatures take a dive, and you need to fly.

Preheating is not just a lot of hot airHonestly, I don’t understand why there seems to

be any question about the need to preheat an engine. It’s a simple matter of physical mechanics. When ma-terials, especially some metals, get cold, they shrink. That shrinking causes components that are made of dissimilar metals like engine valves, crankshafts, and pistons—parts with already micro-width tolerances—to now have nearly no tolerance at all.

In fact, it’s pretty widely accepted that in less than a minute, a single cold-soaked engine start can cause

more wear on the internal components than 500 hours of normal operation. But don’t think that once you pass that first minute, you’re out of the ice-covered woods.

“It can take a long time—from 10 to 45 minutes depending on the ambient temperature—for the internal components inside of your engine to come up to operating temperatures and the oil to get into the green,” explained Doug Evink, president, Tanis Aircraft Products. “That’s a big opportunity to damage your engine and reduce its life.”

“We’ve done many tests with thermal imaging, and we’ve seen benefits of preheating whenever an engine’s temperature drops into the 40s [F]—sometimes into the low 50s,” he added. “There’s better oil flow and pressure at start-up [after the use of preheat], even at higher ambient temperatures.”

No matter how you look at it, better lubrication in the first few minutes is reason enough to get warmed up to the idea of preheating your engine.

What we have here is a failure to lubricateOK, so we’ve established that we do need to

preheat. The next and often most misunderstood step is when do you need to preheat? The correct answer


has been right in front of you—or at least amongst your aircraft’s operating guides—all along.

“When you need to preheat your engine is defined by that engine’s manufac-turer in the Engine Operation Manual. It’s clearly defined,” explained Bill Ross, A&P/IA and VP Product Support for Superior Air Parts. “The last thing they’re going to recommend is to do something that will damage the engine.”

“The engine’s manufacturer has taken into account the weight of the oil being used, the environmental conditions, the design of the engine’s lubricating system, and how it flows, he added. (You do follow the manufacturer’s guidelines for seasonal oil changes, don’t you? —Ed.) “They’ve done all the testing and documentation, so the aircraft owner just has to follow those guidelines. It’s pretty straightforward.”

For Continental engines, it’s Continental Service Letter SIL03-1, which is now included in M-0, “Standard Practice Maintenance Manual.” Lycoming’s is Lycoming Service Instruction 1505. If you can’t find the instructions in your aircraft engine’s POH, the manufacturers pro-vide these guidelines on their respective websites.

In Continental’s case, they state that “Preheating is required whenever the engine has been exposed to temperatures at, or below 20 F (-7 C) wind chill factor, for two hours or longer.” Lycoming’s instructions drop the temperature down to 10 F (-12 C).

Note: Those are the engine manufac-turers’ guidelines. As Evink mentioned, there are those who advocate preheating anytime the ambient temperature drops below 40 F. Done right, that’s not a bad idea. But the operative words are “done right.” More on that later.

Anyway, Continental’s instructions go on to say “Failure to properly preheat a cold-soaked engine may result in oil con-gealing within the engine, oil hoses, and oil cooler with subsequent loss of oil flow, possible internal damage to the engine, and subsequent engine failure.”

Further along, the instructions also state, “An inadequate application of preheat may warm the engine enough to permit starting, but will not de-congeal oil in the sump, lines, cooler, filter, etc. [De-congealing] oil in these areas will require considerable preheat.”

Think back to the earlier comment about exceeding 500 hours of wear in a minute. All the added wear is caused by the combination of dramatically reduced component-to-component tolerances and the cold oil not being able to properly flow through the engine’s internals.

Hot oil isn’t enoughWho out there has not nuked their

frozen burrito, only to find that while the outside is piping hot, the inside is stone cold? It’s the same with your aircraft’s engine. It takes a long time for any heat ap-plied to the exterior of the engine to work its way into the deepest regions.

Because of that and the fact that

No matter how you look at it, better lubrication in the first few minutes is reason enough to get warmed up to the idea of preheating your engine.



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aircraft owners are a rather impatient breed, someone came up with the idea of just heating the engine’s oil. Heat the oil, and you heat the inside of the engine, right? No, that’s mostly wrong.

If you just heat the oil sump, then you indeed have proper oil viscosity, but all the oil that remains in the other parts of the engine is still too thick to do its job. You’re still going to cause damage to the engine’s internals when you crank ‘er up.

Ah, but you say, I’ll leave my sump heater on all the time and that will warm the engine’s innards. Yes, that will eventu-ally increase the engine’s internal tempera-ture, but it will also set up a situation that will greatly accelerate corrosion propaga-tion on those very components.

“The dewpoint inside the engine is different from the ambient air dewpoint—pilots don’t understand that. If you only heat the oil, then you are creating a very moist environment inside of the engine,” Evink explained. “That’s not a concern if

the metal is warmer than the dewpoint, but when it’s colder, the moisture will condense on the metal and lead to acceler-ated corrosion buildup. That is, unless you run the engine right away to burn off that moisture.

“The problem comes in when you heat the oil all the time and then don’t fly that day. The oil gets hot, the moisture evap-orates, but the metal above that hot oil is colder, so the moisture condenses,” he added.

“The only way to safely do this is to use a multi-point preheating system like ours that heats all the items above the oil level to a higher temperature than the oil. Moisture cannot condense on a metal surface if that surface is warmer than the surrounding dewpoint. The moisture/water that is sitting at the bottom of your sump will always be the same temperature as your oil in that sump.”

The bottom line is if you’re going to preheat your oil, or engine for that matter,

once the “black gold” comes to tempera-ture, it’s best to start the engine and go flying it as soon as possible to burn off any collected moisture.

Is it done yet?Oh, but how do you know when

the oil/engine is indeed warm enough? Good question. It’s not like Continentals or Lycomings have one of those handy pop-up timers like a Butterball turkey does.

If you’re fortunate enough to have a new digital engine monitor, you can check the oil and cylinder head temperatures on the display. If you aren’t so well-equipped, then you’re going to have to rely on reading the instructions that come with the system you are using.

“If they have a Tanis multi-point system, it takes two or three hours to get the oil and cylinders up to 50 or 60 degrees above ambient temperature,” Evink said. “That’s inside of an unheated hangar. Outside, it can take longer. With other


systems, like a sump-only heater, I recom-mend only a couple of hours before flight, and then make sure you fly, or moisture will be deposited on the top portions of your engine.”

Evink further pointed out that one of the big variables in timing is the quality of the engine inlet covers or cowl plugs that the aircraft has. The better the fit, the less cold ambient air will get into the cowling.

“Below 20 degrees [F] ambient, we strongly recommend you use a good, insulated engine cover,” he added. “That will double the heat retention of the Tanis system. But when it gets that cold, you need to have the engine covered and the system on overnight to be fully effective in keeping it warm.”

Don’t forget the hub of your con-stant-speed propeller. The oil and seals in there need to be kept warm also. Cold starts and cycles are very hard on propeller components.

Blowin’ in the windOf course, the old forced-hot-air

blowers are also an option. They can be quite effective, but again need to be used properly. You have to remember that the whole idea of the cowling/baffling design inside of your engine area is to quickly dissipate ambient heat.

“You can’t just blow hot air into the engine inlets and expect it to warm the engine in a few minutes,” Ross said. “It takes more time than you think to properly bring an engine up to temperature using only hot air.”

“And don’t think that just because the outside of the engine is warm to the touch that the job is done,” he added. “You need to take out the dipstick and check the tem-perature of the oil down inside the engine. Even then, the insides of the cylinders and camshaft may still be very cold. Pilots need to use caution and give the process more time than they think.”

Another thing to consider when you are relying on the FBO to provide you with adequate forced air preheating is that many other pilots are doing the same. If you’re on a schedule, you may well be

…once the “black gold” comes to temperature, it’s best to start the engine and go flying it as soon as possible to burn off any collected moisture.


better served by paying the FBO’s fee to park your airplane in a heated hangar the night before your departure.

Yes, I know that aircraft owners don’t like to spend more than they have to, but look at it this way; you’re not only getting the engine up to temperature, you’re also heating the avionics, as well as the entire interior warm and toasty. I don’t know about you, but having to park my tail in an icebox-like left seat isn’t my idea of fun.

What type of engine preheateris best?

That’s a loaded question for sure. One thing I could find regarding types of preheaters is that Lycoming specifically disapproves of the use of heaters that are inserted into the engine’s oil filler port.

As to the other types of electrical engine preheaters, there are basically two kinds: the ones that heat the oil sump only—we discussed the issues with that method earlier—and models, like the Tanis multipoint units, that effec-tively heat the oil sump and the cylinders

and associated “top” components. While they don’t name names, it seems

from reading through the engine OEM’s recommendations that a multipoint system would be preferred. Both manufac-turers are pretty clear in using a preheating system that assures that the engine oil sump, external lines, cylinders, and other components are adequately heated prior to starting.

Also, once preheating is completed, both manufactures call for starting the engine immediately. The best procedure is to have all your pre-start procedures done before you disconnect the engine heater and start the engine.

One last very important thing; please don’t forget to properly disconnect and stow all the equipment required for the preheat before you climb aboard.

Dale Smith has been an aviation jour-nalist for 30 years. When he’s not writing aviation articles, Smith does commis-sion aircraft illustrations specializing in seaplanes and flying boats. Smith has

been a certificated pilot since 1974 and has flown 35 different types of General Aviation, business, and World War II vintage aircraft. Send questions or com-ments to [email protected].

RESOURCES

PFA SUPPORTERS

Continental M-0 “Standard Practice Maintenance Manual”continental.aero/support/mainte-nance-manuals.aspx

Lycoming Service Instruction 1505lycoming.com/content/service-instruction-no-1505

Tanis Aircraft Productstanisaircraft.com

RESOURCES


Douglas Kulick restored his 1953 Piper PA-22 Tri-Pacer to resemble the Tri-

Pacers operated by the French Marine Corps in the Algerian War.

Text and photos byDennis K. Johnson


October 2021 | Piper Flyer • 35 October 2021 | Piper Flyer • 35


hen we think of war-birds, we usually think of North American P-51 Mustangs, Supermarine Spitfires, or stealth

fighters. Few would ever think of flying a fabric-covered Piper PA-22 Tri-Pacer into battle, as did some mighty military minds back in the 1950s.

An accessible warbirdFast forward to 2019. Douglas Kulick

of Reno, Nevada, was looking for an airplane to fulfill an important mission—which was to carry him and a generous amount of camping and fishing gear to remote airfields.

After considering many possible models, Kulick settled on the Tri-Pacer because it “seemed affordable, had rear passenger and cargo doors, and enough cargo capacity to carry my fishing gear, plus a fly-fishing buddy.” Kulick makes custom fly-fishing rods and spends a lot of time in the great outdoors.

While looking for a suitable airplane for sale, the decision was sealed in his

mind when he discovered photos of a dozen Tri-Pacers that were purchased and flown by the French Marine Corps during the 1950s Algerian War. As a military man who loves history—he’s a former Marine captain and holds a Bachelor of Science in History from the Virginia Military Institute—he’d always wanted a “warbird,” but found most too expensive.

The Tri-Pacer was a model he could afford to acquire, and afford to transform into a perfect replica of the fighting Tri-Pacers used by the French military. More research led him to the French Air Force Museum, where he was able to find all the information needed to make an accurate reproduction.

A friend passed along an advertisement for a 1952 PA-22-135 Tri-Pacer, N2650A, for sale in Dayton, Ohio. Kulick found the airplane in excellent shape. It was painted light gray with red stripes.

He purchased it and flew it home to Reno to start its transformation into a mil-itary warbird. It turns out that N2650A was built just a few months earlier than the Tri-Pacers purchased by the French. These

The cockpit and controls were all meticulously restored to their former military appearance.

The French Marine Corps unit insignia painted on the cowl of the Tri-Pacer.


little fabric airplanes from Lock Haven did duty for seven years in the hot, dusty deserts of North Africa.

Algerian WarFrance invaded Algeria in 1830, de-

claring it an overseas colony, and then an “integral part of the nation” in 1848. After World War II, when many colonial terri-tories of European powers were fighting for their freedom, French citizenship was granted to all Algerians. However, that did not appease those Algerians who wanted their own nation.

A 1954 statement by the National Liberation Front to the Algerian people, now known as the “Declaration of November 1st,” and somewhat similar to our Declaration of Independence, is generally considered the impetus of the war. France fought the Algerian War to retain their colony from November 1954 to March 1962. In Algeria, it’s known as the Algerian Revolution or the Algerian War of Independence.

The conflict cost 10,000 French military and hundreds of thousands of civilian Algerian casualties. Many of the casualties

were caused by fighting between rival Algerian factions struggling to seize power in the new nation; it was simultaneously a civil war and a war of independence.

After seven years of fighting, French president Charles De Gaulle brokered a peace accord, essentially handing Algeria its independence.

Military Tri-PacersThe French Tri-Pacers were usually

flown during the war as artillery spotters or forward air controllers, supporting French Army, Marine, and Foreign Legion troops. Spotters, flying along with the pilots, called in artillery strikes and bomb-ing runs and assessed the results. The Tri-Pacer was also used for reconnaissance missions, to carry personnel from place to place, and for medical evacuations. It could carry a pilot and three passengers.

When needed, the rear seat could be removed and a .30-caliber Browning ma-chine gun installed. In that case, the co-pi-lot’s seat back was also removed to allow access to the gun and provide a seat from which to fire. Soldiers usually carried their rifles and sidearms aboard the aircraft, and sometimes took along homemade bombs to drop over enemy targets.

“Jar bombs” were made by pulling the safety pin on a grenade and carefully slipping it into a glass jar small enough to keep the handle depressed. When the jars were dropped from the airplane, the glass

The French Tri-Pacers were usually flown during the war as artillery spotters or forward air controllers, supporting French Army, Marine, and Foreign Legion troops.

The military Tri-Pacers were often armed with a Browning .30-caliber machine gun when flown by the French Marine Corps during the Algerian War of Independence.


would break upon impact with the ground, releasing the handle, and the grenade would explode… deadly clever.

The Tri-Pacer had the additional advantage of being a high wing, which shielded the pilots from the blistering sun during flight and on the ground. After all, 80% of Algeria is within the Sahara Desert.

The French Marine Corps used 12 Piper Tri-Pacers throughout the war, up to 1962, and subsequently in similar actions across Africa. They were retired in 1975 and most were sent to the scrap heap, with only two preserved in the French Air Force Museum at Dax, France.

The restorationKulick was well-equipped to restore

a vintage aircraft. He did all the resto-ration work and painting himself in his Reno hangar, with advice from multiple experts. Kulick chose to transform his ci-vilian Tri-Pacer into a replica of the “Light Ground Attack Aircraft, Observation” Tri-Pacer of the First Air Group of the French Marine Corps on display at the French Air Force Museum.

Kulick started work with the interior. Fortunately, the Tri-Pacer was in good condition and retained its original 1950s instruments in working condition, but there was plenty of work to do.

Years of wear had rubbed off the paint and original logos from the yokes. He

restored those and the instrument panel to the French military appearance, along with the glareshield, electric circuit breaker panel, and all the lettering.

He removed a 1980s interior and repainted the interior with period colors of the French military. Kulick handmade a cargo compartment net from sisal rope, which would have been used to restrain ammunition boxes and gear in flight. The original wool carpet was cleaned, and the interior upholstery panels were replaced with leather, as used by the French. Kulick built “observer doors” with full panels of clear plastic.

A few items were added for flight safety, including an ADS-B transponder and shoulder belts. The plane is IFR capa-ble, using the original instruments, plus a modern iPad for navigational help.

Battle dressFortunately, N2650A was always

hangared and the fabric remained in excellent condition, except for normal wear and tear that required a few patches and tape repairs. The aircraft, as Kulick purchased it, was a pleasing light gray with red stripes; a jaunty paint scheme, but not quite battle dress.

Kulick painted the exterior with a semi-gloss olive drab paint supplied by F&M Enterprises, under the brand name Stits Poly Fiber. Light gray metal panels enclose the lower section of the interior

Kulick’s Tri-Pacer, N2650A, is equipped with the same engine as the original KAG. They were both delivered with a 130 hp O-235 Lycoming engine, but were upgraded to a 160 hp Lycoming O-320.

Horsepower: 160 hp

Top speed: 123 knots

Cruise speed: 117 knots

Stall speed: 42 knots

Gross weight: 2,000 pounds

Empty weight: 1,110 pounds

Fuel capacity: 36 gallons

Range: 435 nm

Takeoff ground roll: 1,035 feet

Landing ground roll: 650 feet

Rate of climb: 800 fpm

Ceiling: 16,500 feet

Crew: four—pilot and three passengers

Douglas Kulick purchased his Piper PA-22 Tri-Pacer sporting a gray and red paint scheme.



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with an olive drab fabric headliner. The instrument panel is black with light khaki yokes and the olive drab leather seats were stitched by Kulick himself.

The Marines painted a white cross on the top of the wings as a signal to French bombers and fighters that this was a French aircraft, and Kulick rep-licated that. To the French pilots, the Tri-Pacer wasn’t likely to be anything else, as the Algerians didn’t have any military aircraft.

“KAG” was the French military desig-nation for this particular aircraft, and a French Tricolor roundel was painted be-tween the “KA” and “G” on each side of the fuselage. Kulick had the roundel, “KAG,” and unit insignia all rendered as vinyl transfers by AeroGraphics, an aircraft graphics company based in Colorado. The red, white, and blue of the French flag were painted on the rudder, the spinner painted red, and the propeller black with yellow stripes.

The FAA requires U.S. registration numbers on all aircraft, even a historically correct warbird. Douglas selected the same yellow lettering used on American World War II liaison aircraft, as it coordi-nates well with the olive drab, and painted the numbers on the base of the vertical stabilizer.

The final touch was the addition of the French Marine Corps unit insignia, which consists of an anchor and rope

symbolizing the Marines’ ship-to-shore mission, a blue section representing North Africa with a Tri-Pacer flying over, and a “1” for Unit 1 of the First Air Group.

Written below was “GALTOM,” an acronym (in French) meaning “Light Ground Attack Aircraft, Observation.” The unit motto, “plus est en nous,” which translates to “more is in us,” was written across the anchor.

Like Kulick’s airplane, the Tri-Pacers purchased from Piper by the French were delivered in their normal civilian paint scheme and then “militarized” with olive drab paint and military markings. I doubt they were painted with the care Kulick took with his airplane.

Other military Tri-PacersFrance wasn’t the only country to

recognize the value of Piper aircraft. In the 1950s, five nations purchased Tri-Pacers for their military and police forces—France, Israel, Cuba, Kenya, and South Africa. These aircraft flew reconnais-sance missions, border patrols, delivered supplies and personnel, and performed medical evacuations.

Like the French Tri-Pacers, they were supplied from Piper in civilian livery and then militarized by the respective nations. It doesn’t seem that any of these countries’ Tri-Pacers survived, and little history of their use, especially from Kenya and South Africa, is available.


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A fighting Tri-Pacer lives onKulick’s reproduction of this military

version of a popular Piper aircraft is a great educational tool. Everywhere he goes, more pilots learn about this little-known war and unusual slice of aviation history.

He flew his Tri-Pacer from Reno to Lock Haven for this year’s Sentimental Journey Fly-in, a trip of more than 2,200 miles, and perhaps the longest distance flown to attend the event. There, the restoration won the award for “Best Warbird.” In July, he exhibited N2650A at EAA AirVenture Oshkosh 2021 in Oshkosh, Wisconsin. (Kulick attended Sentimental Journey as part of the Short Wing Piper Club Convention, held in 2021 in conjunction with Sentimental Journey. For information about 2022 events, please see Resources. —Ed.)

French Air Force MuseumThe French Air Force Museum (Le

Musée de l’Aviation Légère de l’Armée de

Terre) in Dax, France, assisted Kulick in the restoration. The staff provided technical drawings, period photographs, and a history of the airplanes. Photographs of “KAG” on an Algerian military airfield were discovered. This allowed a precise repro-duction of the Tri-Pacer as it was outfitted during the Algerian War.

The “KAG” aircraft on which Kulick’s aircraft is modeled resides at the museum, but with a paint scheme from a later period in its French military career. The museum can be visited at Dax, about 40 miles northeast of the famed beach town of Biarritz, and 85 miles from the holy pilgrimage site at Lourdes.

Dennis K. Johnson is a writer and a New York City-based travel photog-rapher, shooting primarily for Getty Images and select clients. He spends months each year traveling, flies sail-planes whenever possible, and is the owner of N105T, a newly-restored Piper

Super Cub Special. Send questions or comments to [email protected].

RESOURCES

Aerographicsaerographics.com

F&M Enterprises (Stits Poly Fiber)stits.com/store/paints-primers-and-fillers.html

Fighting Tri-Pacersfightingtripacers.com

Le Musée de l’Aviation Légère de l’Armée de Terre (A.L.A.T.)museehelico-alat.com

Sentimental Journey to Cub Havensentimentaljourneyfly-in.com

Short Wing Piper Clubshortwingpiperclub.org

RESOURCES


On July 27, 2021, General Aviation Modifications Inc. (GAMI) took the stage at the 2021 EAA AirVenture Oshkosh media press tent to announce

that the FAA has issued a Supplemental Type Certificate (STC) for GAMI’s G100UL Avgas.

G100UL is the first and only unleaded 100-octane Avgas approved for use in General Aviation engines.

Today, the STC’s Approved Model List (AML) is limited to a few engines and airframes for field testing. Embry Riddle Aeronautical University has worked with GAMI in the past and has paired with GAMI to “field test” G100UL in the fuel-injected Lycoming IO-360 engines in some of the Cessna 172s in its training fleet.

GAMI estimated that, barring any problems with the field test protocol, the AML will be expanded to include almost all GA aircraft by mid-2022.

Prior to G100UL’s FAA approval on July 23, 2021, there had never been a 100-octane unleaded Avgas that performed as well as today’s regular 100LL Avgas.

What does this mean for the GA fleet? The biggest benefit, from my point of view, is cleaner engines and an end to mounting pressures from environmental groups to “get the toxic lead out” to comply with the Clean Air Act.

Tetraethyl leadTetraethyl lead (TEL), the perfor-

mance and octane booster added to make 100LL, remains toxic throughout the combustion process. In detailed studies by the Environmental Protection Agency (EPA), toxic lead-laden exhaust gasses have been proven to settle in dan-gerous concentrations, especially near the runup areas on airports.

In addition to being bad for our health, TEL is also bad for your engine. It fouls spark plugs, contaminates engine oil, and forms deposits on pistons, piston ring grooves, valve guides, valve faces, and the inside of combustion chambers.

Virtually all the deposits in the upper end of a GA piston engine are from TEL.

Two products, Alcor by Tempest

GAMI’s G100UL fuel promises cleaner engines, cleaner emissions, and easier distribution than

traditional 100LL Avgas. By Steve Ells


TCP Fuel Treatment (approved for use in engines in certified aircraft) and Decalin RunUp ( for use in experimental aircraft) are marketed to help scavenge lead and reduce engine contamination, but both contain tricresyl phosphate, which is itself a toxic chemical so caution must be exer-cised when using these additives.

The many benefits of anunleaded Avgas

The widespread use of GAMI’s G100UL (or any unleaded Avgas) relieves cities and counties of the burden of attempt-ing to continue to operate knowing that piston airplanes are emitting TEL. Some cities are threatening to close their local airports. In addition, payouts to settle lawsuits by groups seeking compensa-tion, for what are seen as a continuing violation of the Clean Air Act of 1963 and its amendments, are mounting.

Even though it only takes adding TEL

at a ratio of one part per thousand in a gallon of Avgas to increase the octane level so it’s useable in most highly stressed air-cooled aircraft engines, it’s well-docu-mented that lead is a potent neurotoxin. Avgas is the only combustion fuel in the USA that contains lead.

Unleaded fuels andmodern engines

If you’re old enough, you’ll remember when leaded car gas was available at every gas station in the country. Those were the days when cars required much more ongoing maintenance. Owners had to change spark plugs every 10,000 miles, due to antiquated low-energy ignition systems and lead fouling. After unleaded fuel became widely available in 1975, new horizons opened for internal combustion engine manufacturers.

Manufacturers could mount sensors throughout the engine to gather data

that central processors could crunch to optimize engine operations. These sensors include a pulse sensor to precisely detect crankshaft position, a crankshaft sensor that captures the engine speed and the position of the crankshaft, a camshaft position sensor, an air mass sensor, intake air temperature/outside temperature/interior temperature sensors, a throttle position sensor, knock sensors that detect detonation, an intake pipe pressure sensor, and others.

The data from these sensors is fed into onboard processors that automatically control variables such as the fuel/air ratio and ignition spark timing for engine optimization.

Prior to removal of leaded fuel, sensors such as those listed above became un-usable after short periods of time due to contamination by lead in the fuel.

A very good example of an improve-ment in auto engines resulting from the


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switch to lead-free auto fuel is never having to wait to smoothly drive away from parking after starting a cold engine in today’s new cars. This is true across the globe, from Nome, Alaska, to Key West, Florida.

Even the least expensive car today doesn’t have to replace the spark plugs before 100,000 miles. Mechanics can often instantly diagnose engine problems and perform smog checks by plugging a code reader into a port connected to the central computer.

The road to unleaded AvgasUnleaded 100-octane Avgas has been

the goal of the FAA and the fuel producers for over 30 years. Millions of dollars and thousands of hours of research have been spent in search of an unleaded 100-octane Avgas to replace today’s 100LL fuel.

The replacement fuel needs to meet the specifications in ASTM D910 (Standard Specification for Leaded Aviation Gasolines). Before G100UL, there has never been a 100 octane unleaded fuel that could completely meet that leaded fuel specification.

G100UL meets or exceeds the param-eters of D910; it’s also completely fungible with 100LL Avgas and Autogas/Mogas and so is termed a “drop-in” fuel. (To be clear, yes, you can mix G100UL with 100LL in the same tank. The same applies to Autogas/Mogas if you have a STC to use it in your airplane. —Ed.)

A short six-page Approved Flight Manual supplement is included with the G100UL STC. According to GAMI, pilots can use the same engine man-agement techniques that they have been using to manage their engines on 100LL with G100UL.

Fuel STCsFAR Part 21 defines an STC thus: A

supplemental type certificate (STC) is a type certificate (TC) issued when an applicant has received FAA approval to modify an aeronautical product from its original design. The STC, which incorporates by ref-erence the related TC, approves not only the modification but also how that modification affects the original design.

An STC is an addition to that Type Design. In the case of a fuel STC, one is issued for the aircraft and another for the engine. Often the changes required to legally use an STC’d fuel consist of decals; one near the fuel filler necks, and one on a spot in the engine compartment.

Many airplane owners have been safely using unleaded auto fuel (Autogas/Mogas) for decades after buying a STC from the Experimental Aircraft Association (EAA) or from Petersen Aviation. Petersen has sold over 38,000 auto fuel STCs.

The STC process for obtaining FAA approval for an alternate fuel is a well-trodden path that’s codified. Alternate fuels that successfully com-plete the 28-plus steps that the STC pro-tocol process requires have been granted STC approvals for both the airframe and engine combination.

GAMI chose to go the STC route rather than work through the FAA’s Piston Aircraft Fuels Initiative (PAFI) for a couple of reasons. First, GAMI was already well along in developing a workable unleaded high-octane fuel formulation when PAFI was formed in 2014. According to a talk at Oshkosh this year by George Braly, one of the founders of GAMI, PAFI would not give GAMI credit for the strides it had already made in its replacement fuel.

Second, Braly said that the original protocol for the PAFI program would not allow fuel providers to modify their test fuels once it had been submitted for test-ing to the FAA’s technical testing center in Atlantic City.

GAMI’s G100UL is a game-changer. Yes, it will cost a little more, but owners will be repaid over the life of each engine due to lower maintenance costs and longer engine life.


GAMI had the capability to test each of its formulations as needed, since it had 24/7 access to its engine test cell.

More than a decade of testingGeorge Braly and Tim Roehl of GAMI

started working on a formulation for unleaded 100-octane aviation fuel in 2010. That formulation was discovered pretty quickly.

In 2012, the Federal Aviation Administration sent four engineers to the GAMI facilities in Ada, Oklahoma, to witness the hot day/hot fuel high altitude (25,000 feet msl) protocol that’s one part of the compliance protocol. The fuel passed.

One of the most critical tests in the protocol is what’s termed the detonation test, detailed in Federal Aviation Regulation Part 33.47. It’s titled “Detonation Testing.”

There’s only one sentence in this rule; “Each engine must be tested to establish that the engine can function without det-onation throughout its range of intended conditions of operation.”

Every fuel developer knows from the start that this simple sentence presents a series of big challenges. Will detona-tion occur at very high fuel and inlet air temperatures? Will detonation occur in a turbocharged engine if the turbocharger ducts very high (and hot) air pressures into the induction system? Will the engine detonate if the engine overspeeds and produces more than rated power? Will the engine detonate if the manifold pressure, RPM, oil temperature, and inlet air temperature and pressure are at redline limits?

Normal fuel-air combustion proceeds in an orderly fashion, with the spark plugs introducing ignition that produces a predictable, evenly progressing flame front within the combustion chamber. The resulting rise in pressure pushes the piston down in the cylinder. This force is transmitted through the crankshaft to the propeller.

Knocking is the uncontrolled explo-sion of portions of the fuel-air mixture during engine operation. Knock (some-times called pinging in automobiles) is the

little brother of full-fledged detonation.While testing fuel formulations

in certified engines that are highly stressed, such as the Lycoming TIO-540-A series, an engine that generates 310 hp at 43 inches map at 2,575 rpm on takeoff, GAMI found that knocking (light to moderate detonation that does not cause noticeable roughness, temperature increase, or loss of power) takes place in some certified engines under certain conditions.

Full detonation is the spontaneous combustion of the unburned fuel/air charge ahead of the normal flame fronts after ignition.

Severe detonation can destroy an engine in seconds by creating pressures and temperatures that go far beyond the cylinder design limits. It can cause bent connecting rods, broken rings, burned and broken pistons, and combustion chamber damage.

In an extensive series of detona-tion testing that was completed during mid-December 2020, several GAMI unleaded 100-octane fuel chemistries completed detonation testing. In every combination of manifold pressure, RPM, and fuel flow, G100UL showed an im-provement over 100LL.

The Carl Goulet engine test cellBraly tells about time he spent with

Carl Goulet, a retired piston engine expert. Goulet convinced GAMI that the only way it was going to get the data needed to delve deeply into actual engine processes was to build a sophisticated engine test stand.

Consequently, the Carl Goulet Memorial engine test stand sits in a small building at the GAMI site in Ada, Oklahoma. Completed around the year 2000, it was up and operating when I attended the “Engine Management Made Easy” course in March 2003. You can learn more about the test stand site at engineteststand.com.

GAMI-AvFuel collaborationBraly introduced the CEO and

President of AvFuel, Craig Sincock, at Continued on Page 60


MICHAEL LEIGHTON shares his reflections on The Gathering at Waupaca and EAA AirVenture

Oshkosh 2021.


I am still smiling. For me, this year’s Wisconsin experience was wonderful. The Gathering at Waupaca for our Association brought a great turnout. It was good to see so many familiar faces and meet so many new mem-bers. A few faces were missing this

year, and I truly hope to see them next year.I had missed 2019 for business commit-

ments and of course, there was Nokosh 2020, so this was my first trip back in three years. This year marked my 18th trip since 1994.

We flew our Cessna 310 up from Spartanburg, South Carolina, making our traditional stop in Muncie, Indiana, for lunch and fuel. We battled weather there, and again at Waupaca, but nothing major. I heard from some of our members that the weather was awful for them. When we awoke Saturday, July 24th, the sky was dark, and it was raining hard. By afternoon, the sky had cleared and the arriv-als into KOSH and KPCZ resumed.

This year, I got to spend some time with Steve Ells. We drove into the show grounds together on Saturday to pick up our media credentials and find a place to get Steve’s cellphone repaired. I’ve known him for years and read his articles, but we had never so-cialized much.

Steve had a rough trip this year, flying his Piper Comanche out from California. His cellphone died, then he had to go to the hos-pital for a night for a stomach issue, then he battled weather all the way home. The man is a trooper. His experience is deep, and we are for-tunate to have him writing for our magazine.

Jen and Kent put on another great day of seminars and the member interaction and interest in the subject material were obvious. They make it all look so easy.

This year, for the first time, we rode the bus to EAA AirVenture Oshkosh. This was another opportunity to socialize with our members and not have to deal with show traffic and parking. I’m pretty sure we’ll be doing that again. (Attendees of the Gathering at Waupaca fly to Waupaca and take a mo-torcoach to AirVenture. —Ed.)

The show this year was impressive. I’ve never seen the camping parking that full. In typical Midwest fashion, 600,000-plus people and 10,000-plus aircraft arrived and shared the same space for a week. You didn’t see a piece of trash on the ground anywhere, not a car horn honked, everyone held a door, said excuse me


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If absence makes the heart grow fonder, then my three-year hiatus from The Gathering and AirVenture showed me just how much I missed all of it.


when they bumped into you, and waited patiently in line.

The Red Bull team was amazing, and the jet-powered biplane was awesome to watch. All the airshow acts were impressive as always. If I had a disappointment, it was that the Boeing B-29s didn’t make it this year.

I spent all day Tuesday walking the parking areas where I saw the very first Cessna 172, and the very first Cessna 140A. On the Piper side, I saw a former grand champion Piper J-3 Cub and a very rare Piper PA-24-400 Comanche 400, also a former grand champion.

The best part was that I got to speak to the owners of these aviation treasures. They all see themselves as curators and caretakers of these planes and the conversations were nothing less than amazing. I’d love to see if we could get any one of them to come and speak at our Gathering next year. While few of us are flying show planes, we are all aircraft owners, and in reality, curators and caretakers of our aircraft.

We left Wednesday morning, sharing a taxi ride to the Waupaca Airport with the Lowe family who flew their 180 hp fixed-gear Cessna 177 Cardinal up from Florida. At the airport, there was a man in an LSA with a flat nose tire. The Lowe brothers offered to help him, but he refused any assistance, clearly stating that he had it under control.

In the lobby of the FBO sat his wife. She told me that the man was 88 years old and recently switched to the LSA so he could keep flying. That man instantly became my hero. I can only hope that should I actually make it to 88, that I would have both the ability and the desire to change a tire on my airplane.

Our flight home was relatively uneventful. Though we were in solid IFR conditions at 9,500 feet for most of the flight, a generous summer tailwind allowed us to make 210 knots over the ground and we made it nonstop in 3 hours and 39 minutes; engine start to engine shut down.

If absence makes the heart grow fonder, then my three-year hiatus from The Gathering and AirVenture showed me just how much I missed all of it. I hope all of our members who attended had a safe journey home and that you all plan to come back next year!

Michael Leighton is a 14,000-hour three-time master flight instructor, ATP, A&P, and IA. He is based in Spartanburg, South Carolina and Fort Pierce, Florida. Send questions and comments to [email protected].



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Glenn ShirtliffeCecilia Irene JohnstonCameron KennyBradley LehmanJames LongConnie LongSamuel LoweChris LoweMike LoweDanny LucasCarol McCaslinDale McCaslinJames McDonaldTonya McDonaldJ. David McKennaGeorge McMichaelJames MeyerMichele MeyerBob MillerDavid PeterFred PondJerry SmithRichard SparkeSal StaianoCarl Steinhoff Bill Ueckert

Kent VandenbergKelvin VanderlipPhilip VarleyJeff VeireJeane VeireMatthew WallaceMark WalterDwayne WhiteRonald WildenbergTerry WinnBrad WomackJeremy WoodsideGlen WrightRobert HudgensJordan BialSteve TignerShaun EllisSteve EllsKristin WinterMichael LeightonBrooks MossBaden Hudson Jennifer DellenbuschKent Dellenbusch

THE ATTENDEES AND STAFF SAY “THANK YOU!”


*Compiled from press releases

PRESS RELEASES October 2021

When aircraft owner, Sean configured his aircraft with engine heaters, he began looking at remote switching solutions for his hangar and was unimpressed with the options on the market. Having a bit of “at-home” time due to the Covid-19 lock-downs, he set out to design a simple cellular remote control unit with a simple app user interface. No texts to send, no special codes to learn, no complex white-listing of phone numbers, and no SIM cards to manage. It’s called SwitcheOn!

SwitcheOn is a remote switching box that is controlled using an Apple or Android smartphone app. The box utilizes the Verizon Wireless cellular network, which is the most reliable and widespread service network in the country. Using the smartphone connect app, you can remotely activate each independent electrical channel (2 or 4 channel option) to activate your airplane’s engine block heater, cabin ceramic heater, or other electrical device(s) at the hangar. No more driving out to the hangar in the cold winter the night before or wasting electricity running your engine block heater all winter. SwitcheOn is your cost-ef-fective easy to use solution. The first year of service is included with the purchase and is $50 a year after that. SwitcheOn has several options but come in a basic 2 channel (2 electrical plugs) or 4 channel configu-rations in a 15 amp or 20 amp version. The 20 amp version only comes in a 4 channel configuration.

SwitcheOn is a MUST HAVE device if you preheat your aircraft at any point in the winter and if your hangar does not have wifi available. It is simple and easy to use. No more trips to the airport just to plug the engine block heater to preheat for the next day’s flight. Simply turn your electrical outlet on with SwitcheOn! Some of SwitcheOn’s features are:

• 2 or 4 channels and up to 15 amps (1800 watts)• Temperature sensor• Bright OLED display• Local and ZULU time• Signal status• Power/port status• Temperature• Mobile apps for iOS and Android• 1st-year service included renews for $50/year• Automations for each channel• Controlled by the box, these function without connectivity• On temperature• Off temperature• On and off by time• Remote antenna option available for better connectivity• Tanis cabin heaters are available to ensure protection for your

SwitcheOn and to preheat your cabin prior to flightSwitcheOn can be purchased from Gallagher Aviation atgallagheraviationllc.com

GALLAGHER AVIATION LLC ANNOUNCES TWO- AND FOUR-CHANNEL POWER CONTROL SYSTEMS


WASILLA, Alaska, Aug. 18, 2021—Airforms Inc. has added Airpart Supply Ltd. in High Wycombe, United Kingdom, to its growing list of stocking distributors around the world. As the name implies, Airpart Supply carries a vast array of parts, systems, and avion-ics equipment for airline and General Aviation. The company ships products daily to owners, operators, and mechan-ics in the UK, Europe, Africa, and the Middle East. Airpart Supply has been

importing large shipments of parts from Airforms over the past half year and can now offer virtually everything in the Airforms catalogs.

“Airforms is providing a significant supplement to our product line,” said Matt Buckle, sales and business de-velopment manager at Airpart Supply. “They offer the kind of precision and reliability we count on in servicing our clients in this part of the world.”

Lee Budde, president of Airforms

Inc. said, “Airpart Supply represents a significant expansion to our market by making our full line of products more accessible to people in a vital geo-graphic area. We anticipate it will be a very productive expansion move for both of us.”

For more information about Airpart Supply visit airpart.co.uk or call +44 (0)1494 450366. To learn more about Airforms Inc. visit airforms.biz.

AIRPART SUPPLY LTD. NAMED FACTORY AUTHORIZED DISTRIBUTOR FOR AIRFORMS INC.


LETTERS TO THE EDITOR

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Continued from Page 8

To the Piper Flyer Association,Owner of a 1963 Piper PA-28-180

Cherokee 180 here.Just a note of thanks for your help.

Reading your articles and being able to support your vendors makes it convenient to maintain/modernize/upgrade old Pipers. Here are the projects we completed between June 2020 and May 2021. It all started with our July annual and project No. 1.

1. Lord motor mounts: My A&P/IA suggested that with 2,000-plus hours TT on this original Lycoming O-360 engine, we might want to change out the motor mounts? Ya think? At this time in our flying life, it’s cheaper than overhaul! Problem solved.

2. New torque links: Our annual inspection didn’t reveal any problems, but how detailed can an inspection be in time and effort, if we can afford to replace these vital parts? By the way, the change-out was easier than a thorough inspection. And it eliminated a most annoying AD. They only have 2,000 hours time in service on them, with 2,000 hours to go per AD.

3. New inertial reel STC’d shoulder harnesses for the pilot/co-pilot: A good safety investment per your article. We used Alpha Aviation’s AmSafe product. Lumanair Aviation was the installer.

4. New headliner/insulation/main cabin door welting: AirTex in Pennsylvania. Given the age of our plane, a new headliner makes the shoulder harness project easier. However, don’t ask the installer, “How’s it goin’?” You will get an earful, as it took more than nine hours to get it “right.”

5. Main cabin door: Given the 58 years of main cabin door ops including the summer cooling “special” procedure of trying to close it (last item on the checklist) just prior to takeoff, it was no longer operating perfectly. And that’s not to mention the brilliance of Piper to engineer an aux lock that duplicated the main lock tongue. Well, research revealed the only other way to make this door fit well and reduce the odds of it spontaneously opening, especially mid-flight, was to re-bend it back into shape. Brendon, manager of Lumanair


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maintenance, expressed confidence that he has done several before. And given the new door welting he installed, it seemed logical to at least try it….which also begged the question about the cooling effect if we had a port in the co-pilot’s window? Hmm?

6. Windows: Pilot and co-pilot. The justification to replace both of these were actually less expensive than to try to fix the broken, metal-riveted, framed port on the pilot’s side. It would also reduce our worries about the old window on the co-pilot’s side (the window in the door). And as far as adding a port for extra cooling? Why didn’t Piper put a port into the co-pilot window? The only thing I could think of would be the potential damage to the port flap upon closing? This was solved by adding a cushion on the window sill. A pipe sweat noodle did the trick.

The windows were delivered to Lumanair just as I was in mid-flight returning home from the harness/headliner project. So I had to go back to Aurora Municipal Airport (KARR) to complete this part of the whole project.

The shoulder harness worked well, given the thermals I encountered and bounced along at low altitude going home.

Regards,Gary B.

PILOTS HAVE OPINIONS.LET'S HEAR YOURS.Send your letters [email protected]


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Oshkosh. AvFuel has risen from a small company with one truck to a worldwide leader in the distribution of fuels with over 1,990 outlets around the world.

AvFuel will supervise the refining/blending process and distribute G100UL.

G100UL will be far easier to distrib-ute and transport than leaded Avgas. Traditional leaded Avgas is difficult to transport, as it requires special handling due to its lead content. In addition, refiner-ies and fuel-blending facilities are already onboard to produce G100UL.

Further, G100UL has proven to be compatible with fuel system components such as seals, fuel bladders, hoses, and all types of O-rings.

How much will it cost? During two very well-attended semi-

nars at Oshkosh, Braly told the audience that the estimated cost of a gallon of G100UL will be “between 60 to 85 cents” more than today’s gallon of Avgas.

The fuel price today at my local airport for 100LL is $5.15.

50 gallons of 100LL would cost $257.50. Adding 60 cents per gallon yields a price of $5.50 or $287.50. Adding 85 cents per gallon yields a price of $6.00 a gallon, or $300 for 50 gallons.

He also said it weighs a little more than 100LL.

100LL weighs 5.87 pounds per gallon; G100UL weighs 6.3 pounds per gallon. That means there is a 21.5 pound “penalty” in a 50-gallon fuel load.

He did point out that since lead is detrimental to engines, use of G100UL will “without question” extend the life of every engine.

G100UL use will cause pilots to pay a little more up front to reap longer, less problematic engine operation and longer engine life in the future.

When asked how much the STC would cost, Braly did not give a number, but did say that the price of each STC would be linked to the horsepower of the engine(s) on the aircraft.

This is exactly how the two auto fuel STC providers mentioned earlier price their STCs. Petersen sells its auto fuel STC for $1.50 per horsepower. Based on this rate, an auto fuel STC for an airplane

Unleaded 100-Octane Continued from Page 45


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with a 150 hp Lycoming O-320 would cost $225.

GAMI’s G100UL is a game-changer. Yes, it will cost a little more, but owners will be repaid over the life of each engine due to lower maintenance costs and longer engine life. G100UL is a clean air fuel compared to 100LL. That’s good news for our health and for the health of our neighbors, for generations to come, and for the planet.

Bravo GAMI!

Steve Ells has been an A&P/IA for 45 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation and the proud owner of a 1960 Piper Comanche. He lives in Templeton, California. Send questions and comments to [email protected].

RESOURCES

G100ULGeneral Aviation Modifications Inc.gami.com/g100ul/g100ul.php

AvFuelavfuel.com/Fuel/Alternative-Fuels/Unleaded-Avgas

Carl Goulet Memorial Engine Test Facilityengineteststand.com

Auto Fuel STCsExperimental Aircraft Association (EAA)eaa.org

Petersen Aviation Inc. (Auto Fuel STC)autofuelstc.com

Fuel AdditivesAlcor Inc.alcorinc.com/index.php/products/tcp-fuel-additive-qt/

Decalin Chemicals LLCdecalinchemicals.com/products/decalin-runup-fuel-additive/

RESOURCES


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discussion of what’s next. Do we try again or bug out to the alternate, and what that may involve?

Finally, a discussion of threats wraps it all up, and a checklist review at this point would hopefully catch any missed items. This is the time to address them; prior to starting the descent, where the tasks can start piling up, and when the crew should be focused on flying the airplane.

Other types of briefingsThat’s a lot of briefing! But we’re not

done yet. If this were a training flight, or at the least a flight where one pilot was mentoring another, it would be prudent to have a postflight briefing to discuss the good, bad, or ugly, and discuss tips and tricks to maintain the good…and avoid the bad or ugly.

On top of all that, if we are planning a flight with out-of-the-ordinary aspects, like a training flight, or maybe some loose formation flight with another airplane, a briefing prior to the flight is essential. This way, things can be discussed while enjoying the convenience of terra firma, as opposed to hurtling through the air at a high rate of knots.

If you follow these tips, they will assist you to have a safe and uneventful flight. While we all love to tell stories of our adventures in the sky, the previously men-tioned should help you to avoid the first brief mentioned; the one with a lawyer. Be safe, and have fun flying!

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

Continued from Page 18SPEED OF FLIGHT

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A four-point inertia reel shoulder harness / lap belt system that is FAA-STC and PMA approved.

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Visit our website for a complete listing ofavailable aircraft models and pricing for Cessna, Piper, Beechcraft & Luscombe.

www.basinc-aeromod.comToll Free 1-888-255-6566 (Pacific Time)

(360) 832-6566 • Fax (360) 832-6466

ATTENTION pIpERpA-28, -32 & -34 OWNERS

Join or Renew Today!Piper Flyer Associationpiperflyer.org


800.597.1911

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Wing Life Extension (EASA approved) .................$4,300 Nose Gear Fork Assembly – 5.00 x 5 Wheel .....$2,300 FS 221.42 Aft Bulkhead ......................................$1,200. Aft Fuselage Fin Plate (EASA approved) .................$130. Anti-Shimmy NLG Link ..........................................$700. Upper Cabin Door Loop ..........................................$80. Steel Tail Skid .........................................................$125. Sun Visor (set of 2) ..................................................$425.

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$175A I think the replacement bushings

from McFarlane Aviation will solve your problem if the shaft is the

same size as the bearing.The part number of the bushings

is MC955. I’ve provided a link below in Resources.

If your airbox is in rough shape, I sug-gest you contact Acorn Welding to deter-mine if buying a new Acorn Welding airbox is a better investment than repairing the one you have.

Happy flying,Steve

IMPORTANT: This article describes work that may need to be performed/supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your me-chanic before starting any work.

Steve Ells has been an A&P/IA for 45 years and is a commercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style air-planes and operations. He served as as-sociate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation and the proud owner of a 1960 Piper Comanche. He lives in Templeton, California. Send questions and comments to [email protected].

RESOURCES

PFA SUPPORTERS

Acorn Welding Ltd.acornwelding.com/air-boxes

McFarlane Aviation mcfarlaneaviation.com/products/product/MC955/

OTHER

General Aviation Modifications Inc.gami.com

Webco Aircraft Co.webcoaircraft.com

Continued from Page 16QUESTIONS & ANSWERS

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ADVERTISER INDEXAdvertise with Piper Flyer Call Kent Dellenbusch 626.844.0125

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Air Mod airmod.com 32

Aircraft Door Seals LLC aircraftdoorseals.com 52

Aircraft Spruce & Specialty aircraftspruce.com 03

Airmark Overhaul Inc. airmarkoverhaul.com 24

AirWard airward.com 65

Alpha Aviation alphaaviation.com 65

Aviation Creations aviationscreations.com 62

Aviators Hot Line aircraftforsale.com 06

B.A.S. Inc. basinc-aeromod.com 62

Brown Aircraft Supply brownaircraft.com 60

Bruce’s Custom Covers aircraftcovers.com 33

Chief Aircraft chiefaircraft.com 39

CiES ciescorp.net 61

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Gulf Coast Avionics gca.aero 31

IceShield iceshield.com 02

Insight Instrument Corp. insightavionics.com 67, 68

J.P. Instruments Inc. jpinstruments.com 19

Kelly Aero kellyaero.com 11

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Lycoming lycoming.com 07

Main Turbo Systems mainturbo.com 61

McFarlane Aviation mcfarlaneaviation.com 58

Micro AeroDynamics microaero.com 52

MH Oxygen Systems mhoxygen.com 53

Parker Hannifin Corp. clevelandwheelsandbrakes.com 13

Preferred Airparts preferredairparts.com 49

Rare Aviation rareaviation.com 63

SCS Interiors scs-interiors.com 40

Sporty’s sportys.com/PJ2 62

Stene Aviation steneaviation.com 63

Sterling Aviation Tech. Inc. sterlingaviationtech.com 63

Strutwipe strutwipe.com 13

Superior Air Parts superiorairparts.com 17

Tempest Aero Group tempestaero.com, tempestplus.com 15, 44

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Wilco Inc. wilcoaircraftparts.com 63

Wipaire Inc. wipaire.com 05

Advertise with us and reach your target market.

Call Kent Dellenbusch (626) 844-0125.


DIRECTORYMailing and contact Information for Piper Flyer Association

Piper Flyer magazineEmail [email protected] with questions, comments, or concerns about the content of the magazine.

Email [email protected] for damaged or missing issues.

Website: piperflyer.org Email [email protected] for concerns regarding the website or with problems logging in.

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

Online Forums piperflyer.org/forumOur online forum, located within the association website, is a great source for question-and-answer interaction and an excellent way to converse with other members, the PFA staff, and Piper Flyer’s contributing editor, longtime A&P/IA, Steve Ells.

Piper Flyer Association member eventEmail [email protected]: thegatheringatwaupaca.simpletix.com/

Cessna Flyer and Piper Flyer Association members fly into beautiful Waupaca (KPCZ) for a Saturday night welcome reception, full slate of informative seminars on Sunday and Sunday evening banquet, and then enjoy the air-conditioned motor coach to EAA AirVenture on Monday, Tuesday, and Wednesday. Fabulous raffle prizes at our Sunday drawing!

Parts Locating, Technical Support & Vendor DiscountsEmail [email protected]

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

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

Piper Flyer Association1042 Mountain Ave. Ste. B #337Upland, CA 91786626-844-0125

Benefits

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October 2021 | Piper Flyer • 67 Instrument Corporation

october 2021 / volume 18 / issue 10

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