Univair has produced a master cylinder brake pedal that can be used on the Scott Master Cylinder on Piper J-3, PA-11, PA-12, and PA-18 aircraft. This pedal has a symmetrical design that replaces the separate left and right brake pedals (part numbers 1712 and 1714).
This is a high quality part machined from a single billet of aluminum which eliminates any issues of voids associated with castings.
AVStar solid billet-machined aluminum carburetors and fuel injection servos are among the safest and most highly endorsed aviation components in the world. Unlike legacy cast alternatives, AVStar cores begin with a solid 6061-T6 aluminum billet that provides up to 66% higher yield strength; is resistant to corrosion, porosity and cracking; and is up to 15% lighter for better performance and running costs. Less worry, less liability, less maintenance between TBOs. More peace of mind for you.
Our offices are buzzing with activity as we gear up for this year’s EAA AirVenture in Oshkosh. This year’s T-shirts are being designed. We’re making modifications to our booth. Plans are in the works for our annual dinner.
If you’re able to attend EAA this year, stop by our booth, say hello, and pick up your free members-only T-shirt (while supplies last). I hope you’ll also join us for our 5th Annual Dinner with Members on Monday evening (July 21st). As of this printing we still have spaces available. You’ll find more information about the dinner on page 7.
The aviation world is a relatively small one which tends to foster close ties among pilots. In this issue, we are highlighting two companies that cater to the unique needs of aviators. You’ll learn more about residential airparks through a Q&A with Erik McCormick from Aviation Real Estate Specialists. Our interview with Carollyne Carmichael, founder of Fly-Inn.com, might just spark some interest in a new adventure.
Whether you travel near or far, we are grateful for the opportunity to serve you.
Blue skies and tailwinds, Diana Jones Owner/Publisher
6
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When Stan was a Cub Scout, he would spend hours, sometimes days, building a model airplane from balsa wood and paper. When it was finished, he would send it flying from the roof of his house into the vacant lot next door. The airplanes often crashed and Stan would start building the next one. “I noticed at the time, the design of the model determined the success of that rooftop flight.”
Stan was 15 years old when he and his father began flying lessons. They both soloed in a Cessna 140 taildragger but when the time came to purchase an airplane, his father traded the family’s 1956 Rambler Cross Country station wagon for a 10A Stinson Voyager.
Him and his lifelong friend, Joe Nation, were so committed to building their hours, they quit varsity football. They both earned a detention when they flew over the field during 7:00 a.m. football practice, at legal elevations, just to rub it in a little. Coach Kays was not impressed!
“One late afternoon a friend asked if I wanted to fly him home from Fairfield, Illinois, to Flora, Illinois.He had somehow gotten stranded without his car. Who could turn down this mission at this stage?”
The Stinson’s design left it vulnerable to crosswinds, a quirk not unlike those Stan observed when he was launching model airplanes off his roof as a grade schooler. The flight to Flora, where Stan dropped him off, was uneventful. But on the flight back to Fairfield, daylight turned to dusk, and dusk to twilight.
All specs and performance numbers are drawn from official sources, often the aircraft flight manual or the manufacturer’s website. Every vintage airplane is different; do not use these specs to plan a flight.
Using the oil well flares as his guide, he began his landing pattern for an approach to Runway 18. “Everything was book perfect to just above touchdown. A heavy wind gust was strong enough to force my left wheel off the runway and into the mud.”
Stan decided a go-around was in order. At full power, he barely cleared a fence and the power lines at the end of the runway. He wasn’t going to clear the tree in the cornfield, so he had to fly around it. But his second attempt was his best landing to date.
Joe’s dad had watched the whole scene play out from the hangar. “Interesting landing, Stan,” he said. But he encouraged Stan to get back on the horse, so to speak.
“I took his advice. The next morning, I pulled the 10A out of the hangar, tied the tailwheel to the hangar, primed, set spark and propped the propeller. It started on the third prop. I untied the tailwheel, jumped in and continued my pathway to excitement in the skies. That was over 60 years ago.”
Stan’s father quickly realized his son was serious about flying. He paid the dues for Stan to join a newly-formed Piper Colt Flying Club. It didn’t take him long to appreciate the tricycle landing gear! Stan hoped to make aviation his vocation but his application to the Air Force Academy was denied because he needed corrective eyewear. That, however, did not prevent him from enjoying aviation as an avocation.
Stan completed his PPC in 1982 in Muscatine, Iowa. After he completed college, he began teaching at a wage that made owning an airplane impossible. So, he rented various airplanes — Pipers, Cessnas, Grummans, and Mooneys — until 2014, when he was able to buy his first aircraft, a 1994 Mooney Brave M20M. He liked the way the Mooney handled but as he got older, his priorities shifted.
He wanted an airplane that was more comfortable, easy to fly and with fixed landing gear. In the end, Stan decided on a 1981 Piper PA-28-236. The Dakota is the best of both worlds. It flies like his Mooney but is more spacious and has readyto-go landing gear, which takes a load off Stan’s mind. “They say there are two types of retractable gear pilots; those who have landed gear up and those who will land gear up. I’ve been lucky!”
Stan has nothing but good things to say about his Piper Dakota. Not only is it more comfortable, it’s almost as powerful, making it an excellent choice for family trips. And since this plane’s mission is primarily pleasure, he couldn’t ask for more. He loves the six-cylinder power, though he wouldn’t mind if it offered a few more knots. His Dakota has an overall solid feel when he’s maneuvering it. And it doesn’t feel like it wants to fly the whole runway when it’s landing and settling down.
This aircraft was in excellent condition when Stan purchased it, so it has not given him any problems.The airplane had only 2800 hours of use and everything had been well-maintained and was in excellent condition. The only thing it’s missing is an autopilot, something which Stan became accustomed to in his Mooney. He is still deciding whether to add one.
Stan tries to fly about 50 hours a year, but life events and work responsibilities sometimes get in the way. He’s a bit reticent to figure out the exact cost per hour to keep his PA-28-236 in the skies. However, he did note, “As a financial advisor, I can say this Dakota is a good investment, but owning an airplane is not cheap.” With fuel consumption at 14.5 gallons per hour, hangar fees, insurance and maintenance, the bills stack up. “Let’s call them $500 hamburgers considering the costs.”
Of course, that doesn’t mean Stan is ready to give up aviation. He’s still busy making lifetime memories, many of which are with his good friend and excellent co-pilot, George Wilhite.
Not long ago, they had plans to race a Beneteau 393 sailboat from Galveston to Port Aransas, Texas. This 128-mile Harvest Moon Regatta takes about 24 hours to complete. Unfortunately, the boat’s engine overheated and they were forced to drop out of the race. The flight along the Texas coast, however, made it all worthwhile.
They had another interesting flight when a massive dust storm was headed toward Abilene, Texas, Stan and George were flying ahead of it. Although George has over 20,000 hours in, he wanted more hours in a Piper Dakota. So, Stan flew him around for 25 hours in that make and model. “I do have to remind him, once in a while, that I’m a rusty pilot not a student, so tone it down.” Their light-hearted camaraderie makes their flight time together even more enjoyable.
Even though he’s still working, Stan calls this beautiful, forgiving airplane his final retirement project. No doubt, there are many memories out there that are yet to be made.
By Michelle Adserias
Carollyne’s husband, Eric, flies at least three times a week and often invites her to go with him. When he first began flying, she was eager to join him. But, as time passed, they fell into the habit of flying to the same three airports where they knew a crew car was available. As much as she loved spending time with Eric, she was a bit bored with their routine. “It got to the point where I would say ‘As long as we don’t land, honey, yes, I’m coming with you.’”
It was out of Carollyne’s personal experience that Fly-Inn. com was born. It began small, with a parcel of their own land that was suitable for a landing strip, which they made available for guests. They provided tie downs for the plane and a campsite for the pilots and passengers. They hoped those who enjoyed their hospitality might return the favor, giving them new destinations to explore.
The idea caught on. Before long people were asking Carollyne to help them rent out their aviator-friendly properties and bring in additional income. Fly-Inn’s original website only provided information about various properties available to aviators. Carolynne and her daughter, Kenya, were soon busy keeping a growing business running.
After four years of working out the legalities, Fly-Inn.com was updated last year to include an online booking feature. As customers were using the site, some had questions or encountered problems. Since Fly-Inn’s business motto is, “You SQUAWK, we WILCO,” Carollyne addressed these concerns in
Fly-Inn currently has 120 properties in the United States, Canada, and Mexico. Carollyne noted there are some family-friendly locations, such as the property in the Florida Keys (Marathon, Florida) with its lazy river or the Monroe, Wisconsin farm with its interactive farm tour and trail rides. There is also a filter for finding pet-friendly facilities.
Carollyne is actively seeking out new locations in the Caribbean Islands and in U.S. territories, such as Guam and Puerto Rico. Expanding overseas might also be an option, though that can be a little more complicated because of the varied laws defining residential and commercial properties.
Join Carollyne on a virtual tour of all 120 FlyInn locations, while also watching her flight instruction journey.
Each of seven CFI’s (certified flight instructors) will fly a leg of the trip, instructing Carollyn and helping her complete her PPC as they travel.
Carollyne explained, “The joke is we’re flying from Sun ’n Fun to AirVenture and it’s going to take 3 months to get there.”
Carollyne’s journey will be documented and posted on You Tube. If you’d like to get a sneak peak at what Fly-Inn.com has to offer, follow her posts at: www.youtube.com/@Fly-Inn
community. Their why also incorporates their compassion for those in this world who are suffering.
Fly-Inn is actively helping to eradicate poverty in often forgotten villages across Asia, Africa, and South America by donating 10% of their profit. They invest the remaining profits back into the company to make it as successful as possible so they can help as many impoverished souls as possible. They are currently planning a late summer trip to Pakistan.
Every company has a reason for existing, a purpose that drives their work’s why. Fly-Inn’s why is not just to offer pilots more options for adventures — though that’s a big part of it. Carollyne and her team do work hard to build camaraderie in the flying
“Fly-Inn is a family of pilots — built by pilots for pilots. We’re all in the same boat. We have these airplanes. We want to be able to go places. So, we’re making our spaces available to each other so we can all enjoy going somewhere and using our airplanes the way they were meant to be used, instead of sitting in the hangar. It opens up all sorts of possibilities and you get to make friends along the way — with people who share the same passion for aviation.”
Q: What is a fly-in community?
A: A fly-in community is a residential airpark featuring two or more homes. There are over 700 such communities across the U.S., excluding private properties with airstrips that serve only one residence.
Just to clarify, a Hangar Home is more hangar than home while a Home and Hangar is more home than hangar.
Q: What should every buyer know before buying a residential airpark property?
A: When purchasing a property in a fly-in community, consider the following key factors:
• Ensure the community is harmonious and that residents coexist peacefully with each other and those on adjoining properties.
• Verify that the right to use the runway is secure and irrevocable. Understand any easements or rights of way that ensure access to aviation facilities.
• Make sure the Property Owners Association (POA) or Homeowners Association (HOA) is well-managed, with sufficient resources to maintain aviation amenities like runways, taxiways, and fueling stations. Confirm that the HOA has a plan for regular maintenance and capital improvements.
• For the best experience, the association should be run by pilots or those who love aviation.
• For the residence, the aircraft hangar’s size is crucial. Ensure it accommodates your aircraft comfortably, as other aspects can be adjusted accordingly. Verify the hangar meets local building codes.
• Be sure the aircraft you are flying is allowed in this airpark. For example, not all airparks allow turbines or helicopters. By focusing on these aspects, you can ensure a fulfilling experience in a fly-in community.
If you would like to discuss aviation real estate options with Erik, you can schedule a meeting by calling 480-888-6380.
You will find additional information about aviation real estate by visiting these online sites:
• Aviation Real Estate Specialists Home Page
o www.aviationrealestatespecialists.com
• Aviation Real Estate News and Marketplace
o www.AviationRealEstate.com
• Free Subscription to Aviation Real Estate Digital Magazine
o www.aviationrealestatespecialists.com
• Residential Airpark Directory
o www.airparkmap.com
• Aviation Home and Hangar Map
o www.aviationhomesandhangarmap.com
• Facebook - Aviation Home and Hangar
o www.facebook.com/groups/aviationrealestate
Q: What amenities might a buyer find at a fly-in community in addition to their home, garage, hangar, and access to the private runway?
A: Several key amenities enhance the experience for pilots and residents. These include:
• Visual aids like windsocks provide essential information on wind direction and speed, helping pilots make informed decisions during takeoff and landing.
• Priority signs indicating that aircraft have the right of way ensure safety and order within the community.
• Weekends are often busy with aircraft arriving and departing, creating a vibrant aviation atmosphere.
• Availability of 100LL or Jet A fuel caters to different types of aircraft, making the community more accessible to a variety of pilots.
• Transient parking allows visiting pilots to temporarily park their aircraft, often without needing to use a fullservice FBO.
• Many airparks are incorporating turf runways, which are particularly appealing to pilots with larger tires, enhancing the community’s appeal and versatility.
• Proximity to attractions and activities the buyer enjoys on an ongoing basis: golf courses, equestrian trails, beaches, entertainment venues — just to name a few.
Q: Can non-residents fly in?
A: Each airpark has unique rules that dictate whether or not guests can fly in. Most allow guests but not all. Most airpark homes have a ramp area that allows for additional aircraft parking at the residence along with a community parking ramp area.
Q: Tell us more about housing options.
A: All types of housing options are available at a variety of price ranges. Vacant building lots can sell as low as $20,000. There are pros and cons to this option. Building a hangar home can take an enormous amount of time and energy, but at the end of the build you get exactly what you want.
Most airparks are filled with motivated, high net worth individuals driven to keep living the dream. Many of these are family-friendly and make their properties as affordable as possible. For example, the new owners of an airpark west of Phoenix, Arizona, plan to create a flying community with regular activities planned. This airpark has the goal of providing new hangar homes for under $500,000. There are other similar communities, like Pegasus Airpark (6AZ2) in Arizona, which are very popular among pilots.
Hangar homes in the most exclusive airparks will cost more. Homes and hangars in Sky Ranch at Carefree, in my opinion the nicest airpark in the country, start at $3 million dollars.
Q: Are there any additional fees or costs a buyer should expect?
A: Airparks with a functioning HOA/POA typically have maintenance and dues well-managed. However, if this is not the case, it could be a significant concern. When purchasing a property at an airpark, it’s essential to proceed with due diligence, similar to buying a company. You want to ensure the community has a well-organized system in place to handle its operations effectively.
Q: What other advice would you offer a potential buyer?
A: Buying and selling aviation real estate is truly unique. Consider this question: Would you hire an appliance repair person to fix your aircraft? No, you would not. Then why would you consider hiring a real estate agent that has never sold aviation real estate?
Please reach out to me or one of our Aviation Real Estate Specialists. Not hiring an aviation real estate specialist could cost you a pile of money.
Q: Is there anything else you would like to tell our readers?
A: Buyers need to allow time to find their ideal aviation real estate. If you are serious about purchasing aviation real estate in any location, make contact with my team. They should avoid “lead diversion” websites. To learn more, visit: https://www.aviationrealestate.com/post/aviation-real-estate-buyernotam-lead-diversion-websites
Sellers should avoid hiring real estate professionals that misspell the word “hangar” and ask questions like: “Can a 747 land at this airport?” Aviation real estate has extra value not normally understood by real estate agents, brokers, and appraisers.
Q: What are the biggest perks to living in a fly-in community?
A: For those that love aviation and live the aviation lifestyle this question is simple. We love to fly, hear aircraft noises, smell aircraft smells, talk about aircraft, watch aircraft takeoff, and talk to other pilots about aircraft.
Erik McCormick holds his PPC with a multi-engine rating and has logged the most time in a 500 Shrike Commander. He is a second generation pilot, the son of Jack McCormick, aka Baja 1, Baja Bush Pilots. In addition to being a licensed realtor (Arizona), he is the founder and owner of Aviation Real Estate Specialists, Aviation Real Estate Digital Magazine, HangarFAST.com , and AirparkMap.com
by Bob Hart -
The FAA issued a SAIB (Special Airworthiness Information Bulletin) at the end of 2024, strongly encouraging aircraft owners to consider adding angle of attack (AOA) technology, to their panels. They went a step further by suggesting that aircraft manufacturers start adding AOA capability to the new aircraft they build and sell. AOA may be catching on in the GA community but if you think that monitoring angle of attack is a relatively new concept, consider this quote:
“At this very moment, thousands of men, trying to learn to fly, are wasting tens of thousands of flight hours simply because they really don’t understand how an airplane flies; because they don’t see the one fact that explains just about every single thing they are doing; because they lack the one key that with one click unlocks most of the secrets of the art of flying. In the textbooks, this is discussed under the name of Angle of Attack. The story of Angle of Attack is, in a way, the theory of flight.”
—Excerpted from Wolfgang Langewiesche’s book: Stick and Rudder, 1944.
When I last spoke of AOA, I commented that when I learned to fly in 1972, the subject of angle of attack was never mentioned in my flight training – I suggested that it’s not likely getting much discussion in training cockpits today. I hope I am wrong but without AOA equipment in the aircraft, there isn’t much to talk about. The FAA wants this to change. So, prompted by the FAA’s push for AOA, let’s discuss the principles behind it and visit the options available to add AOA to your panel.
In aerodynamics, angle of attack specifies the angle between the chord line of the wing of a fixed-wing aircraft and the vector representing the aircraft’s relative motion. The lift coefficient of a fixed-wing varies with the angle of attack. Simply stated, increasing the angle of attack increases lift up to a certain point and, like all things, you eventually reach a point of diminishing returns, the maximum lift coefficient.
As we all know, this can happen very quickly in an airplane and the results can be unnerving or worse. This is known as the “critical angle of attack” (or “stall angle of attack”). Below this critical angle, lift increases. Conversely, above it, airflow over the wing is disturbed. The smooth airflow over the wing begins to separate from the upper surface and lift dissipates. You would think your airspeed indicator and stall warning indicator are all you’d need to avoid this situation, but the facts speak otherwise.
The FAA, in the SAIB, mentions the Colgan Air crash of a Bombardier DHC-8-400 in NY in 2009. In their report, they mention a number of failings on the part of the pilot and copilot that lead to the crash, including the inappropriate response to the activation of the stick shaker, failure to monitor airspeed, and failure to adhere to sterile cockpit procedures. They finally mention inadequate procedures for airspeed selection and management during approaches in “icing conditions.” At the time, I perceived the latter (icing) was the issue, along with pilot fatigue. The pilots were exhausted!
Interesting fact here. The stick shaker in the Dash-8 has a setting for flying into known icing that triggers it to activate 18 knots sooner than in normal conditions. The first officer, who sadly made just $16,000 in her last year in the right seat, set it up for normal conditions. I checked. AOA technology was not available in the Dash-8 in 2009. The stick shaker, pretty much the equivalent of our stall warning in GA, was it.
We have learned over the years that there is rarely just one reason an aircraft crash occurs. It is usually a series of factors. I remember the 1964 movie, “Fate is the Hunter,” that shows a fatal crash and the post-crash investigation. I was likely a fledgling pilot when I saw that movie some years later and it left an impression!
In researching my last article on AOA, I discovered that one in five accidents in Mooney aircraft are related to R-LOC or loss of control on the runway. It seems that the slick wing we find in the Mooney can be a handful, especially when landing with a little extra airspeed. We were taught to add a margin to our landing speed when approaching in windy conditions – not an issue in my Piper Colt, my first aircraft with that fat, Hershey Bar wing. But the Mooney’s wing wants to float. We know the risks of pushing the nose forward in those situations and what can happen when you land on the nosewheel. Frankly, even the Cessnas can be an issue in this environment. It is not that unusual to find a damaged or repaired firewall in a 182 at prepurchase inspection time, as a result of landing on the nosewheel. The same approach flown in a Mooney or Cessna (or Piper!) with an AOA or Lift Reserve Indicator can safely be flown at a lower approach speed and therefore minimize this.
Consider this: a stall can happen at any airspeed. So much for the airspeed indicator; the stall speed of an aircraft is a moving target! The stall speed of a lightly loaded aircraft with only the pilot aboard changes at full gross weight, yet a stall always oc curs at the same exact angle of attack. Stall warnings actually tell you late in the process – sometimes too late. Fact is, a properly installed and calibrated AOA or lift reserve indicator shows you a direct measurement of your available “lift” when you need to know it. Simply stated, that’s better!
AOA technology has been around for many years and some of that technology is no longer used. Until a few years ago, we saw two primary approaches to measuring AOA: the pivoting vane and differential pressure. Both systems require a probe or vane of some kind, professional installation, and calibration. Recently, we have added probeless AOA options that are both very economical and do not require calibration which adds to the installation expense. Let’s take a look at your options if you plan to add AOA to your aircraft, starting with the pivoting vane.
The concept is simple: The moving vane rides the rela tive wind and constantly “reports” its position in relation to the cord line of the wing. An indicator in the cockpit inter prets the information and relays this to the pilot. EM Aviation is the only pivoting vane option for GA that I can see.
Sport Air USA/EM Aviation RiteAngle ™ Integrity AOA System at $1,675
Originally designed by EM Aviation, Sport Air USA ( sportair.aero ) is now supplying the AOA vane system, with an FAA-approved option with their RiteAngle “Integrity” AOA System for $1,675. If you think a vane system is best for you, Sport Air USA/ EM Aviation appears to be your only option. Sold by Aircraft Spruce.
This is the more common approach to AOA/reserve lift that we see today. AOA/lift reserve systems that operate this way use a single probe, mounted in clean air – typically under the wing on single-engine aircraft or on the nose of a twin.
The probe has two ports and measures differential pressure. It then reports it to the IM (interface module) and to the indicator. The DP approach requires plastic pressure lines to be run between the probe and the processor. A number of manufacturers are now offering DP AOA/Lift Reserve systems for installation in certified aircraft.
Alpha Systems AOA starting at $2,550
Alpha Systems (www.alphasystemsAOA.com) offers DP AOA systems for certified aircraft. They have a system for non-pressurized and pressurized aircraft and a wide variety of display options including a heads-up display (HUD) option. In fact, Alpha Systems has played a significant role in developing display options for AOA. An optional heated probe is also available. Their AOA systems start at $2,550 with three display options and they have a system for two-pilot applications. Alpha sells direct, so you can order from their website.
with their G3X EFIS system) and a DP probe like the other sys tems above. The standard GI-260 system is $1,595 ($1,695 with heated probe). One display is available with different mounting options. Sold only through Garmin dealers.
Dynon AOA (www.dynonavionics.com) is also a differential pressure system, and the software is built into the HDX. You simply add the AOA probe (at $265), and AOA is displayed on the HDX.
Safe Flight Instrument Angle of Attack at $3,450 through Aircraft
Safe Flight (www.safeflight.com) offers a different approach on a similar theme. This may be a new name to you but it’s not a new name in the industry. Actually Safe Flight invented the stall warning device back in the late 1940s and these devices have been standard equipment on more than 40,000 aircraft.
Safe Flight’s Lift Transducer moves in both directions and precisely measures the “stagnation point” and flow field of the wing. Their SCc AOA system sells for $3,450 and you order directly from Aircraft Spruce. The list of compatible aircraft is limited to aircraft that already have the Safe Flight stall warning system factory-mounted on the aircraft.
A number of EFIS manufacturers have come to market with probeless AOA systems, as a standard feature or an option with their EFIS systems. Probeless AOA is software-based and calculates AOA by combining information from air data, AHRS and GPS, or by comparing the aircraft’s pitch, flight path, and G-loading as in the uAvionix AV’s. There are no external sensors required.
The uAvionix AV-30 and AV-20-S ( www. uavionix.com ) includes probeless AOA at no additional charge! The AV-30-C electronic flight instrument or AV-20-S backup instrument provides built in AOA and is calculated by comparing the aircraft’s pitch, flight path, and G-loading. AOA is included in the AV30-C AI at $1,995 or the AV-20-S backup instrument for $895.
Aspen AOA at $995 (unlock capability for $995)
Aspen (www.aspenavionics. com) was the first to introduce probeless AOA as an option for their EFD-1000 in 2016. Aspen’s Evolution AOA indicator calculates angle of attack from the flight envelope data received from the air data computer, attitude heading reference system (AHRS), and a certified GPS. It does not require additional hardware, nor does it require any external aircraft modifications or sensors. The cost to unlock AOA capability in your Aspen EFD-1000 or MAX PFD or MFD is $995.
Probeless AOA requires no installation. The pivoting vane and differential pressure systems require the installation of a vane or probe in clean air, which is often at the leading edge of the wing. I discussed this with a shop experienced in the installation of vane or probe systems, and they indicated it should take less
than 20 hours to install. However, vane and DP systems require calibration flights that can add hours to the project and require two in the aircraft to safely complete it. No question, probeless AOA is where the value is but there are compromises in all these systems, so do your homework. Since the system’s role is to help you at reduced airspeeds, often with extended flaps, it is recommended to calibrate the AOA in this configuration.
An autopilot is certainly one of the best safety improvements you can make to your aircraft, but it is a significant investment. The investment in AOA also makes sense and you can get into it for as little as $1,400 (uAvionix AV-20-S installed). If you already have EFIS technology in your aircraft without AOA, you can likely add it for even less. The more you know about angle of attack, the more you’ll want to have it.
Thanks for Reading!
Until next time … Safe and Happy Flying!
Bob Hart purchased his first airplane in 1971 at age 21. He’s owned five others since. As a Senior Avionics Consultant at Eastern Avionics, Bob has personally sold over $20 million in Avionics. Bob now offers avionics advice through many online forums and through his website: www.AvionixHelp. com and is semi-retired. After living in Colombia, South America, for a few years, he is now back in sunny Florida.
Editor’s Note: Bob Hart is a regular participant on the Piper Owner Society’s forums and is available to answer your avionics-related questions. To contact him, visit www.PiperOwner.org, click the Forums tab, and scroll down to the “Avionics” forum. Piper Owner Society membership is required.
by Scott “Sky” Smith
Ithought it would be easy to relate a few of the requests we have had lately. Not surprisingly, airports are increasing the insurance requirements of pilots who hangar their planes at their location.
But before we get into that, let’s do a little review. As I have said before, unlike auto insurance, there is not a nationwide requirement for minimum aviation insurance. Only 12 states require some sort of financial responsibility (bonds, cash, or insurance are a few of the ways to meet the requirements). On the last internet search I did, those states appear to be California, Connecticut, Hawaii, Indiana, Maryland, Massachusetts, Minnesota, North Dakota, Oregon, Rhode Island, Utah, and Virginia.
That means that unless you have a bank loan with insurance requirements or an airport with requirements, you might not need to buy any insurance. Of course, that also depends on your personal risk assessment. Remember, it’s always best to talk to legal and financial advisors before you decide whether to buy or not buy insurance.
Most airports have some sort of insurance based on the ownership of the airport. It might be an insurance policy bought by the municipality or it is self-insured by the community. It can even be a combination. The reality is the airport requires protection from accidents and losses just like any homeowner would.
The number of airports that are requiring some sort of insurance coverage is increasing. Why? The local airport owner (city/ county/municipality) is worried about being protected if someone (you the aircraft owner and hangar lessee/owner) were found liable for something.
The airport wants extra protection from your policy. The requirements used to be to just have the airport listed as an additional insured. Being listed as an additional insured, in very simple terms, says your policy will cover the airport owner as an insured on the policy. Pretty simple.
Naming an additional insured on the policy does “dilute” your coverage slightly because you are now protecting another party.
By Joel Turpin, ATP/CFII/FAA Master Pilot
Here is what happens when you rush your airplane mechanics to finish the job they are working on, which in my case was a 100-hour inspection. The incident occurred on April 7, 1977.
I was the chief pilot and flight training officer for a commuter airline based at Fort Leonard Wood in South Central Missouri. On that day, I was at our maintenance hangar on the Rolla National Airport located about 20 miles north of the town of Rolla, Missouri.
My flying assignment was to fly solo in our company’s Cessna 206 from Rolla to Columbia, Missouri. Once there, I would begin flying scheduled passenger flights in a Beech 18 from Columbia to St. Louis and back to Columbia. On those two flights, I would be acting as an instructor providing operating experience to a Beech 18 Captain I had recently checked out. But first, I had to fly to Columbia, and that is where the trouble started.
The Cessna 206 I would be flying to Columbia was undergoing a 100-hour maintenance inspection in accordance with FAR Part 135. Our dispatcher back at our base of operations at Fort Leonard Wood kept looking at his watch and worrying if I would make it to Columbia for an on-time departure for the flight to St. Louis.
Because the timing was critical, he called the chief mechanic several times to urge them to finish the inspection quickly so that I could depart Rolla and arrive in Columbia prior to the scheduled departure time for Flight 66 to St. Louis.
This constant badgering from our dispatcher caused the maintenance technicians to eliminate one critical step in the inspection, which was the engine run up to make sure everything was done correctly. It was an omission they, and I, would soon regret.
By Carl Ziegler, The Inspector (A&P/IA)
Editor’s Note: Although Carl is chronicling the purchase of a Cessna 172, his observations on this journey also apply to purchasing a Piper.
Do you have the urge to buy or upgrade your current magic carpet? This is my two-and-a-half-year quest to locate a 172 that was purchase worthy. Having a maintenance background does not necessarily make it easier to find an aircraft suitable for purchase. Previously I had been flying a 1966 Alon Aircoupe and absolutely loved that little airplane, but it was time to upgrade to something a little more comfortable, one with two doors for ease of in and out. Especially important when you start hitting the senior ages. I should mention that I learned to fly in the Cessna 150 and the 172 series.
My shopping list was simple, as I certainly was not looking for a glass panel or something that was recently overhauled and very flashy. I was looking for a 172M model and wanted to stay with an aircraft that had a 12-Volt electrical system for compatibility and ease of maintenance. I wasn’t overly concerned with engine time, but I was trying to keep the airframe time a good percentage under the 10,000-hour mark. My number one goal was to find an airframe that was actually in good shape. As a mechanic I wasn’t overly concerned with mechanical conditions as I expected that any items uncovered could hopefully be remedied with time, skills and money. I also knew that avionic installations were going to be all over the board for equipment age and condition. Fortunately, in retrospect, I was lucky
to be doing all the shopping prior to COVID. Looking back at the time frame, this turned out to be very beneficial as market prices were “normal” compared to the present day. As a story time-frame reference, I finally found my airplane in the summer of 2018.
As a teaser, note the photo of the bird nest in the cowling I looked at in the Chicago area. This plane sat on the ramp looking very dejected and needed more help than I was willing to give it. Not uncommon and sad.
Observation Number One: There is rarely an airplane available in your immediate area.
The necessity to travel becomes an important requirement when you’re shopping for an aircraft. The alternative? Have someone you trust lay eyes on any prospect. I was very fortunate to be working for an airline which allowed me the freedom to travel on a standby basis without the restrictive cost of buying a last-minute ticket. Carol would also be going with me on a majority of the junkets, as these aircraft were scattered across the country. In a nutshell, I looked at 26 airplanes from the Midwest down to Orlando and out to the coasts of Oregon and Seattle.
Observation Number Two: Just like shopping for a used car, owners would ask market value for an aircraft that I swear had never seen a vacuum cleaner or a spray of Windex. It was apparent that teenagers must have been living in some of these planes for the last month or so. The exceptions would be the aircraft that dealers were marketing or aircraft that had been freshly updated or painted. Unfortunately, those aircraft were a very small percentage.
Observation Number Three (from Carol): Many owners seemed totally unaware of the actual condition of their airplane. That becomes painfully obvious when you look at the exact same model of aircraft and you’re able to compare airframes, with the only variable being maintenance performed or should I say not performed.
Observation Number Four: Not one seller, in all of my travels, ever asked what I did for a living.
This was one of the most perplexing observations. If you note my bio, you’ll see that I have an IA rating, with more than a couple years of experience. This is in conjunction to working full-time as an aircraft inspector at a major airline. Get this, I never indicated my experience level with airplanes or my maintenance background in aviation. When I discovered issues, I would very casually, but sternly, point out airworthiness issues on their aircraft and encouraged the owner to have their mechanic take a better look (or second look) at a noted discrepancy. After viewing the first couple of airplanes this almost became a joke between Carol and I as to whether or not somebody would ever quiz me on my background.
Sadly, and stunningly, some of the issues uncovered in my walk around pre-purchase inspections would be considered grounding issues, apparently unknown to the present owner. A few of these aircraft recently had their annual inspections.
Enjoy and learn from the brief stories on a few of the 26 aircraft that we looked at across the United States. I ended up purchasing number 26 in the summer of 2018.
Lesson Learned: Always inspect the plane in person. Pictures don’t tell the whole story.
Location: Indianapolis area
The group selling this aircraft did a very nice job of presenting the aircraft on the Internet. To their credit they had many photos and good information. On the trip down Carol made the comment, “Do you think this will be the airplane you might buy?” As she would soon discover, the smart shopping philosophy is to inspect everything in person and never rely solely on photographs. This principle would shape the rest of our shopping experiences.
This first aircraft was your standard 172M and supposedly had a recent repaint. It looked really good in the photographs but when I got within 10 feet it was obvious that the plane looked much better online than in person. The airplane was freshly painted, but it was painted over the old paint which was never stripped from the aircraft. The paint surface actually had a tactile “texture”. I have, over my tenure in aviation, labeled this kind of paint job, “vortex inducing paint.” It’s like someone added grit to the paint but in fact it was just very poor application.
We walked up to the airplane together and Carol took one look at it and while she’s not mechanical, she knows what a good paint job is supposed to look like. I took one look at her and she knew exactly what I was thinking. I motioned for her to go hang out in the office for 10 minutes and I’ll just go through the motions of looking at it to justify the 600-mile trip. I thanked the dealer and left after spending about 20 minutes total at the airport. So much for airplane number one.
Location: Southern Minnesota
I found a 172M on Craigslist and we stopped at the airport to take a look at this aircraft on the way back from a vacation out West. This airplane started with some potential. It had a beautiful repaint, standard Cessna radios, and decent times on engine and airframe. The owner did not have the logbooks handy, so I made a trip back down a week later. The owner pulls out two brand new logbooks and lays them on the table in front of me. I queried if he had any additional logbooks and he said these are the only ones that he had. I was momentarily speechless because in general, any vintage 1974 airplane should probably have a minimum of three logbooks. The owner then hit me with the bombshell: The original logbooks had been lost in a fire back in 2000 and these were the newly “reconstructed” logbooks for the aircraft. I opened the airframe log expecting to see a lengthy statement that you should expect to find when starting a new set of logbooks. The first statement in each logbook read almost exactly as follows:
Aircraft logbooks lost in fire, AD’s complied with Illegible Signature
They were regularly flying this plane and it had a relatively recent annual inspection. This poor airplane was a mess as well as being non-airworthy. Again, they asked market value and after we got home I noticed it was off the market for over two months. I passed this one up.
Location: Central Wisconsin
This 172M had a very unique “fish skin” paint job (heavy orange peel) and again showed a lack of tender loving care. In addition, almost every one of these aircraft viewed had scat duct tubing that had been originally installed at the factory. Note the accompanying photograph to get an idea of what rotted scat tubing looks like. If yours look like the ones in the photo, please change them out. Not only are they in poor shape, but the metal windings in these eventually rust and cause corrosion issues if they are in contact with aluminum skins. If you own a Cessna Cardinal or a 210 and you have had your center section inspected and your scat tubing looks like this, ask your shop for an explanation of why they did not offer to change sections out. Poor condition scat tubing can cause serious issues when in contact with the spar carry through. Fortunately, we don’t tend to see this issue in most Pipers.
More than several other aircraft that Carol and I looked at around the Midwest all had the same themes of needing paint, interior upgrades, and radios. I was coming up on the two-and-ahalf-year mark of shopping and was thinking I would never find an aircraft worthy of my time and effort. Finally, word of mouth from an acquaintance turned me on to a 1976 172N in northern Minnesota that might be worth looking at. At least this one was within driving distance.
Location: Northern Minnesota
I found a 172N with an engine that had only 12 hours and the airframe time was shy of 9,000 hours. We walked into the enclosed hangar to find an aircraft totally covered in dirt. Within 15 minutes I had a tick on me. Under the dirt, the paint was in very good shape, the interior was awesome, and the tires were not flat. On the seat in the aircraft was a logbook sticker indicating a new battery had been installed. Carol heard my gasp and asked what was wrong. I said this sticker is over 4 years old and I’m looking at the tach time which hasn’t changed in over four years! This airplane had a brand new, overhauled engine and had been sitting in the hanger with break-in oil all these years. For some reason there was no fuel in the aircraft.
Overall, the aircraft didn’t look too bad despite being covered in dirt, no fuel, and an obvious mismatch of the spinner to the cowling. I pulled a few inspection panels on the aircraft and was confident that the airframe was in very good shape. This left the condition of the engine with its sit time as the big unknown. Conversation with the owner was very fruitful, as he understood the potential of me doing a tear down on a brand-new engine due to corrosion and inactivity issues. I think I may have finally found my aircraft – number 26. A very fair deal was struck on that basis with a few caveats!
The bank I was using wanted a pre-purchase inspection. I was able to do one better, I was going to annual the airplane satisfying their requirement. My only drawback was the airplane was two hours away from my toolboxes, necessitating several trips to perform the annual.
The logbooks and paperwork review showed completeness and consistency which was a rewarding find. Especially compared to some of the other aircraft where logbooks were very questionable. An interesting revelation was that while the logbooks were awesome, the maintenance group’s execution of work on this plane was about 80%. “Eighty percenters,” is my new term for a mismatch of paperwork and actual aircraft condition. For example, there was $2,000 worth of new baffles installed on an overhauled engine and maintenance never took the time to actually fit and seal the baffle materials to the cowling. The missing fuel turned out to be from dried and leaking seals at the gascolator. There were no recent stains so that fuel had been gone for quite some time. I removed one cam follower from the Lycoming O-320-H2AD engine and looked inside the case with a borescope. Surprisingly the cam and followers were in excellent condition. I can chalk that up to having break in oil that was still clinging to the components after four and a half years. I personally would never have expected to see that. There was minor rust in the cylinders at the top ends, but nothing that gave me an indication that running the engine was going to do any additional damage.
The flight back to my home base was mostly uneventful, with the exception of the oil temperature sitting on the red line for the duration. Turns out that in the process of engine rebuilding and reinstalling, it must have been too much work to take the time to clean the fins on the oil cooler. The cooler luckily did not need to be flushed (an item suggested during an overhaul) but probably had 50% to 60% airflow blocked due to dirt and debris over its lifetime. The previous owner had been flying it this way for the first 12 hours. Ouch!
In addition to new baffling, a new lightweight starter had been installed. Again, being 80 percenters, why would you go through the trouble of fabricating a baffle plate to cover up the new hole that was created with the installation of the smaller diameter starter.
Analysis of the spinner mismatch to the cowling showed the engine mount washers had not been installed in the correct locations for the serial number on this plane. Putting those in the correct locations restored the thrust line back where it was supposed to be.
After a couple of weeks attending to TLC items, the plane was in pretty good shape. One important issue I wanted to attend to was a good overhaul on the Bendix D3000 dual magneto. This was a story in itself. The maintenance shop had an individual supposedly do an overhaul on the magneto at the same time the engine was done. I had looked at the work order and while the work performed seemed plausible, I did not have a lot of confidence in an unknown person working on this model of magneto. The following spring I ordered an exchange magneto and when I opened up the existing one, I was not disappointed by my suspicions. My findings indicated the cam retention screw had not been changed or torqued, there were loose screws on the distributor blocks and the p-lead capacitors had not been changed out. All were items that should have been addressed for the defined overhaul. Most certainly I was looking at an impending failure somewhere down the road. The Bendix dual magneto is actually a very good unit, but it does not tolerate poor maintenance practices. Despite the dual magnetos poor early service history, they have become a very dependable ignition system. I would like to stress that a quality overhaul from a qualified shop is the ONLY way to go with these mags whether they are on a Cessna or a Piper. They give excellent service despite the mental reminder of only having one drive!
Gaston’s White River Resort
Airstrip on Premises (K3M0)
Lakeview, Arkansas
Website: www.gastons.com
Hours: Closed for month of January.
February-December: Daily: 6:30 a.m.-8:00 p.m.
Gaston’s White River Resort has an airstrip which gives fly-in visitors access to outstanding fishing on the White River Flowage (they have boats available), lodging, food and other amenities.
What Our Pilots Are Saying:
“Beautiful setting along the White River with 79 fishing cabins and a first-class restaurant with two chefs and a unique salad ‘boat’ bar.” Never had a bad meal in all the years I’ve been flying
there. Prices are very reasonable, too. White River is a noted trout river. The associated grass strip at the resort is 3200 feet long. The folks are very friendly and go out of their way to help you. It’s not as pretentious as a ‘resort’ name would imply. Call 870-431-5202 to check on field conditions.”
Chris Bron Springfield, Illinois
“The food is great and the setting is amazing. Nestled along the White River in the Ozark Mountains. With a very well-maintained grass runway. Please note specific approach/ departure instructions!”
Archie Stanphill Lonoke, Arkansas
Gaston, Arkansas is awesome. Great food with the best salad bar you’ll ever find. The restaurant is very cool inside with a view that’s worth the trip. And the landing strip is cool to fly into.
Steve Baldwin Lawson, Missouri
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Do you have an answer for any of these questions? Log onto the forum and help a fellow owner: www.piperowner.org/talk
QI’m relatively new to the Piper family and the plane I purchased has an uAvionix ADS-B Out unit installed in the place of the OEM tail navigation light. I no longer need it due to an avionics upgrade (only using it for the light currently), and a buddy of mine wants it. Anyone have a recommendation on a good replacement for the OEM navigation tail light?
—jewilson2
AIf you are looking for a modern LED replacement this may work for you:
If you are looking for the factory incandescent version, I would try a salvage yard for a good original replacement and just order a replacement bulb from Aircraft Spruce. You can also check with Wentworth Aircraft, Inc. (www.wentworthaircraft.com)
—Michael Jay Jones, Piper Owner Society Aviation Director
QI own a 1963 Piper Cherokee that needs to have the magnesium wheel halves replaced. These are the parts that the 6.00 x 6 tire fits around. The number on these parts is 40-28. We cannot find anyone that has these replacement parts for my main landing gear. Does anyone know what other wheel halves would fit that would have an STC to allow it for the Cherokee B? Has anyone else solved this? The old Main Wheel Assembly is Cleveland 40-28 and I think it is the same assembly that was used on the Piper Colt and Tri Pacer. I am looking for something from another company in place of the original Cleveland assembly that would fit my 1963 Cherokee PA-28 B serial # 28-1400.
—Goldfinger
Piper
Although we provide help to our members with maintenance questions, every plane problem is unique. According to 14 CFR section 91.403(a), the responsibility for airworthiness rests with the owner/operator. We therefore advise you to also consult your A&P/IA, and the manufacturers directly, when researching answers to your questions.
AI don’t have a link or phone number readily available but I recall getting great tech support from the Cleveland Wheel and Brake folks. Might try asking them directly.
—djpathis
AThey do have replacements for the Cleveland products, but I am looking for an alternate manufacturer due to their pricing. Thanks.
—Goldfinger Piper
ATry some of the salvage yards like Texas Air Salvage, Wentworth, etc. There’s a good chance they may have what you need.
—Jim “Griff” Griffin
AThanks for that suggestion. What I am looking for is aftermarket replacements for the Clevelands, another company that makes them with an STC. Your time is appreciated.
—Goldfinger Piper
QThis is in regards to climbing to 8,000-9,000+. Highest I’ve gone in the Dakota is 8,000.
My question is when do people usually, if at all, start leaning mixture and how much? The POH states not until 5,000. Just curious about other people’s climbing procedures, climbing rate, etc. Plan on heading to west coast next year and would like to be comfortable with the higher end of the plane’s ceiling limits. This also opens the door for supplemental oxygen systems and recommendations?
— TONYTB
AYou’re wise to follow the POH. Above 5,000 is very reasonable to begin leaning. If I recall, your home airport is around 770 ft (mine is 800 ft), so as far as our engines are concerned, that’s pretty close to sea level. I lean for taxi, but go full rich from run-up to cruise altitude. I’ll sometimes lean out lower than 5,000 at cruise, but never if climbing or when power is required. When you get in the mountains, follow the POH for leaning during run-up and take-off.
There are a couple portable O2 system manufacturers. I own an Aerox system and have been very pleased with it. I personally use the canulas, but you can attach a mask if you wish.
When I was younger, I didn’t need oxygen until I was above 12,000 feet. As I’ve aged (I’m 64 now), I’ve begun wearing it at lower altitudes. I generally put it on at 8,000 feet. It keeps your mind sharp and helps your eyesight, especially at night.
—Jim “Griff” Griffin
AAny suggestion how much to lean as you climb? I’ll have to check the book on take off at higher altitudes also. Thanks! — TONYTB
AMy opinion is leaning during climb is dependent upon your CHT & EGTs. I try to keep my EGTs above 14001500F, I’ve had it get below 1400-1350 in a density altitude 10,000+ when I wasn’t following it close and was losing power, too rich. I’ve found keeping EGTs around 1450-1500 gives sufficient power to maintain climb rate. Comments appreciated. — roevadas
Radiant Technology has just released a new carbon monoxide detector and alarm that makes monitoring CO detection easier than ever.
The CO-USB Carbon Monoxide Alarm can be powered from any USB port, Android or late-model iPhone (15 or later) and consumes very little power. It reliably indicates CO levels and, per FAA guidelines, flashes bright red at 41 PPM if unsafe levels are detected. It is designed not to be deceived by interference from other gasses. Just plug it in, give it a few minutes to warm up, and it will begin giving accurate CO level readings.
The best part? This new device comes with a 5-year warranty and a price that won’t cause sticker shock. The introductory price is $29.95 per unit, a small price to pay for an added measure of safety.
You can find more information about this device, including ordering information, at www.radiantinstruments.com
