Glass-Panel Upgrades for a Piper PA-32- 301T Turbo Saratoga, Part 6 p. 30 - Pre-owned Aircraft Market Update
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piperflyer.org
Glass-Panel
Upgrades for
a Piper PA-32-
301T Turbo
Saratoga, Part 6
p. 30
June 2022 / Volume 19 / Issue 6
Pre-owned
Aircraft Market
Update
p. 24
Destination:
Exploring The
Alabama Hills
p. 52 p. 38
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June 2022
What’s inside / VOLUME 19 / ISSUE 6
CONTENTS
8 The View From Here
by Jennifer Dellenbusch
8 Letters
10 Events
14 The High and the Writey
by Kevin Garrison
16 Questions & Answers
30
by Steve Ells
22 The Speed of Flight
by Tom Machum
24 Pre-owned Aircraft Market
Update: Q1 2022
by Jason Zilberbrand
30 Glass-Panel Upgrades for
a Piper PA-32-301T Turbo
Saratoga, Part 6
by Doug Allen
38 Using Your Toys as Tools
by Troy Whistman
38
48 Electroair “Dual Mag” EIS
Receive FAA Approval
by Steve Ells
52 Destination: Exploring The
Alabama Hills
by Glynn Dennis
60 Press Releases
68 Aircraft Safety Alerts
72 Advertiser Index
52
74 FBO of the Month
Cover: Piper PA-28-181 Archer LX.
Photo Keith Wilson.
4 • Piper Flyer June 2022
S !
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U Y
B
V E
HA
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TO GET STARTED CALL 651.451.1205
wipaire.com/aircraft-for-sale
South St. Paul, MN (KSGS)
VISIT US ALONG CELEBRATION WAY
AND AT THE SEAPLANE BASE
Vol. 19 • Issue 6 • June 2022
The Official Magazine of
The Piper Flyer Association
LIST YOUR AIRCRAFT PRESIDENT
Jennifer Dellenbusch
FOR SALE
jen@aviationgroupltd.com
VICE PRESIDENT / DIRECTOR OF SALES
49
Kent Dellenbusch
$
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CREATIVE DIRECTOR
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ASSOCIATE EDITORS
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for as low as Troy Whistman
EDITORIAL AND PRODUCTION ASSISTANT
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Jill Waterston
Used Aircraft Welcome!
Since 1978, Aviator Hot Line® has been a leader
CONTRIBUTING EDITORS
Marketplace
in bringing aircraft buyers and sellers together.
Our mission is to bring you the best selection
of used aircraft at the best market price.
Mike Berry
Throughout this section, you’ll find quality
aircraft, all priced to sell. Enjoy shopping
Steven Ells
Aviator Hot Line®’s Used Aircraft Marketplace! Kevin Garrison
Michael Leighton
Tom Machum
John Ruley
1978 ROCKWELL / COMMANDER 690B-10 • N20MA 2005 THUNDER MUSTANG • N451KC
Dale Smith
Kristin Winter
Dennis Wolter
TTAF: 7523.3, Left Engine: 2578.0 Hrs, 2323 Cycles SMOH, 61.1 Hrs SHSI,
Right Engine: 2562.0 Hrs, 2298 Cycles SMOH, 61.1 Hrs. SHSI, Annual Due:
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/ CONTRIBUTING PHOTOGRAPHERS
FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345
Paul Bowen
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$649,000
Located: JACKSON, MS (KJAN) • pauldalex@aol.com
Paul Alexander • 662-392-5034
Located: Troy, Alabama (TOI) • kenny@kwplastics.com
Kenny Campbell: 334-372-7283 or 334-566-1563
James Lawrence
Keith Wilson
1998 PIETENPOL GREGA GN-1 • N4FQ 1934 STINSON SR-5E RELIANT • NC14187
PIPER FLYER ASSOCIATION
1042 Mountain Ave. Ste. B #337
Upland, CA 91786
Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop,
Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Appraised by Air Assets on 09/16/19--Market Value: $113,500 •
Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits
626.844.0125
Polyfiber • Annual is Good Until February 28th, 2021 • Always in a
Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. Museum or Hangar • ONLY $99,999
MONTANA Location (MT53)
406-499-2756 • skycovers@yahoo.com
El Cajon, CA (KSEE)
916-532-8004 • mwdonaldson13@yahoo.com www.piperflyer.org
1969 PIPER CHEROKEE 6/300 • N8950N 1946 PIPER J-3 CUB/PA-11 • N71081
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
TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90 #337, Upland, CA 91786. Subscriptions, advertising orders, and
GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System,
No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL,
HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of
Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located correspondence should be addressed to 1042 Mountain Ave.
Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper
Cherokee 6/300
at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location •
$109,500 Ste. B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.;
Convenient FLORIDA Location Location in Alaska • cub407wb@gmail.com Canada and Mexico add $15.00 per year; all others add $25.00
612-387-2486 • erica.steffenson@gmail.com 907-315-6006 (Chuck) • 907-354-6203 (Nick) per year (U.S. Dollars only). Eighty percent (80%) of annual dues is
www.aircraftforsale.com 15 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
All our aircraft listings are also included on report of inferior products obtained through our advertising, so
corrective action may be taken.
6 • Piper Flyer June 2022
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June 2022 | Piper Flyer • 7
The View From Here Letters to the Editor
Jennifer Dellenbusch
Send your letters to
editor@piperflyer.org
Youth in Aviation
Michael Leighton
April 2022
Dear Editor,
See you soon!
I earned my private pilot certificate
in 1977, and recently, my now-18-year-
old grandson earned his pilot license too,
at age 17, after soloing at age 16. His first
lesson was at age 14. He now has college
WE’LL BE HEADING OFF TO the Gathering at Waupaca and to EAA AirVenture
plans to become a commercial pilot.
Oshkosh in just a couple of months. This is always such an exciting and busy time of
After raising a family of three boys
year as we add all the event planning and prep to our already busy schedules.
and being able to purchase my own
We’ve had a phenomenal response to the Gathering this year, and rooms in the
aircraft, my boys found no attachment
main event hotel, the Par 4 Resort, are sold out. We managed to snag a few addi-
to aviation. I was very happy when my
tional rooms at the Waupaca Ramada—a short distance from the main hotel. So, if
grandson asked if he could learn to fly.
you are attending the Gathering, be sure to book your rooms right away. (You can
I imagine that there are several pilots
find contact information at the bottom of this page.)
with similar circumstances; and hope
We have some engaging and informative seminars in the works and the usual
someone in the family will find aviation
good food and camaraderie. Responding to past survey suggestions, we’re adding in a
as a career choice.
little more time between seminars for socializing (or napping). We’ll have a complete
As for my grandson and I, we hope
lineup of speakers and topics soon.
that aviation will always be available to
For up-to-date information about the Gathering, go to thegatheringatwaupaca.
the common person.
simpletix.com or join our Facebook group “The Gathering at Waupaca” (tinyurl.
Robert Starnes
com/18thGathering) to get updates and interact with other attendees.
Hope to see you there or at our booth at AirVenture. We’re in Booth 3126 in
Hangar C. Stop by and say hi!
Blue skies,
The Gathering at Waupaca information
Register
thegatheringatwaupaca.simpletix.com
Hotel reservations
Ramada by Wyndham Waupaca
(715) 258-9212
8 • Piper Flyer June 2022
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June 2022 | Piper Flyer • 9
PFA EVENT FEATURED EVENTS
Dennis K. Johnson
July 23-24, 2022 June 21-25, 2022
The 18th Annual Gathering at Waupaca 36th Annual Sentimental Journey to Cub
Par 4 Resort and Conference Center Haven Fly-in
Waupaca, Wisconsin Piper Memorial Airport (KLHV)
PFA’s annual pre-OSH event with fun, Lock Haven, PA
food, and friendship. The rate is $150/ Featuring: Piper PA-18, Piper L-4, Pip-
person. The event includes a welcome er L-18, and Piper L-21. Tour the C-54D
reception on Saturday, seminars and a Berlin Airlift Spirit of Freedom flying
banquet on Sunday, and a motorcoach museum. Judging all makes and mod-
to AirVenture (July 25-27). Seminar els of aircraft. Lots of food, fun, and
topics include oil changes and oil anal- fellowship. No. 1 grassroots fly-in in the
ysis, staying current when your time is country! sentimentaljourneyfly-in.com
limited, and more! For more information
or to register for the Gathering, visit
thegatheringatwaupaca.simpletix.com.
HAVE AN
UPCOMING EVENT?
Please send details three
months (or more) in advance
to editor@piperflyer.org
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June 2022| 972.829.4635
| Piper Flyer • 11FLYER EVENTS Continued from Page 11 July 25–31, 2022 EAA AirVenture Oshkosh Wittman Field (KOSH) Oshkosh, Wisconsin Experience the largest annual gathering of aviation enthusiasts. From unique, historic aircraft to world-class daily airshows, you don’t want to miss the World’s Greatest Aviation Celebration. For more information, visit eaa.org/en/airventure. HAVE AN UPCOMING EVENT? Please send details three months (or more) in advance to editor@piperflyer.org 12 • Piper Flyer June 2022
June 2022 | Piper Flyer • 13
The High and the Writey / Kevin Garrison
Aviation Movie Myths: The Sequel
This time, it’s for keeps.
Based on a previous column her back into the airplane through the the passenger masks fell. The second one
by Kevin Garrison broken window. was much slower, and we got low enough
Produced by Kevin Garrison Jim Talbert quickly enough that the masks did not
Edited by Scott Kinney and drop. Neither one was a big deal.
Troy Whistman Movie writers and producers must not
Music by Kevin Garrison think that airplanes are cool enough, so Airplanes are not submarines
they make them more volatile and dan- If you want to take lack of knowledge
“I believe ‘Airplane’ was the most realistic gerous. One of the most frequently used of aircraft systems to its extreme, I give you
airline movie ever. So true to life.” tropes is that of “explosive decompression.” “Airport 77,” a movie whose premise is so
Ed Fogle After four decades of flying transport jets abysmally stupid that it belies description
H
in and around the stratosphere, I can other than to say that most of the film took
ello, Aviation Movie Myth con- tell you that big jets never have explosive place at the bottom of the ocean.
noisseurs. Once again, it is time decompressions. That’s right, the low-flying Boeing 747
to delve deeply into the totemic You need to be in a tiny cockpit and clips an oil rig and crashes in the Bermuda
lore of things that combine celluloid with have a very, very big hole appear in the Triangle. They ditched in the ocean and
flying. Please sit back, make sure your airplane for that to happen. Even a cabin sank with all passengers, but everybody
tray table is up, and that you are firmly window blowing out does not cause an was OK. Why? Because according to Jack
strapped in. It’s going to be a bumpy ride. explosive decompression. If you have your Lemmon’s character: “Nobody is going to
We could go on for a long time detail- head resting against the window when it drown. We’re pressurized!”
ing every aviation-based insult to our in- happens, parts of you or all of you could be In terms of aviation, the movie
telligence. We could spend all day talking sucked out. There have been documented was awful. Of course, it was made in
about each time our sensibilities were cases of that happening, along with the the 1970s, a much simpler time when
assaulted by such things as when Bruce very rare pilot almost being sucked out of a “Smokey and the Bandit” was considered
Willis used an ejection seat to blast out failed cockpit window. high art, the CB radio was fascinating,
of a Fairchild C-123 Provider’s ground- Big airplanes do have rapid decompres- and I was in my dating years—and did
bound cockpit. sion. I have been involved in a few of them not go to drive-in movies to watch the
We could pick the film “Top Gun” apart and can tell you that the rapid change in film, if you catch my drift.
until there was nothing left of it but lousy pressure can hurt your ears and sinuses,
singing, big hair, Greco-erotic volleyball, but it will never suck you out of a window. Superheroes and secret agents
inappropriate uniform ribbon placement, We transport jet people call it “losing Ever since 007 ran out of gas in a Cessna
and actors with lifts in their shoes. the cabin,” meaning we no longer control 172, crashed, and the tail caught fire, I check
Because we all have important flying the cabin altitude using our pressurization. the pulleys in the tailcone on my 172. You
to do this spring, I suggest we look at the One I experienced was relatively rapid, and can’t be too safe about these things.
subject of aviation myths through the Tom Martin
gauzy, Vaseline-covered wide-angled lens
of generalities.
A few of our readers have kindly chimed
A few of our readers I mentioned good old James Bond in
our previous column on aviation movie
in with their flying movie pet peeves—the have kindly chimed myths, but he deserves another look. (The
cinematic raspberry seeds under their
wisdom teeth. I appreciate their input and in with their flying first installment appeared in the March 2022
issue of Piper Flyer. —Ed.) All the airplanes,
will include many of them here. movie pet peeves—the rockets, and gliders that Bond piloted or,
for that matter, was a passenger on, were
Airplanes can’t do that! cinematic raspberry doomed to explode in a ginormous and
I saw a TV show last week. A window
was blown out of an airplane flying at 41,000
seeds under their colorful fashion.
This is especially true during the
feet, and the hero saved the victim by pulling wisdom teeth. “goofy Bond” years when Roger Moore
14 • Piper Flyer June 2022played the part. How can we ever forget
007 in space? Or when he flew a Bede Aero Design AircrAft services
BD-5J, a jet-powered tiny aircraft, through the restorAtion experts
a hangar and then filled it up with regular www.AeroDesignconcepts.com
automobile gas?
We may have to give the superhero You Don’t hAve to buY A new plAne to flY one
genre a pass when discussing movie mAintenAnce | interiors | refinishing
aviation. Many people I know dress up as
these characters and spend most of their
cAll the restorAtion experts
lives pretending to be them. I don’t think 413-568-7300
it is safe to tease people that close to the 112 Airport roAD, bArnes Airport, westfielD, mA 01085
edge with arguments about why the Iron
Man suit would not work or why you
cannot hold your breath in outer space
and expect to live.
I will mention that the absolute best
superhero aircraft must be the Batcopter
from the old and kitschy “Batman” TV
show from the 1960s. Nothing beats an old
Bell 47 painted like a bat.
Speaking of sling-wings
Movie helicopter pilots … almost
always fly from the left seat, even though in
most helicopters the pilot position is in the
right seat.
Rob Oates Continued on Page 60
Rotary-wing aircraft in the movies
can do extraordinary, and even impossi-
ble tasks. They can lift anything and fly
anywhere, including through underground
tunnels. Of course, some, like Airwolf, are
super-duper high-tech marvels that only
their gruff but lovable crew chief, played
by Ernest Borgnine, can truly understand.
Magic airplanes
The 1955 film “Mr. Arkadin” is one of my
favorites. The movie’s opening scene depicts
a “pilotless” airplane with the canopy closed
flying above the Spanish countryside. Later
in the film, the main character, Mr. Arkadin,
can be seen sitting in an open Navion cock-
pit as he speaks with his daughter on the
radio. He then commits suicide by jumping
from the plane. How did he manage to close
and lock the canopy?
David G. Hatch
There is no end to the magic that hap-
pens when aircraft are used in movies. A
four-engine airliner turns into a two-en-
gine aircraft in the next scene. Airplane
paint schemes constantly change through-
out the film, and the flying weather can
Continued on Page 70
June 2022 | Piper Flyer • 15QUESTIONS & ANSWERS / Steve Ells
Interior Cargo Bulkhead Replacement,
Bad Plugs, Rusty Oleos, Brake
Conditioning
Q
I have a 1967 Piper PA-28-140 Cherokee 140 with the (v) Control system.
original “solid” rear closeout bulkhead. The serial number (vi) Landing gear.
is 28-23xxxx, and I was wondering if anyone has changed (vii) Hull or floats.
out the “solid” bulkhead for the newer hat rack bulkhead? (viii) Elements of an airframe including spars, ribs, fittings, shock
I see in the parts list that the hat rack bulkhead is for Serial absorbers, bracing, cowling, fairings, and balance weights.
Nos. 28-250000 and up. I was wondering if there is something to- (ix) Hydraulic and electrical actuating system of components.
tally different, or this was just when it was introduced. I figure that (x) Rotor blades.
if it is possible, a Form 337 may be needed, but as it is an interior (xi) Changes to the empty weight or empty balance which result in
item, maybe not? an increase in the maximum certificated weight or center of gravity
Any advice is appreciated. The hat rack bulkhead from Piper is limits of the aircraft.
Part No. 66670-00. (xii) Changes to the basic design of the fuel, oil, cooling, heating,
Aaron cabin pressurization, electrical, hydraulic, de-icing, or exhaust systems.
A
(xiii) Changes to the wing or to fixed or movable control surfaces
Thanks for providing enough information for me to see which affect flutter and vibration characteristics.
what you’re talking about without taxing my imagination. Other factors are that the hat rack bulkhead is a part approved
In my estimation, this is a minor alteration based on by the manufacturer and is listed in their parts manual. A minor
the definition of a major alteration listed in Part 43, Appendix A: alteration does not require a 337 and can be approved by your A&P.
(1) Airframe major alterations. Alterations of the following parts Of course, your IA may not see this the way I do. You’ll have to
and alterations of the following types, when not listed in the aircraft dance to their tune, but you can point out that although the hat
specifications issued by the FAA, are airframe major alterations: rack bulkhead part number is not listed for your airframe, it does
(i) Wings. not constitute a major alteration.
(ii) Tail surfaces. Let me know how it works out.
(iii) Fuselage. Happy flying,
(iv) Engine mounts. Steve
The hat rack
bulkhead
installed on
Piper PA-28-
140 Cherokee
140s, Serial No.
28-250000 and
higher.
16 • Piper Flyer June 2022June 2022 | Piper Flyer • 17
QUESTIONS & ANSWERS
Q
I have a 1969 Piper PA-32-260 Cherokee Six 260 with a any plug with resistance over 5,000 ohms.
recently rebuilt engine by Penn Yan Aero. The engine was Happy flying,
installed in 2017 and has just over 400 hours since being Steve
rebuilt. I have owned the plane for a year and, until recently, the
engine ran flawlessly. Follow-up Q:
On two separate occasions after the engine had run for about We found a total of five bad plugs. Two were physically broken,
an hour, I felt a shudder through the plane and got a CHT over- including the plug in cylinder No. 2. Two plugs failed the spark
temp alarm on cylinder No. 2. The mechanic checked the engine test, and one had high resistance. We also found a broken intake
and found no issue after the first occurrence. The over-temp and gasket on cylinder No. 2, which was replaced. I’m going to take it
shudder went away after a second or two. out tomorrow for a long check flight, but I am fairly confident she
I found Lycoming Service Bulletin No. 388C “Procedure to will be purring again. Thanks again for the advice.
Determine Exhaust Valve and Guide Condition,” and was optimis- John
Q
tic that this was all it needed. After the mechanic got the special
tools needed by the service bulletin and did the work, all cylinders What is the appropriate way to remove rust spots from
checked out good. The next step was a borescope. My concern is oleos?
that nothing was found and this keeps happening. Travis
A
Has anyone you know experienced this or have an idea of what
else should be checked? I would start by seeing if you can remove the rust with
John a fine 400-grit aluminum oxide sandpaper backed by a
A
board or sanding block. But I fear that if rust has already
It could be a spark plug. You can move the spark plugs gotten through the chrome layer, while you may be able to smooth
from No. 2 to another cylinder to see if the “glitch” follows out the surface, the real problem will be determining how far the
the plugs that were in No. 2. If one of the plugs is bad, just rust has penetrated into the strut.
replace them both. If, after smoothing it out with the sandpaper, you can
Do you get any roughness during the first start of the day still feel roughness, that roughness will act as an abrasive
that smooths out in a few minutes? Mechanics call this first-start surface every time it rubs across a sealing O-ring in the strut
roughness “morning sickness.” It’s an indicator that there is a trunnion assembly.
buildup of material, usually lead or carbon, between the valve Not too long ago, I chose to replace the nose strut on my
stem and the exhaust valve guide. Piper PA-24-180 Comanche 180 because the chrome layer
Steve had either been damaged by a rock hit or had worn/rusted
through. It looked bad and I was having to replace the nose
We found a total of five bad strut O-rings often.
Replacing and servicing the nose strut is pretty simple for me
plugs. Two were physically as an A&P mechanic, but my mind kept going to a worst-case
scenario where the O-ring seal would be compromised; all the ni-
broken, including the plug trogen gas that extended the strut would escape and the nosegear
in cylinder No. 2. Two plugs would not be fully extended when I retracted the gear—and that
means the nosegear would jam in the wheel well.
failed spark test, and one had Fortunately for me, the chromed strut tube is the same part for
high resistance. the nose and main landing gear assemblies for the Comanche 180
and 250 airplanes. It’s Part No. 20789-00. I was able to find a good
straight used one.
Happy flying,
Follow-up Q: Steve
Q
Thank you for the quick reply. The engine does not suffer from
“morning sickness.” I just had an annual in October, and new plugs I’m having trouble with the brakes on my Piper PA-24-250
were installed then. I know that doesn’t mean anything since new Comanche 250. I’ve been told that the brakes should be
plugs can be bad, wrong gap, etc. Also, I didn’t have this problem strong enough to stop the airplane from creeping forward
before the annual. I will definitely try the swap. when I’m doing my runup. They used to be that strong, but since
John my last annual inspection they no longer are. My mechanic did
charge me for new RA066-10600 brake pads.
Follow-up A: Dan
A
I suggest you check the electrical resistance between the spark
plug spring contact inside the barrel of the plug and the center I believe your problem stems from the failure to “condi-
electrode at the firing end. tion” the new brake pads after installation. Conditioning
Any resistance over 5,000 ohms will cause problems. Replace is done on the airplane after installation.
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June 2022 | Piper Flyer • 19QUESTIONS & ANSWERS
The part number means a full-power runup.
you wrote indi- One thing I like about the Rapco pads is the minimum wear
cates that the pads indicator—it’s the little pocket at each end of the pad.
installed are FAA/ Let me know how that works out.
PMA approved Happy flying,
pads from Rapco. Steve
The Rapco website
specifies these pads IMPORTANT: This article describes work that may need to
as semi-metallic. You be performed/supervised by a certificated aviation main-
can see the metal tenance technician. Know your FAR/AIM and check with
in the pad that’s your mechanic before starting any work.
pictured at right.
There are two Rapco semi- Steve Ells has been an A&P/IA for 45 years and is a commercial
distinctively different metallic pilot with instrument and multi-engine ratings. Ells also loves utility
“conditioning” brake pads. and bush-style airplanes and operations. He served as associate
procedures. The pro- editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation and
cedure for organic the proud owner of a 1960 Piper Comanche. He lives in Templeton,
(non-metallic) pads calls for the airplane to be taxied for 1,500 feet California. Send questions and comments to editor@piperflyer.org.
with the engine at 1.700 rpm while applying enough pedal force to
slow the taxi speed to 5 to 10 mph. RESOURCES
RESOURCES
The procedure for conditioning metallic pads requires two
consecutive full-stop braking applications while taxiing at 30 to 35 LYCOMING SERVICE BULLETIN NO. 388C
knots. Do not allow the brakes to cool between the stops. tinyurl.com/LycomingSB388C
After the conditioning steps are complete, allow the brakes to
cool for 10 to 15 minutes. When the brake pads are fully condi- RAPCO INC.
tioned, the brakes will be able to hold the aircraft during “a static rapcoinc.com
run-up,” according to the printed data. I’m going to assume that
We know avionics
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21THE SPEED OF FLIGHT / Tom Machum
Know Your Limitations
It’s important to understand limits; yours and those of your aircraft.
R
ecently, I have been having fun It has pitot heat and a defroster for the As pilots we must always be risk managers.
flying with a new pilot in my Piper windshield, but it doesn’t have propel- We need to consider the risks involved and
PA-28-236 Dakota. There’s a story ler and wing de-ice or anti-ice features. balance that against the capabilities of the
in that too, but let’s leave it for another day. Consequently, flight into icing conditions machine and the pilot.
I’ve been helping him learn the ways of the isn’t permitted. The 787 has a fabulous My quest for mastering the Dakota
Dakota and it has been providing great weather radar, and heated probes, sur- has been an exercise in expanding my
lessons for me too. faces, inlets, and windows, making flight flight envelope. It was pretty limited
On one flight, we focused on using the into icing conditions an option. at first and now I feel reasonably com-
autopilot and exploring how it inter- The maximum crosswind limit for fortable flying it to its limits, with the
faces with the GPS via the primary flight the Dakota is 17 knots. It’s 35 knots for exception of landing performance. I’m a
display/AHRS unit. We went to the east of landing in the 787, and the limitations lot better than I was, but right now 2,500
the airport to get into clearer skies as there for the big Boeing also include crosswind to 3,000 feet is about my limit for runway
was an approaching front to the west of limits for various braking actions, going length for landing.
the field. all the way down to 10 knots crosswind Of course, the book says I should be
Upon return, we had to descend to when poor braking is reported. able to stop in under 900 feet at gross
1,000 feet agl to stay below the approach- weight on a calm wind, standard day at
ing overcast. The visibility also appeared sea level. Perhaps I’ve done that, but my
to be no more than 15 miles. Do I fly the 787 to its spot landings aren’t where they should be.
I could tell my partner was uncomfort- I’ve not demonstrated it consistently and
able. This made me happy. Not because limits? If need be, yes. I have no desire nor necessity to test my
he was uncomfortable, but because the Do I fly the Dakota to skills to the limit!
conditions were obviously new to him, and its limits? It depends. In my professional flying, we have
we were expanding his limitations in a safe rather detailed manuals that outline how
manner. He is a relatively new pilot with we do things. They used to fill a flight bag.
just over 100 hours and the Dakota is the Takeoff crosswind limits for the 787 Now they take up memory on a tablet.
most sophisticated and capable airplane range from 29 knots for a dry runway all Lots of memory. I would suggest that you
that he’s flown. the way down to zero for wet ice. The develop a set of limits for your personal
In that vein, the Boeing 787 I currently Dakota makes no such takeoff or land- flying too. I have.
fly for a living is an amazing machine. It is ing distinctions in its literature. Are they written down specifically, like
capable of cruising at 0.85 Mach (or more) Do I fly the 787 to its limits? If need in my work airplane manuals? Not really.
at altitudes as high as 43,000 feet! When be, yes. Do I fly the Dakota to its limits? It What I will say is that prior to every flight I
the crew is properly trained (we are), and depends. In the case of the former, I get look at the weather and start asking myself
the airport is properly equipped (it is), we paid (handsomely) to fly that machine questions, primarily based on balancing
can conduct ILS approaches via autoland proficiently and safely. We are trained ex- fun against necessity. An additional factor
in conditions as low as 150 feet (50 meters) tensively and frequently and even the least is my passengers; are they experienced
visibility and zero ceiling! Those are our experienced of us have several thousand with the ins and outs of little airplanes or
limitations at some airports. hours of flight time. is this foreign to them? If it’s foreign, I’m
Regarding the Dakota, rarely is a flight more likely to scuttle the mission.
Limitations a “must.” I have little desire to go out of These are factors you should consider.
Do you have limitations? While the my way to demonstrate my superior (or Perhaps it’s better to have a series of
Dakota is a very well-equipped airplane, not) skills. questions to help with decisions, like those
it has its limitations. In its case, it has that often appear on an aviation insurance
satellite-based weather, but that can be Chasing mastery application. Total hours, hours in type,
delayed several minutes, maybe more, That doesn’t mean that I hide in the highest license held, instrument rated
so flying around embedded thunder- basement more than I stand in an open or not, any sort of type ratings; these all
storms is risky. field. What one has to do is assess the risk. round out the list.
22 • Piper Flyer June 2022As pilots we must
always be risk
managers. We need
to consider the risks
involved and balance
that against the
capabilities of the
machine and the pilot.
If you take all that into consideration,
you’ll keep Dirty Harry from saying his
infamous line, “A man’s got to know his
limitations!” And you thought I wouldn’t When buying from one of our
make a movie reference this month!
advertisers, tell them you saw their
Tom Machum is a Boeing 787-9 captain
with almost 20,500 hours. He and his wife, ad in Piper Flyer magazine.
Jennifer, are recent empty-nesters 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 com-
ments to editor@piperflyer.org.
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June 2022 | Piper Flyer • 23JASON ZILBERBRAND, president of VREF,
provides a look back at the rapid climb
of the pre-owned aircraft market in 2021,
and valuation considerations for 2022.
24 • Piper Flyer June 2022As we look back
on 2021, it was
undoubtedly one of the
best for aircraft values
What a difference a couple of
months can make!
were terminated because of sanctions as of
March 28th, and hundreds if not thou-
and market demand
Aircraft sales in the winter months are sands of prominent companies vacate the we have ever seen.
usually a little slower-paced than the rest Russian market, the war’s effect might be
of the year, and with that comes an oppor- felt for many years to come. The exposure each year, and the stock market, along with
tunity to reflect on the past and prepare for for aircraft values targets hundreds of other investments, have provided enor-
the upcoming year. aircraft in the commercial sector. With mous returns. The number of millionaires
As we look back on 2021, it was the threat of nationalization looming, the created over the last five years is astound-
undoubtedly one of the best for aircraft next couple of weeks will play a significant ing; in fact, almost 1 in 9 people in the USA
values and market demand we have ever role in the balance sheet of several leasing (8.8% to be exact) are a millionaire. Over
seen. The world seems to be on a hair-trig- companies with substantial exposure. 18.6 million millionaires existed in 2019
ger, with extreme politics, inflation hitting alone, a number that has more than dou-
its highest mark in 30+ years, increasing Where to from here? bled since 2000. The top 1% of the popula-
interest rates, and a war in Ukraine that The question on everyone’s mind is, tion controls an estimated $158 trillion.
has resulted in volatility. “Will the current business jet and General Both the piston and jet markets have
The business aircraft market has, for Aviation values keep climbing, or have we enjoyed a run that shows little to no letup
the most part, ignored it all and continued hit the ceiling?” any time soon; however, it is worth noting
its march toward record highs. It has been The answer is not an easy one to that for the first time in over 18 months,
challenging to say the least, as aircraft forecast. Each aviation segment will be the price increases on the complex piston
are going up in asking price quicker than impacted differently by inflation, in- and high-performance piston aircraft
most can track. The good news is VREF creasing fuel costs, tight supply chains, are starting to stabilize. While the asking
does keep tabs, and while the frantic pace and a somewhat unpredictable future. prices might be tied to the season and
of transactions had kept us on our toes Commercial aviation will have higher deep freeze much of the country has been
through the end of January, the transac- costs passed on to passengers. Fuel experiencing, only time will tell if inven-
tional volume has started to slow. This is surcharges have already sent many tory levels are starting to normalize. After
simply a byproduct of high demand and a round-trip ticket prices through the roof. all, most sellers will say that the main
deficient supply of aircraft available on the According to some reports, airline tickets reason for not listing their aircraft is that
pre-owned market. have been soaring at a rate of 7% a month, they can’t replace it.
New aircraft positions are being sold and that was before the war. The scarcity in the jet market has
at an equally furious pace, and we are Business jet operators will be sensitive created a frenzy, while the same shortage
reminded of the mid-2000s and the pre- to fuel prices as they factor into operators’ in the complex single-piston market has
miums being tagged on to asking prices. budgets. According to AirNav, the national sent some buyers to the sidelines. While
It is true you can buy a future delivery average cost for a gallon of Jet-A for Feb. much of this “taking a breather” can be at-
position for less than a one-year-old used 17 through March 14 was $5.45 a gallon. tributed to weather and lack of pre-owned
business jet, but the amount of time it will According to IATA, the current price for a inventory, some of it can be attributed to
take for delivery could be out three to five gallon of Jet-A is up 82% from a year ago. pure buyer frustration.
years, if not longer. Combined with increased costs for main- When a buyer gets to the point that
As we know, many things can change tenance and interest rate adjustments, they throw in the towel, the market
in that amount of time. It is much too and overall operating costs are going up. should note. While there is no reason to
early to predict the outcome of the war in Many first-time buyers have entered the be alarmed just yet, there is a limit to how
Ukraine, and the highest level of sanc- marketplace, so some may rethink outright high things can go. For the most part, the
tions ever levied against a foreign country ownership as operating expenses escalate. complex single market has hit the ceiling
(Russia), or if it will have any impact on The current market and super-long or plateaued. Still, it isn’t easy to maintain
General Aviation. working days are reminiscent of the mid- the appreciation in value that many of
Based on the relatively low number 2000s boom or even the crazy bull market these aircraft were witnessing, and it will
of corporate aircraft impacted by the of the late 1990s. It is also a lot different. be interesting to see what happens in the
sanctions, there is little to no effect on This market feels more sustainable than coming months as the flying season starts.
values or the strength of the market in the the previous bull runs of yesteryear. The Hot markets attract more sellers, and
United States. However, the number of purchases seem to be more justified or at between the bottlenecks at maintenance
aircraft being grounded or sold off to cover least understood by the masses as a neces- facilities, a shortage of labor, a shortage
the mounting financial pressure cannot sity to combat COVID-19 lockdowns if you of parts availability, and supply chain
truly gauge the outcome of the war or its can afford it. nightmares, the time it takes to prepare
economic impact on Europe. Affording it appears to be an after- an aircraft for resale, complete a project
As many commercial leases in Russia thought, as more millionaires are created or purchase a plane and refurbish it are
June 2022 | Piper Flyer • 25taking much longer. Inventory levels on the also been a stellar performer in residual in 2021. As you can see in the graph on
GA side have been particular to the aircraft value, with approximately 0.8% availabil- Page 28, the appreciation has been rather
model, but levels are low across the board. ity. As you can see below, the A36 has astounding.
On the business jet side, inventory is been a good long-term residual value The Piper PA-32R-300 Lance had 12
pretty much non-existent. That isn’t to say model, showing an increase in value aircraft for sale on average, with less than
aircraft are not for sale, but more and more year-over-year, well before any effects 2.5% availability. As you can see in the
transactions are occurring without a need from COVID-19. graph on Page 28, the spike in values has
to list the aircraft for sale at all. The Cessna 172 and 182 variants have been steady through 2020; appreciation
about 1% availability on the open market like this has not been seen since the dot-
Market trend report and have witnessed a 45% increase in value com bubble of the late 1990s.
During the fourth quarter of 2021,
VREF subscribers generated 20,000 valua-
tion reports every 30 days. This is up over Beechcraft Bonanza A36
7% from the previous quarter.
General Aviation
Market supply is tight across the
board; many popular single-engine piston
aircraft are below 1% availability. The
Cessna P210N has three aircraft for sale
on the open market, with 441 in operation.
This is an aircraft that has less than 1%
availability. Aircraft are selling in under 100
days. The graph below shows the P210N
recovery in value since the Great Recession
of 2008. The current peak is similar to the
run-up we saw in the late 1990s.
The Beechcraft Bonanza A36 has
Cessna P210N
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June 2022 | Piper Flyer • 27Cessna 182
time will tell if buyers are willing and able
to pay more today than yesterday. With
more uncertainty today than this time
last year, combined with volatility in the
stock market, will consumers be willing to
spend? We shall see.
Jason Zilberbrand, ASA, CAA, ISA AM,
AOA AM, MRAeS, is the president of VREF
Aircraft Value Reference & Appraisal
Services. He is an Accredited Aircraft
Senior Appraiser (ASA) with the American
Society of Appraisers, former aircraft
broker, former aircraft inventorying dealer,
Piper PA-32R-300 Lance acquisition agent, aircraft owner, aircraft
operator, contract negotiator, consultant,
and teacher, conference speaker, and
author. Jason has completed thousands
of appraisals and conducts valuation as-
sessments and appraisals for the largest
fleet operators in the world. He has been in
General Aviation for nearly three decades;
working directly with aircraft owners and
operators, and owning and operating his
own personal aircraft. Send questions and
comments to editor@piperflyer.org.
VREF is aviation’s most trusted valua-
tion guide and data source since 1994
providing valuations on all fixed-wing
Business jets in business but having a hard time meet- aircraft, helicopters, and engines as well
The business jet market has similar ing the needs of the consumer. Timber as a comprehensive reference on all mod-
trends, with some aircraft skyrocketing operators, as well as several utility opera- ifications, upgrades, and maintenance
in value over the past 12 months; five tors, have been snatching up equipment expenses. VREF is the official valuation
prime examples are the Hawker 800XPs, to meet demand and values have gone guide of AOPA, and the only SaaS cloud-
Gulfstream G200 Series, Citation Mustang, up about 15% since last quarter for most based valuation platform in aviation with
Global Express Classic, and Falcon 2000s. turbine and piston helicopters. over 15,000 assets tracked daily. Visit
Each aircraft has experienced dramatic The Robinson R44, the darling child vref.com to find out more.
price increases; the average Mustang is up of the piston market, is once again seeing
25% from last quarter. The Global Express increased values. The R44 is below 3.5% RESOURCES
RESOURCES
was an aircraft that had suffered tre- availability for the first time in years. This
mendous depreciation over the previous trend should continue with buyers paying PFA SUPPORTER
decade. Still, with values up over 20% premiums for overhauled aircraft in excel-
since last quarter and availability hovering lent condition. VREF INC.
around 5%, buyers are paying premiums vref.com
for turnkey modernized aircraft. The Indicators to watch
2000ex is also up about 20% as buyers fight As we head into spring and flying OTHER
for slim pickings with a 2% availability on season, we will be keeping a close eye on
the open market. interest rates, as well as the price of fuel. As AIRNAV FUEL PRICE REPORT
inflation continues to creep into all facets airnav.com/fuel/report.html
Helicopters of our lives, maintenance and refurbish-
The helicopter market also re- ment costs should also escalate. IATA JET FUEL PRICE MONITOR
bounded, and many idle operators from Will anything derail the current iata.org/en/publications/economics/
COVID-19 lockdowns are not only back market? So far, the answer is no, but only fuel-monitor/
28 • Piper Flyer June 2022It's Time For A CHANGE
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June 2022 | Piper Flyer • 29The new panel looks deceptively bare; but the screens contain
expanded capabilities. By Doug Allen
Is that all there is? Where did the rest go?
L
ooking at the new panel gives racks had been installed. Some wires still
us the impression and sense of dangled on the right where that half of
emptiness. It’s such a bare and the panel was waiting to be installed. The
minimalist canvas, with splashes remaining wires were routed and attached.
of geometric coloring on one side, and Several other wires hung from the bottom
barren desert on the other. Even after all of the panel, waiting to be crimped for
the graphic mockups and layouts, and integration between the new avionics
knowing we were designing for this very suite and the remote devices mounted in
uncluttered, pilot-facing and centered various areas of the airframe. That has now
avionics display suite, we still were not pre- been completed.
pared for the starkness of all the unused We won’t miss the old remote avionics
space. “It’s grrrrrreat!” (to quote Tony the boxes that are no longer mounted in the
Tiger in the Kellogg’s Frosted Flakes cereal tail or other areas of the Piper PA-32-301T
commercials of yesteryear). Wow! Turbo Saratoga. The new avionics and
It won’t always be so bare on the right- hardware comprise what you see in the
hand side. We are going to install a RAM panel, as well as four new autopilot servos
ball mount on the right to connect the under the center seats and in the tail.
case for our new 12.9-inch iPad Pro. The tail looks empty without all those old
boxes back there!
Just a few days until the Before, there were so many boxes
flight tests (see Part 1 and Part 2 of this series in
As we talked last month, the new the January and February issues of Piper
panel’s segments were going in, and the Flyer) that it was hard to tell what all
30 • Piper Flyer June 2022Panel before the avionics upgrades, showing how
crowded and full the instrument panel used to be.
Mount for 12.9-inch
iPad Pro. This one
had to be modified,
as they don’t yet sell
one that fits the 2021
Gen 5 iPad Pro. The
receiving channels
at the bottom were
not thick enough and
had to be heated and
stretched open a bit,
and the neck clamp
had to be relaxed and
straightened a little to
fit over the end of the
Gen 5 iPad. Hopefully
one that fits correctly
will be released soon.
June 2022 | Piper Flyer • 31It’s great to have
both the avionics
upgrades and the
upholstery and
carpet complete at
almost the same
time.
AVIATE,NAVIGATE, the boxes were. All you see now is the
COMMUNICATE.
oxygen bottle, the small ARTEX 345 ELT,
and a couple of servos. We did remount
the Ryan-Avidyne 9900B TCAD box in
the tail with the existing antennas, but
now it’s a cleaner, less cluttered looking
installation. It’s easy to see all the way
Contact Piper Flyer staff with address changes, to the tailcone—there’s more air than
email address updates, questions about boxes back there!
membership, or just to chat. We are expecting to start flight testing
mid-next week (I am writing this the end
Call us: of the first week of May). Tasks that remain
626-844-0125 are installing the yoke-mounted elevator
trim switch, the yoke chronometer,
determining the ideal position for and
Email us:
mounting of the RAM ball mount to the
editor@piperflyer.org
right panel area, completing final avionics
configuration settings, leveling the aircraft
Follow us on social media: so the Garmin ADAHRS can be calibrated,
adding back the unusable fuel to the fuel
Visit our Facebook page: tanks, finishing the new carpet install,
weighing the plane, and determining the
facebook.com/PiperFlyerAssociation new center of gravity.
After the plane is weighed, the CiES
Follow us on Twitter: fuel senders will be calibrated to the
@PiperFlyerAssn Garmin EIS (Engine Information System).
This is done by zeroing the fuel indication
with only the unusable fuel aboard, then
incrementally adding defined amounts of
And don’t forget to participate on the forums on fuel to each tank and then setting the fuel
piperflyer.org/forum/recent.html level indications to match the number of
gallons in the tank.
In Resources, you’ll find a link to a
YouTube video showing CiES fuel senders
being calibrated on a G500 TXi, which
is very much the same as calibrating the
CiES senders to the Garmin EIS on the
Garmin G3X Touch.
Updating the nav data
Each Garmin avionics box that re-
quires navigation and obstacle databases
needs to have a paid subscription with
32 • Piper Flyer June 2022Garmin for those updates. A few years ago, Garmin introduced
bundle pricing for aircraft with multiple units, so that one sub-
scription can be used for all units assigned to your tail number.
When I log in to the Fly Garmin website, I can click on the
Devices tab, and a listing of my devices will
come up. If you have more than one aircraft,
The system
you will have multiple listing summarized
status screen
on the Devices tab. In my case, I click on the
on the Garmin
“N177DF (PA32)” selection on the Aircraft list,
750Xi. This
or “aera 795/796” on the Portable Devices list. is where the
Although I have both panel-mounted and one system ID,
portable device, they are all covered under the database info,
single bundle pricing for our Saratoga. and version info
A task I had to complete was to add are located.
the Garmin GTN 750Xi, 650Xi, and G3X
Touch to my aircraft equipment list, and to
remove the Garmin GNS 430W units. To add units, you need
to have the system ID for each unit. You then select the unit
type from a graphical menu, and then enter the system ID.
It’s that simple.
A little less simple, but not terribly difficult, was removing
the GNS 430Ws from the subscription. Although there is a delete
button next to the units, when selected, it comes up with an
instruction that you need to contact user support by phone to
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Huge Volume – Fresh Stock – 80,000 Square Feet of Indoor Storage
30-Day Satisfaction Guarantee – RFQs Online, Fax or Phone
ENGINES AIRFRAME AVIONICS
LYCOMING O-235 to IO-540 Wings, Cowlings, GARMIN, DYNON, KING,
CONTINENTAL O-200 to Interiors, Control Surfaces, NARCO, S-TEC, Nav/Com,
TIO-550 Complete Engines Landing Gear, Tail Surfaces, Transponder, DME, Autopilot
with Accessories and Complete Engine and Trays and Complete Harness
Logs! Also Cylinders, Mags, Flight Instruments. included! ALL UNITS 100%
and Accessories. SATISFACTION GUARANTEED.
AS THE LARGEST SINGLE-ENGINE PIPER USED PARTS DEALER IN THE WORLD,
WE’LL HELP YOU FIND EVERYTHING YOU NEED ...WITH ONLY ONE CALL!
June 2022 | Piper Flyer • 33You can also read
