Piper Flyer Association

March 2023 | Piper Flyer • 1 piperflyer.com March 2023 / Volume 20 / Issue 3 2 • Piper Flyer | March 2023 2 • Piper Flyer | March 2020 March 2023 | Piper Flyer • 3 www.aircraftspruce.com Call Toll Free 1-877-4-SPRUCE Aircraft Spruce is the leading worldwide distributor of general aviation parts and supplies. Our orders ship same day, at the lowest prices, and with the support of the most helpful staff in the industry. We look forward to our next opportunity to serve you! ORDER YOUR FREE 2022-2023 CATALOG! 1000 PAGES OF PRODUCTS! FREESHIPPING! MOST ORDERS OVER $350 IN LOWER 48 STATES …the heart of your aircraft® 4 • Piper Flyer | March 2023 What’s inside / VOLUME 20 / ISSUE 3 March 2023 CONTENTS Cover: Piper PA-24-250 Comanche 250. Photo Keith Wilson. 8 The View from Here by Jennifer Dellenbusch 8 Letters 10 Events 14 The High and the Writey by Kevin Garrison 18 Questions & Answers by Steve Ells 22 The Speed of Flight by Tom Machum 24 How and When Should I Paint my Piper Aircraft? by Julie Voisin 28 What You Need to Know About Aircraft Batteries by Dale Smith 34 Is Your Airplane Lying About Its Weight? by Steve Ells 42 Destination: Memphis to Miami, A PA-32 Adventure by Doug Allen 54 Press Releases 60 Aircraft Safety Alerts 64 Advertiser Index 66 This Month in Aviation History 42 28 34 24 March 2023 | Piper Flyer • 5 © 2023 David Clark Company Incorporated ® Green headset domes are a David Clark registered trademark. W W W . D A V I D C L A R K . C O M Model Model H10-13.4 H10-13.4 The David Clark Model H10-13.4 may be the longest and best-selling headset in the history of aviation. It’s logged millions of flight hours in thousands of aircraft. And for some very good reasons − outstanding comfort, rugged durability and reliability you can count on. Because on your first solo flight, it’s good to know you’re not alone. Visit www.davidclark.com or call 800-298-6235 for more information. When you’re taking your first solo, When you’re taking your first solo, it’s good to know your headset it’s good to know your headset has been there before. has been there before. 6 • Piper Flyer | March 2023 $ 49 for as low as LIST YOUR AIRCRAFT FOR SALE All our aircraft listings are also included on www.aircraftforsale.com 15 Used Aircraft Marketplace Welcome!Since 1978, Aviator Hot Line® has been a leader in bringing aircraft buyers and sellers together. Our mission is to bring you the best selection of used aircraft at the best market price. Throughout this section, you’ll find quality aircraft, all priced to sell. Enjoy shopping Aviator Hot Line ®’s Used Aircraft Marketplace! Location in Alaska • cub407wb@gmail.com 907-315-6006 (Chuck) • 907-354-6203 (Nick) TOTALLY Rebuilt and Highly Modified Piper J-3, Overhauled Continental 90 HP with New Cylinders, Cam, and Crank. Powder Coated Airframe, Use of Carbon Fiber to Keep Weight Down, Modern Avionics Panel, Currently Located at: Big Lake Aviation LLC in ALASKA • Will Deliver to Buyer’s Location • $109,500 1946 PIPER J-3 CUB/PA-11 • N71081 Located: JACKSON, MS (KJAN) • pauldalex@aol.com Paul Alexander • 662-392-5034 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: FEB. 2021, Garmin GNS 530W & GNS 430W, GMA 340 Audio Panel, GTX 345 w/ADS-B In/Out, GTX 327, Bendix KMH 820 TCAS/TAWS • Reduced Price: $649,000 1978 ROCKWELL / COMMANDER 690B-10 • N20MA Located: Troy, Alabama (TOI) • kenny@kwplastics.com Kenny Campbell: 334-372-7283 or 334-566-1563 Built by Ezell Aviation-TX • Engine: Falconer V12, TTAF and Engine: 75 Hours, PROP: MT, Model MTV-16-1-E-C, Garmin Avionics: 430 Nav/ Com/GPS, 340 Audio Panel, 327 Transponder. Century NSD360 HSI • King KX155 with KI-209 Glideslope Indicator, S-Tec 30 Autopilot • $525,000 2005 THUNDER MUSTANG • N451KC MONTANA Location (MT53) 406-499-2756 • skycovers@yahoo.com Owned, Flown, and Maintained by an A & P Owner • TTAF: 576, Continental 65 HP Engine: 2.0 SOH, Climb Prop: 27.0 SPOH, New Left Bendix Mag and Fine Wire Plugs, 16 Gallon Fuel, Always Hangared • Open Cockpit Light Aviation Superstar in Big Sky Country • $16,900 O.B.O. 1998 PIETENPOL GREGA GN-1 • N4FQ El Cajon, CA (KSEE) 916-532-8004 • mwdonaldson13@yahoo.com TTAF: 1578, Lycoming Engine: 378 SMOH, Hamilton Standard Prop, Appraised by Air Assets on 09/16/19--Market Value: $113,500 • Exterior in Excellent Condition: Original 1934 Colors in a 12-Coat Stits Polyfiber • Annual is Good Until February 28th, 2021 • Always in a Museum or Hangar • ONLY $99,999 1934 STINSON SR-5E RELIANT • NC14187 Convenient FLORIDA Location 612-387-2486 • erica.steffenson@gmail.com TTAF: 3297 Hours, Engine-SMOH: 1097 Hours, 3 Blade PROP, Garmin GNS 430, Dynon Avionics: EFIS-D100, 6 Place Stereo & Intercom System, No autopilot, New Paint, Excellent Interior, Hangared in Saint Augustine, FL, Annual Due: December 2020 • ONLY $83,900 O.B.O. for this Fabulous Piper Cherokee 6/300 1969 PIPER CHEROKEE 6/300 • N8950N Piper Flyer is the official publication of the Piper Flyer Association. Piper Flyer is published monthly by Aviation Group Limited, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. POSTMASTER: Send address changes to Piper Flyer, 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. Subscriptions, advertising orders, and correspondence should be addressed to 1042 Mountain Ave. Ste. B #337, Upland, CA 91786. Annual dues: $44.00 in the U.S.; Canada and Mexico add $15.00 per year; all others add $25.00 per year (U.S. Dollars only). Eighty percent (80%) of annual dues is designated for your magazine subscriptions. The information presented in Piper Flyer is from many sources for this reason there can be no warranty or responsibility by the publisher as to accuracy, originality, or completeness. The magazine is sold with the understanding that the publisher is not engaged in rendering product endorsements or providing instruction as a substitute for appropriate training by qualified sources. Piper Flyer and Aviation Group Limited will not assume responsibility for any actions arising from any information published in Piper Flyer. We invite comments and welcome any report of inferior products obtained through our advertising, so corrective action may be taken. The Official Magazine of The Piper Flyer Association PRESIDENT Jennifer Dellenbusch jen@aviationgroupltd.com VICE PRESIDENT / DIRECTOR OF SALES Kent Dellenbusch kent@aviationgroupltd.com CREATIVE DIRECTOR Pierre Kotze ASSOCIATE EDITORS Scott Kinney Troy Whistman EDITORIAL AND PRODUCTION ASSISTANT Diana Hart Jill Waterston CONTRIBUTING EDITORS Steven Ells Kevin Garrison Michael Leighton Tom Machum Dale Smith Kristin Winter Dennis Wolter CONTRIBUTING PHOTOGRAPHERS James Lawrence Keith Wilson PIPER FLYER ASSOCIATION 1042 Mountain Ave. Ste. B #337 Upland, CA 91786 626.844.0125 www.piperflyer.com Vol. 20 • Issue 3 • March 2023 March 2023 | Piper Flyer • 7 SUPER CUBS WANTED SUPER CUBS WANTED WE HAVE BUYERS WE HAVE BUYERS LIST WITH US agesch@wipaire.com or 651.414.6839 wipaire.com/sell-my-plane 8 • Piper Flyer | March 2023 Send your letters to editor@piperflyer.com Letters to the Editor The View from Here Jennifer Dellenbusch THE TERM “PUT IT IN WRITING” is generally used to add gravity (and often legality) to an agreement. I’m going to suggest we use it for another purpose this month. Here at the Piper Flyer Association, we are very fortunate to have some top- notch writers on staff. We are also lucky to have several members who contribute to the magazine. These folks have contributed experiences and advice on flying destinations, engine overhauls, avionics panel upgrades, and complete airplane restorations. One of our regular contributors told me he wants to write down some of his experiences so that his grandchildren can read them one day. When we write, we make the abstract concrete; we relive events and help others to “ride along” with us. All of you reading this have stories to tell. It may be a simple story about that time when you figured out a better way to change your oil or the “best place” flying destination for pancakes in Missouri. Maybe you lived to tell a cautionary tale. Perhaps you’ve had a great experi- ence with an engine overhauler, paint shop, or a particular product, and you think other pilots and Piper owners would like to know about it. The combined wisdom and experience of thousands of Piper owners and pilots is an awesome thing. From the simple to the sublime, your experiences can aid —or entertain—another member. Our appeal to you is simple; put it in writing. Blue skies, P.S. If you haven’t thought about the rules of grammar since, well, maybe never, don’t fret; we can help you turn your anecdote into a readable story. Please send your stories and story ideas to: editor@piperflyer.com Put It in Writing January 2023 Piper Flyer Dear Editor, The January issue [of Piper Flyer] was well-timed for me! Just like Jerry in that month’s Q&A, I’ve been thinking of replacing the autopilot in my PA-34 Seneca. Appreciated Steve’s answer. It was also interesting to read about the certification process for GFC 500 in the PA-28-235 Cherokee 235. I love the magazine, but would like to see more articles about avionics, if possible. Charles Christiansen PILOTS HAVE OPINIONS. LET'S HEAR YOURS. Send your letters to editor@piperflyer.com March 2023 | Piper Flyer • 9 10 • Piper Flyer | March 2023 March 25 – 26, 2023 Barksdale Defenders of Liberty Air & Space Show 2023 Barksdale AFB Bossier City, Louisiana Gates open at 9 a.m. Show starts at 11 a.m. and ends at ap- proximately 4 p.m. Featuring: The U.S. Navy Blue Angels, flybys of the USAF's B-1B Lancer, B-2 Spirit, and B-52 Stratofortress, Rob Holland (MXS-RH), Kevin Coleman (Extra 300SHP), Kirby Chambliss (Edge 540), Aaron Fitzgerald (Bo 105), Red Bull Skydivers, Aftershock Fire Jet Truck. barksdaleafbairshow.com facebook.com/barksdaleairshow July 22 – 23, 2023 The 19th Annual Gathering at Waupaca PFA’s annual pre-OSH event with fun, food, and friendship. The event includes a welcome reception on Saturday, seminars and a banquet on Sunday, motorcoach to AirVenture (July 24-26). The super Early Bird rate (through April 15) is $145/person. Go to thegatheringatwaupaca.simpletix.com to purchase tickets. Please note that you will need to add tickets for each day you plan to ride the bus to AirVenture. PFA Event Other Events March 2023 | Piper Flyer • 11 ( Replacements for all Champion®/Slick magneto applications ) C H A N G E It's Time For A Introducing the Factory New Kelly Magneto Available from your local Kelly Aero distributor. Learn more @ Made in Montgomery, Alabama U.S.A. • COMMITMENT • SUPPORT • REFINEMENT • VALUE 12 • Piper Flyer | March 2023 FLYER EVENTS Continued from Page 10 June 8 – 10, 2023 AeroExpoUK Sywell Aerodrome (EGBK) Sywell, United Kingdom The UK’s Festival of Aviation returns to Sywell Aerodrome (EGBK). AeroExpoUK has been bringing the aviation community to- gether since 2006 and now returns to beautiful Sywell Aerodrome, a favorite with the aviation community and now enhanced with additional hangar, ramp space, and hotel facilities. Make a date now to come and meet the aviation community and view the latest in General Aviation aircraft and the very best in supporting products and services. aeroexpo.co.uk July 24 – July 30, 2023 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. eaa.org/en/airventure March 2023 | Piper Flyer • 13 Engineered for Pilots & Support Teams Icom provides innovative aviation solutions that are reliable and dependable on and off the ground. This is why pilots trust Icom. • Handhelds: A25 and A16 Series The perfect backup Comms • Panel Mount: A220 Easy to install even in tight configurations • Mobile: A120 Built-in ANC, reducing background noise for airport environments Contact an Icom dealer today. ©2023 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. All product names, logos, brands, and registered trademarks are property of their respective owners. 43277 Aviation Solutions www.icomamerica.com/avionics insidesales@icomamerica.com A120 A25N / C A16 A220 14 • Piper Flyer | March 2023 “All changes, even the most longed for, have their melancholy, for what we leave behind us is a part of ourselves; we must die to one life before we can enter into another.” —Anatole France Aviation as we know it is 120 years old this year. There were balloon flights and the odd glider experi- ence before then, but most people mark the Wright brothers' flight as the beginning of modern aviation. One hundred and twenty years sounds like a long time until you measure it against other things—for example, my life span. I have been alive and kicking for over half the entire history of flight. Maybe you have been around that long, too. Sailing ships have been around for quite a while. My laptop and the web told me that the earliest record of a ship under sail appears on an Egyptian vase from about 3,500 B.C. Compare the history we all share with aviation to something that’s been around longer, like sailboats. The good ol’ days Sailboats have been around for at least 5,500 years, and airplanes have been around for 120; quite a difference. Yet, many of our aging pilots, including this one, always talk about “the good ol’ days” of flying. Heck, we have barely begun this endeavor of flight. Imagine what the next 3,300 years will bring! I wonder if ancient Sumerians would wistfully talk about the good old days of sailing. They probably sat around their yearly “sail-ins” and chewed the fat about how that new centerboard would never catch on and that kids today don’t under- stand what it is like to work your way up in the boat business. Flying students today have a deep well of technology to back them up as they slip their personal surlies—even the smallest of the small light-sport aircraft have GPS for navigation. Knowledge of the ways of the ancients I am an instructor and have been a pilot examiner. Sometimes it is hard for my students to grasp the importance of digging deep into the past to help with their future in flight. For example, why teach a student to draw a wind trian- gle on an aeronautical paper chart or calculate V1 (vee one) using a graph in a book? Other ancient things I continue to teach my students that they may not think they need to know include: • Magnetic outbound bearings • Magnetic compass errors • Calculating holding pattern entries • Determining wind direction and velocity by looking for indications on the ground like smoke or blowing trees, and calculating ETAs to their next fix with simple math • Calculating a rough true airspeed in their heads My students train, at least initially, with paper navigation and approach charts. I don’t expect my students to use these paper anachronisms after their check- rides. They will be glued to their computer screens and likely spend most of their careers programming things, not drawing pencil lines on paper. I require my trainees to spend so much time in the past because I want them to have such a firm background in the basics of flight that the knowledge will never leave them. You can learn about wind tri- angles by watching a video, but if you want to have it engraved in your brain, there is nothing like doing 30 or 40 wind puzzles on a paper chart. This fixation on past practices to teach future aviators has some limitations. For example, I no longer instruct my students how to use the old “whiz-wheel” computer. Circular slide rules are fun to learn, and their batteries never wear out, but since the FAA allows applicants to bring calcu- lators into their written test areas, there is really no need for them. Adapting to the new Sometimes it is impossible to use old methods during flight training because of the equipment you are flying. It is hard to teach the use of mixture and prop controls on an aircraft equipped with FADEC engines. Partial-panel The High and the Writey / Kevin Garrison Stuck in the Past While Living in the Future Embrace the value of aviation fundamentals, but don’t neglect learning new technology; it’s here to help you! Sailboats have been around for at least 5,500 years, and airplanes have been around for 120; quite a difference. March 2023 | Piper Flyer • 15 © 2023 Sirius XM Radio Inc. SiriusXM, Pandora and all related logos are trademarks of Sirius XM Radio Inc. and its respective subsidiaries. All rights reserved. IMPORTANT INFORMATION: The SiriusXM Service may include traffic, weather and other content and emergency alert information and data. Such information and data is not for “safety for life,” but is merely supplemental and advisory in nature, and therefore cannot be relied upon as safety critical in connection with any aircraft, sea craft, automobile, or any other usage. Service not available in AK or HI. OFFER DETAILS: Activate a new monthly subscription to one or both of our (1) SiriusXM Aviation mid-tier weather packages (SiriusXM Pilot Preferred or XM Aviator), or (2) audio Platinum Plan, receive your first 2 months free (a minimum of $59.99/mo. and $23.99/mo. savings, respectively), and get free activation (an additional $25 savings for SiriusXM packages (Pilot Preferred) or $37.50 for XM packages (Aviator)), for a minimum combined savings of $192.96 (for SiriusXM packages) or $205.46 (for XM packages). Fees and taxes apply. A credit card is required on this offer. Service will automatically renew every month thereafter and, at the beginning of your 3rd month, you will be charged at then-current rates. To cancel you must call us at 1-800-985-9200. See our Customer Agreement for complete terms at www.siriusxm.com. All fees and programming subject to change. SiriusXM reserves the right to modify or terminate this offer at any time. Offer is not valid for current SiriusXM Aviation subscribers. “On a cross country from KBHB to 4N1, with weather more severe than forecasted, SiriusXM’s high resolution radar and storm cell info was a vital part of my decision-making. It helped me work with ATC to amend my clearance, allowing me to avoid the storms and land safely at home.” Dr. Nick Bernice ASEL, AMEL, CFI, CFII, MEI, AGI and IGI Public School Administrator and Coast Guard Reservist SiriusXM helps me get home safely. Dr. Nick Bernice, Piper Cherokee PA-28-180 Owner Get 2 FREE months of SiriusXM Weather and Entertainment. Call 1-844-287-9226 or visit aopa.org/siriusxm to learn more. See Offer Details. 16 • Piper Flyer | March 2023 instrument training in a glass cockpit aircraft differs from the old “needle, ball, and airspeed” training on which pilots like me cut our teeth. With glass cockpit aircraft, there is a backup attitude indicator, and on an IFR checkride, you are expected to use the equipment on the plane you are using for the test. There is no need in a glass cockpit to calculate a holding pattern entry, or an ETA for your next fix in flight, because the computer does that for you. I was a part of the airline piloting trade when there was a conflict over whether flight engineers were necessary cockpit crew members. The new airplanes in the early 1980s were automated enough to eliminate the third person. An engineer would not need to mon- itor the electrical system if it was fully automated. Cabin and cockpit temps were better cared for by an automatic thermostat than by a flight engineer. Fuel, hydraulic, and pneumatic systems were simplified and moved from the flight engineer panel to the overhead cockpit panel. I used to do many functions and jobs as a flight engineer, like calculating take- off, landing, and holding speeds, which were handed over to FMS ( flight man- agement systems) computers. This was a good thing that led to more accuracy and less cost for the airlines. There is no way to accurately calculate what we lost by eliminating the third crew member. One set of eyeballs was no longer watching over things from behind the pilots, and when they were heads down staring at instruments, no extra person was looking for traffic. The General Aviation world we fly in has been impacted by modern improve- ments in what I think is a very positive way. If you aren’t learning about these great new tools and how to use them, you really are stuck in the past. I teach my instrument students how to use VORs and ADFs but remind them that having GPS, even if it is handheld, is a real-world requirement for real-weather IFR flying. You may not officially be able to use a handheld GPS for navigation, but isn’t it nice to have a firm grasp on where you are? Tools and programs like ForeFlight and Stratus may not be officially usable for IFR navigation. Still, I thanked the aviation gods above when I could fly in the clouds and have satellite weather available for planning and long-range thunderstorm avoidance. Line-of-sight communications with THE HIGH AND THE WRITEY Continued on Page 63 We know avionics inside and out. We have to … because we install what we sell. Our customers benefit from a knowledgeable staff that understands the unique complexities of Piper aircraft. Coupled with the industry’s guaranteed lowest price, we offer the best experience possible. www.GCA.aero / Piper | 855.754.0819 Call or visit us online and see why we’re Garmin’s first and longest standing dealer. Client: Gulf Coast Avionics GCA-PiperFlyer-7.125x4.9375.indd 1 GCA-PiperFlyer-7.125x4.9375.indd 1 1/3/22 3:06 PM 1/3/22 3:06 PM This fixation on past practices to teach future aviators has some limitations. March 2023 | Piper Flyer • 17 YOU CAN’T HAVE A SUPERIOR ENGINE WITHOUT SUPERIOR AIR PARTS. YOU DO HAVE A CHOICE WHEN YOU NEED PARTS OR CYLINDERS FOR YOUR AIRPLANE’S ENGINE. You could choose the overpriced OEM parts. Or you could choose any of Superior’s 3,000 FAA PMA parts. They provide the same, if not better, quality and performance at a more affordable price. So, when it’s time to choose, the smart money’s on Superior Air Parts. Visit SuperiorAirParts.com 972.829.4635 *New Superior Air Parts Millennium Cylinders come with a 37-month factory warranty, and all new Superior Air Parts piece parts and components come with a 24-month warranty. See your Superior Air Parts authorized distributor for details. 18 • Piper Flyer | March 2023 QHello from a new member here in Las Vegas, Nevada. I’m the proud owner of a 1968 Piper Cherokee PA-28-235C Cherokee 235. I’m looking forward to finding out more about Pipers. Nicolas AI encourage you to click on the “Magazine” menu on the PiperFlyer.com website. That will give you options to read articles in the database, and the opportunity to access the magazine archives. There, you’ll find many more articles that will help you with many aspects of Piper airplane ownership. I have a couple of questions. Did you and your mechanic do the “factored hours” calculations in Airworthiness Directive AD 2020- 26-16? What was your factored hours number? Did you get the bolt-hole eddy current inspection done? You have a good-looking, well-equipped airplane based on the pictures. Please let me (us) know what we can do for you by posting on the forum. Happy flying, Steve Follow-up Q: I imported my bird from Canada, where it has been since 1980. It has a total of 3,284 hours on it. The wing spar inspection is not necessary, as the aircraft doesn’t meet the minimum Factored Service Hours. It had an annual in September, and I had them per- form a second annual in November (because an annual inspection can be no more than 60 days old at the time of importation to the U.S.). At that time, I also had them perform a borescope visual inspection of the spars. There was zero rust anywhere. Transport Canada requires that every flight of the aircraft is logged in an “aircraft journey log,” so the journey logs going back to 1980 (1,200 hours at that time) were evaluated and confirmed that the aircraft was never used in a club or flight training. Nicolas QHi Steve, I really value your Piper Flyer “Engine Overhaul” article. Our club’s Piper PA-28 Archer’s engine is away for major overhaul. Recently, a more economical storage hangar has been secured, 1,000 feet away from our present location. Club officers wish to relocate the airplane. Our plan is to use a weighted truck (hand cart with four inflatable tires) tethered to the tail skid, essentially making the Archer a temporary taildragger. Several experienced individuals volunteered to help walk the airplane, including engineers and tow equipment operators. One snag: the aircraft owner feels an experienced A&P with (unspecified) specialized equipment is essential to make this move. The aircraft insurance has been temporarily shifted to “storage” mode. We will inquire if this form of ground movement remains covered. Can you share your insights to help us make a prudent decision regarding aircraft movement sans engine? Is an A&P necessary? David Ammons AI feel like your proposed suggestion will work. I believe you’ll need at least 200 pounds on the weighted cart; a little more is like adding another level of insurance. You could use sandbags or barbell-style weights, for example. Your team will need to test that load on the cart—can the tires/ cart handle it? Will you be rolling the cart over paved ground the whole way? Or will there be pavement breaks, dirt, and/or gravel that you’ll have to contend with? Questions & Answers / Steve Ells Importing an Airplane, Moving Engineless Airframes, Interpreting Oil Analysis, Garmin Autopilot for a Seneca March 2023 | Piper Flyer • 19 • Spark Plugs • Oil Filters • Dry Air Pumps • Regulators and Manifold Valves • Pneumatic Filters and Fittings and Fittings • Carburetors • Replacement Components ® ® • RSA Fuel Injection Systems • Replacement Components • Temperature Probes • Instruments • Test Equipment ® www.tempestaero.com 800.822.3200 Quality, Innovation and Performance from the Brands you Trust. 20 • Piper Flyer | March 2023 QUESTIONS & ANSWERS A method I’ve often used when moving engineless airframes is a 55-gallon drum filled with water in place of the engine, but since the Piper singles all have a dynafocal tube mount instead of a cradle-type mount, that method won’t work. Your note suggests that you plan to rest the aft fuselage on the cart. I suggest you make solid contact between the cart and air- plane aft fuselage at the tail tiedown ring. That should be the part of the airframe that takes any jolts. It’s OK to gently support the rest of the fuselage bottom after securing the tiedown ring to the cart. Lastly, take it slow and easy. We ensured each watcher/assistant had a mouth whistle to sound a loud alarm whenever an airplane was being moved or towed. I don’t see any reason to have an A&P there, especially if they do not have experience moving an airplane in this manner. But that is always the owner’s call. If you have more questions, please let me know. Please send me some good pictures! Happy flying, Steve QFirst of all, thank you for your great magazine which gives me ongoing valuable information; now, I have a technical question: I am the German owner of a Dutch-registered Piper PA-28- 140 Cherokee 140 in good shape with a Lycoming O-320-E3D engine, which received the 160 hp STC while being overhauled in 2009. TTAF is 3,100, TSMOH in 2009 is about 1,070. I try to fly six to seven hours per month. An oil change is done every 25 hours (Philips X/C plus CamGuard). During the last years, all oil analysis had been benign, apart from the last one conducted in late August 2022, where alumi- num jumped up to 9 ppm (before, it has always been between 1-3 ppm). All other data points remain consistent with previous analyses. Oil analysis has always been done by AvLab US, and all future samples will also be sent to them. Today, I changed the oil and filter and had a borescope done at a local shop. Everything was fine and the filter was clean, but cylinder No. 1 showed four scuffing marks (see picture at right). One photo seems to show slight corrosion haze; generally, we found (in all cylinders) some superficial corrosion residue. What I read in some literature is I should not worry too much about this if I don’t also find large amounts of metal in the filter. The reason for my increased metal and scuffing could be from the piston pin plugs due to the corrosion-coated cylinder walls if I understood it correctly. But my scuffing marks look slightly different, consisting of four marks. Do you know if this will still be considered a self-resolving item? Or do I have another issue? Shall I wait for the results of my next oil analysis, and how should I proceed in general? I would not like to pull a cylinder for this. You would do me a great favor if you could answer my mail and give me your evaluation. Matthias Visit www.univair.com For Short Wing Piper Parts from Univair FREE SHIPPING on orders over $300. FREE FREIGHT on orders over $3,000. Restrictions apply – see our website for details. 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Whether your needs are great or small, give us a call! • Wheels and Brakes • Ribs and Wing Parts • PA-22/20 Conversion Kits • Tailwheel Springs • And more! • Rudders • Spinners • Cowling • Sealed Struts • Hydrasorbs • Fairings • Fuel Tanks • Engine Mounts • Parts Manuals • Owners Manuals • Inspection Plates • Control Cables • Landing Gear • Door Channel Kits • Exhaust Systems Call or visit our website to order your free Univair catalog. Foreign orders pay postage. FREE CATALOG March 2023 | Piper Flyer • 21 AI have conferred with other experi- enced Lycoming engine technicians, and we have concluded that the in- crease in aluminum is due to very slight wear of the aluminum wrist pin plugs. The totals are very low. We believe that this is caused by a very light layer of rust on your cylinder walls. Lycoming company publications say that this light layer of rust can begin forming after a few days of inactivity. I would not let this discovery discourage you in any way from continuing to fly your Cherokee. A couple of suggestions: Your letter says you use Phillips X/C and CamGuard—the best choice in my opinion. Yet the oil analysis reports cite AeroShell 40- weight oil. You write that you change the oil at 25- hour intervals, yet it’s been almost six months between changes according to the dates on the oil analysis reports. Engine manufacturers suggest changing oil at both an hour limit and a calendar time limit. The calendar time limit is three to four months. While I applaud the decision to change at 25-hour intervals, given the presence of light corrosion on the cylinder walls, in spite of using CamGuard, I believe you’ll lessen the rust formation by changing oil at three- month intervals. I suggest you watch the presentations by Ed Kollin, the inventor of CamGuard, on YouTube. I’ve linked one below in Resources. I hope this helps. Please let me know if I can help further. Happy flying, Steve QCan you confirm that the Garmin GFC 500 has been certified for the Piper PA-34 Seneca? According to Garmin’s website, it is projected within the next 12 months, but I do not know when they last updated this page. Dan continued on Page 62  AIRMARK OVERHAUL, INC. “When Quality Counts” 6001 N.W. 29th Avenue Fort Lauderdale, FL 33309 Tel: 954-970-3200 Fax: 954-970-3400 Toll Free: 1-800-282-3202 www.airmarkoverhaul.com Email: airmarkoh@aol.com Approved Overhaul, Repair and Exchange Facility for: • ENGINES – Continental and Lycoming Engines • ACCESSORIES – Magnetos, Starters, Alternators, Turbos, Controllers, Wastegates, Relief Valves and Fuel Components • CYLINDERS – Continental and Lycoming Cylinders • HYDRAULICS – Britten Norman Islander Landing Gears • PARTS – Thousands of New and Serviceable Parts in Stock FAA Approved Repair Station JL4R288M • EASA 145.4115 500 Hour Magneto InspectIon & certIfIcatIon servIce wItH easa approval Starting at $390 22 • Piper Flyer | March 2023 Ihave been spending a fair bit of time recently in the right seat, mostly in the Boeing 787 Dreamliner, occa- sionally in the Piper PA-28-236 Dakota. In the big airplane, I’ve been conducting training on new captains as they transi- tion to the Dreamliner from my airline’s fleet of Boeing 737s. In the Dakota, I’ve been helping the recent buyer of the airplane learn all the ins and outs of the gadgets on board. Taxiing technique It’s been an interesting exercise, and I’ve learned a lot through observing a simple part of a flight that doesn’t even involve flying. Witnessing how a pilot taxis an airplane can tell you things about how they fly. For example, do they use gobs of power to get moving, only to stab the brakes later to make a turn? Or can they coax the airplane along and manage their speed (or, to use a fighter pilot term, energy) to minimize the need to use brakes or power? In big airplanes, it is possible to minimize fuel consumption by reducing the number of power changes needed to get out to the runway. I would argue that this applies to little airplanes too. It’s inevitable that little airplanes may require a bit more throttle jockeying to move around. Momentum isn’t as much of a factor. On top of that, in the case of taildraggers or airplanes that don’t have direct steering (either nosewheel or tail- wheel), it may be necessary to balance the use of power against the brakes to make it all work. In those instances, how much finesse is employed to make it happen? Finesse in taxi operations often reveals how the pilot may manipulate the airplane at other times. Speaking of little airplanes, operations in high wind conditions frequently require special considerations. Are the ailerons and elevators deflected appropriately for upwind, downwind, or crosswind condi- tions? In a taildragger, this can be critical to prevent a ground loop. Remember, there are those that have, and those that will. Tips and tricks There are other tricks to taxiing. Of course, at small airports, these things aren’t as critical, but at bigger airports, or controlled airports, it is useful to jot down The Speed of Flight / Tom Machum Taxi Tips Getting from A to B on the airport tarmac can be simple and smooth, or awkward and jarring. Capt. Machum presents a few pro tips for making your taxiing effortless. Ad Meskens via Wikimedia March 2023 | Piper Flyer • 23 taxi clearances in a shorthand gibberish before you taxi. If you use a tablet app, maybe highlight the cleared route on your taxi diagram, utilizing some symbol- ogy for hold short clearances. Remember, too, that when given a hold short clear- ance, ATC expects you to read back that portion of the clearance. When you are going to a new air- port, it’s always a good idea to review the taxi diagram to determine exit points, hot spots (as identified on most charts), your intended parking spot, and the likely route to get there. Of course, the complexity of this exercise is relative to the size of the airport. In the big bird, we also do landing calculations every time to determine how much braking we need to apply and to plan our turnoffs. This isn’t as critical in our wee airplanes unless we’re operating at airports where stop- ping performance is a factor. Follow these simple tips, and taxiing won’t be as taxing on you, your airplane, and your passengers. Tom Machum is a Boeing 787-9 Captain with just over 20,500 hours. He and his wife, Jennifer, live in Moncton, New Brunswick, Canada. His stories are inspired by his flying adventures in both big and small airplanes. Tom also flies a Piper PA-28-236 Dakota for fun, and his articles are inspired by his flying adven- tures. Drop him a note and he’d be happy to reply. Send questions or comments to editor@piperflyer.com. I’ve learned a lot through observing a simple part of a flight that doesn’t even involve flying. Witnessing how a pilot taxis an airplane can tell you things about how they fly. You expect your aircraft’s finish to be durable and great looking. Nothing less will do. You expect it to be protected against punishing weather, extreme temperatures, corrosion exposure and aggressive chemical and cleaning materials. Your aircraft’s colors and design scheme also needs to reflect you - with crisp colors and sharp Distinctness of Image. You can trust Sherwin-Williams Aerospace Coatings for an impression that lasts. And now you can even preview paint color combinations using the new Sherwin-Williams Aerospace Color Visualizer. Visit www.acv.sherwin.com and start visualizing! AIRCRAFT COATINGS THAT PROTECT AND REFLECT AIRCRAFT COLOR VISUALIZER swaerospace.com/reflect THE ULTIMATE IN DESIGN | COMFORT | SAFETY DURABILITY | QUALITY Your aircraft interior does not have to look like an economy car www.airmod.com 2025 Sporty’s Dr. Batavia, OH 45103 513-732-6688 EXEMPLARY AIRCRAFT RENOVATION SINCE 1973 24 • Piper Flyer | March 2023 March 2023 | Piper Flyer • 25 Since the typical General Aviation airplane only gets repainted once every 10 years or so, it’s important to develop a color scheme the owner is going to be proud of during the lifetime of the coating, and choose a coating and an applicator that provides the best possible durability and workmanship to make sure the paint job looks great for a very long time. Airplanes need to be repainted when the existing coating shows cracking, fading, erosion, and certainly if there is visible corrosion around rivets or leading edges. If there is visible corrosion, have an expert review the aircraft. While a complete aircraft paint job can be expensive, not painting it could cost even more. This is because corro- sion issues can become a safety issue, as structural components could be impacted. Sometimes these issues may be noticeable—or perhaps not. Regular inspections should always include cor- rosion examinations. When should you repaint? Painting (or repainting) an aircraft is often up to personal preference. Besides the appearance, colors, and scheme design, different factors come into play. All these are ways to evaluate how often an airplane should be painted: • How many hours has it flown? • Has the airplane been hangared? • How has the aircraft been cared for? • Has it been washed regularly and correctly? • What kind of conditions has it been flying in? • How much UV exposure has it seen? Is your aircraft's exterior looking a little ragged? A repaint can do wonders for its appearance. JULIE VOISIN of Sherwin- Williams explains what owners should know about aircraft paint. 26 • Piper Flyer | March 2023 When repainting the aircraft, the recommended process is to strip off all existing paint. A trained professional should then inspect the aircraft to ensure the airframe is structurally sound. Then, the aircraft should be cleaned, and the substrate (aluminum) pretreated. The aircraft should have a primer coat to create corrosion resistance and adhesion for the topcoat. If you are looking for a high-end finish, your chosen refinisher may suggest a high-build primer-surfacer, which allows a better base for the topcoat by removing any imperfections in the surfaces for an optimal finish. Next is application of the color— which could be either one single-stage topcoat, or a two- or three-stage base- coat/clearcoat system. Depending on the size and model of the aircraft, how sophisticated the chosen color scheme is, and how many colors it in- cludes, typical shop time can run between 10 to 15 days for paint shop turnaround on a “standard” smaller aircraft (from initial stripping to a completed delivery). Any dis- covered maintenance and corrosion issues may extend that timeframe. How much will it cost? The overall project cost can vary based on several factors. What size of airplane is it? Are there any structural issues? What is the complexity of the new scheme design and how much labor and materials will it involve? More elaborate designs will take more application time and affect the overall cost. Your paint shop should evaluate the aircraft, provide you with a step-by-step timeline and cost estimate for the pro- cess, and discuss the vision you have in mind up front. Style choices A quick and fun way to achieve that vision is using the new Sherwin-Williams Aircraft Color Visualizer. It will enable you to explore ideas of main and complement- ing colors, and potential style options. The Aircraft Color Visualizer is a web-based tool for airplane owners, paint shops, aircraft designers, and aviation enthusiasts to digitally create aircraft color combinations and see them displayed on a variety of aircraft types. The Sherwin- Williams Aircraft Color Visualizer will enable you to print or share your initial colors and concepts at different iterations to help guide your professional designer in their final scheme creation. Contact a professional aircraft scheme designer to further explore colors and styles. They can help you select from a palette of colors and see them in actual (or virtual) use on a variety of aircraft. The Sherwin-Williams website features interviews with several aircraft scheme designers to give you an idea of how they take on clients and projects, the design process, and what’s behind their design inspiration. Another option is to ask other pilots and owners or check in with your contact at the chosen paint shop for their referrals. Finding the right paint shop Referrals are your first step. Ask other airplane owners and pilots about their paint process experience. Look around the airfield: what designs do you like? Which ones inspire you? Ask the owner where they went for their paint project, and what Your paint shop should evaluate the aircraft, provide you with a step-by-step timeline and cost estimate for the process, and discuss the vision you have in mind up front. March 2023 | Piper Flyer • 27 WWW. A VIATIONS C REATIONS.COM 480-980-0639 IMAGINATION SEWN INTO REALITY SEATS, TRIM PANELS, CARPET, YOLKS, SEATBELTS, HARWARE, & MORE SPECIALIZING IN CUSTOM INTERIORS their experience with the shop was like. Ask your scheme designer for their recom- mendations: what paint shops (and paint manufacturers) have they and their clients had a good experience with and achieved the vision they created? When it comes to aerospace coatings, make sure to select a product designed to be put on an aircraft. Don’t use paints designed for automotive, industrial, or other coatings just because they may be less expensive. Specifically formulated aerospace coatings are designed to provide flexibility, chemical resistance, UV resistance, impact resistance, per- formance properties, and repairability that provide long-term durability for the rigors and conditions aircraft undertake. Julie Voisin is Global Marketing Manager, Sherwin-Williams Aerospace Coatings. Send questions and comments to editor@piperflyer.com. RESOURCES PFA SUPPORTER SHERWIN-WILLIAMS swaerospace.com industrial.sherwin-williams.com/na/us/en/ aerospace/media-center/video-gallery.html RESOURCES 28 • Piper Flyer | March 2023 To provide years of performance and reliability, you need to take charge of your battery's charge. By Dale Smith March 2023 | Piper Flyer • 29 The next time you’re sitting around with a few of your flying buddies, and it’s time to tally up the tab, challenge them to this little riddle with the bill in the balance: “What’s the oldest non-combustion com- ponent under your airplane’s cowling?” The answer is the ship’s battery. The basic technology behind today’s rechargeable lead-acid batteries was invented in 1859 by a French physician named Gaston Planté. Yet, even with its 164-plus year run, your trusty battery’s technology hasn’t changed much since, for good or for bad. Yes, lithium technology is a hot topic, but we’ll get more into that later. For now, let’s stick with the battery you’ve got, and how you can get the most out of it. We first need to cover exactly what your aircraft’s battery does. While tech- nology hasn’t changed, its list of duties certainly has grown quite a bit. “Pilots need two things from their bat- teries today. The first is sufficient starting power,” explained Chris Holder, Concorde Battery Corporation’s Eastern U.S. Sales Manager. “The second, and least under- stood, is that the aircraft’s manufacturer has a minimum requirement for stored current that they need to power your essential instruments and systems should the alternator or generator fail. “Depending on the aircraft, there can be anywhere from a few to a lot of things that you need to keep running to get you home safely,” he continued. “For our batteries, we want 85% of battery capacity. That’s about 51 minutes of available power at normal consumption. Of course, that’s if you have a healthy, fully charged battery. If the battery is less than 100% healthy, that available power goes down.” While Concorde’s recommendation is for 51 minutes of power, the require- ments stated by your aircraft’s manu- facturer may be different. Another thing to consider is whether you’ve had your avionics upgraded recently—that can make a huge difference in the power needs of your panel. If you’re still not quite sure, you can always refer to CFR (Code of Federal Regulations) Section 23.1353(h), which states, “In the event of a complete loss of the primary electrical power generating system, the battery must be capable of providing electrical power to those loads that are essential to continued safe flight and landing for at least 30 minutes for airplanes that are certificated with a maxi- mum altitude of 25,000 feet or less.” Holder said that reserve energy is something most aircraft owners he talks to don’t understand. They expect the battery to provide the power they need regardless of age or condition. Unfortunately, that may be a mistake you only make once. Starting is just the beginning Before we get too far afield, let’s look at Holder’s two points again—they’re worth repeating. Having the required energy to crank your engine is pretty basic; you either have it, or you don’t. But just because the battery gives life to your Continental or Lycoming, don’t make the mistake of believing the battery has enough stored power (his second point) if something goes wrong with the alternator or generator right after takeoff. “A mistake many pilots make, espe- cially in technically advanced aircraft, is to go to the airport on Friday afternoon, flip on the master switch, and spend an hour or so updating their avionics, charts, or whatever,” he says. “They just don’t realize that they ran the battery all that time without doing anything to replace the charge. “Sure, the battery may start the engine, but it won’t have any reserve power—at least not for a good while into the flight,” Holder continued. “It’s an especially difficult problem if the airplane isn’t flown regularly. You need to run the engine for at least an hour a week to achieve a battery capable of stay- ing fully charged when not in use.” He also stressed that although an hour of flight time a week is ideal, most owners can’t do that consistently. In those events, he recommends hooking your aircraft’s battery up to a high-quality battery maintainer. Holder said that Concorde’s recommendation is VDC Electronics’ BatteryMINDer unit. “We’ve recommended this unit for the past 12 years. Our team worked with VDC to develop that particular unit, and we feel it’s still the best,” Holder said. “The unit’s voltage set points are perfectly aligned, allowing it to be left connected to the battery for extended periods (if need be) without overcharging it. That is the key point here. “Over time, continually overcharging a lead-acid battery will dry out the AGM mats,” he continued. “That will shorten the battery’s life, rather than extend it.” Another benefit of a battery tender is to help mitigate temperature-related issues. For example, Holder said that all batteries self-discharge, even with no loads. And the higher the temperature, the faster this happens. How fast? Your aircraft’s battery is arguably one of the most relied-on and least-understood components in your aircraft. All it takes is a little thought and care to ensure it provides the years of performance and reliability it was designed to deliver. March 2023 | Piper Flyer • 29 30 • Piper Flyer | March 2023 Well, a lead-acid battery will typically lose 25% of its available power every: • 90 days when stored at 77 F. • 45 days when stored at 95 F. • 21 days when stored at 115 F. And that’s the estimate for a very healthy battery. The estimated peak available power gets much lower as the battery ages or if it’s subject to any parasitic drain. And while we'll talk about lithium batteries later, we’ll now mention that according to EarthX, their lithi- um-iron-phosphate batteries will typi- cally lose about 1 to 2% of their available power in a month. While all the above information can help you maximize your battery’s life span, it’s an excellent idea to start by knowing your battery's current health. The unit’s condition (how many times it’s been charged/discharged), environ- ment (indoors or outdoors, in the heat and/or cold), and the state of the alterna- tor/generator as well as the various cables and connectors, along with other vari- ables, will all play a role in how long your battery will reliably meet your needs. You can’t judge the unit’s condition by looking at it or by its age. Batteries lead a hard life. Holder said the only way to know your battery's condition for sure is to have your A&P perform a battery capacity test. “It’s the only way to determine the airworthiness and the minimum of 51 minutes of capacity that we recommend,” he said. Parasitic load really sucks Having all the latest avionics capa- bilities in your aircraft is a great way to fly smarter and safer. But all those fancy gizmos do come with a price—the in- creased chance for parasitic load. And, while it’s not typically an issue with newer airplanes, the chances for this kind of drain increase when the aircraft’s avionics are modified and updated. “A parasitic load occurs when a load on the battery exists even when everything is turned off inside the aircraft,” Holder said. “It’s one of the more common causes of premature battery failure. “These loads are generally low amperage—typically under 50 #1: Never jump-start your aircraft’s battery. If it’s dead, either remove and have it adequately charged or exchange it with a fully charged unit. #2: Only use a ground power start in extreme situations. If you do, make sure to monitor your battery’s charge rate during the flight. #3: Monitor your battery’s charge rate on every flight. Any exceedance of the OEM’s guidelines will shorten the battery’s life. #4: If your engine doesn’t catch in the first 10 seconds, stop cranking it. Stop and wait 30 seconds before trying again. Continual cranking causes over- heating, and that’s a battery killer. #5: If you’ve used battery power to update your avionics, take time to have the battery fully recharged before you fly again. #6: Speaking of charging, if you can’t fly frequently, use an approved trickle charger. If you can’t get on out to your airplane, remove the battery and hook the charger up in a hangar. #7: Have your A&P perform a battery capacity test during the annual; it’s the only way to determine the battery’s airworthiness. #8: It’s also good to have your A&P test the system for parasitic loads. This is especially true if you’ve had any work done on your avionics or instruments. #9: Visit your battery manufacturer’s website for tips and notices about your specific battery model. #10: Make sure your battery cables, leads, and connectors are in top condition and are free of corrosion. #11: For heaven’s sake, turn off the master switch when you shut the engine down. It’s the most straightforward yet most often overlooked step in keep- ing an aircraft’s battery healthy. Top 11 tips to better aircraft battery health. March 2023 | Piper Flyer • 31 ENGINES LYCOMING O-235 to IO-540 CONTINENTAL O-200 to TIO-550 Complete Engines with Accessories and Complete Logs! 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Also Cylinders, Mags, Accessories AS THE LARGEST SINGLE-ENGINE PIPER USED PARTS DEALER IN THE WORLD, WE’LL HELP YOU FIND EVERYTHING YOU NEED ...WITH ONLY ONE CALL! www.WentworthAircraft.com milliamperes—but since they are contin- ually present, they can deplete the bat- tery’s capacity if the aircraft is inactive for long periods,” he continued. But, according to Holder, you can take steps to stop a parasitic load before it gets you. The first step is to deter- mine if it’s a problem that’s occurring in your airplane. The process is relatively simple. First, you’ll need a multimeter capable of measuring current (amps and milliamps). Disconnect the aircraft’s negative lead from the battery. Place the multimeter in series between the negative lead and the negative terminal. Next, set your multime- ter at its highest setting and then slowly adjust it to the lower settings. “If you see the current start to show up on the multimeter, then you have a para- sitic load. That’s the easy part,” Holder said. “The hard part is finding the cause. That can take a lot of time and effort. Until the cause can be determined, it’s a good idea to disconnect the battery when you’re not going to fly for a while. “We recommend, however, that before you do that, you consult with your air- craft’s manufacturer to make sure this is a safe process and will not harm any compo- nents in the airplane,” he added. “In some cases, modifications may be available to help reduce the parasitic load.” Don’t try this at home— or anywhere else Earlier in the story, we highlighted the common situation where a pilot would use the aircraft’s battery to update the avionics, etc., and then have battery issues the next time they flew. The most common remedy for a “dead battery” is to use a ground power cart to “jump-start” the airplane. In Holder’s opinion, that can be a very bad idea. “Except in the most extreme situa- tions, you should never jump-start an aircraft battery,” he said. “If there is not enough stored power to close the battery’s relay when you go flying, and suddenly the alternator or generator fails with the relay open, the battery has not taken on any charge. There is nothing to power the critical instruments and systems. “We tell people to resist the urge to do a ground power start if the battery is the problem,” Holder continued. “The best two options are to remove it and have it properly charged or to replace it with a new one.” Reserve energy is something most aircraft owners don’t understand. They expect the battery to provide the power they need regardless of age or condition. Unfortunately, that may be a mistake you only make once. 32 • Piper Flyer | March 2023 Unraveling the lithium conundrum OK, here’s the portion of the story you’ve been waiting for: What’s the deal with lithium batteries? Well, the technol- ogy has received much attention in the aviation press over the past few years— some of it good, and the rest was not. “Lithium-ion is a top-level, generic description of a battery’s chemistry, and there are dozens of different types in many applications today,” explained Kathy Nicoson, Global Sales Director for EarthX. “Lithium batteries are the most widely used types in the world and are used in everything from pacemakers to cellphones to cars, and now as a starter battery for your 14- or 28-volt aircraft. “There are many advantages to the Lithium-iron-phosphate (known as LFP or LiFePO4) technology that EarthX uses, including the fact that they do not freeze, boil over, or sulfate [a leading cause of early battery failure],” she said. “They’re also typically up to 80% lighter, have a two- to three-times longer life span, and charge faster than a lead-acid battery.” The downside is that they are much more expensive and are less tolerant of abuses like leaving it in a discharged state for too long. And, of course, they can suffer from thermal runaway (which can also happen to lead-acid batteries), which leads to numerous issues, including overheating followed by a lot of smoke. The condition has led to some very bad press for lithium batteries in airplanes. (Point of fact here: most of the negative press about “lithium batteries” has been about lithium cobalt technology. Yes, the same technology used to power the cell- phone in your pocket.) The rundown on thermal runaway By far, the industry’s lack of under- standing of thermal runaways has done the most to dampen the aviation mar- ket’s excitement about lithium batteries. Nicoson stated that while anything’s pos- sible, EarthX has taken added precautions to minimize the conditions for which these events can occur. “EarthX batteries are LFP chemistry, the most abuse-tolerant, and require a lot of energy to force them into thermal runaway,” she explained. “The term ther- mal runaway can mean different things, and for an LFP battery, it does not mean a three-foot tall explosion of flames; it means it will produce a lot of smoke for about 10 minutes. “To cause a thermal runaway with the EarthX ETX900-TSO battery, many things in your aircraft, as well as the pilot, would have failed,” Nicoson said. “First, your regulator would have to fail. Then, your overvoltage protection on your aircraft would have to fail. Then, the pilot would have to fail and not turn your charging system off (alternator off) as you see the voltage and amps climb and destroy all your electronics on your panel while popping fuses everywhere in the process.” It’s doubtful you’d let any of the above situations occur without action. But still, as she explained it, if you did nothing but continue to fly, and if the battery then joined the failure chain, or you somehow exceeded the protection limits (over 100 volts), it takes about seven minutes for this type of runaway energy to cause a thermal runaway with the battery. So, if the unlikely were to happen, you have seven minutes to stop the problem before it becomes an even more serious problem. As an added safety feature, she said that EarthX’s ET900-TSO, the company’s FAA TSO-approved battery, is housed in a fireproof containment system (inter- nally). It is also a sealed battery that is vented overboard. “So even in this catastrophic state, the smoke is pushed overboard, and it is not a battery safety issue, and it does not cause anything near it to heat or catch on fire, either,” Nicoson said. “As far as the fear of spontaneous self-combustion, the battery must be part of a catalyst for it to go into thermal runaway. It will not simply ‘com- bust’ with no reactor. “The batteries have short circuit protection and fault monitoring that would alert you if something is outside of normal,” she continued. “But again, in the event of a thermal runaway, the battery itself is protected, and the smoke is vented overboard.” To control the thermal runaway issue, Nicoson explained that EarthX uses ad- vanced electronics to monitor and balance the voltage/charge inside each of the battery’s individual lithium cells. EarthX Batteries' safety features “EarthX is not new to lithium-iron phosphate battery technology. Since our 32 • Piper Flyer | March 2023 March 2023 | Piper Flyer • 33 1-800-647-6148 • www.ffcfuelcells.com All FFC fuel bladders are manufactured with REGISTERED TSO-C80 constructions... KNOW what you are installing. Quality products at competitive prices. TSO-C80 FUEL CELLS inception in 2009, inside every EarthX bat- tery is a proprietary microprocessor-con- trolled battery management system (BMS) that monitors the charge level of each cell and balances the charge to protect from overcharging or over-discharging, short-circuiting, and overheating,” she said. “The BMS will also alert you if something is outside the normal operating parameters.” Nicoson also said that EarthX bat- teries use the most advanced LFP cell designs with ceramic separators as an added safety feature. “The BMS technology and ceramic cell separators provide the best possible performance, safety, and longevity for the battery,” she explained. Another point to consider when making the lead-acid versus lithium decision is the FAA paperwork required to do the installation—we’re talking FAA- certified aircraft here, after all. “For a lithium battery, the FAA re- quires that it not only have TSO approval but also a field approval or STC for its installation. The STC dictates exactly what you must do to install the battery,” Nicoson said. “EarthX provides the STC paperwork free of charge as we attain them from the FAA, to help save our customers money. “EarthX is the first and only company to offer an FAA-certified lithium battery,” she added. “That is a true testament to the safety and quality of our batteries.” Whether you are using a lead-acid or lithium battery, follow the manufacturer's recommendations and you’ll get more life out of your battery. Dale Smith has been an aviation journalist for 30 years. When he’s not writing aviation articles, Smith does commission aircraft illustrations specializing in seaplanes and flying boats. Smith has been a certificated pilot since 1974 and has flown 35 different types of General Aviation, business, and World War II vintage aircraft. Send questions or comments to editor@piperflyer.com. RESOURCES PFA SUPPORTERS CONCORDE BATTERY CORPORATION concordebattery.com EARTHX BATTERIES earthxbatteries.com IMPORTANT: This article describes work that may need to be performed/ supervised by a certificated aviation maintenance technician. Know your FAR/AIM and check with your me- chanic before starting any work. You can’t judge the unit’s condition by looking at it or its age. Batteries lead a hard life. Holder said the only way is to have your A&P perform a battery capacity test. RESOURCES 34 • Piper Flyer | March 2023 March 2023 | Piper Flyer • 35 When working as an airframe and power- plant mechanic (A&P) for Aero-Dyne, a Douglas DC-3 operator based in Renton, Washington, I distinctly remember the day we had to weigh N74589, a 1943 C-47 (the military designator for the DC-3). An airplane must be leveled both longitudinally (nose to tail) and laterally (wingtip to wingtip) before reading the scales. We did the lateral leveling on 589 by adjusting the extension of the left and right wing jacks. To get that big airplane level longitudi- nally, we lifted the tail using an overhead crane connected to a tail lifting ring located just forward of the vertical stabilizer. We were inside a well-built hangar with trusses that could support the load, but there was still some trepidation during this operation! Load cells (which measure the weight of objects) were in place between the jack pads on each wing and the jacks them- selves, and in series with the lifting ring and lifting cable. The cells are connected to a calibrated display box. You can bet that after we got good weights, we got the tail of our DC-3 back on the ground ASAP. Aero-Dyne had a couple of DC-3s that were on Part 135 operat- ing certificates—the regulations required the company to record as-weighed (versus calculated) weights at three-year intervals. The good news for private owners operating under Part 91 is that there is no requirement that they ever actually weigh their airplanes. Actual and computed or calculated weights All scale readings are actual weights. A “calculated” weight and center of gravity (CG) can be created by simple num- ber-crunching steps following the addition or removal of com- ponents of any kind. The DC-3 mentioned earlier was weighed using load cells. Most light airplanes today are weighed by rolling the wheels onto floor-positioned portable scales. STEVE ELLS discusses how calculated and actual aircraft weight may differ… sometimes greatly. 36 • Piper Flyer | March 2023 Weighing the nosewheel. March 2023 | Piper Flyer • 37 Recently I’ve been assisting in weighing my Comanche and a Piper PA-28-180 Cherokee 180; we leveled them by inflating/de- flating struts and tires per the service manuals. As I reviewed the logbooks for my airplane, I found calculated weights in the records. After I put my airplane on scales, I discov- ered that the calculated weight was lower than the actual weight. In the beginning In 2006, I bought 85P (aka “Papa”), a 1960 Piper PA-24-180 Comanche 180, powered by a 180 hp Lycoming O-360 engine. The original weight and balance (W&B) report on Papa was an “as weighed” report and was done Jan. 6, 1960, at Piper’s factory. Bare of any accessories and just off the line, she weighed 1,535 pounds; 543 pounds on the left wheel, 549 pounds on the right wheel, and 443 pounds on the nosewheel. Crunching the numbers in accordance with the service manu- al’s procedure resulted in an arm from the datum to the center of gravity of 86.2 inches and a moment (weight x arm = moment) of 132,317 in/lbs. What’s a datum? The datum in airplane weight and balance calculations is an arbitrary point the airplane manufacturer has chosen as a refer- ence point for all W&B calculations. In the case of the Piper PA-24 series, the datum is an imaginary point located 79 inches forward of station 65.5. Wing station 65.5 is the point on the leading edge of the wing where the angled portion ends. On my Comanche, the datum is out in space, forward of the tip of the propeller spinner and every other part of the airplane. This means that every weight and every arm for my Piper Comanche will be aft of the datum and will produce a positive arm relative to the datum for W&B purposes. The arm in W&B calculations is the distance from the datum The datum for a Piper PA-28-181 Archer III is not defined in words in the airplane information manual, but in Chapter 7, the weight and balance chapter, a drawing defines it as a point in space 31 inches forward of the nosewheel centerline. The CG range in the 180 hp PA-24 Comanche series varies depending on the loaded weight. At the maximum takeoff weight (MTOW) of 2,550 pounds, the CG must be in a 5-inch wide window between 89 inches and 94 inches aft of the datum. At a load of 2,300 pounds, the forward limit of the CG envelope expands forward; at that weight, a CG between 83 inches and 94 inches aft of the datum is within limits. CG limits If the loaded CG is too far forward, there’s a possibility that the elevator, especially at low airspeeds, may not have enough author- ity to pitch the nose up when landing. If the loaded CG is too far aft, recovery from a stall condition will be difficult—and in extreme cases, impossible—again because the elevator (stabilator) may not have enough authority to pitch the nose down. For aerodynamic efficiency, it’s desirable to have the CG toward the aft limit, as this reduces the amount of elevator/sta- bilator deflection needed to maintain level flight. Less control surface deflection creates less parasitic drag. All scale readings are actual weights. A “calculated” weight and Center of Gravity (CG) can be created by simple number- crunching steps following the addition or removal of components of any kind. 38 • Piper Flyer | March 2023 The original equipment list The 1960 W&B document included with Papa when it left the factory included a three-page equipment list. Every item installed in the airplane, such as the propeller, fuel boost pump, oil cooler, main wheel assemblies, tires, battery, landing light, and the approved flight manual was checked off on a list that included all the possible options. If these things have been removed, or other items added, the weight and balance have also changed, and the W&B records should reflect that. The original W&B data for my 1960 Piper Comanche is quoted as “weighed.” The avionics on the equipment list included a first-generation navcom with nine crystal-con- trolled COM channels (a Narco Omnigator, 19 pounds), various antennas, and an Automatic Direction Finder (ADF, a Narco Superhomer VHT-3, 8 pounds). The third part of every W&B calculation is the moment. It’s defined in FAA Advisory Circular 120-27E: “The moment is the product of a weight multiplied by its arm. The moment of an item about the datum is obtained by multiplying the weight of the item by its horizontal distance from the datum.” The moment for the original W&B for 85P is 1,535 x 86.2 = 132,317. Calculated versus weighed W&B reports Your airplane may have never been weighed since it left the factory. I can’t find any information that requires small Pipers flown for personal use under Part 91 to ever be put on a set of scales. Creating a calculated W&B update requires the use of the actual weights of components and their in- stallation arms (how far aft of the datum they are installed). “Close enough” creates inaccurate data. If the “close enough” method is used again and again, the inaccuracies mount. Here’s how a calculated W&B is done. Let’s say you replace the propeller on your airplane, and don’t put the airplane on scales afterward. The original Hartzell HC-92ZK prop, which weighed 63 pounds (arm is 1.5 inches aft of datum) was replaced with a Hartzell HC-C2YR prop that weighs 59.3 pounds. I’ve created a mock “Revised W&B” entry to illustrate how those calculations would look: Weight Arm Moment Existing W&B Report (fictitious) 1,600 86.0 137,600 HC-92ZK prop removed -63 1.5 -94.5 HC-C2YR prop installed +59.3 1.5 +88.95 New W&B 1,596.3 86.2 137,594.5 The new CG position is obvious—it moved slightly aft due to removing weight forward of the existing arm. The empty weight is also slightly less (-3.7 pounds) than it was before the prop swap. Thus, the useful load has increased by that same 3.7 pounds. Here are a few calculation rules for revised W&B entries: 1. If the weight and arm are positive numbers (equipment added) then the moment will be positive (+ x + = +). 2. If either the weight or arm (but not both) are negative (com- ponent removed aft of the datum), the moment for that calcula- tion will be negative (- x + = -) or (+ x - = -). 3. If both the weight and arm are negative (component removed forward of the datum), the moment for that calculation will be positive. (- x - = +). W&B changes to Papa over the years From factory-new to the time I purchased Papa, several equipment changes were made. In 1964, a Narco Mk 12, power supply, and an omni indicator were installed. This added 9 pounds to the empty weight (EW) and moved the CG forward to 85.9. The moment changed to 132,629. In 1967, a component of the Piper Autocontrol (AK066) auto- pilot was installed, weighing 4.5 pounds at 56.5 arm. New empty weight is 1548.5; CG is 85.7; moment is 132,706.4 In 1971, the Narco Omnigator was removed and replaced with a new Narco suite of avionics. A Mk 24 navcom, an ADF 31, a VOA-9 indicator, a MBT-12 marker beacon receiver, and a Narco UGR-2 Glideslope receiver were installed. Unfortunately, I wasn’t able to find a revised W&B for this change. Wheel scales in use. March 2023 | Piper Flyer • 39 In 1972, a revised W&B was noted after Piper Kit 760 705, a rudder balance kit, was installed. The new EW was 1569.6, and the CG was unchanged at 85.7 with a moment of 134517.7. The entry didn’t say whether the new numbers were “as weighed” or calculated. Since this 1972 update reflected a weight gain of 21 pounds over the 1967 update, I’m assuming that it reflects the Narco avi- onics suite upgrade weights as well. And in 1974, a Narco ELT-10 was installed. There are no other equipment changes before the last entry in the logbook in July 1990. Starting over! When I bought 85P in 2006, a W&B report dated Dec. 29, 1998, was included. It reported the empty weight as 1,535, the same as the original factory EW report. There was no equipment list. I concluded that the 1998 W&B was simply a paperwork exer- cise to model loading scenarios, such as worst-case forward CG limit and worst-case aft CG limit. I considered it worthless. I weighed 85P in 2018, after several upgrades that included reconfiguring the floating portion of the instrument panel, re- moving the panel-mounted LORAN to install a Bendix/King KLN 94, adding a second navcom, removing the generator to install a Plane Power alternator system, and removing the ELT 10 to install a 406 MHz ACK ELT. Other changes included replacing the right Slick 4300 series magneto with an ElectroAir electronic ignition system, replacing the original Piper gascolator with a Steve’s gascola- tor, swapping the original nav light assemblies with Aveo UltraGalactica position/strobe lights, and chang- ing out the Gill G-35 battery for a Concorde RG-35AXC battery. On October 2, 2018, I created a new W&B, with a new empty weight of 1607.2, a CG arm of 86.95, and a moment of 139,745. Full or empty? I’ll wager that at least 50% of the light airplanes weighed these days have full fuel tanks during the weighing process. Although Piper manuals spec- ify draining the fuel tanks before weighing, it’s much easier (and safer) to fill the tanks than it is to defuel an airplane for weighing. I’ve seen two airplanes catch fire during defueling operations, when the static electricity potential between the aircraft and the fuel receptacle caused a spark that ignited the fuel fumes. This raises a question: do the fuel tanks of any GA airplane hold exactly the amount noted in the Type Certificate Data Sheet (TCDS), the Owner’s Manual, or the Pilot’s Operating Handbook (POH)? Most are probably pretty close, but in my experience, the only way to truly know an airplane’s fuel capacity is to defuel the airplane, then refill the tanks. Based on the difficulty of fully fueling fuel tanks and the po- tential for past “close enough” W&B calculations, any “calculated” W&B report is almost certain to be off by a few pounds. Does this present a safety hazard? In my opinion, the likelihood of an airplane loss of control caused by the weight being off by a few pounds is slim to none. But it should raise concerns if the preflight W&B report shows a very rearward CG. Where did all that weight come from? Note that although 85P had gained 69 pounds over those 48 years, the empty weight CG had only moved aft less than The author's most recent W&B report. 40 • Piper Flyer | March 2023 an inch. How can I account for that weight gain? I’ve noted all the changes/updates I installed, but it doesn’t account for the difference. Since 85P did not have the original paint scheme or interior, I’m assuming (since I can’t find a maintenance record entry detailing those changes) that at some point between 1982 and 1988, a new interior was fabricated (or purchased) and installed, and a new paint job applied. If the paint job was a “scratch and squirt” job where the existing paint is merely roughed up instead of being stripped completely off the airframe, that would account for around 25 pounds of weight gain, but there’s no evidence that this was a quicky-style paint job. On May 25, 2021, I finished installing FAA-approved SoundEx sound suppression padding, a new AirTex inte- rior, and two uAvionix AV-30s to replace my vacuum-driven artificial horizon and directional gyro. I removed the original gyro-driven instruments, interior and insulation, the vacuum pump, vacuum regulator, vacuum filter, and associated tubing at that time. I entered the weights, arms, and moments on my W&B Update form. The new “calculated” EW is 1618.7, the arm is 87.44, and moment is 141,543. The useful load is 932 pounds. The Federal Aviation Administration (FAA) publishes Advisory Circular (AC) AC 120-27E, titled “Aircraft Weight and Balance Control.” This AC defines “average passen- ger weights” for commercial operators. The following are the latest weights from Table 2-1, “Standard Average Passenger Weights:” Average adult male passenger weight 200 lb.; Average adult female passenger weight 179 lb.; Child weight (2 years to less than 13 years of age) 82 lb. These weights account for the weight of an average carry-on bag and one personal item. Those weights are for commercial operators; this sen- tence is for private operators: “Aircraft with fewer than five passenger seats must use actual passenger and baggage weights.” A note states that 10 additional pounds must be added to weights “volunteered” by passengers. AC 120-27E “Aircraft Weight and Balance Control.” www.faa.gov/documentlibrary/media/advisory_circular/ ac120-27e.pdf How Much Do Your Passengers Weigh? March 2023 | Piper Flyer • 41 3814 Prosperty Rd, Duluth MN 55811 USA | 218-728-1614 | www.scs-interiors.com | info@scs-interiors.com We ship worldwide & 30 day lead time We ship worldwide & Carpet Kits | Floor Mats | Glareshield Vinyl | Vinyl Flooring made in USA Vinyl Carpet Multiple colors and textures available • Over 120 patterns available for various models • 35 color options in Nylon, Featherweight, Wool & Vinyl • Raw materials available for custom kits or side panels • Free material samples to visualize your new interior Restore your Piper’s interior to reflect your style Scan the QR code above to order your free samples. Yarn binding Cloth binding Medium Brown Nylon featured Style | Comfort | Security Full fuel capacity is 60 gallons (360 pounds), leaving a full-fuel useful load of 572 pounds. 85P now weighs just under 6% more than it did when it was new. 85P gained weight in exchange for increased dispatch and inflight reliability due to reconfiguring the instrument panel layout to a modern “sacred six-pack” configuration, and the installation of advanced and more modern systems such as solid-state avionics, engine monitors, and the Electroair electronic ignition system. In addition, crew comfort has been improved due to the soundproofing and improved bolsters and padding in the interior seating. As the owner and pilot, I think it’s a fair trade. How much does your airplane weigh? Steve Ells has been an A&P/IA for 45-plus years and is a com- mercial pilot with instrument and multi-engine ratings. Ells also loves utility and bush-style airplanes and operations. He served as associate editor for AOPA Pilot until 2008. Ells is the owner of Ells Aviation and the proud owner of a 1960 Piper Comanche. He lives in Templeton, California. Send questions and comments to editor@piperflyer.com. RESOURCES PFA SUPPORTERS CONCORDE BATTERY CORPORATION concordebattery.com ELECTROAIR electroair.net UAVIONIX uavionix.com OTHER AIRTEX INTERIORS airtexinteriors.com SOUNDEX INSULATION soundexproducts.com RESOURCES 42 • Piper Flyer | March 2023 After attending the PA-32 Fly-in in Memphis, Tennessee, author DOUG ALLEN and his wife cruised to Miami to visit family— but not without experiencing issues along the way. Flying over Cedar Key’s George T. Lewis Airport (KCDK) on a flight south to Immokalee, Florida. March 2023 | Piper Flyer • 43 When the low ceilings cleared after the PA-32 Fly-in at Olive Branch Airport (KOLV) in the Memphis, Tennessee, area, my wife Sharon and I took off in our Piper PA-32-301T Turbo Saratoga toward Miami, Florida, to visit our two granddaughters (and our kids as well). An eventful departure Initially, we headed east toward Huntsville, Alabama, to fly over the Decatur Boeing Delta IV Rocket Factory (now owned by United Launch Alliance) in Decatur, Alabama, on the Tennessee River. We also wanted to view the adjacent Ro-Ro (roll on - roll off) dock we created for the marine vessel Delta Mariner. I had custom-designed and built this vessel to transport Delta IV heavy lift vehicles (rockets) down the Tennessee-Tombigbee Waterway, 401 miles south, to Mobile Bay for transit to the Kennedy Space Center. The ship also carried cargo through the Panama Canal to Vandenberg AFB on the central coast of California. After passing Decatur, about 30 miles west of Huntsville, some panel instru- ments started failing, and eventually, I lost them altogether. The first symptoms were my inability to click on the touchscreens to change values and settings like the local altimeter. While troubleshooting, function- ality dropped off fairly rapidly, leaving me with dead screens. Sharon observed this, making her a little concerned (maybe more than a little). I reassured her by letting her know the Garmin G5 has a battery backup (which is why it is a required instrument when installing the G3X Touch in a cer- tified aircraft). We also have ForeFlight on the iPad with up to four hours on its internal battery. We were in clear VFR weather, with some rain and scattered to broken clouds above us. ForeFlight is more than capable of VFR navigation, and if the need arises, can display IFR approach plates for backup emergency IFR navigation. Recycling the alternator, the avi- onics switch, and checking the circuit breakers failed to resolve the issue. So, while flying the plane visually and using ForeFlight to navigate, I started looking at airports ahead to find one that might have an A&P. We decided against Huntsville, as it seemed more suited to large and small tur- bine-powered aircraft. I settled on Cullman Regional/Folsom Field (KCMD), halfway between Huntsville and Birmingham. They had plane rentals, all the typical FBO ser- vices, and a medevac helicopter company. We hoped this meant they also had an A&P or two on the field. Delta Mariner during sea trials. Airport entrance sign on road south to Cullman, Alabama. 44 • Piper Flyer | March 2023 After a normal landing on 5,500-foot- long Runway 20, we taxied adjacent to the terminal building, shut down, and walked to the spacious building while a small amount of rain began to fall. Upon enter- ing, I talked to the airport maintenance and line attendant, Chad Hart. He asked about the lack of radio transmissions during our approach and landing. I explained we had lost the alternator and queried if there was an A&P on the field. Luckily, there was, and within a few minutes our plane was being towed to the Tennessee Valley Aviation Services hangar operated by an A&P/IA, Jeff Peabody. An unexpected layover Leaving the plane in Jeff ’s (and his experienced assistant’s) hands for diag- nosis, we signed out a courtesy car from the terminal building FBO and headed out to find some lunch. We found a Cracker Barrel restaurant in town, so we ate there while waiting for word on the prescriptive diagnosis. Voltage regulator, fusing, loose connection(s), or alternator? Upon hearing that the alternator needed to be rebuilt or replaced, the search started for a rebuilt alternator. Due to supply chain shortages, it took several internet searches and many phone calls to find one, but we eventually located one. It would take one to two days to make it to our location. We resolved ourselves to the likelihood of a two-night stay at the Cullman Fairfield Inn and Suites by Marriott and did a little sightseeing, restaurant hunting, and shopping at local antique stores. We visited some old haunts familiar to us from the NASA International Space Station and Delta IV space development days and found new towns and places we had not been to before. If you are going to be stuck somewhere for a couple of days, why not use the time to see and do new things? The area between Huntsville and Birmingham is beautiful: full of forests, Derrick East (apprentice) and Jeff Peabody with our Saratoga at Tennessee Valley Aviation Services. Gunter Avenue stores in Guntersville, Alabama, a great historic town on the Tennessee River where it widens to Guntersville Lake. After passing Decatur, about 30 miles west of Huntsville, some panel instruments started failing, and eventually, I lost them altogether. March 2023 | Piper Flyer • 45 lakes, rivers, campgrounds, parks, and historic sites. If you get a chance to visit this area, you will marvel at the beauty and many things to do and see. Two days later, after logbook entries, signoffs by Jeff, and a thorough pre- flight, we continued our journey south to Miami. Jeff ’s rates were very reason- able, given his quick turnaround (after receiving the alternator shipment). Everyone at Folsom Field was friendly and professional, and we thoroughly enjoyed visiting Huntsville, Cullman, Birmingham, and the surrounding area. Resuming the journey We took a VFR course south, some- times above some cumulus layers and sometimes below them, then aimed for the west coast of Florida. California, Oregon, Washington, Alaska, and Hawaii are not the only states with west coasts! While in Florida in the 1990s designing, testing, and manufacturing elements of the International Space Station, I found it a little amusing being on the “West Coast” while visiting and working at Honeywell in Clearwater, Florida. Flying south from Gainesville offshore over the Gulf of Mexico is always a treat. The many rivers, island clusters, ranches, and swamps are great for sightseeing. One of the landmarks I always look for while heading south into Florida is Cedar Key and Cedar Key Airport (KCDK), north- west of the Crystal River Nuclear Power All is now well with the electrical system. Flying alongside and above cumulus clouds en route south from Cullman toward Florida. 46 • Piper Flyer | March 2023 Plant. Occupation of the islands dates back to as early as 500 B.C. The first depiction of Cedar Key was on a Spanish map from 1542 when it was called “Las Islas Sabines.” The Army Air Corps created the George T. Lewis Airport on Cedar Key in 1936. It served as an air/ sea rescue base leading up to, during, and after World War II. A five-year program was initiated in 1998 to rework the airport runway and visual aids. They lengthened the runway to 2,355 feet. Cedar Key is the shortest pub- lic-use runway in Florida. During my Space Station days in Florida, I used to fly there for lunch or take my sons there for fishing. The runway was much shorter then, somewhere around 1,600 feet. Before 1998, after landing on Runway 5, you taxied to the end (if you had any runway/taxi space left!), turned right onto the road at the stop sign, and taxied back to an asphalt parking area alongside the road. If you wanted trans- portation, you flew low over the city, landed, and a lady in her station wagon would show up and give you a ride for a fee. Unfortunately, she has since passed away, and many pilots miss her. Today, you’ll find a phone number posted at the tiedown area which you can call for a lift. The airport now has parking at the south end of the runway. Cedar Key uses the 122.9 Multicom frequency, and there is no fuel or mechanic. Be careful of the road that crosses the northeast end of the runway. Welcome to the Everglades Although we usually stop in Cedar Key for lunch, we opted to complete our route to Immokalee in the Everglades. Heading inland north of Tampa, we pointed the airplane’s nose at Immokalee Regional Airport (KIMM) in the Everglades. The big thing to watch for is the height of all the radio antennas in central Florida, sometimes exceeding 1,500 feet msl. Antennas within 6 miles of Immokalee Regional extend from 275 to over 609 feet msl. I've used Miami Executive Airport (KTMB) previously, but their tiedown fees have become prohibitive. Immokalee Airport has very reasonable tiedown fees, and the fuel prices are affordable. I had called the Enterprise FBO desk to have a car delivered to Immokalee, but discovered they now require a couple of days advance notice to deliver one from the Venice or Fort Meyers area. Immokalee has a great air-conditioned FBO building, clean restrooms, free coffee, and great tiedowns on concrete. The guy running the FBO spent a few years in north San Diego County, where Fallbrook lies, and he enjoyed telling us stories from his time there. We seem to run into people who have lived in the San Diego area everywhere we go. Many are Marine or Navy veterans who served at U.S. Marine Corps Camp Pendleton and the U.S. Navy Weapons Center, which share a common fence line with our Fallbrook Airpark (L18). We called our son, Tim, a neurosci- ence professor at Florida International University (the University of Florida, Miami Campus built on the site of the old Miami Alligators by the dozens at Big Cypress National Preserve. Our granddaughters Terah and Lillian with our kids Leila and Tim at Coral Castle. March 2023 | Piper Flyer • 47 International Airport), and he drove out from Coral Gables (the historic district of Miami) to pick us up. It’s just shy of a two- hour drive. Our daughter-in-law, Leila, is also a neuroscience professor at FIU. We dropped Sharon and our bags at the Residence Inn by Marriott in Dorel, just east of Miami International Airport (KMIA). My son then dropped me at Miami International Airport, where I could rent a car from National at corporate rates. At the end of our visit, I dropped the car off at the airport, took the hotel bus back to the Residence Inn, and caught a ride from our son the fol- lowing morning back to Immokalee. The tiedown had a great rate of $30 per week (or $10 per night/$80 per month). Miami area attractions While in Miami, we spent time with our kids and granddaughters and visited places we had not been to before. One amazing place was the Coral Castle Museum, off the Dixie Highway. One man, Edward Leedskalnin, built Coral Castle from 1923 to 1951. He secretly carved over 1,100 tons of coral rock, uti- lizing a carving and lifting process that remains unknown (aliens?). We visited the Fruit & Spice Park in Homestead, Florida, to see and sample dozens of exotic and rare fruits. The park’s mission is to expand and enrich people’s understanding of our connec- tion to the plant kingdom from the past, present, and future. The Fruit & Spice Park was the realiza- tion of Mary Calkins Heinlein, an original homesteader with a vision to showcase the rich agricultural bounty and heritage of the area known as Redland (red soil). This park is worth seeing for the variety of exotic fruit trees grown there. Robert Is Here is a funky fruit stand par excellence in Homestead, Florida. People stop for the fruit, which they serve fresh. Enjoy the super-luscious mangos, fruit shakes of many persuasions (I loved the mango, coconut, and pineapple shake: choose your own combination of fruits), and of course, the Cuban sandwiches. It also features a petting zoo and, my favor- ite: a couple of dozen historic tractors. And then there’s the Everglades, with its massive population of Florida gators (not the football-playing kind!). We found the gators while visiting Big Cypress National Preserve. Big Cypress is a separate park next to Everglades National Park, but it’s still the Everglades. Do not miss this park. The wildlife varieties are abundant. Leaving Miami We could share hundreds of photos, but it’s time to move on to the return flight. We took off to the north and west, follow- ing the shoreline along the Gulf of Mexico for our flight back to Fallbrook Airpark. Our flight would take us north along the Florida coast to the Gainesville area, then west along the shoreline toward Alabama and Mississippi. With a single engine and the many Warning Areas, I don’t feel comfortable flying directly across the Gulf to New Orleans, although that would be faster. It was a beautiful day for flying, with mostly clear skies and gorgeous beaches. We stayed between 1,000 and 1,200 feet msl for great views of the coastline, marshes, rivers, and beaches. Carrabelle-Thompson Airport (X13), Carrabelle River, and Carrabelle. If you are going to be stuck somewhere for a couple of days, why not use the time to see and do new things? 48 • Piper Flyer | March 2023 As we approached the Apalachicola area in the panhandle, the Forgotten Coast, I decided to stop for fuel at Carrabelle, Florida, where ForeFlight advertised “cheap” Avgas (relatively cheap, that is). The Carrabelle-Thompson Airport (X13) runway is 4,000 by 75 feet, at 20 feet msl, and has no taxiways, so you back-taxi on the runway after landing. Not again! While the fuel pump and tank were modern, the display on the pump was not functioning, so it could dispense no fuel. When I attempted to restart the engine to go somewhere else, I could not get the auxiliary fuel pump to work. The circuit breaker had popped; after resetting, it popped out again when I switched the pump on. I was now aircraft on ground (AOG) for the second time on this trip, this time with a fuel boost pump that was not working. There were only about 10 hangars on the field, and most were closed and quiet, but the one closest to the fuel farm had someone working inside it. Luckily for me, it was an A&P and his assistant. I walked over and talked to him, and he introduced himself as Ernie Newberry and his assis- tant as Brandon Peavey. He operates Open Sky Aviation. They came over to my plane to eval- uate the fuel pump situation. Ernie and Brandon were both very friendly, which we also experienced at Cullman Regional in Alabama with Jeff and Derrick. He agreed something was wrong with the pump circuit and towed the plane closer to his hangar to diagnose the problem. Ernie told us the city had a courtesy vehicle we could use. I located the sign- out form and found the key, which was no small task; I finally found it buried in the heaps of items in the city’s trailer. The courtesy car was an older police inter- ceptor car, with about a quarter-inch of dust encrusting all the windows and body. I managed to find a hose and rag and washed the vehicle down. While driving the airport courtesy car, we found it funny that people in other vehicles would slow down when we approached, thinking we were the local sheriff. We were AOG in Carrabelle for three days. The first night, we drove to St. George Island and stayed with the Carrabelle’s Crooked River Lighthouse, 1895. Marathon Gas—a breakfast of champions. Carrabelle Beach picnic shades and tables. 48 • Piper Flyer | March 2023 March 2023 | Piper Flyer • 49 (239) 405-6117 tourists, as I had always wanted to stop there. St. George is lovely, with miles of beaches. We drove the entire length of the 22-mile-long island and found a vacancy at St. George Inn, which, though not right on the beach, is an old iconic Southern hotel, nicely restored. On our second day there, we drove 16 miles west to the Family Coastal Restaurant in Eastpoint, which serves a great selection of seafood. It is on the Gulf beaches near the bridge to St. George Island. It’s a must-stop if you are in the area. If you stay on the island, drive back across the bridge to eat dinner here. We shared the seafood platter for two. It’s a huge affair, and I am sure we did not eat it all. But it was delicious and well worth the $49 price! The family of the A&P's assistant owned a motel in downtown Carrabelle, and after looking at the other properties, we decided to stay at their property, The Moorings. The Moorings has a marina and a pool. The rates were reasonable, and the rooms were comfortable. The Wi-Fi was not great in the rooms, but outside the back door, where each room had a chair, the Wi-Fi was excellent (you just had to swat the mosquitoes away). The Moorings advertised that the rate included breakfast, but the kitchen staff never returned after the COVID-19 pan- demic. The staff told us that the Marathon gas station at the other end of town had a grill and served breakfast inside. They did! We found a pine slab table, a short-or- der cook, and a fun gal working the counter. The breakfast was excellent, espe- cially given the location. The lady running the counter at the grill was a hoot with deep Southern regional charm. Jeff called, confirming we had a bad auxiliary fuel boost pump. He could not find one, but continued to make calls and search. I also searched, checking with companies selling salvage parts, but no joy. I called Weldon, the pump manufac- turer, and they said it would take a couple of months, or more, to get mine rebuilt, as they were having trouble getting replace- ment parts. The rebuild department trans- ferred me over to the sales desk, who gave me a list of vendors to whom they had sold the pumps. I got lucky with Aircraft Accessories of Oklahoma, who had two new pumps 50 • Piper Flyer | March 2023 • Updated design, same great performance • Approved for Single or Dual EIS installations • New lower price, easier installation • Reduced maintenance • Improved high altitude performance • 10-15% Fuel Savings Factory Support: 248-674-3433 | Sales: 281-728-8732 sales@electroair.net | electroair.net EIS-41000 4 cyl. Lycoming EIS-61000-1M 6 cyl. Continental EIS-42000-D Bendix Dual Magneto Replacement on the shelf. I would have purchased both if the pumps had not been around $2,400, plus shipping. I ordered one, and arranged to have it shipped overnight to the A&P’s house. In the meantime, we continued en- joying the area. We visited the Crooked River Lighthouse, also known as the Carrabelle Lighthouse, built in 1895 to replace the Dog Island Lighthouse on Dog Island, which had been destroyed in 1875 by a hurricane. After enjoying the area for three days and looking at some real estate, we