Pipers April 2013

2 PIPERS APRIL 2013
WE TREAT YOU LIKE A NAME.

NOT AN N NUMBER.
To most insurance companies, youre a statistic on an actuarial table. To Avemco
Insurance Company, youre a pilot with a unique history and needs. We dont
make you go through a third-party broker with no authority to say yes when
the numbers say no. Only Avemco
connects you directly with a decision-maker

empowered to solve problems and approve coverage based on your situation,
not what some rulebook says. Avemco is rated A+ (Superior) by A.M. Best* and
has been treating pilots as individuals for over 50 years.
A subsidiary of HCC Insurance Holdings, Inc. ADS0108 (11/12)
Get a competitive, no-obligation quote and get a free hat.
Call 800 353 9104 or visit avemco.com.
*Not all coverages or products may be available in all jurisdictions. The description of coverage herein is for information purposes only.
Actual coverages will vary based on local law requirements and the terms and conditions of the policy issued. The information described herein
does not amend, or otherwise affect, the terms and conditions of any insurance policy issued by Avemco. In the event that a policy is inconsistent
with the information described herein, the language of the policy will take precedence. Free hat offer not available in New Mexico. For the latest
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3 PIPERS APRIL 2013
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4 PIPERS APRIL 2013
Contents
PIPERS
MAGAZINE
APRIL 2013
The Ocial Publication of the
Piper Owner Society Vol. 26 No.4
MAGAZINE
Features
10 Dont be an April Fool
6 Simple Steps to Make
your Flights Foolproof
By Floyd Allen
20 Finding Ms. Daisy
By Matt Hofeldt
24 Wake Your Plane from Hibernation
An Area-by-Area Check
of 7 Key Components
By Floyd Allen
Columns
8 Safety Corner
Lessons Learned
30 Featured Plane
Cherokee 180: Pipers Primogenitor of an Era
The PA-28-180 turned out to be more than
just another Cherokee
By Bill Cox
42 Under the Cowling
Engine Troubleshooting Rough Running Engine at Idle
By Jacqueline Shipe
48 Aviation Education
University or FBO Which Flight School is Right for You?
By Alysha Tellefson
58 Runway Destinations
Camarillo Airport (CMA) - Camarillo, California
By Steve Lundin
Departments
6 Forum Feedback
16 On Approach
Aviation News & Announcements
54 Aviation Innovations
New Products
60 Flight Market
62 Ad Index
On the front cover: Matt Hofeldt of Madison, Wisconsin soars over his
hometown (and the states capitol city) in his recently acquired and updated
Cherokee 180aka Ms. Daisy. See how Hofeldt went from training in a
Cessna to becoming the proud owner of a pristine Piper. Page 20
p. 48
p. 20
p. 24
5 PIPERS APRIL 2013
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6 PIPERS APRIL 2013
PIPERS
MAGAZINE
TleOlliciulPublicutionoltle
Piper Owner Society
Vol. 26 No. 4
EXECUTIVE DIRECTOR
DunielWeilei
dunielw@pipeiownei.oig Ext. 116
PUBLISHER
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for appropriate training by qualified sources. PIPERS magazine and Jones
Publishing will not assume responsibility for any actions arising from any
information published in PIPERS magazine. We invite comments and wel-
come any report of inferior products obtained through our advertising, so
corrective action may be taken.
PIPERS magazine (ISSN 1052-5580) is the official publication of the
Piper Owner Society. PIPERS magazine is published monthly by the
Aircraft Owners Group, P.O. Box 5000, N7528 Aanstad Rd., Iola, WI
54945. Periodicals postage paid at Iola, WI 54945 and additional
mailing offices. POSTMASTER: Send address changes to PIPERS
magazine, P.O. Box 5000, Iola, WI 54945.
Publishers Note: The views of the contributing writers are those of
the authors and do not necessarily reflect the position of the Aircraft
Owners Group or the Piper Owner Society.
Forum Feedback
P
iper Owner Society membership provides exclusive, FREE ac-
cess to the Piper Owner Societys online forums. Find thou-
sands of past and current discussions on a variety of topics
ranging from general maintenance tips to model-specific content.
The following is just a sampling of the type of interaction and infor-
mation the forums can offer.
Member Post of the Month
Best iPad location for the Arrow (posted 1-8-2013 under
Cherokee Family in the Model Specific Forum
Eric Smith: I just became a partner on an Arrow and was won-
dering what the best location to mount an iPad is? I
dont think the seat rail mount will work and would
interfere with the flap handle. I think the only other
option would be a glare shield mount. Thanks.
Mark Sires: I use the Sporty iPad kneeboard - nothing mounted
in the plane, and it works in whatever plane Im fly-
ing in. I havent had any glare or readability issues
with it. My +50 year old eyes like it better on my
leg than on the yoke anyway. I wonder if I can find
a way to mount it to the floor?
kwoodworth: Until the wing spar corrosion temporarily grounded
me, I was using Sportys yoke mount. Works good
and is relatively cheap, however, the iPad is a bit
large and blocks the view of the engine gauges. Not
too big of a deal, just takes a bit more effort to look
past. Some kind of panel dock or mount would
probably work best.
Eric Smith: If I mounted it to the co-pilot yoke does the mount
have enough adjust-ability to angle the screen to-
wards the pilot? Also, does it weigh the yoke down
when maneuvering the airplane (pitch/roll)?
smalone: I have tried every place possible to find a good place
for the iPad (can anyone say iPad mini?). The pilot
yoke is fine for VFR but covers too much of the pan-
el for IFR. Same problems with the glare shield and
suction mounts. The knee is fine but I have found it
requires too much look down in IMC and I wor-
ry about inducing vertigo. Again, in VFR it works
nicely. The best all-around place I found is on the
co-pilot yoke and there is enough play to rotate it to
be seen. Again, the mini may be the way to go.
Rhubbell: I have the RAM yoke mount for mine and I use it
on the pilots side. I agree that it works well for VFR,
but probably not so much for IFR. The RAM mount
articulates a fair amount, so on the passenger yoke
it might work out pretty well. I live very close to the
Aircraft Spruce southern warehouse so I was able to
go and check it out before buying!!
Eric Smith: Thanks for the input. I think I am going to try the
co-pilot yoke mount
All members are encouraged to use the forums to voice opinions,
share ideas and stories, ask for help, find information, and other-
wise interact with colleagues.
Share your thoughts on this topic or introduce your own questions
or comments at www.piperowner.org/memforums/.
7 PIPERS APRIL 2013
By Jim Lauerman, past president,
Avemco Insurance Company
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Lessons Learned
8 PIPERS APRIL 2013
Many of the best
lessons we learn
come at great
expense
H
ere at Avemco
that saying
was driven home for us ev-
ery day when we reviewed
our customers claims. Unfortunately,
the aviation insurance industry hasnt
done a very good job of sharing those
lessons with the GA community.
Instead, the lessons are simply dis-
missed with a shake of the head.
Conversely, at Avemco, accident
prevention wasand isat the
heart of the company philosophy.
So when one of our customers had
a claim we knew could help others
avoid a similar incident (and the
rising insurance costs that often re-
sult), I asked for permission to share
his story. He encouraged me to do
so because he, too, understood the
value of lessons learned. Heres his
story, with minor details omitted to
protect his privacy.
This particular customer was a
middle-aged pilot who often used his
well-maintained, high-performance,
single-engine, retractable-gear aircraft
for business travel. He was highly ex-
perienced in both total time and time-
in-type. At that time, he held multi-
engine and instrument ratings on his
Private Pilot certificate and main-
tained currency through recurrent
training and frequent flying. As you
can tell, at the time of the incident, he
was an experienced pilot.
He had a short flight between two
municipal airports. The weather was
excellent with light winds. He used
the advisory frequency at his destina-
tion to enter a left downwind to the
runway. Completing his pre-landing
checklist, he extended the gear and
did a final check of Three green,
landing light on, prop forward.
The flare and touchdown were un-
eventful, but during the rollout he no-
ticed the landing gear extension alarm
was activated. Within seconds the
nose gear collapsed. Shortly thereaf-
ter, the right main gear collapsed and
the left main gear buckled in a par-
tially-retracted position with the prop
striking the runways center line.
Once the aircraft came to a com-
plete stop, the landing-gear breaker
was tripped even though the landing
gear switch was not in the down and
locked position. Fortunately, he didnt
suffer any injuries from the incident.
When inspecting the aircraft, he dis-
covered that the front landing gear
was completely retracted, the right
main-gear was approximately three-
quarters retracted, and the left main-
gear was nearly a quarter retracted.
Avemco estimates that 8% of the
companys claim dollars spent every
week are on losses like this one.
Fearing the consequences of admit-
ting a mistake, often a pilot in such
a situation will put the gear handle
down, push in the circuit breaker, and
tell the adjuster he had a mechani-
cal failure with the gearthough the
adjuster can usually tell from the in-
vestigation that the gear was retracted
after touchdown.
The pilot from this story, on the
other hand, was completely forth-
right and told the adjuster that he
believed he may have accidentally
pulled the gear selector switch out of
the down and locked position while
retracting the flaps. Since the en-
suing claim investigation could find
nothing wrong with the landing gear,
were confident this was indeed the
cause of the accident, because when
the aircraft continued on its rollout,
there was still enough airflow under
the wings to open the squat switches
causing the gear to partially retract.
So what went wrong? In my ex-
perience, both as a flight instructor
and insurance executive, I believe
what happened was an illustration of
what instructors call the Law of Pri-
macy. This law states, That which is
learned first is retained the longest.
Let me explain.
For the majority of us, our first
attempts to learn how to land took
place while performing touch-and-
go landings. We do these in an
honorable attempt to save time and
money. Unfortunately, the unspoken
lesson learned is to clean up the
aircraft (retract the flaps) quickly after
touchdown so we can add power and
take off before we run out of runway.
My point is not to argue the merits of
touch-and-gos (I, personally, will nev-
er teach them again), but to note that
instructors are often training students
to perform the post-landing checklist
while on landing rollout. That works
fine in a fixed-gear aircraft, but when
we transition into a retractable, that
first-learned lesson can come back to
*Articles and news items provided by Avemco
are not intended to provide technical or legal advice. Content is for general information and discussion only, and is not a full
analysis of the matters presented. The information provided may not be applicable in all situations, and readers should always seek specific advice from the FAA and/or ap-
propriate technical and legal experts before taking any action with respect to any matters discussed herein. Articles provided by independent sources solely reflect the views of
their respective authors, and should also not be regarded as technical or legal advice.
PIPEROWNER.ORG PIPERS 9
bite us. Thats when accidents happen.
So, what were the damages to his
aircraft?
Landing gear destroyed
Nose gear doors destroyed
Prop destroyed
Flaps destroyed
Engine required a teardown
inspection
Lower engine cowling damaged
Belly skins scraped
Exhaust stacks scraped
Cowl flaps scraped
Main gear doors scraped
Antennae scraped
Step scraped
The cost for repairs (including ad-
justment expenses)? A little over
$100,000.
Lessons learned.
On a
nal note
The customer who graciously
agreed to let us share his experi-
ence to help others avoid a similar
fate, had a few parting pearls of
hard-earned wisdom to share:
We often get comfortable with
our plane and expect all our sys-
tems to work every time. Even
though the safety switch on the
strut will disengage the landing
gear retraction system after the
weight of the aircraft compress-
es the main struts, there could
be times the struts wont com-
press fully due to temperature
and other factors. The bottom
line is that systems can fail, and if
you happen to mistakenly reach
for the landing gear on rollout,
or while taxiing when you mean
to pull the aps up, the result
can put a few nifty scratches on
your prop. If sharing my humili-
ation of getting too comfortable
with my ying routine helps
educate fellow pilots, Im happy
to do my part.
Where dreams take wing.

Dont be an April Fool
6 Simple Steps to Make your
Flights Foolproof
T
here is no first day of the
month quite as special as the
one in April.
If youre a real April Fools
Day prankster, you even can start your
high jinks the night before by setting
someones alarm clock to 6 p.m. in-
stead of 6 a.m. Then, with your vic-
tim already running late, you can
further make their day by stretching
plastic wrap over the toilet seat. To
top it off, when they finally make it to
the kitchen they can discover that you
substituted salt for sugar in the sugar
bowl. That ought to make their morn-
ing coffee or cereal a real interesting
experience.
Ah, there are so many ways to cel-
ebrate April Fools Day, and some-
times the oldest tricks in the book are
also the best. However, if your favorite
holiday is April Fools make sure all of
your chicanery and pranks are accom-
plished before you fly. After all, the re-
sult of fools flying seldom turns out to
be fun or funny.
To that end, here are six tips our ex-
perts recommend to ensure that you
dont end up playing the part of the
foolwhether on April 1st or any oth-
er day of the year.
1
Give proper notice - If
youre on any kind of a
deadline, Landon Petty,
COO of Louisiana Aircraft
shared, one of the more
foolish things you can do is
not give your FBO enough
advance notice to ensure that
they have your plane out and
ready to fly when you get to
the airport. That alone can
avoid a great deal of frustra-
tion and consternation, and
allow your flight to start off
on the right foot.
2
Check the weather - Mel
Johnson, Site Supervisor of
the Arizona District for Rae-
con Technical, had several
suggestions regarding fool-
hardy behavior as well. I
think its imperative that a
pilot be sure to get a brief-
ing on both the weather he
will be flying into and a sta-
tus report of the destination
airport, he said. Flying
blind, so to speak, is sel-
dom a wise thing to do.
3
Do your homework - John-
son also suggested you learn
as much as possible about
any new or unfamiliar airport
that youre flying to, such as
the preferred taxi route and
prevailing wind patterns.
Of course, the possibility of
being foolish doesnt end
just because youre buckled
in and ready to go. Here are
some words of wisdom to
prevent you from playing the
part of the fool once youve
taken off.
4
Dont over commit - I
think that one of the most
foolish things a pilot can do
is be overcommitted to the
mission, said Steve John-
son, President of Straight
& Level Productions, dba
Super Cubs. Rather, it is
vitally important that you be
flexible and have a Plan B.
By having an alternate plan
available, youre more likely
not to become complacent
and will be more apt to con-
stantly weigh the conditions/
situations you encounter.
10 PIPERS APRIL 2013
10 Simple Safety Tips every Pilot should Know
1 Dont drink alcohol or take mind-altering medications.
2 If you havent own for a while, get in a practice ight or two
to knock o the rust before taking a long ight. Do this with
a friend, if not with a certied trainer.
3 Avoid ying in bad weather if you are not procient in
Instrument Rating.
4 Dont y at extreme altitudes without oxygen on board.
5 Be sure to do a thorough pre-ight inspection EVERY TIME
you y.
6 Dont y if you are ill, tired, or even have too much on
your mind.
7 Make sure you have proper corrective lenses if needed.
8 Dont overload your plane with people or stu, especially
if you are ying over a high-density area.
9 Take time to make sure you will not be ying in any TFR areas,
and that the airport you plan on ying to is in service and has
no restrictions that might adversely aect you.
10 Dont be over-condent and think you are more qualied
than you really are.
5
Avoid distractions - Anoth-
er foolish thing you can do,
Phil Sanders of Triple S Repair
offered, is allow yourself to
be distracted while youre fly-
ing. These distractions can
come in a multitude of ways,
everything from being on
your cell phone to listening to
loud music. Petty interjected,
Going along with what Phil
(Sanders) said, a distraction
might be something as simple
as daydreaming when you
should be paying attention. It
is imperative that you always
be attuned to flying and not
thinking about other things.
6
Communication is cru-
cial - Its important that
you dont encroach on
airspace you shouldnt be
in, said Jason Wolcott of
GATTS. And you need to
notify people where you
are, he added. Mel John-
son concurred, From a
flight controller perspective,
when you contact the tower
to let us know where you are,
you need to be as succinct as
possible and get everything
out in one transmission. It is
extremely foolish to make a
controller play twenty ques-
tions in order to get all of the
information they need. After
all, it is quite possible theyre
trying to juggle eight or ten
planes during the time they
are dealing with you. He
added, And make sure you
know what you need to say
before you key your mike,
as this tends to expedite our
ability to serve you.
Nobodys Perfect
Obviously, there a number of fool-
ish things that pilots could do and, of
course, have done. Our experts cer-
tainly know of a few foolish things
other pilots have doneand, as can
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be imagined, theyve done some
foolish things themselves.
Probably the most foolish thing I
ever did as a pilot occurred less than
an hour after I got my license, of-
fered Sanders, And, it was all be-
cause I wanted to impress my special
girl. After getting his license, Sand-
ers decided to take his loving bride
up for a ride. So, to really impress
her, he decided he would land on
the road right outside the house (this
was a long time ago in a land far,
far away). Just as he was touching
down he remembered something
the high-tension wire just outside
the house! By the time it dawned on
him, it was too late to go over the
wire so he went full throttle under it,
bounced once, and then went back
to the airport and landed. The next
day he drove his wife to the airport
and then went for their flight.
Unfortunately, I fell victim to what
I just warned everyone against,
Steve Johnson interjected. Like
Phil, I hadnt been flying very long
when I got locked into a flight plan
and ended up paying the price for
my lack of flexibility. Having made
plans to go with his brother to pick
up his niece at college, Johnson fol-
lowed all of his pre-arranged plans,
even though conditions changed.
Winds went from 10 mph to 30 mph,
and he neglected to re-calculate
fuel usage. As a result, they ran out
of fuel and were forced to land in a
field. No one was hurt, but the plane
was destroyed. What he discovered
was that all of his FAA Certifications
didnt amount to a whole lot once he
was actually in the air.
Foolish things that other pilots
have done range from flying under
bridges (including the London Bridge
in WWII), to landing on a sand-bar
big enough to land on, but not big
enough to take off from! We even
had one guy, Mel Johnson shared,
who was approaching on the right
runway and landed on the left. For
the life of us we couldnt convince
him that he was wrong!
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On Approach
Piper AD Affects 34,000 Aircraft
A new Airworthiness Directive
(AD) was issued by the FAA to cor-
rect an unsafe condition on select
models of Piper PA-28, PA-32, PA-
34, and PA-44 aircraft. The AD,
prompted by reports of control cable
assembly failures that could result in
loss of pitch control, requires inspec-
tions of the stabilator control system
and replacement of parts as neces-
sary. The AD goes into effect on
March 11, 2013, and affects more
than 34,000 aircraft of U.S. registry.
For more details on the inspection
procedures required with this AD,
go to http://go.usa.gov/4yMz, or click
the AD link from http://www.faa.gov.
FAA Issues SAIB for Piper
Super Cub
On February 6, 2013, the FAA
issued a Special Airworthiness In-
formation Bulletin (SAIB) alerting
owners and operators of Piper PA-
18 (L-21) airplanes of cracking dis-
covered in the weld joint of the aft
fuselage tail post. If undetected, the
cracking could become significant
and result in a potential safety of flight
hazard such as loss of control of the
lower rudder hinge or tail wheel. The
FAA recommends the affected Piper
airplane models that have accumu-
lated 1,000 hours total time in service
(TIS) be inspected using a fluorescent
penetrant and/or x-ray within the
next 100 hours TIS in the fuselage
tail post area, and then be repeated
every 1,000 hours TIS. These inspec-
tions are particularly important if the
aircraft is subject to operation in se-
vere turbulence, towing, or on rough
terrain. The SAIB also provides guid-
ance on recommended inspections
for various Piper airplane models
with similar tail post configurations.
For more information as well as a de-
tailed x-ray view of a damaged area,
go to http://go.usa.gov/4VjF.
Michael Huerta Confirmed as
New Administrator
On January 1, 2013, the United
States Senate unanimously con-
firmed the nomination of Michael
Huerta for a 5-year term as FAA Ad-
ministrator. Huerta became the FAAs
Deputy Administrator in July 2010,
and assumed the Acting Administra-
tor role on Dec. 5, 2011. During his
Senate confirmation hearing, Huerta
outlined his goals to ensure the con-
tinued success of the agency: mak-
ing the safest aviation system in the
world even safer and smarter; realiz-
ing even more benefits from NextGen
today; and empowering 48,000 FAA
employees to embrace innovation
and work more efficiently.
New FAA Safety Briefing
Spotlights Aerospace Medicine
The new January/February 2013
issue of FAA Safety Briefing focuses
on the world of aerospace medicine.
Articles cover key issues that affect
medical certification for pilots, discuss
the pilots role in this process, and ex-
plain the FAAs responsibilities. Check
out the special two-page pullout info-
graphic (on pages 18-19) that details
the medical certification process in a
pilot-friendly format. To view the en-
tire issue online, go to: http://1.usa.
gov/SPANS.
2013 Regional GA Awards
Winners Named
The National General Aviation
Awards Committee, in conjunction
with GA industry sponsors and the
FAA, has announced the regional
General Aviation Awards winners.
The mission of the General Avia-
tion Awards program is to recognize
individual aviation professionals
on the local, regional, and national
levels for their contributions to avia-
tion, education, and flight safety.
The awards highlight the impor-
tant role played by these individu-
als in promoting aviation education
and flight safety and all regional
award winners are now finalists for
the national awards. For a com-
prehensive list of recipients, visit
GeneralAviationAwards.org. Nation-
al award judging is currently under-
way with names set to be announced
no later than March 1, 2013.
Take the XPress Lane
Have you used FAAs MedXpress sys-
tem (http://medxpress.faa.gov/) for
handling your airman medical ap-
plication yet? MedXpress, now the
required means for obtaining a medi-
cal, is fast, easy to use, and more ac-
curate than the old paper form. For
step-by-step instructions on how to
use the system, see the article Take
the XPress Lane on page 20 of the
Jan/Feb 2013 issue of FAA Safety
Briefing. The article covers how to
set up an account and reviews many
of the systems key benefits. Check it
out today.
FAAST Blast produced by the
FAA Safety Briefing editors, www.
f aa. gov/ news / s af et y_br i ef i ng/
Address questions or comments to:
SafetyBriefing@faa.gov.
FAAST Blast - FAA Safety Brieng News Updates
Courtesy of the FAA Safety Team Safer Skies through Education
PAST Purchases Piper Plastic
Tyler, TX - Premier Aerospace Ser-
vices and Technology, Inc. (PAST) an-
nounced the purchase of Piper Plastic
from Heinol and Associates. Piper Plas-
tic has been relocated to Alva, Oklaho-
ma, where the two companies will be
integrated with the PMA manufacturing
processes that are already in place.
FAA regulations require PAST to
submit for PMA approval on the parts
under its name. Pending approval,
among items to be sold are interior
parts for Piper Aerostars, Aztecs, Co-
manches, Navajos, and Cherokees
(models 28, 32, 34 and 44). They plan
to specialize in overhead cabins, in-
strument panels, window trims, decals,
and lower cabins, among other parts.
PAST has been working closely with
the FAA-DER as well as the engineering
office to bring these parts back into the
market in the shortest time possible.
In the interim, PAST has re-launched
the updated www.piper-plastic.com
in order to display the parts and
additional information is available at
www.premieraerostore.com.
Piper Names Jack Mill as VP, Engineering
Vero Beach, Florida,
Piper Aircraft Inc. has
named Jack Mill as Vice
President of Engineering,
reporting to President and
CEO Simon Caldecott.
Mill most recently had been leading
the Piper Engineering team as VP in
an interim role for several months.
Jack brings more than 30 years of
aircraft design and engineering ex-
perience at Piper and the aerospace
industry, Caldecott said. Since join-
ing Piper in 1985 he held positions
of increasing responsibility in Design,
Engineering Management, and Pipers
delegated FAA Organization.
His experience leading diverse tech-
nical teams, managing large and small
technical projects, and creating and
fostering a team environment will con-
tinue to benefit the company in his new
senior leadership role, Caldecott said.
Jack holds a bachelor of science in
engineering from the University of Cen-
tral Florida, is a licensed Professional
Engineer in Florida, and is an FAA En-
gineering Authorized Representative, a
Certified Flight Instructor and a Com-
mercial Pilot with instrument rating in
single and multi-engine aircraft.
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Piper Achieves Higher Revenue,
Deliveries in 2012
Piper Aircraft Inc. ended 2012
with increased annual revenue from
new aircraft sales of $148,968,967,
up more than 13 percent from
$131,263,539 in 2011. The revenue
increase was a result of a 16 percent
rise in new Piper deliveries to 158
aircraft in 2012 from 136 the previ-
ous year.
We stabilized the manufacturing
and delivery of new aircraft through-
out the year as our initiative to level-
load factory production continued to
meet with success. At the same time,
our overall aircraft deliveries rose
faster than the rest of the industry,
said Piper President and CEO Simon
Caldecott. The company also met
internal financial forecasts and con-
tinued working long-range product
plans for the future.
Deliveries of 2012 M-Class aircraft
featured enhanced cabin-class fea-
tures for ease of access, brighter light-
ing, improved sound and electrical
service, and better air distribution.
Strengthening its commitment to pi-
lot training, Piper delivered 10 Piper
Seminole training aircraft to Airline
Transport Professionals and com-
pleted delivery of a number of Piper
Warrior training aircraft to Sekolah
Tinggi Penerbangan Indonesia, the
government flight school at Budiarto
Airport in Curug, Indonesia.
While increasing production in
2012, Piper also continued to expand
its global dealer network by appoint-
ing new dealers in the Netherlands,
Chile, India, Central America, Korea,
Turkey and China. In addition, the
company located a sales manager in
China to further develop that grow-
ing potential market.
Fourth-quarter revenue from new
aircraft sales was $42,090,089 in
2012, up more than 8 percent from
$38,735,165 the previous year. Dur-
ing 2012, Piper delivered 93 top-of-
the line M-Class aircraft compared
with 82 the previous year, which also
helped the annual revenue mix.
2012 Piper Deliveries and Revenue
Vero Beach, FL Piper Aircraft
Inc. has appointed James W. Funk
as Vice President of Operations, re-
porting to President and CEO Simon
Caldecott. In his new role, Funk is re-
sponsible for aircraft manufacturing
operations, production engineering,
logistics and quality.
Jim brings nearly 30 years of op-
erations management, manufacturing
engineering and program leadership
experience to Pipers senior leadership
team, said Caldecott. He has held
many leadership positions in electron-
ics and the aerospace industry that will
be a direct benefit to Pipers manufac-
turing, supply chain and quality func-
tions.
Before joining Piper, Funk was Bom-
bardier Learjets General Manager of
Operations for the Learjet 85 program.
Prior to that, he was Vice President
of Operations for Hawker Beechcraft
Corp. and its predecessor, Raytheon
Aircraft Co. He was responsible for the
companys turboprop and piston pro-
grams. He joined Raytheon in 1984.
Funk has a Bachelor of Science in
Industrial Engineering from Trenton
State College in Trenton, N.J., and has
completed numerous advanced cours-
es in leadership, quality and manufac-
turing disciplines. He will be relocating
to Vero Beach.
Piper Names James Funk VP of Operations
On Approach Aviation News & Announcements
Piper Owner Society Introduces a
partnership with Pilot central
FAA Pilot Central is a one-stop re-
source for aviation professionals and
enthusiasts. Members receive an on-
line web desk with comprehensive
web based email, calendar, contacts
with official aviation weather, flight
planning and filing powered by your
choice of DTC DUAT, CSC DUATS or
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from ENFLIGHT. You can choose a
mailbox in the following domains:
YourName@FAAexaminer.com
For AMEs, DPEs, and Mechanical
Examiners
YourName@FAAinstructor.com
For FAA Certified Instructors
YourName@FAAmechanic.com
For A&Ps and IAs
YourName@FAApilotmail.com
For Pilots and Enthusiasts
YourName@AVSportPilot.com
For Aviation Sport Pilots
By joining FAA Pilot Central you get
a fully functional email account with a
highly recognizable email address, a
profile where you can describe your-
self, advertise your services, and store
resources. You receive priority place-
ment in our search listings. Our unique
build-your-own Resources page is an
extremely easy way to categorize and
catalog your links in an easy to find ac-
cordion file cabinet. For information,
go to http://faapilotcentral.com/piper.
Ms. Daisy soars over Hofeldts
home city of Madison, Wisconsin.
M
y private pilot training and
check ride was done in a
Cessna 172. Upon completion
of my training, I joined a local club that
had both a Cessna 172 and a Piper
Arrow. Flying the Piper was certainly
different than what I expected. Taxiing
and flying the aircraft felt much more
solid. Plus, I loved the look of the low
wingboth on the ground and from
the left seat.
Despite my experience and familiar-
ity with the 172, I quickly achieved my
complex rating in the Arrow. Like most
pilots, I had always dreamed of hav-
ing my own aircraft and at this point I
knew I wanted a Piper.
Based on my low time and what that
meant in terms of insurance cost (and
after seeing a few of the maintenance
bills for our club planes retractable
gear), I decided that a Cherokee 180
would be the best fit for my missions.
For months I scoured classified ads
and looked at multiple local planes for
sale. During that time I narrowed my
search to post-1967 models, so that
I would get the updated panel, but
pre-1974, as the useful loads seemed
to drop off after that. I also liked the
look and extra speed the Hershey
bar wing offered. It was then that I
discovered that finding a good plane
isnt that easy, and the good ones I did
find were out of my price range.
About that time, I, like many of us,
made the pilgrimage to Oshkosh.
On day one, while walking about the
grounds, there she was! I spotted her
parked in the vintage area about 300
feet off the flight line. She spoke to me
right away. Even more miraculous,
there was a For Sale sign in her win-
dow! She was in amazing condition
with a brand new engine and prop. It
was obvious that she was meticulously
cared for by her owner who, coinciden-
Finding Ms. Daisy
New Pilot Finds
Plane of his Dreams
By Matt Hofeldt
tally, lived only about 150 miles from
my home. Sadly, my main squawk was
the pricelike I said, the really nice
ones command a pretty high premium.
I left EAA dejected, but thinking about
her in the back of my mind.
A number of months later, the sad and
sudden passing of my last grandpar-
ent changed my financial position just
enough to make a plane like her a real
possibility. I called the owner, Richard,
and to my amazement the plane was
still available and fresh out of annual.
Richard flew the aircraft to my home-
town of Madison, WI, for a chat over
lunch at the FBOs on-site restaurant
The Jet Room. (If you ever get a chance
to stop and say hello to the owner, Pat,
I highly recommend it. They have the
best crab cake Benedict!)
Talking with Richard gave me an even better feeling
about the plane. After an inspection by the trusted folks
at Wisconsin Aviation, a review of the logbooks, and a
price negotiation (that I frankly lost), she was all mine! As
it turned out, Richard was a CFI, so on the trip home he
completed my checkout in MY PLANE!
My ride back was one of my favorites to that point
calm winds, beautiful puffy clouds, Pink Floyd playing in
my headset, and the feeling of ownership in something
that I had dreamed of for so long. As for my first solo land-
ing, it was not as beautiful as the flight.
Richard was a very scrutinizing owner; and for that I ap-
preciate what I had, but I dare say that Im ten times worse
(or better, depending on your perspective). My perfect
plane was going back to
Wisconsin Aviation for a
series of upgrades to con-
tinue where the previous
owner had left off.
One of my big goals was
to complete my instrument
ticket in this plane, so a
GPS upgrade that would
be able to really maximize
the existing Century 2000
autopilot was first on the
list. With the 430 being phased out, I bit the bullet and de-
cided to install a new Garmin GTN-650 and 106a indica-
tor, as well as to have a cosmetic sprucing of the panel and
my comm 2, a trusty kx155. For good measure, we added
a vertical card compass and flight timer.
We changed every exterior bulb to more up-to-date
LED lighting and gave the paint a nice high speed buffing.
While all of the avionics were being addressed, I elected
to have my seats re-upholstered. The originals were nice,
but as the panel was coming together they just werent as
modern as I liked. That project was completed by Frank
Goodenow of Goodenow upholstery in Maquoketa, IA
(just south of Dubuque). WOW, did he do a great job. The
difference was incredible!
Ms. Daisy as she has now been affectionately named,
has a few of the standard speed mods from wing root seals
and Metco tips to a one-piece windshield. She is very hap-
py to cruise the skies at 145 mph carrying just over 1,000
lbs. of load, and despite her cruise prop, on a cool day with
just me she climbs at close to 1,800 fpm.
So far, this plane has taught me a great deal about owner-
ship, from FAA docs to insurance to hangar rental. Shes also
taught me a good deal about flying. Shes taken me farther
than any other airplane in my flying career and will hopefully
take me wherever I want to go for years to come.
Left Top: Ms. Daisy at Oshkosh. I spotted her parked in the vintage
area about 300 feet o the ight line. She spoke to me right away.
- Matt Hofeldt
Left Middle: Instrument panel.
Left Bottom: Ms. Daisys newly installed upholstery by Goodenow Uphol-
stery of Maquoketa, IA.
I admit that sole ownership is not
for the faint of heart (or pocket
book), but the rewards of owning
my Ms. Daisy is totally worth it.
I encourage anyone out there to
chase their license, get that en-
dorsement theyve always wanted,
or own the plane theyve always
dreamed of. Its awesome!
www.epicaircraft.com
541-318-8849
888-FLY-EPI C
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Photo: Jessica Ambats
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REPAIRS:
F
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An Area-by-Area Check of
7 Key Components
How to Wake a Plane
from Hibernation
Y
ou can be sure that the first
thing Yogi Bear and Boo Boo
will do when they wake up in
Jellystone National Park this spring
is go find a couple of pic-a-nic bas-
kets to refuel themselves after a long
winter slumber. Always a pragmatist
and one who believes in taking care
of first things first, Yogi might be a
good one to emulate when you take
your plane out after its winter-long
hibernation.
What follows is our experts guide
to checking seven basic areas of
your plane before you head off into
the wild blue yonder this spring.
1
Exterior - It is unbelievable
how often wasps or other
insects will choose the pita
tube to build a nest, said
Phil Sanders of Triple S Re-
pairs. And, that isnt the only
place you should check to
see if something has made
a home while your craft was
down. Static pressure ori-
fices are another great place
for critters to dwell and, of
course, can present a prob-
lem if they do.
While youre examining the out-
side of the plane, Boyd Maddox,
owner of B & D Repairs in Houston,
Texas, suggested, you will want to
check the flaps and elevators. The
goal here is twofold. First, you want
to make sure that nothing got bent
during downtime. Next, be sure to lu-
bricate the flap hinges and the control
surfaces. I always make sure to verify
that the trim tab on the vertical sta-
bilizer isnt damaged or bent, either,
Sanders added.
All of our experts were quick to point
out that an over-all inspection of the
skin is in order. Make sure there are no
ruptures in the skin and that theres
no corrosion that might get out of
hand if not attended to.
2
Propeller - The thing to re-
member here, began Parrish
Traweek of PC Aircraft, is
that the degree of inspection
needed will vary depending on
what type of prop you have
fixed pitch or variable. In the
case of the fixed pitch, you will
want to run your hand down
the blade edges and make
sure there are no dings. Next,
give it a thorough inspection
checking for corrosion. With
the variable pitch you are un-
doubtedly going to want to
pump some #7 grease into it.
You will want to check the vari-
able for damage and corrosion
as well. In both cases, be sure
to check for any seepage or oil
leaks.
3
Wheels & Tires - Most peo-
ple think to check the tires,
Sanders offered, but quite of-
ten overlook the fact that they
need to pack the wheel bear-
ings with lots of grease too.
There are several things to look for
when inspecting the tires. Frequently,
air pressure is lost during hibernation
as air can escape from the tubes. You
will also want to make sure that there
are no slow leaks after you bring the
air pressure up to snuff, so that you
are not faced with a problem later
down the line.
After air pressure has been attended
to you will want to check the sidewalls
for cracks and, heaven forbid, dry
rot. Either of these can cause a ma-
jor problem at the most inopportune
times. What needs to be remem-
bered, Traweek pointed out, is that
aircraft tires spin a lot faster than car
tires this creates a better chance for
blow-outs when dry rot does exist.
4
Glass - One might think
there isnt much to be con-
cerned about where glass
is concerned, Maddox ob-
served, but you cant take it
for granted that everything is
totally copasetic.
By Floyd Allen
Sutton
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The first step is to wash it with clear
water and a soft cloth so as not to
scratch it. Then, a thorough inspection
for cracks and crazing will ensure that
visibility and safety issues are in proper
order. You should also check that all
windows are still sealed properly to
prevent any leaks during a storm or
washings. Finally, you may want to use
a good Plexiglas wax or cleaner prepa-
ratory to the first flight of the year.
5
Engine - Our experts all
agreed that one of the ma-
jor issues where the engine is
concerned is the oil and oil
filter. The general consensus is
that, regardless of how much
time was on the oil when you
mothballed the plane, the
best thing to do is simply drain
the oil and replace it.
It is imperative that you do a thor-
ough inspection and make sure no
critters chose the engine area of your
plane for their home during the hiber-
nation period. This would include both
all intakes and exhaust areas.
Your next area of concentration
should be the plugs. You will want to
pull them and make sure there is no
condensation. While the plugs are out,
turn the engine over to build up oil
pressure to ensure that everything is
well lubed.
Next, make sure that your battery
is well charged and in good working
order, and check the hoses to make
sure there are no
cracks and that
they are not brittle.
It is imperative that after your plane has been stored for
a period of time you make your pre-flight check even
more extensive than usual.
-P hil Sanders, Triple S Repairs
Kingman, Arizon
6
Gas & Gas Tanks - While
most pilots know that gas has
a shelf life, they often forget,
said Traweek. Thats why I
suggest that if the hibernation
was for an extended period of
time it may be a good idea to
drain the tanks and start with
fresh gas.
At the very least, make sure that you
sump the tanks real well and get rid of
all of the water. If your craft is stored
outside, it is possible that you might
get up to a gallon of water build up
over the course of the hibernation pe-
riod. In conjunction with this, you will
want to check the gascolator as well to
make sure it is still doing its job prop-
erly. Lastly, verify that the gas cap is
still sealing properly.
7
Interior - This is another area
where critters love to make
themselves right at home,
Sanders explained. Your in-
spection here needs to be ex-
tremely thorough as well, for
if they nested in areas where
wires or cables run, their urine
could have very adverse af-
fects by causing corrosion if
not attended to properly.
One quick thought, Maddox of-
fered, I have found that if you want to
keep the mice out of your plane during
mothballing period, take some dryer
strips, shred them, and put them in the
cock-pit. They (mice) just plain dont
like the smell.
In addition to inspecting for unwant-
ed house guests, check and make
sure that all your avionics are in proper
working order. Be on the lookout for
mold and mildew and make sure to
clean it up if you should, in fact, find
any. Also, before the first flight of the
year, you may want to give the craft a
good cleaning so that it looks as good
as it runs.
Final Thoughts
Before your first flight, take the time
to taxi around a bit and make sure that
everything is, in fact, working properly.
It is far better to discover an issue at
ground level than at eight or ten thou-
sand feet!
These are the things that should be
done before a first flight when your
plane comes out of hibernation. And
you will do them if, like Yogi, you are
smarter than the average bear.
About the Author
Floyd Allen is an educator and
freelance writer in Phoenix, AZ,
where he is a professor of
history at American
Indian College. In ad-
dition to writing Magazine
Articles, Floyd is a professional
blogger and novelist.
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Josh Solis, Product Support Manager
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A
ny pilot whos been kicking around aviation for a
while recognizes the names of airplanes identified as
industry icons. Back in the 1930s, the Beech Stag-
gerwing became a standard by which other models were
measured. The Boeing Stearman was another airplane
indelibly imprinted on the minds of thousands of aspiring
military pilots. In the 1940s and 1950s, the model 35 Bo-
nanza also assumed a place as one of the paragons of per-
formance, though the types hundreds of tail failures later
proved the V-tail model was not without its warts. (In fair-
ness, many of these structural failures were probably pre-
cipitated by the airplanes pilots. Trouble was that many
others were not.)
By Bill Cox
F
e
a
t
u
r
e
d

A
i
r
c
r
a
f
t
The PA-28-180 turned out to be more than just another Cherokee
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Then, there was the Cherokee 180.
(Give me a break, Bill. Youre not se-
riously suggesting there was anything
special about the pedestrian Cherokee
180, are you? Why, yes, in fact, I am.)
The first of the true, four-seat Chero-
kees may not have been as legendary
as the Staggerwing or Stearman, but it
was indeed a special airplane in that
it was Pipers first four-seater truly ca-
pable of lifting four people.
Yes, there had been the Piper Pacer
and Clipper, marginal, low-powered,
four-place machines of the 40s and
50s, and the modestly more capable
160 hp Tri-Pacer of the same period,
but these were correctly considered
marginal performers with a full load.
(Significant of not much, I logged my
first few hours of flight time in an 85
hp Super Cub, and spent the rest of
my private training in a Colt, a two-
seat, 108 hp, economy version of the
Tri-Pacer. A fun little airplane, but its
stubby wings didnt provide much
glide with power off.)
Then too, the less powerful Chero-
kees that preceded the Cherokee
180 (the 140, 150, and 160), werent
quite up to the job of lifting a quad of
people. Performance with a full string
quartet aboard was marginaleven
without their instruments!
In fact, Pipers first semi-modern,
fixed-gear, single-engine, people-mov-
er of a quartet of humans was the Pip-
er Cherokee 180. The collective brain
child of John Thorp (of T-18 fame)
and Fred Weick, an NACA airfoil de-
signer and engineer, the PA-28 incor-
porated a purely rectangular wing with
a constant chord and a conventional
Hershey bar configuration, featuring
a dramatically curved surface on top
and a comparatively flat bottom wing.
Technically, it was known as an
NACA 65(2)-415. The 415 referred
to Fred Weicks Ercoupe design of 20
years before which used a similar air-
foil. From the outset, the primary goal
of the Cherokee design was to produce
an aircraft that could actually make a
profit. The Cherokee series was config-
ured with significant efficiencies of pro-
duction that would allow Piper to build
a safe, economical, aircraft at a low
cost to allow sales at a reduced price.
When the Cherokee 180 was in-
troduced in 1963, Pipers average
equipped price was only $15,100,
whereas the Skyhawk (with normal
options) cost $14,751. The Cherokee
was a little dearer, but not by much.
Today, according to Aircraft Bluebook
Price Digest, the two 1963 models sell
for average used prices of $23,000 for
the Cessna and $26,000 for the Piper.
Inevitably, the basic Piper 180 was
Featured Aircraft
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The AV-Sun 180s are also available
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improved as it matured. Later versions of the Cherokee 180
utilized the longer-span, semi-tapered Warrior wing, an ob-
vious aesthetic success, but perhaps a less desirable aerody-
namic section. Designer John Thorp commented about the
later, tapered wing, Tapered wings tend to stall outboard,
reducing aileron effectiveness and increasing the likelihood
of a roll off into a spin. Noted aircraft designer Peter Gar-
rison agreed that tapered wings were of limited value. To
prevent tip stall (with the semi-tapered airfoil), designers re-
sorted to providing the outer portion of tapered wings with
more cambered airfoil sections, drooped or enlarged leading
edges, fixed or automatic slots or slats, and, most common-
ly, wing twist or washout. The trouble with these fixes is that
they all increase drag, (often) canceling whatever benefits
the tapered wing was supposed to deliver in the first place.
The simple, original, rectangular design was intended
to offer an extremely docile stall, and that was exactly the
result. When Weick and Thorp were done with the PA-28
wing, its stall characteristics were little more than a gentle,
hobby horse bucking up and down, with almost no tenden-
cy to drop a wing. Hold a Cherokee in a coordinated stall,
and the airplane would usually mush toward the ground at
800-900 fpm in a roughly level attitude. Some instructors
The Cherokee 180 was targeted at
the man with a small family or the pi-
lot who needed on-demand business
or pleasure travel over short distances.
Performance was adequate for op-
eration anywhere in America (perhaps
excluding the high Rockies or Sierra
Nevada).
Best of all, for pilots who purchased a
Cherokee 180 to haul their family, the
PA-28-180 featured one of the most
reliable general aviation engines of all
time, the Lycoming O-360-A1A. With
a TBO of 2,000 hours, that doesnt
even begin to tell the story of its trust-
worthiness. These days, practically ev-
ery dedicated general aviation engine
offers the same 2,000 hr TBO. Howev-
er, over the last 50 years, the Lycom-
ing O-360 (and its injected cousin, the
IO-360) has become something of a
legend of endurance and trouble-free
operation. Its about as simple as an
engine can bea standard, wet-sump,
horizontally-opposed, four cylinder
mill fed by a carburetorand owner/
operators swear by it.
The Cherokee 180s service ceiling
was alleged to be 16,400 feet; though
its unlikely anyone ever elected to
check that number. A more typical
cruise height was 7,500 feet, and you
could usually see that altitude 15 min-
utes after departure from sea level.
Climb was an initial 750 fpm, not bad
for a 2,400 pound airplane with only
160 square feet of wing and 180 hp
for encouragement. (In contrast, the
comparable 172s ascent was 645 fpm
from sea level.) Even at 7,500 feet, the
180s climb was usually 400 fpm or
better. That is, unless it was summer
and the airplane was tired.
Even the Cherokee 180 was weak
when the density altitude was a little
high and the pilot was a little dumb.
One summer, while flying out of Big
Bear, California (elevation 6,750 ft
MSL) in a poor, defenseless, rental
Cherokee 180, I learned (the hard
way) that performance charts are only
for ideal situations.
even criticized all generic Cherokees as
being too easy to fly!
Another benefit of the original wing
design may have been slightly reduced
drag. This resulted in perhaps a knot
more real-world cruise than the later
Warrior wing. Piper billed the follow-
on, 180 hp Archer with the new wing
as having slightly quicker control re-
sponse, but again, few pilots could
tell the difference. It looked sexier, and
thats what counted.
With 180 hp out front, Cherokee
180s were among the first Pipers to
present real competition to the Cessna
Skyhawk which had outsold everyone
from the day of its introduction. The
Cherokee 180 offered an answer to
those pilots who preferred a low wing
design rather than a high wing aircraft.
(Yes, I know, there arent many low
wing birds, are there? On the other
hand, how many fighters fly beneath
high wings?)
Featured Aircraft
X
Specications & Performance
Engine(s)- make/model: Lycoming O-360-A2A
Hp: 180
Fuel type: 00LL
Landing gear type: Tri/retr
Max TO weight (lbs): 2400
Empty weight (lbs): 1230
Useful loadstd (lbs): 1170
Usable fuelstd (gal): 50/300
Payloadfull std fuel (lbs): 870
Wingspan: 30
Overall length: 23 4
Height: 7 4
Wing area (sq ft): 160
Wing loading (lbs/sq ft): 15
Power loading (lbs/hp): 13.3
Seating capacity: 4
Cabin doors: 1
Cabin width (in): 41
PERFORMANCE
Cruise speed (kts75%): 124
Cruise Fuel Burn (gph/lbs): .0
Best rate of climb, SL (fpm): 750
Service Ceiling (ft): 15,700
Stall (Vso kts): 50
TO run (ft): 775
Ldg run(ft): 600

With four folks to lift (fortunately two of them lightweight
women), I calculated our takeoff run and rate of climb and
concluded the departure should be no problem. The air-
plane obviously had never read the book! The typical de-
parture out of Big Bear Lake features an initial leg over the
lake itself. We survived, or I wouldnt be writing this, but my
rear seat passengers thought it was hilarious when I buzzed
sailboats at 50 feet or less. Everyone was waving and hav-
ing a good time - except me. I was struggling for every foot
of altitude I could get. Fortunately, there was a dam at the
west end of the lake. I cleared the power lines on top of the
dam, and it was all downhill from there.
Excluding such stupid pilot tricks, the Cherokee 180 was
an uncommonly safe and reliable four-seater. Gross weight
was set at 2,400 pounds, and the Cherokee 180s basic
empty weight was only 1,230 pounds. With a full 50 gal-
lons of fuel aboard, the airplane offered an impressive 870
pounds of payload. Even with an additional 100 pounds
of avionics and other options, the 180 still offered a four-
folks-plus-baggage allowance. The baggage compartment
behind the rear seats was limited to 125 pounds, but if
Cherokee pilots needed to lift more, they could always opt
for the PA-32 Cherokee Six.
Featured Aircraft
An additional advantage was that the center of grav-
ity envelope was wide and accommodating. You could
load pretty much anything or anyone in any seat with-
out concern for driving the balance point out the back
of the envelope. Thats not to suggest the airplane paid
no attention to the location of weight, but it did far bet-
ter than you might expect.
Cruise performance in either airplane was nothing to
write home about, but again, the Cherokee outpaced
the Skyhawk, scoring 124 knots to the Cessnas 114
knots. True, thats a little unfair, since the Piper sported
180 hp and the Cessna had only 145, but those were
the numbers in the early 60s. The more realistic com-
parison might be between the Cherokee 150 and the
Skyhawk, but the 150 wasnt really a four-seat machine.
Landing characteristics were in perfect keeping with the
airplanes benign stall manners. The manual flaps allowed
you to lever in 15, 25 or 35 degrees of under wing spoilers
as fast as you could think about it. Approaches worked well
down to any speed above 60 knots, and judging flare height
was almost silly simple. Pipers oleo struts made even ama-
teurs look good.
However many folks you carried in a Cherokee 180, the
model represented the precursor of things to come. Today,
an Archer LX sells for $319,200, about 20 times the tab for
a 1963 PA-28-180. Now, THATs inflation.
ABOUT THE AUTHOR:
Bill Cox took his rst ight in a Piper J-3 Cub in 1953
and has logged some 15,000 hours in 311 dier-
ent types of aircraft since. He has authored more than
2,200 magazine articles and was the on-camera host
of the 1980s TV series ABCs Wide World of Flying.
Bill is currently rated Commercial/Multi/Instrument/
Seaplane/Glider/Helicopter.

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carburetors can make some malfunc-
tions occur (or at least be more readily
recognized) at idle than when the en-
gine is revved up.
To begin the process of finding the
problem, eliminate the simpler items
first. First, consider that a cracked en-
gine mount or defective mount bush-
ings may allow the engine to shake
and feel rough at idle. Moving on, if
the engine begins to run rough at idle
immediately after starting, it can be
caused by a primer that has not been
locked. If the primer is not fully locked
it wont be sealed off.
An engine that begins to run rough
after a prolonged period of running
at idle or very low rpm may have
T
roubleshooting is the logical
process of determining the
cause of a problem or malfunc-
tion using a step-by-step elimination
of possible sources of the problem
until the real culprit is found. Some-
times this can be simple; at other
times it can become a long and ardu-
ous task, especially if the problem is
intermittent.
One of the symptoms that a va-
riety of engine malfunctions can
cause is a rough running engine at
idle or an engine that wont idle at
all. The shorter time lapses at higher
rpms for small induction leaks to be
detected and the use of different jets
and passages on fuel injectors and
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Engine Troubleshooting
Rough Running Engine at Idle
carburetor iceassuming the condi-
tions are favorable for icing. While
most pilots remember to pull on carb
heat when the throttle setting is re-
duced in flight, they dont always
remember to clear the engine after
periods of idling or taxi time on the
ground before take off. The Conti-
nental O-200 and O-300 engines are
especially prone to getting carb ice
because their oil systems dont pro-
vide heat for the intake system in the
same way the Lycoming engines do.
In all cases, once carburetor heat is
applied, the mixture control should
be leaned as needed to prevent an
over-rich mixture from the warmer,
thinner intake air.
A cracked engine mount or bad bushings can sometimes give the feel of a rough idle.
Fuel injected models dont have any
problems with carb ice, but occasion-
ally a fuel injector can get contaminat-
ed causing it to spray incorrectly into
the affected cylinder. Often, a problem
with an injector is intermittent with
the injector being partially clogged at
times. The affected cylinder can often
be found by temperature. If it malfunc-
tions long enough, it will be cooler
than the surrounding cylinders that
have proper combustion occurring in
them. A suspected injector problem
can also be found by removing the
injectors from each cylinder and re-at-
taching them to the lines. A container
is then placed under each injector and
the spray pattern of each nozzle can be
observed as the boost pump is turned
on and the mixture is advanced.
An idle mixture setting that is adjust-
ed too rich or too lean will cause idling
Top: There has to be enough humidity in the air to produce ice in the carburetor. A rainy day
with temperatures in the fties provides a perfect setting for the formation of carburetor ice.
Above: Engine-driven fuel pump installed on a Lycoming engine.
problems as well. Sometimes a slightly
incorrect setting wont be as noticeable
until the weather changes. An idle mix-
ture setting that is a little too lean in
the hot, humid summer months may
not show up as bad until the weather
turns colder and the air is thicker. The
idle mixture is easily adjusted on most
carburetors and fuel injectors by either
turning an adjustment screw in or out
or by turning an adjustment wheel
on the side of the injector. Adjust-
ments should be made in small incre-
ments (toward either rich or lean) as
needed with the engine being revved
up to cruise rpm and reduced to idle
between each adjustment to clear it
out. A correct idle mixture adjustment
generally gives a rise in rpm of 25 to
50 as the mixture control is moved to-
ward idle cut-off. Each manufacturer
has a specific setting for each make
and model that should be adhered to
for a particular engine, but in all cases
the ideal setting will provide the engine
with enough fuel to operate and accel-
erate as needed, but be lean enough
to prevent lead and carbon build-up
which can lead to spark plug fouling
and valve sticking.
Fuel injector installed on a Lycoming
Induction system leaks can cause
rough idling by making one or more
cylinders run too lean. Leaks allow the
higher pressure air outside to leak into
the induction system, so they can be
difficult to detect. Such leaks most of-
ten occur at intake gaskets or from de-
teriorated, flexible rubber connections.
Ignition problems such as fouled
spark plugs, faulty leads, or magneto
problems can also cause the engine to
run rough at idle, but these problems
will usually manifest themselves at
higher rpms as well.
On fuel injected models, if the idle
mixture is difficult to set correctly or the
injector wont hold the adjustment, the
injector itself may be leaking internally
and should be overhauled or replaced.
If the engine wont idle unless the
boost pump is off, the idle mixture
may be set way too rich or perhaps the
engine pump pressure or boost pump
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Fuel mixture adjustment wheel on a fuel
injector
Fuel injector nozzle
pressure is too high. Some pumps have
an adjustment to set the fuel pressure,
others dont. Pumps that dont have
an adjustment have to be sent out and
overhauled or replaced.
If the engine wont idle unless the
boost pump is on, the idle mixture
could be set too lean or the engine-
driven pump could be faulty result-
ing in the boost pump being the only
source of fuel pressure. In hot weather,
an engine that is vapor locking with
the fuel being vaporized in the lines
prior to the carburetor (or nozzles on
injected models) generally wont idle
unless the boost pump is on.
These are a few of the possible
causes for a rough running engine at
idle speeds. Some problems are easy
to find and others take a little more
investigation to pinpoint the source of
the trouble. As with all troubleshooting,
its best to start with the simple possible
causes first and then work up to the
more complicated components.
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CONVERSIONS
Lycoming intake pipe
I
magine. You find out that you have
been accepted into the university
of your dreams where you will be
earning a Bachelors degree in addi-
tion to all of your flight ratings, so that
when you graduate in four years you
will be ready for a career in aviation.
You arrive at the university where
you are surrounded by hundreds (or
even thousands) of students and in-
structors who share your passion for
aviation. You are fully immersed in
aerodynamics, aircraft systems, flight
physiology and many other aspects
of aviation. You learn something new
every day from your fellow students,
instructors, and faculty members.
Now, imagine you have always had
a strong passion for aviation, but life,
or perhaps finances, have led you to
begin a career in another field. Once
you begin to make enough money to
survive, you start to crave that feeling
of slipping the surly bonds of Earth.
The FBO (Fixed-Based Operator) at
your local airport is small, perhaps
only employing a handful of flight in-
structors. It is relatively low-cost and
works well with your already busy
schedule allowing you to fly a cou-
ple times per week, as often as your
income and time allow.
The two scenarios described above
depict the polar opposites of the flight
school options that are available to
you as a flight student. So, how do
you choose the flight school that is
right for you? The results of this deci-
sion can significantly change the way
you learn how to fly, so knowing the
pros and cons of each option in rela-
tion to your goals and individual situ-
ation is crucial.
The Large University
In the first scenario, you would typi-
cally be a younger student, perhaps
recently graduated from high school
or having spent a couple years at your
local community college. Generally
speaking, university graduates will
continue on to be flight instructors,
then First Officers and Captains at re-
gional and major airlines. Beginning
flight training as a university
student is not a decision to
be taken lightly. Being ac-
cepted into an aviation-
centered university often
necessitates a move from
your current location and
will take up the majority of
your free time in addition to
being a large financial in-
vestment.
The FBO
On the other hand, if you
are an older student, a for-
eign student in the US for
only a brief time, or you are
already working a full-time
job, you might consider the
FBO instead. Think of an
FBO as more of the online
school for busy students.
You may even do some
studying online as part of
your ground school train-
ing. These flight instructors
will be much more capa-
ble of working odd hours
around your schedule. Your
flight instructor may even
have another job as well. If
financial or other life issues
Embry-Riddle Aeronautical University supports ight training with Level 6 Flight Training Devices that are
exact replicas of the actual eet. These devices are extremely benecial for replicating training scenarios
while lowering the cost of ight training
Photos courtesy of Embry-Riddle Aeronautical University
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University or FBO
Which Flight School is Right for You?
cause you to stop your flight training
temporarily, while of course this will
negatively affect the continuity of your
training, it is easier done with a small
flight school than a large university.
Students who receive their certificates
through an FBO generally move on
to, or continue their careers in another
field and fly when they can as a per-
sonal hobby.
In short, university-size flight schools
typically train career pilots, while
smaller FBOs primarily train the
hobby-based leisure pilot. However,
graduates of both the university and
the FBO must build their flight hours
if they wish to move on to a career in
flying. These hours can be built at the
very same flight school they trained at,
as a Certified Flight Instructor, or can
Embry-Riddle Aeronautical University is an aviation-based private university that contracts
with small local operators nationwide. Their Prescott, Arizona-based campus has an advanced
eet equipped with G1000 Avionics throughout their single and multi-engine aircraft, oering
state-of-the art training to support an aviation career.
About the Author
PHOTO COURTESY OF EMBRY-RIDDLE AERONAUTICAL UNIVERSITY
be paid for by the student in the form
of solo flights.
Consider your own individual in-
terests in deciding which style of flight
school is right for you and in no time,
you will find that you too can slip the
surly bonds of Earth to dance upon the
skies.
Alysha Tellefson is a full-time Cer-
tified Flight Instructor and part-time
check instructor for Embry-Riddle
Aeronautical University (ERAU) in
Prescott, AZ. She holds Bachelors of
Aeronautical Science and a Masters
of Business in Aviation from ERAU.
Total time on air frame
(TTAF) is 2,083
Engine time is
435 hours on a Lycoming
remanufactured engine
Last annual was
October 2012.
Equipped with King avionics
1 KMA 24 audio panel
2KX 144 nav/com (1 with glidescope)
1 KI 208 CDI indicator
1 KI 209 CDI indicator (with glidescope)
1 KN 64 DME
1 KR 86/KA 42B ADF system
1 KT 76 transponder
1 SPA 400 4 place intercom system
1 Trimble 1000DC
Interested purchasers please contact:
Bill Morgan
202-362-3200
e-mail: Morgan3936@aol.com
For Sale
1978 Piper Warrior II (PA-28-161) N3936M
This airplane was completely redone in 1994 by Nearly
New Airplanes, Inc. New paint, new interior, new win-
dows, new panel, new instruments, new engine. I am the
only owner since then and the airplane has always been
hangered since then. Condition wise, it is 9 inside and
out. It is based at GAI (Montgomery County Airpark in
Gaithersburg, MD). The price is $55,000.
THE ENGINE PROTECTORS
Best EGT/CHT Presentation Available
Hexad II (6 cyl.) Tetra II (4 cyl.)
Multichannel Continuous Engine
Diagnosis Pointers Align for Cruise!
MIXTURE MIZER II
For less costly engine protection
Above systems feature shock cooling alarm.
KS AVIONICS, INC.
25216 Cypress Avenue, Hayward, CA 94544
(510) 785-9407 (800) 346-4469
Manufacturers of reliable instruments since 1967
www.ksavionics.com
Buy or Rent
the Worlds......
smallest package
lightest weight
least expensive
NEW!!! FAA TSO Approved Life Rafts
Emergency Liferaft
4-6 MAN
4 x 12 x 14
12 lbs.
$1370
9-13 MAN
5 x 12 x 14
18 lbs.
$1785
TSOd and
Non TSOd
Made in USA
Call Survival Products, the manufacturer, for customer/distributor/service info.
Phone: (954) 966-7329 Fax: (954) 966-3584
5614 SW 25 St., Hollywood, FL 33023
www.survivalproductsinc.com sales@survivalproductsinc.com
2013 EAAAirVenture
Savings check list
Day 1: Saturday,
July 27, 2013
8 a.m.-5 p.m. Fly in to the
Stevens Point Municipal Airport
(KSTE) and check in with our
staff Free transportation to
the hotel.
6 p.m.-8 p.m. Enjoy a build
your own Burgerfest at a local
pub. Menu to include local
Wisconsin summer favorites.
8 p.m.-? Enjoy time with
fellow pilots and GTO
attendees (Pub is within
walking distance to the hotel).
Day 2: Sunday,
July 28, 2013
10 a.m. Transportation to
the Stevens Point Airport for
a brunch and informational
classes from local vendors
and pilots. Drawings for
thousands of dollars worth of
GTO prizes will take place.
2 p.m. Transportation back to
the hotel will be provided.
3 p.m.-7 p.m. other community
activities available for those
who wish to take part.
Days 3-7: Monday-Friday,
July 29-August 2, 2013
7:30 a.m. GTO attendees meet
in hotel lobby for breakfast.
7:45 a.m. Departure of the
deluxe motor coach bus to the
2013 EAA AirVenture in
Oshkosh (approximately a 75-
minute ride).
9 a.m.-5 p.m. GTO attendees
are welcomed at the 2013 EAA
AirVenture.
Free water and soda will
be provided to the GTO
attendees all week long at
our EAA booth.
Storage of EAA souvenirs and
supplies is provided to GTO
attendees at our EAA booth.
A late bus will be provided on
Monday July 29 for those
GTO attendees who wish to
attend the evening concert.
5:30 p.m. Return bus ride back
to the Stevens Point hotel.
Free water, soda, local beers,
and Mikes Hard Lemonade
provided on the return bus
ride each night.
7 p.m.-9 p.m. Each night an
organized dinner is arranged at
local restaurants with discounts
on meals provided.
Considered by many GTO
attendees the highlight of
each days activities.
2013
Event
Schedule
2013
Hotel Savings$850
(deluxe room rates start at $97 per night)
Car Rental Savings$415
(all transportation to EAA AirVenture
each day is provided)
Food and Entertainment
Savings$250
(free morning breakfasts and weekend
brunch and dinner provided)
Savings on EAA Beverage
Expenses$150
(Free beverages provided on bus and
at EAA AirVenture)
Relaxing and enjoying
EAA AirVenturePriceless
Have your 2013 EAAAirVenture plans
include the 2013 GTOand take part in
thebelowsavings andtheopportunity
to win $1000 of aviation prizes!!
Space is limited and filling up fast.
Call Dan at (715) 445-5000
ext.116 and make your
reservations today!
Time to
register
for the
Gateway toOshkosh(GTO)
and
EAA
AirVenture
review and presents a vision of aviation excellence within
seven sections: (1) General Responsibilities of Aviators; (2)
Passengers and People on the Surface; (3) Training and
Proficiency; (4) Security; (5) Environmental Issues; (6) Use
of Technology; and (7) Advancement and Promotion of
Aviation.
The Aviators Model Code of Conduct anchors a family of
similar codes including the Aviation Maintenance Techni-
cians Model Code of Conduct, the Flight Instructors Model
Code of Conduct, the Glider Aviators Model Code of Con-
duct, the Light Sport Aviators Model Code of Conduct, the
Seaplane Pilots Model Code of Conduct, and the Student
Pilots Model Code of Conduct.
Developed as a volunteer effort, each code is available
as a free public service along with supporting materials at
www.secureav.com.
Piper Light Twins Approved to use
Electroairs Electronic Ignition
Teaching the Aviators Model Code of
Conduct to Kids Released
Code Teaches Youth Flying Basics
and Life Lessons
Teaching the Aviators Model Code of
Conduct to Kids, an abridged and sim-
plified explanation of the Aviators Model
Code of Conduct (AMCC), was released
January 2, 2013 by the projects Permanent Editorial Board.
Developed by a team of aviation professionals and draw-
ing upon decades of research and experience, the AMCC
promotes flight and ground safety, professionalism, and pi-
lot contributions to the aviation community and society at
large. It also encourages the development and adoption of
good judgment, ethical behavior, and personal responsibil-
ity, and supports improved communications between pilots,
regulators, and others in the aviation industry.
Written for use in the classroom with language appropri-
ate for children, the document exposes young students to
important values shared by safe and successful aviators.
The AMCC will introduce students to what it takes to be
a good pilot, to fly safely, and be a good passenger said
Judith A. Captain Judy Rice, founder of Think Global
Flight. Learning the basic rules of flying will help them suc-
ceed in many areas of their livesas students now, and as
adults in the future.
The Code of Conduct has received extensive industry
Howell, MI - Electroair announced that the Piper Semi-
nole, Twin Comanche, and Apache have now been added to
the Approved Model List (AML) for the Electroair Electronic
Ignition System. This approval covers both conventional twins
as well as twins outfitted with counter-rotating propelvlers (note
part number variation for correct application).
The price for these four cylinder kits remains at the suggested
price of $3,400 per kit. The twin engine kits contain the ap-
propriate parts for a typical installation on a Piper light twin,
including longer length wire harnesses and placarding. The fol-
lowing part numbers are used for the twin engine kits:
Standard Rotating Engine
EIS-41000T: Non-Impulse Magneto Replacement
EIS-41000TIC: Impulse Coupled Mag Replacement
Counter Rotating Engine
EIS-41000TLH: Non-Impulse Magneto Replacement
EIS-41000TLHIC: Impulse Coupled Mag Rplcmnt
These systems should be popular with Seminole operators
in flight schools and with Twin Comanche operators - both pri-
marily for the fuel savings and more efficient operation. Typical
fuel savings that have been reported back to Electroair ranged
between 12-16%. Also, there is notable savings from reduced
maintenance costs by removing one magneto. Most of these
reports have come back from flight schools using our system.
For more information, visit www.electroair.net.
$9,$7,21,QQRYDWLRQV New Products & Services
FlyTies Introduces Improved,
Light-weight Tie-down Kit
Many pilots traveling to air shows
and the back country often dont think
about reliable tie downs until its too
late.
FlyTies Company has recently made
several improvements to their product.
The 3/8-inch x 14 die-cast stakes
can penetrate harder ground and give
a combined holding strength of over
3,000 lbs. Additionally, the overall
weight of each tie down kit is now only
6 lbsthats less than the weight of
one gallon of avgas!
Kits come complete with three ropes,
removal tool, three, high-strength alu-
minum hubs, nine stakes, instructions,
and a canvas tote bag for $99.95 +
shipping. Tell them you saw it in Pipers
and save $15 right off the top! Offer
good through August 15, 2013.
For more information call, 408-966-
4365 or visit www.flyties.com
NATA Launches Cockpit-ready
Access to Data and Critical Regula-
tory Information via New Website
and Blog on HubSpot
Reno, NV NATA Compliance Ser-
vices, LLC (NATACS), a subsidiary of
the National Air Transportation Asso-
ciation, announced security and tech-
nology upgrades, mobile capability,
and the launch of their new website
and blog on the HubSpot platform.
NATACS launched their new web-
site and blog on HubSpot to leverage
AVIATION Innovations
We Will Help You Troubleshoot
Your System Helping with:
Turbochargers
Controllers, Wastegates
Pressure Relief Valves
Turbos balanced at 50,000 RPM by VSR
Test Machine (visit our website to see
the VSR in operation)
In this business 23 years
Teaching subject at FAA endorsed events
A father / son team with 86 combined years
of aviation maintenance experience
with A&P license/commercial pilot
MAIN TURBO
Systems, Incorporated
1-888-847-8010 (559) 635-3322 Fax (559) 627-1960
Gary Main Bill Main Main Turbo Systems, Inc. 234 South Cotta Court
Visalia, Ca. 93292 U.S.A. www. mainturbo.com info@mainturbo.com
OVERHAUL EXCHANGE
the power of social,
mobile, and inno-
vative technologies
to improve industry
communi cat i ons
and engagement.
Moving to the
platform now allows
NATACS to quickly
update the website
and blog with rel-
evant information
and share it through
social media chan-
nels, ensuring their
clients get the infor-
mation as quickly as
possible and in the
channels they prefer.
The NATACS blog will focus on four
primary areas:
1. FAA Drug & Alcohol
2. Alien Flight Student Program and
Flight Training
3. TSA Regulations and Programs
4. Online Training
NATACS is ecstatic to have indus-
try leaders sharing thoughts, com-
ments, and knowledge in an open
forum through our new communica-
tions system, said Michael Sundheim,
CEO, NATACS.
With the new HubSpot imple-
mentation and other technology and
security improvements, we offer the
industry a platform for instant com-
munication to help everyone stay on
top of regulatory trends anywhere,
anytime.
Visit the new site at http://info.na-
tacs.aero. The blog can be found at
http://info.natacs.aero/blog.
Montague Corporation Introduces
Boston 8 Bikethe Ultimate
Pilots Vehicle
Cambridge, MAMontague Cor-
poration, a leader in full-size folding
bikes for 25 years, knows what pilots
are looking for in a bike: low mainte-
nance, a suitable range of gears, ad-
justable handle bar height, fenders,
and the ability to fold for easy stowage
in the hold of a plane. Thanks to the
Boston 8, the private pilot can finally
have it all.
New Products & Services
The Boston 8 is the newest addition to
Montagues line of full-size folding pave-
ment bikes. It has the same clean frame
design and full-size 700c wheels as the
popular Boston single speed model, but
also features the simple, smooth, and
hassle-free Shimano Nexus 8-speed in-
ternal gear hub. As a result, the Boston
8 combines the simple aesthetics of a
single speed with the practicality of an 8
speed bike: it has the same hip look as
the Boston, down to the straight chain
line, but also allows the rider the option
of shifting gears. The Boston 8 also fea-
tures the Octagon handle bar height ad-
justment system which allows riders the
most convenient option for handlebar
height adjustment, anywhere, anytime.
Without the use of tools, Octagon al-
lows up to 4 inches of adjustable height.
The Shimano internal hub means that
the Boston 8 has no exposed derailleur
that can be bent or otherwise damaged
when stashing the bike in a car trunk or
plane. It can last long periods without
requiring maintenance, as the gears and
shifting mechanism are lubricated with
specially-formulated grease designed
to keep the gears running smoothly
AVIATION Innovations
Express: Flight Planning, Moving
Map, Weather, and EFB on Your
Android Tablet or Smartphone
800-533-3211 503-829-6167
www.rmstek.com
RMS Technol ogy, I nc.
124 Ber kl ey Ave - Mol al l a, OR 97038
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IFR and VFR charts and planning,
airport and airspace information,
weather, weight & balance, terrain,
and updated TFRs.
Android 2.2+ and
8 GB required.
800-462-7605
DOWTY
HARTZELL
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OVERNOR
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WORLD CLASS WARRANTY
FACTORY TRAINED
TECHNICIANS
FAA/EASA CRS FR6R545N
2865 AIRPORT DRIVE
ERIE, CO 80516
FAX: 303-665-7164
e-mail: rockyprop@rockyprop.com
http://www.rockyprop.com
through all types of weather conditions.
The Boston 8 is a great bike for
weight and space constrained pilots,
said Montague Product Manager, Jona-
than Vandenberg. The gear range is
ideal for hilly riding, and the internal
hub protects the gears from the dirt,
mud, and dust pilots so often encoun-
ter.
Indeed, with the front and rear fend-
ers, the rider, as well as the gears, will be
better protected from road debris. And
since like all Montague bikes, the Bos-
ton 8 folds in about 20 seconds, so its
quick and easy to go from riding your
bike to taking off.
While designed with the pilot in mind,
the Boston 8 is an excellent bike for get-
ting around town, running to the store,
or riding on the bike path. Its a great
choice for any pilot looking for a simple
yet versatile bike.
Montague has a complete line of
full-size mountain and pavement fold-
ing bikes that start at $629. The Bos-
ton 8 has an MSRP of $1,049. For
information on Montagues bike line,
visit www.montaguebikes.com or call
800-736-5348.
New Products & Services
BEAUTIFUL WASHINGTON SAN JUAN ISLANDS
DECATUR SHORES (WN07) AIRPARK
Large 4 bedroom home
with 45 X 40 hangar

Adjacent lot 45 X 40 hangar,
orchard and building site
community water system,
dock, airstrip and park
360-375-6044
Dukes Fuel Pumps
Approved Overhaul / Rewind
4140-00 Series, 1184-00-1, 1296-00-1,1420-00-1, 1499-00-19,
1500-00-35 & Cessna: C291504-0101, -0201, -0204
$400.00
Will Buy Cores
Aeromotors, LLC
304 East Murray St. - Browntown WI. 33322
Phone 608-966-3141 - Fax 608-966-3143 - FAA CRS# 01MR337Y
S
ituated halfway between Los
Angeles and Santa Barbara,
CMA is a general aviation des-
tination unto itself with a temperate
climate that almost guarantees per-
fect flying weather 11 months out of
the year. A former Air Force base,
CMAs busy 6,000 feet long, 150-
feet wide runway conducts nearly
187,000 annual operations.
CMA was originally built in 1942
by the California State Highway De-
partment. In 1951 it was expanded
because of its proximity to the coast
for Cold War defense and renamed
Oxnard AFB. By 1958 it had grown
into its own little defense commu-
nity with a 9,000 foot runway, a
control tower, ILS, VOR, and safety
overruns. During the 60s, the Mc-
Donnell Douglas F-101B Voodoo
interceptor aircraft (with Genie tacti-
cal nuclear missiles) called it home, but
by 1970 the facility was deactivated by
the USAF and later acquired by the
County of Ventura.
Today, CMA offers everything from
advanced aerobatic training, to leg-
endary food and shopping access, to
a Commemorative Air Force museum.
You could have a great day without
ever leaving the airport, says Don Oc-
chiline, Deputy Director of Airports.
Expect to conduct some barrel rolls
and spins if you have to opportunity to
fly in to Camarillo Airport with Spen-
cer Suderman in his Meteor Pitts aero-
batic biplane. Youll see the Sulphur
Mountains to the northwest if youre
landing from an eastward approach
and the Laguna Peak in the Point
Mugu State Park if youre coming from
the west. Sudermans aerobatic train-
ing hangar is located near fellow flyer
Bill Cornicks (aka The Grandfather
in Aerobatics). Both are regulars on
the air show circuit, with Suderman
even providing lessons.
If youre a local pilot from Burbank,
Van Nuys, the LA basin, or Santa Barba-
ra, theres a good chance youve made
CMAs Waypoint Caf your destination
for lunch. Wednesday is our big day as
we offer our tri-tip sandwich, but prepare
for a 30 minute wait if youre looking for
a lunchtime meal, cautioned the Cafs
manager. The Waypoint serves breakfast
all day and is also known for its sundae
counter.
CMA is the Commemorative Air
Forces (CAF) southern California
wing and also the location of one of its
premier museums. In two hangers just
west of the Waypoint Caf, youll find
pristine flying examples of World War
A birds eye view taken from Spencer Sudermans high-performance Meteor Pitts. For more
about Spencer Suderman Air shows, visit www.spencersuderman.com.
By Steve Lundin
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Camarillo Airport (CMA)

- Camarillo, California
Where the airport is the destination
NOMINATE YOUR FAVORITE AIR-
PORT FOR A FUTURE INSTALLMENT
OF RUNWAY DESTINATIONS.
Is your airport more than just a fueling
waypoint? If your airport is a point
of interest because of its history,
location, or other unique features, we
want to hear about it.
Email suggestions (with photos) to
dennisp@jonespublishing.com for
consideration.
I, World War II, Korean, and Vietnam
favorites including a F6F Hellcat, T-6
Texan, AGM Zero, C-46 China Doll,
and a B25J, among others. And yes,
rides are available in their P-51 Mus-
tang, T-6/SNJ Texan, and PT-19 Cor-
nell! If youre at CMA this August, you
can see them in action during the an-
nual Wings Over Camarillo Air Show
(www.wingsovercamarillo.com).
Take off in the early evening after a
day at the airport, head nine miles west,
and treat yourself to a coastline cruise
north to Santa Barbara with the gentle
sunset over your left shoulder. Youll be
following in the slipstream of history;
along the same path that the nuclear
equipped F-101B may have taken
while it cruised our ocean bordersa
fitting nightcap to your day at CMA.
Nearly 25 businesses are located at
the field, including several charter op-
erations and training facilities for he-
licopters, ultra lights, and skydiving.
CMA does not charge a fee to land;
car rentals for access to nearby outlet
malls are available through the FBO.
For complete fly in and facilities in-
formation on CMA, visit www.portal.
countyofventura.org.
Previous satisfied customers include
Motion Models
the worlds #1 supplier of ready made
& custom airplane models.
and thousands of other people, museums and
corporations around the world. Regardless of
most of our competitors universally calling all
their models museum quality, we are the one
with models in most of the large museums.
Visit our web site
www.motionmodels.com
Just send e-mail to
joel@motionmodels.com
or call 1-800-866-3172
or 1-954-344-8512
from 10 AM to 5:30 PM (EST) weekdays
4 U.S. Presidents
Several Secretaries
of the Navy
The Chief of Naval
Operations
Chairman of the Joint
Chiefs of Staff
Mr. Ross Perot
David Letterman
The SMITHSONIAN
MUSEUM
U.S. Navy Museums
Northrop Grumman
The Departments
of Defense
USAF, Navy, Coast Guard
WE CAN MAKE ANYTHING THAT FLYS
AIR SHOW
AUGUST 17-18, 2013
See restored aircraft from the
1940s, 1950s, and 1960s ying
while you can. You may not get
another chance like this!
The Camarillo Wings Association
will host this years Wings Over
Camarillo Air Show with support
from volunteers from the Southern
California Wing of the Commemo-
rative Air Force, EAA Chapter 723,
and the Ventura County 99s.
An expanded Air Show ight
demonstration will feature many
popular aerobatic routines with
nearly 90 aircraft; including vintage
planes, experimental planes, and
WWII ghters, bombers, and trans-
ports.
The Show features public access
to the planes, pilots, and crews.
Come for the day to watch and
walk among the planes that have
long inspired young people to
get into aviation and aerospace in
Southern California.
For more information, visit www.
wingsovercamarillo.com.

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F L I GHT MARKE T
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Piper Navajo,
Mojave & P-Navajo
Tank disassembled, in-
spected, resealed, FAA
certied. Over 11,000
resealed since 1972;
trained by Skycraft.
Original, most extensive two-year warranty
available. No Sloshing. Piper hasnt used slosh-
ing since 1968. No weight increase. Tank not
modied. Only Mil-S-8802 Polysulde integral
fuel tank sealer. (Same sealer used by Boeing,
Douglas, Airbus) Rusted ller necks? New Piper
Stainless replacement. All 25-gal tanks without
rib. Also Lance & Seneca. Fuelsenders checked & ad-
justed to Piper specs. Vent Line cleared & vent line hoses
replaced. Stainless structural screw kits available. Any
questions? Call for prompt, complete answers.
$1600
Cherokee Tanks Leaking?
Get our time-tested curenot just a quick x
Your tanks
only
Special Carton
Available For Fast
Shipping by UPS
www.woodstockair.com
(845) 583-5830
Fax (845) 583-6076
Call Now!
Woodstock Aircraft Services
Sullivan County Airport 75 Hangar Rd.
White Lake NY 12786
($850 each) Note: Cherokee tanks
not interchangeable
Advertisers Index
All advertisers linked to our website: www.piperowner.org
4 PAWS Aviation .............................www.4pawsaviation.com ................... 49
A M R & D Inc ..................................www.pipermods.com ......................... 17
ACF-50 ............................................www.acf-50.com ................................ 15
Aero Mechanical Technologies .......www.aeromechtech.com ................... 37
Aeromotors, LLC .............................www.aeromotorsllc.com .................... 57
AeroParts & Supply .........................www.2aps.com .................................. 33
AEROX Aviation Oxygen Systems ..www.aerox.com ................................. 60
Air Salvage of Dallas .......................www.asod.com .................................. 61
Aircraft Glareshield ..........................www.aircraftglareshield.com .............. 25
Aircraft Propeller Service ................www.pcu5000.com ............................ 41
Aircraft Security & Alert Systems ....www.aircraftsecurityalert.com ............ 54
Aircraft Spruce & Specialty Co ........www.aircraft-spruce.com ..................... 3
Airmark Overhaul, Inc. ....................www.airmarkoverhaul.com ................ 21
Airparts Inc. .....................................www.airpartsinc.com ......................... 23
Air-Parts of Lock Haven ..................ZZZDLUSDUWVRRFNKDYHQFRP ........... 17
Airplane Things ...............................www.airplanethings.com .................... 33
Airtex Products ................................www.airtexinteriors.com .................... 27
Airward Inc ......................................www.airward.com .............................. 60
Alpha Aviation Inc. ...........................www.alpha-aviation.com .................... 41
APG Eastern Avionics .....................www.avionix.com ............................... 21
AVBLEND micro-lubricant ...............www.avblend.com ............................. 61
Avemco Insurance Company ..........www.avemco.com ............................... 2
Aviat Aircraft Inc. .............................www.aviataircraft.com ....................... 13
Aviation Creations, LLC. .................www.aviationscreations.com ............. 37
Aviation Fabricators ........................www.avfab.com ................................. 60
Aviation Insurance Resources ........www.air-pros.com .............................. 60
Aviation Laboratories ......................www.avlab.com ................................. 29
B. A. S. Inc ......................................www.basinc-aeromod.com ................ 31
B/E Aerospace ................................www.beaerospace.com ..................... 19
Bogert Aviation ................................www.bogert-av.com ........................... 29
Bruces Custom Covers ..................www.aircraftcovers.com .................... 27
Century Air ......................................www.centuryair.com .......................... 13
Challenger Aviation Products ..........www.challengeraviation.com ............. 37
Chief Aircraft Inc. .............................www.chiefaircraft.com ....................... 46
CJ Aviation ......................................www.cjaviation.com ............................11
CO Guardian LLC. ..........................www.guardianavionics.com ............... 33
Consolidated Aircraft Supply ...........www.consolac.com ............................ 35
&URVVUH0DJQHWR6HUYLFH ..............ZZZFURVVUHPDJQHWRFRP .............. 28
Crosswinds Coolers ........................www.crosswindcoolers.com .............. 17
Desser Tire & Rubber Co. Inc. ........www.desser.com ............................... 59
Dipstick Fuel Gauges ......................www.dipstikfuelgauge.com ................ 47
Don Hall ..................................................................................................... 57
DTC DUAT ......................................www.duat.com ................................... 14
Electroair .........................................www.electroair.net ............................. 50
Electronics International ..................www.buy-ei.com ................................ 41
Emergency Beacon Corp. ...............www.emergencybeaconcorp.com ..... 55
Epic Aircraft, LLC ............................www.epicaircraft.com ........................ 23
Flightcom .........................................ZZZLJKWFRPQHW ............................... 9
Floats & Fuel Cells ..........................www.ffcfuelcells.com ......................... 55
GATTS Advanced Flight Training ....www.gatts.org .................................... 31
*HQHUDO$YLDWLRQ0RGLFDWLRQ ..........www.gami.com .................................. 51
Gibson Aviation .......................................................................................... 57
Gillen-Phx, LLC ...............................www.gillen-phx.com ........................... 50
Hartzell Propeller, Inc ......................www.hartzellprop.com ....................... 47
Ikarus ..............................................www.ikarus-usa.com ......................... 40
Jeppesen.........................................www.jeppesen.com ............................. 5
JP Instruments ................................www.jpinstruments.com ....................... 7
K&K Precision Welding ...................www.precision-welding.com .............. 61
Kings Avionics Inc. ..........................www.kingsavionics.net ...................... 19
Knisley Welding ...............................www.knisleywelding.com ................... 37
Knots 2U Ltd ...................................www.knots2u.com ............................. 54
KS Avionics .....................................www.ksavionics.com ......................... 51
Leading Edge Exhaust Systems .....ZZZZHPDNH\RX\FRP ................... 35
M20 Products LLC. .........................www.m-20turbos.com ........................ 29
Mac-Mor Ltd ....................................www.macmorltd.com ......................... 23
Main Turbo Systems Inc ..................www.mainturbo.com .......................... 54
Marvel-Schebler ..............................www.msacarbs.com .......................... 63
Motion Models, Inc. .........................www.motionmodels.com .................... 59
Mountain High Oxygen Systems .....www.mhoxygen.com ......................... 50
Mtn View Aviation ............................www.mtnviewaviation.com ................ 15
MultiCorp Aviation ...........................www.multicorpaviation.com ............... 39
NavStrobe Lighting..........................www.navstrobelighting.com ............... 39
NavWorx, Incorporated ...................www.navworx.com ............................. 45
Parts Exchange ...............................www.aircraftexhaust.com .................. 60
Plane Parts Company .....................www.planeparts.com ......................... 43
Planecover.com ...............................www.planecover.com ......................... 29
Precision Hose Technology, Inc. .....www.aircrafthose.com ....................... 45
Precision Propeller Service, Inc. .....www.precisionpropellerservice.com .. 28
Pro Aero Engines Inc ......................www.proaeroengines.com ................. 40
Professional Pilots Inc. ....................www.propilotsinc.com ........................ 25
R & M Steel Co. ..............................www.aviationbuildingsystem.com ...... 46
RJ Tutt Aviation ...............................www.rjtuttaviation.com ....................... 60
RMS Technology, Inc. .....................www.rmstek.com ............................... 56
Rocky Mountain Propellers, INC .....www.rockyprop.com .......................... 56
Sentimental Journey .......................ZZZVHQWLPHQWDOMRXUQH\\LQFRP .... 31
SkyOx Ltd ........................................www.skyox.com ................................. 60
Sportys Pilot Shop ..........................www.sportys.com .............................. 60
StartPac ..........................................www.startpac.com ............................. 64
Steel Aviation, Inc. ...........................www.steelaviation.com ...................... 53
Sun-Foil Aircraft Sunscreens, Inc ....www.sunfoil.com ................................ 51
6XSHU6RXQGSURRQJ,QF ..............ZZZVRXQGSURRQJRUJ ..................... 31
Survival Products Inc ......................www.survivalproductsinc.com ........... 51
UTC Aerospace ..............................www.utcaerospacesystems.com ....... 25
Vantage Plane Plastics, Ltd. ...........www.planeplastics.com ..................... 50
Wag-Aero Group Inc .......................www.wagaero.com ............................ 14
Warren Gregoire & Assoc. ..............www.warrengregoire.com .................. 60
Wilco Inc. .........................................www.wilcoaircraftparts.com ............... 41
Wild Blue, LLC. ...............................www.wildbluellc.com .......................... 39
William Morgan .......................................................................................... 49
Winged Warriors .............................www.wingedwarriors.org ................... 39
Wings of Hope .................................ZZZZLQJVRIKRSHUDIHRUJ ............... 33
Woodstock Aircraft Services ...........www.woodstockair.com ..................... 61

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